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Background Rugby Union is a collision team sport played globally. Despite this, significant concerns have been raised regarding the sport’s safety, particularly in youth players. Given this, a review of injury rates, risk factors and prevention strategies is required across different youth age groups as well as in males and females. Objective The objective of this systematic review (SR) and meta-analysis was to investigate injury and concussion rates, risk factors and primary prevention strategies in youth rugby. Methods To be included, studies were required to report either rates, risk factors or prevention strategies in youth rugby and to have a randomised controlled trial, quasi-experimental, cohort, case control, or ecological study design. Exclusion criteria included non-peer-reviewed grey literature, conference abstracts, case studies, previous systematic reviews and studies not written in English. Nine databases were searched. The full search strategy and list of sources are available and pre-registered on PROSPERO (Ref: CRD42020208343). Each study was assessed for risk of bias using the Downs and Black quality assessment tool. Meta-analyses were conducted using a DerSimonian Laird random effect model for each age group and sex. Results Sixty-nine studies were included in this SR. The match injury rates (using a 24-h time-loss definition) were 40.2/1000 match hours (95% CI 13.9–66.5) in males and 69.0/1000 match hours (95% CI 46.8–91.2) in females. Concussion rates were 6.2/1000 player-hours (95% CI 5.0–7.4) for males and 33.9/1000 player-hours (95% CI: 24.1–43.7) for females. The most common injury site was lower extremity (males) and the head/neck (females). The most common injury type was ligament sprain (males) and concussion (females). The tackle was the most common event associated with injury in matches (55% male, 71% females). Median time loss was 21 days for males and 17 days for females. Twenty-three risk factors were reported. The risk factors with the strongest evidence were higher levels of play and increasing age. Primary injury prevention strategies were the focus of only eight studies and included law changes (n = 2), equipment (n = 4), education (n = 1) and training (n = 1). The prevention strategy with the most promising evidence was neuromuscular training. The primary limitations included a broad range of injury definitions (n = 9) and rate denominators (n = 11) used, as well as a limited number of studies which could be included in the meta-analysis for females (n = 2). Conclusion A focus on high-quality risk factor and primary prevention evaluation should be considered in future studies. Targeting primary prevention and stakeholder education remain key strategies in the prevention, recognition and management of injuries and concussions in youth rugby.

Although high rates of injury occur in youth ice hockey, disagreements exist about the risks and benefits of permitting bodychecking. We sought to evaluate associations between experience with bodychecking and rates of injury and concussion among ice hockey players aged 15-17 years.We obtained data from a prospective cohort study of ice hockey players aged 15-17 years in Alberta who played in leagues that permitted bodychecking. We collected data over 3 seasons of play (2015/16-2017/18). We compared players based on experience with bodychecking (≤ 2 v. ≥ 3 yr), estimated using local and national bodychecking policy and region of play. We used validated methodology of ice hockey injury surveillance to identify all injuries related to ice hockey games and defined concussions according to the Consensus Statement on Concussion in Sport.We included 941 players who contributed to 1168 player-seasons, with 205 players participating in more than 1 season. Compared with players with 2 years or less of bodychecking experience, those with 3 or more years of experience had higher rates of all injury (adjusted incidence rate ratio [IRR] 2.55, 95% confidence interval [CI] 1.57-4.14), injury with more than 7 days of time loss (adjusted IRR 2.65, 95% CI 1.50-4.68) and concussion (adjusted IRR 2.69, 95% CI 1.34-5.42).Among ice hockey players aged 15-17 years who participated in leagues permitting bodychecking, more experience with bodychecking did not protect against injury. This provides further support for removing bodychecking from youth ice hockey.

