Prevalence, motivators and barriers to crash helmet use among SafeBoda passengers in Kampala central division
MetadataShow full item record
Introduction: Globally, road traffic injuries are on a rise and if there is no sustainable action taken, they are to rank 7th among the leading causes of death by 2030. Most, 90%, of the global road traffic injuries occur in low and middle countries, with injuries due to motorcycle crashes being the greatest contributor. In Kampala, Uganda’s capital city, motorcycle taxis are the commonest means of public transport and they help to move thousands of passengers daily. Despite that benefit, motorcycle taxis are the leading cause of road traffic injuries in the city and very few (1%) motorcycle passengers use a crash helmet. This makes passengers exposed to severe and fatal head injuries following a motorcycle crash. Objective: To assess the prevalence, motivators and barriers to crash helmet use among SafeBoda motorcycle passengers in Kampala central division in order to inform future interventions promoting crash helmet use. Methods: This was a descriptive cross-sectional study that employed both quantitative and qualitative data collection methods from January 2019 to Febuary 2019. Quantitative data was collected using a structured questionnaire among 420 SafeBoda passengers whereas qualitative data was collected through key informant interviews that included 8 SafeBoda riders and 1 traffic officer. Observations were done at two major road junctions to estimate the observed prevalence of crash helmet use. Quantitative data was analyzed using STATA version 13, and summarized as frequencies and percentages. Modified Poisson regression was used for multivariable analysis to determine the factors associated with crash helmet use among SafeBoda passengers. Results: Prevalence of self-reported crash helmet use was 43.6% and 16.8% when observed. Passengers that had ever used a crash helmet reported motivators to crash helmet use like feeling Safe 96.5% (300/311), travelling a long distance 28.0% (87/311) and seeing others use it 10.6% (33/311). Passengers that didn’t always use and those that had never used a crash helmet reported barriers like dirty crash helmets 78.9% (291/369), disorganizes hair 49.9% (184/369) and hot weather 25.5% (94/369). Those with secondary level of education were 0.42 times less likely to use a crash helmet (Adj. PRR=0.42, CI=0.22-0.80, P-value=0.008). Conclusion: The prevalence of crash helmet use was low among SafeBoda passengers, thus leaving many SafeBoda users exposed to a higher risk of fatal head injuries after a crash. Therefore, a close understanding of facilitators and barriers to crash helmet use is encouraged to guide implementation of programmes that promote crash helmet use.