The purpose of this research was to identify the design characteristics and attitudes that impact the use of snowboarding helmets and to test statistically a proposed conceptual framework for identifying perceived importance of functional, expressive, aesthetic, and regulatory (FEAR) needs of snowboarding helmets for current snowboarders. Data for this study was collected online. The final sample was composed of 391 participants, which represented a 13.67% response rate. Multiple comparisons were used to examine mean differences among the FEAR variables, as well as attitudes toward helmet use. A multiple linear regression was used to test four proposed hypotheses. The results of hypotheses revealed that there was an impact between attitudes toward helmet use and perceived importance of functional needs, but this relationship depended on the level of expressive needs, aesthetic needs, and helmet usage. The typical impact of functional needs on attitudes toward helmet use was positive (slope = .013) when all variables were at their respective means (Hypothesis 1). Hypothesis 2 tested to see if there was an impact between attitudes toward helmet use and perceived importance of expressive needs, but again, this relationship depended on the level of functional needs and helmet usage. The typical impact of expressive needs on attitudes toward helmet use was positive (slope = .014) when all variables were at their respective means. Similarly, the impact between attitudes toward helmet use and the perceived importance of aesthetic needs was dependent on the level of functional needs and helmet usage. The impact of aesthetic needs on attitudes toward helmet use was typically negative (slope = -.012) when all variables were at their respective means (Hypothesis 3). Finally, Hypothesis 4 looked at the impact between attitudes toward helmet use and the perceived importance of regulatory needs. Unlike the other three hypotheses, this relationship did not depend on any other variables. The impact of regulatory needs on attitudes toward helmet use was positive, and the strength of association was .010. Although hypothesis 1-3 were substantially supported, and hypothesis 4 was fully supported, from a statistical point of view, the interaction effects between the independent variables (i.e., FEA needs) and the covariate (i.e., helmet usage) limit the findings, so we can not really state that the hypotheses were supported. However, based on information obtained from the respondents in this study, the application of a FEAR needs assessment of snowboarding helmets could help to enhance the overall performance of snowboarders. In other words, the improvement of helmet functionality, expressive qualities, aesthetic attributes and regulatory needs would provide a more enjoyable snow activity to participants. Thus, the conceptual framework of the perceived importance of FEAR needs would be acceptable to understand the attitudes toward helmet use among snowboarders. / Ph. D.

No description available.

Road traffic injuries (RTI) currently rank as the 11th leading cause of death world wide and the leading cause of injury related deaths worldwide. Globally, road traffic crashes kill over 1.2 million people per year with over 90% of the deaths occurring in low and middle income countries. Pedestrians, cyclists, and motorcyclists, collectively called vulnerable road users, are often times the victims. Therefore, the purpose of this study was to identify the factors that are associated with traffic fatalities as well as the factors that are associated with being a vulnerable road user in traffic injuries and traffic fatalities in Pasto, Colombia. The results from this study showed that males had increased odds of being involved in a traffic fatality (OR=2.16 95%;CI 1.03-4.53). Rural road users are more likely to be involved in fatal traffic crashes than their urban counterparts (OR=5.92 95%;CI 3.00-11.71) Other groups such as young adults, vulnerable road users, and those not using safety equipment were also more likely to be injured or die in a traffic crash. Interventions specifically targeting these groups are needed.

Introduction : La promotion du port du casque à vélo exige une bonne connaissance des déterminants du port du casque. Objectifs : Estimer l’association entre les caractéristiques sociodémographiques et le port du casque à vélo dans la population des cyclistes de Montréal et examiner les associations entre le port du casque et les comportements sécuritaires à vélo ainsi que les habitudes de vie. Méthode : Le devis est transversal à mesures répétées, via trois sondages téléphoniques complétés entre 2009 et 2010. L’échantillon analysé comprend 3309 Montréalais de 18 ans et plus ayant fait du vélo au cours des douze derniers mois. Des informations sur le port du casque, les caractéristiques sociodémographiques, les autres comportements sécuritaires à vélo, les habitudes de vie et l’environnement routier ont été recueillies. Des analyses de régression logistique, bivariées et multivariées, ont été réalisées. Résultats : Le port du casque est significativement associé à un revenu et un niveau d’éducation plus élevés, au lieu de naissance (Canada vs hors Canada), à d’autres comportements sécuritaires à vélo, à certaines habitudes de vie (non-fumeur, boire une ou deux consommations alcoolisées quotidiennement vs ne pas boire, ou boire trois consommations ou plus quotidiennement) et à l’absence d’une station de vélo en libre-service proche du lieu de résidence. Conclusion : Le port du casque s’inscrit dans l’ensemble des comportements permettant aux cyclistes de se protéger. La présence d’inégalités sociales devrait être prise en compte dans les interventions de promotion du port du casque. / Background: Cyclists are vulnerable road users. Helmet use may reduce injury severity. Yet, its promotion requires a good knowledge of the determinants related to helmet use. Objectives: The objectives are to estimate the association between sociodemographic characteristics and helmet use among cyclists’ from Montreal and to examine associations between helmet use and safe cycling behaviours as well as lifestyles behaviour. Methods: We used a cross sectional design with repeated measures through three telephone surveys completed in 2009 and 2010. The sample includes 3309 Montrealers aged 18 years and over, who had cycled in the previous 12 months. Information on sociodemographic characteristics, safe cycling behaviours, lifestyles and road environments were collected. Bivariate and multivariate logistic regression analyses were conducted. Results: Results show associations between wearing a helmet and income, higher level of education, being born in Canada, other safe cycling behaviours, some lifestyles (non-smoking and drinking one or two alcoholic beverages daily vs not drinking, or drinking three alcoholic beverages or more daily) and the absence of public bicycle share docking stations near one’s dwelling. Conclusions: Helmet use is one of the behaviours allowing cyclists to protect themselves. Social inequalities should be considered when developing interventions to promote helmet use among cyclists.