IntroductionTraffic injury is a leading and preventable cause of child death and disability, with child pedestrians and cyclists particularly vulnerable. Examining built environment correlates of child pedestrian and cyclist motor vehicle collisions (PCMVC) in different settings is needed to promote an evidence-based approach to road safety.MethodsWe conducted a cross-sectional study across multiple urban/suburban environments in Canada (Calgary, Toronto, Montreal, Laval, Peel Region). All public elementary schools were included (n=1030). We examined the role of land use/social environments, road environments and traffic safety interventions on the rates of child PCMVC within 1000 m of schools. Multivariable negative binomial regression was conducted for all cities and by individual city. In a subset of schools (n=389), we examined associations when controlling for active school transportation (AST).ResultsMean PCMVC rate per school ranged from 0.13 collisions/year in Peel to 0.35 in Montreal. Child PCMVC were correlated with land use, social and road environments and traffic safety interventions. In fully adjusted models, social and land use features remained the most important correlates. New immigrant population had the largest positive association with child PCMVC (incidence rate ratio (IRR): 1.26, 95% CI 1.06 to 1.50), while old housing (pre-1960) density was most protective (IRR: 0.83, 95% CI 0.77 to 0.90). AST was associated with PCMVC, but it had no effect on the relationships between PCMVC and other social/environmental correlates.ConclusionThe built environment and social factors influence rates of child PCMVC. Opportunities to reduce child PCMVC exist through modifications to city design and road environments and implementing traffic safety interventions.

BackgroundConcussion is a common injury in children and adolescents. Current best practice guidelines indicate that recovery should be supervised through recurrent follow-up visits. A more detailed understanding of the system-level and individual factors that are associated with follow-up care is a critical step towards increasing evidence-based practice. The objective of this study was to identify predisposing, enabling, and need-based factors associated with follow-up care after pediatric concussion.Materials and methodsA retrospective population-based cohort study was conducted using linked, province-wide administrative health data for all patients Results194,081 EOCs occurred during the study period but only 13% involved follow-up care (n = 25,461). Males and adolescents were more likely to receive follow-up care. Follow-up was less likely among patients who lived in remote communities or in areas of lower SES, while EOCs beginning in 2011 or later were more likely to involve follow-up care. Patients whose EOC began in outpatient settings, had more than one EOC, or a diagnosis of concussion were more likely to receive follow-up care.ConclusionFollow-up care for pediatric concussion has increased over time and is associated with patient age and sex, history of concussion-related EOC, where a patient lives (community type and area-based SES), and when and where the index visit occurs. A better understanding of which children are more likely to receive follow-up care, as well as how and when they do, is an important step in aligning practice with follow-up guidelines.

BackgroundPedestrians are commonly involved in vehicle collisions that result in injuries and fatalities. Pedestrian distraction has become an emerging safety issue as more pedestrians use their mobile phones while walking and crossing the street.ObjectivesThe purpose of this research synthesis and meta-analysis is to determine the extent to which cell phone conversation, text messaging or browsing, and listening to music affect a number of common pedestrian behavioural measures.MethodsA keyword search was developed with a subject librarian that used MeSH terms from selected databases including PsycINFO, SPORTDiscus, Medline and TRID. Supplemental searches were also conducted with Google Scholar and Mendeley.Effect size codingThirty-three studies met inclusion criteria and were subjected to data extraction. Statistical information (ie, M, SD, SE, 95% CI, OR, F, t) was extracted to generate standardised mean difference effect sizes (ie, Cohen’s d) and r effect sizes.ResultsFourteen experimental studies were ultimately included in an N-weighted meta-analysis (k=81 effect sizes), and eight observational studies were included in a qualitative overview. Both mobile phone conversation and text messaging increased rates of hits and close calls. Texting decreased rates of looking left and right prior to and/or during street crossing. As might be expected, text messaging was generally found to have the most detrimental effect on multiple behavioural measures.LimitationsA variety of study quality issues limit the interpretation and generalisation of the results, which are described, as are future study measurement and methods improvements.

ObjectiveTo evaluate the effectiveness of a junior high school-based sports injury prevention programme to reduce injuries through neuromuscular training (NMT).MethodsThis was a cluster randomised controlled trial. Students were recruited from 12 Calgary junior high schools (2014–2017). iSPRINT is a 15 min NMT warm-up including aerobic, agility, strength and balance exercises. Following a workshop, teachers delivered a 12-week iSPRINT NMT (six schools) or a standard-of-practice warm-up (six schools) in physical education classes. The definition of all recorded injuries included injuries that resulted in participants being unable to complete a sport and recreation (S&R) session, lost time from sport and/or seek medical attention. Incidence rate ratios (IRRs) were estimated based on multiple multilevel Poisson regression analyses (adjusting for sex (considering effect modification) and previous injury, offset by S&R participation hours, and school-level and class-level random effects were examined) for intent-to-treat analyses.Results1067 students (aged 11–16) were recruited across 12 schools (6 intervention schools (22 classes), 6 control schools (27 classes); 53.7% female, 46.3% male). The iSPRINT programme was protective of all recorded S&R injuries for girls (IRR=0.543, 95% CI 0.295 to 0.998), but not for boys (IRR=0.866, 95% CI 0.425 to 1.766). The iSPRINT programme was also protective of each of lower extremity injuries (IRR=0.357, 95% CI 0.159 to 0.799) and medical attention injuries (IRR=0.289, 95% CI 0.135 to 0.619) for girls, but not for boys (IRR=1.055, 95% CI 0.404 to 2.753 and IRR=0.639, 95% CI 0.266 to 1.532, respectively).ConclusionThe iSPRINT NMT warm-up was effective in preventing each of all recorded injuries, lower extremity injuries and medically treated S&R injuries in female junior high school students.Trial registration numberNCT03312504

BackgroundProper helmet fit is an important consideration for preventing head injuries, including concussions, in helmeted sports like youth ice hockey and ringette. Helmet fit assessments are typically completed in-person;however, this was not possible given COVID-19 restrictions. Thus, alternative considerations for virtual assessments were required.ObjectiveTo examine the feasibility and inter-rater reliability of virtual ice hockey and ringette helmet fit assessments.DesignCross-sectional.SettingCalgary, Canada.ParticipantsElite/upper division youth (ages 13–18) ice hockey (n=31 males) and ringette (n=30 females) players.Assessment of Risk FactorsStandardized ice hockey/ringette helmet fit criteria were developed and reliable for in-person assessments. Criteria were adapted for virtual delivery to participants over ZOOM video platform individually by two trained assessors per sport.Main Outcome MeasurementsTwelve helmet fit criteria scored as yes/proper fit or no/poor fit were used to assess helmet shell fit (e.g., helmet fits snug, doesn’t cover eyes), positioning (e.g., helmet is 1–2 finger widths above eyebrows, covers base of skull), facemask fit (e.g., chin piece fits, facemask does not move left/right), and others. Percent agreement (PA) between raters was used to describe inter-rater reliability, and each rater documented barriers for completing the assessments virtually.ResultsAcceptable PA (>80%) was demonstrated for 8/12 criterion for ice hockey and 9/12 for ringette. Below acceptable agreement was found for all four criterion assessing the helmet facemask fit (PA range: 48%-74%) in ice hockey players and criteria for the chin straps fit (PA=66%), helmet positioning (PA=73%), and facemask fit (PA=63%) in ringette players. Common barriers were related to technology (e.g., audio/video quality) and environment (e.g., noisy, lighting).ConclusionsVirtual helmet fit assessments are feasible and reliable for most criteria, with more training required for criteria below acceptable agreement. Virtual assessments provides another option for assessing helmet fit for concussion prevention in helmeted sports.