Using a bicycle helmet markedly reduces the risk of head injuries. The most recent systematic review and meta-analysis has documented that the use of bicycle helmet reduces the risk of serious head injuries by 60 % [1]. Given the large safety-gains from wearing a helmet while cycling, it is highly relevant to promote the uptake of bicycle helmets while also measuring how the prevalence of bicycle helmet use evolves over time across different groups. In Denmark, bicycle helmet use has been promoted in several nationwide campaigns targeting both the general cyclist population and cycling school children. Since 2004, the use of bicycle helmets among cyclist in Denmark has also been measured observationally in two different nationwide time series. One time series (termed 'city traffic'') consists of observations of cyclist across all age groups in city traffic. The other nationwide time series (named 'school traffic'') consists of observations in front of schools, and only includes observations of cycling children. This paper presents the results of these two observational time series, while also cautiously linking the increase in bicycle helmet use to campaigns that have promoted the uptake of bicycle helmets. This paper is structured as follows. First, the methods of the observational bicycle helmet studies are presented. Second, the results of the bicycle helmet observational time series are presented. Third, the discussion section assesses potential explanations for the increased bicycle helmet use in Denmark. The paper concludes that the use of bicycle helmets has increased markedly in Denmark. In 2004, approximately 6 % of the observed cyclists in city traffic used bicycle helmets. This number increased to 28 % in 2014 and to 48 % in 2021. In school traffic, helmet use among cycling school children increased from 33 % in 2004 to 60 % in 2014 and to 80 % in 2021. [From Introduction]

Les lesions cerebrals per traumatismes craniencefàlics són la causa més freqüent de defunció en els accidents de trànsit en els que estan implicats vehicles de dues rodes. Malgrat la provada eficàcia de l'ús del casc per amortir les lesions en cas d'accidents, molts adolescents i joves no el fan servir o fan un ús incorrecte. El principal objectiu d'aquesta investigació és identificar les variables que millor prediuen l'ús del casc entre els adolescents. En la recerca es combinen la metodologia quantitativa i qualitativa i consta de dues fases. A la primera fase participen 876 estudiants de secundària (46,8% nois) amb edats compreses entre 14 i 18 anys. A la segona fase, s'estudien quatre casos d'adolescents que han patit un accident greu circulant amb ciclomotor i que no portaven el casc o feien un ús incorrecte. Els resultats suggereixen que l'edat i la influència social són les variables més rellevants per predir l'ús continuat del casc entre els adolescents. De l'estudi se'n deriven estratègies d'intervenció per incrementar l'ús del casc entre els dolescents. / The cerebral injuries as a result of cranio-encephalic traumatism are the most frequent cause of death in two-wheel vehicle accidents. In spite of the proven effectiveness of the use of the helmet to deaden injuries in the event of accidents, many teenagers and youngsters do not use it or use it incorrectly. The main goal of this research is to identify the variables that best predict the use of the helmet among adolescents. The research combines the use of quantitative and qualitative methodology and consists of two phases. 876 secondary students (46,8% boys) between 14 and 18 took part in the 1st phase. The 2nd phase consists in the study of 4 cases of teenagers who have suffered severe moped accidents while driving without helmet or using it incorrectly. The results suggest that the age and the social influence are the most relevant variables to predict the regular use of the helmet among the teenagers. The study results in intervention strategies to increase the use of the helmet among adolescents.

No description available.