Injuries and deaths from motor vehicle collisions are a significant public health issue. As public health researchers and practitioners, we must support the work of municipalities by advocating for effective interventions to reduce this burden. This requires an evidence-based approach; however, many interventions embedded in existing road safety policies in Canada are not supported by evidence. The objective of this work was to review the built environment (BE) interventions in road safety policies in five, urban municipalities in Canada and summarize the peer-reviewed literature to support them. A low proportion of included studies specific to the existing road safety policies in urban areas in Canada demonstrated a reduction in collisions. Further, significant variability in the level of effectiveness across interventions exists. Information specific to the effectiveness of interventions should be an integral part of the decision making process for BE change; however, more work is needed to better understand critical decision making factors.

Background: After a national policy change in 2013 disallowing body checking in Pee Wee ice hockey games, the rate of injury was reduced by 50% in Alberta. However, the effect on associated health care costs has not been examined previously. Hypothesis: A national policy removing body checking in Pee Wee (ages 11-12 years) ice hockey games will reduce injury rates, as well as costs. Study Design: Cost-effectiveness analysis alongside cohort study. Level of Evidence: Level 3. Methods: A cost-effectiveness analysis was conducted alongside a cohort study comparing rates of game injuries in Pee Wee hockey games in Alberta in a season when body checking was allowed (2011-2012) with a season when it was disallowed after a national policy change (2013-2014). The effectiveness measure was the rate of game injuries per 1000 player-hours. Costs were estimated based on associated health care use from both the publicly funded health care system and privately paid health care cost perspectives. Probabilistic sensitivity analysis was conducted using bootstrapping. Results: Disallowing body checking significantly reduced the rate of game injuries (−2.21; 95% CI [−3.12, −1.31] injuries per 1000 player-hours). We found no statistically significant difference in public health care system (−$83; 95% CI [−$386, $220]) or private health care costs (−$70; 95% CI [−$198, $57]) per 1000 player-hours. The probability that the policy of disallowing body checking was dominant (with both fewer injuries and lower costs) from the perspective of the public health care system and privately paid health care was 78% and 92%, respectively. Conclusion: Given the significant reduction in injuries, combined with lower public health care system and private costs in the large majority of iterations in the probabilistic sensitivity analysis, our findings support the policy change disallowing body checking in ice hockey in 11- and 12-year-old ice hockey leagues.

BackgroundSchool safety zones were created in 2017 under the City of Toronto’s Vision Zero Road Safety Plan. This pilot study examined the effect of built environment interventions on driver speeds, active school transportation (AST) and dangerous driving.MethodsInterventions were implemented at 34 schools and 45 matched controls (2017–2019). Drivers travelling over the speed limit of >30 km/hour and 85th percentile speeds were measured using pneumatic speed tubes at school frontages. Observers examined AST and dangerous driving at school arrival times. Repeated measures beta and multiple regression analyses were used to study the intervention effects.ResultsMost schools had posted speed limits of 40 km/hour (58%) or ≥50 km/hour (23%). A decrease in drivers travelling over the speed limit was observed at intervention schools post-intervention (from 44% to 40%; OR 0.79, 95% CI 0.66 to 0.96). Seventy-one per cent of drivers travelled >30 km/hour and the 85th percentile speed was 47 km/hour at intervention schools, with no change in either postintervention. There were no changes in speed metrics in the controls. AST increased by 5% (OR 1.22, 95% CI 0.97 to 1.54) at intervention schools. Reductions in dangerous driving were observed at all schools.ConclusionsPosted speed limits were >30 km/hour at most schools and high proportions of drivers were travelling above the speed limits. There were reductions in drivers exceeding the speed limit and in dangerous driving, and modest increased AST post intervention. Bolder interventions to slow traffic are required to effectively reduce speeding around schools, which may increase safe AST.

Sport-related injuries are the leading cause of injury in youth and are costly to the healthcare system. When body checking is disallowed in non-elite levels of Bantam (ages 13–14 years) ice hockey, the injury rate is reduced, but the impact on costs is unknown. This study compared rates of game injuries and costs among non-elite Bantam ice hockey leagues that disallow body checking to those that did not. Methods: An economic evaluation was conducted alongside a prospective cohort study comparing 608 players from leagues where body checking was allowed in games (Calgary/Edmonton 2014–2015, Edmonton 2015–2016) with 396 players from leagues where it was not allowed in games (Vancouver, Kelowna 2014–2015, Calgary in 2015–2016). The effectiveness measure was rate of game injuries per 1000 player-hours. Costs were estimated based on associated healthcare use within the publicly funded healthcare system as well as privately paid healthcare costs. Probabilistic sensitivity analysis was conducted using bootstrapping. Results: Disallowing body checking reduced the rate of injuries by 4.32 per 1000 player-hours (95% CI −6.92, −1.56) and reduced public and total healthcare system costs by $1556 (95% CI −$2478, −$559) and $1577 (95% CI −$2629, −$500) per 1000 player-hours, respectively. These finding were robust in over 99% of iterations in sensitivity analyses in the public healthcare and the total healthcare system perspectives. There was no statistically significant difference in privately paid healthcare costs (−$65 per 1000 player-hours (95% CI −$220, $99)). Interpretation: Disallowing body checking in non-elite 13–14-year-old ice hockey nationally would prevent injuries and reduce public healthcare costs.

Background: Canadian rugby coach injury prevention beliefs and attitudes have not been studied, yet are key to informing injury prevention strategy implementation. Despite neuromuscular training (NMT) warm-up success in reducing injury, adoption of these programs is variable. Therefore, objectives of this study included (1) describing Canadian youth rugby coach injury prevention beliefs and attitudes and current warm-up practices and (2) evaluating intention to use a rugby-specific NMT warm-up.Methods: High school rugby coaches completed a questionnaire before and after a rugby-specific NMT warm-up workshop. The pre-workshop questionnaire captured demographics, current warm-up practice, and NMT warm-up knowledge and use. Both questionnaires captured injury prevention beliefs, attitudes and behavioral intention.Results: Forty-eight coaches participated in the workshops. Pre-workshop, 27% of coaches were aware of NMT warm-ups. Coaches primarily included aerobic and stretching components, while balance components were not common in their warm-ups over the past year. Additionally, 92% of coaches agreed to some extent they would “complete a rugby-specific warm-up program prior to every game and training session this season.” Post-workshop, 86% of coaches agreed to some extent that they would use the program in every rugby session. No differences were observed between pre- and post-workshop intention to implement the warm-up (p = 0.10).Interpretation: This is the first study to examine current Canadian youth rugby coach warm-up practices and intention to use NMT warm-ups. Canadian rugby coach intention to use a rugby-specific NMT warm-up is high, providing ample opportunity to investigate the efficacy of a NMT warm-up in youth rugby.

Background Active transportation, such as walking and biking, is a healthy way for children to explore their environment and develop independence. However, children can be injured while walking and biking. Many cities make changes to the built environment (e.g., traffic calming features, separated bike lanes) to keep people safe. There is some research on how effective these changes are in preventing adult pedestrians and bicyclists from getting hurt, but very little research has been done to show how safe various environments are for children and youth. Our research program will study how features of the built environment affect whether children travel (e.g., to school) using active modes, and whether certain features increase or decrease their likelihood of injury. Methods First, we will use a cross-sectional study design to estimate associations between objectively measured built environment and objectively measured active transportation to school among child elementary students. We will examine the associations between objectively measured built environment and child and youth pedestrian-motor vehicle collisions (MVCs) and bicyclist-MVCs. We will also use these data to determine the space-time distribution of pedestrian-MVCs and bicyclist-MVCs. Second, we will use a case-crossover design to compare the built environment characteristics of the site where child and youth bicyclists sustain emergency department reported injuries and two randomly selected sites (control sites) along the bicyclist’s route before the injury occurred. Third, to identify implementation strategies for built environment change at the municipal level to encourage active transportation we will conduct: 1) an environmental scan, 2) key informant interviews, 3) focus groups, and 4) a national survey to identify facilitators and barriers for implementing built environment change in municipalities. Finally, we will develop a built environment implementation toolkit to promote active transportation and prevent child pedestrian and bicyclist injuries. Discussion This program of research will identify the built environment associated with active transportation safety and form an evidence base from which municipalities can draw information to support change. Our team’s national scope will be invaluable in providing information regarding the variability in built environment characteristics and is vital to producing evidence-based recommendations that will increase safe active transportation.

Despite the accumulating Canadian evidence regarding the relations between urban form and health behaviours, less is known about the associations between urban form and health conditions. Our study aim was to undertake a scoping review to synthesize evidence from quantitative studies that have investigated the relationship between built environment and chronic health conditions, self-reported health and quality of life, and injuries in the Canadian adult population.From January to March 2017, we searched 13 databases to identify peer-reviewed quantitative studies from all years that estimated associations between the objectively-measured built environment and health conditions in Canadian adults. Studies under-taken within urban settings only were included. Relevant studies were catalogued and synthesized in relation to their reported study and sample design, and health outcome and built environment features.Fifty-five articles met the inclusion criteria, 52 of which were published after 2008. Most single province studies were undertaken in Ontario (n = 22), Quebec (n = 12), and Alberta (n = 7). Associations between the built environment features and 11 broad health outcomes emerged from the review, including injury (n = 19), weight status (n = 19), cardiovascular disease (n = 5), depression/anxiety (n = 5), diabetes (n = 5), mortality (n = 4), self-rated health (n = 2), chronic conditions (n = 2), metabolic condi-tions (n = 2), quality of life (n = 1), and cancer (n = 1). Consistent evidence for associations between aggregate built environment indicators (e.g., walkability) and diabetes and weight and between connectivity and route features (e.g., transportation route, trails, pathways, sidewalks, street pattern, intersections, route characteristics) and injury were found. Evidence for greenspace, parks and recreation features impacting multiple health outcomes was also found.Within the Canadian context, the built environment is associated with a range of chronic health conditions and injury in adults, but the evidence to date has limitations. More research on the built environment and health incorporating rigorous study designs are needed to provide stronger causal evidence to inform policy and practice.En dépit de données canadiennes abondantes sur les associations entre aménagement urbain et comportements liés à la santé, nous savons peu de chose sur les associations entre aménagement urbain et problèmes de santé. Cet examen de la portée est destiné à offrir une synthèse des données tirées d’études quantitatives ayant examiné la relation entre l’environnement bâti et les problèmes de santé chroniques, l’état de santé et la qualité de vie autodéclarés ainsi que les blessures au sein de la population canadienne adulte.De janvier à mars 2017, nous avons effectué des recherches dans 13 bases de données afin de sélectionner, sans égard à la date de publication, les études quantitatives ayant fait l’objet d’une évaluation par les pairs et portant sur les associations entre des mesures objectives de l’environnement bâti et divers problèmes de santé affectant les adultes canadiens. Seules les études menées en milieu urbain ont été incluses. Nous avons catalogué et synthétisé les études pertinentes en fonction de leur sujet et de leur plan d’étude ainsi que de leurs résultats sur le plan de la santé et des caractéristiques de l’environnement bâti.Cinquante-cinq articles ont répondu aux critères d’inclusion, dont 52 publiés après 2008. La plupart des études menées dans une seule province ont porté sur Ontario (n = 22), le Québec (n = 12) ou l’Alberta (n = 7). L’examen a permis de dégager des associations entre les caractéristiques du milieu bâti et 11 résultats généraux en matière de santé, à savoir les blessures (n = 19), le poids (n = 19), les maladies cardiovasculaires (n = 5), la dépression et l’anxiété (n = 5), le diabète (n = 5), la mortalité (n = 4), l’état de santé autoévalué (n = 2), les problèmes de santé chroniques (n = 2), les troubles du métabolisme (n = 2), la qualité de vie (n = 1) et le cancer (n = 1). Nous avons relevé des données probantes cohérentes montrant des associations entre les indicateurs agrégés de l’environnement bâti (p. ex. le potentiel piétonnier) et le diabète et le poids, ainsi qu’entre la connectivité et les caractéristiques des itinéraires (p. ex. itinéraires de transport, pistes, sentiers, trottoirs, tracés de rue, intersections) et les blessures. Nous avons également extrait des données montrant l’impact qu’ont les espaces verts, les parcs et les installations récréatives sur de multiples résultats de santé.En contexte canadien, l’environnement bâti est associé à un éventail de problèmes de santé chroniques et de blessures chez les adultes, mais les données probantes disponibles sont limitées. Il faut mener davantage de recherches sur l’environnement bâti et la santé fondées sur des plans d’étude rigoureux afin de produire des données probantes plus solides sur les relations causales aptes à orienter les politiques et les pratiques.The most frequently reported associations among Canadian studies on urban form and health outcomes were related to injury and weight status. Not all provinces and territories were represented in this review, with much of the evidence coming from studies in Ontario, Quebec, and Alberta. Objectively-measured aggregate built environment indicators, connectivity and route features, destinations, food environment, population density, and greenspace, parks and recreation features are associated with a range of modifiable health conditions and injury. This scoping review identifies that more Canadian research, with rigorous designs that allow for causal inference, is required to inform policy and practice.Les associations les plus fréquemment signalées dans les études canadiennes entre l’aménagement urbain et les résultats en matière de santé concernent les blessures et le poids. Cet examen ne couvre pas l’ensemble des provinces et des territoires : la plupart des données proviennent d’études menées en Ontario, au Québec et en Alberta. Les indicateurs agrégés de l’environnement bâti mesurés objectivement, la connectivité et les caractéristiques des itinéraires, les destinations, l’environnement alimentaire, la densité de la population et les espaces verts, parcs et installations récréatives présentent des corrélations avec un éventail de problèmes de santé et de blessures évitables. Cet examen de la portée révèle la nécessité de conduire d’autres recherches canadiennes dotées de plans rigoureux aptes à établir des inférences causales, afin de pouvoir orienter les politiques et les pratiques.

Introduction En dépit de données canadiennes abondantes sur les associations entre amé¬nagement urbain et comportements liés à la santé, nous savons peu de chose sur les associa¬tions entre aménagement urbain et problèmes de santé. Cet examen de la portée est destiné à offrir une synthèse des données tirées d’études quantitatives ayant examiné la relation entre l’environnement bâti et les problèmes de santé chroniques, l’état de santé et la qualité de vie autodéclarés ainsi que les blessures au sein de la population canadienne adulte. Méthodologie Nous avons examiné les professions des 1 231 177 travailleurs de sexe masculin du Système de surveillance des maladies professionnelles entre 1983 et 2015 et nous avons jumelé ces travailleurs au Registre des cas de cancer de l’Ontario afin de détecter et suivre les cas de diagnostics de cancer de la prostate. Nous avons utilisé des modèles de risques proportionnels de Cox pour calculer les rapports de risques (RR) ajus¬tés selon l’âge et des intervalles de confiance (IC) à 95 % pour estimer le risque de cancer de la prostate par groupe professionnel. Résultats Cinquante-cinq articles ont répondu aux critères d’inclusion, dont 52 publiés après 2008. La plupart des études menées dans une seule province ont porté sur Ontario (n = 22), le Québec (n = 12) ou l’Alberta (n = 7). L’examen a permis de dégager des associations entre les caractéristiques du milieu bâti et 11 résultats généraux en matière de santé, à savoir les blessures (n = 19), le poids (n = 19), les maladies cardiovasculaires (n = 5), la dépression et l’anxiété (n = 5), le diabète (n = 5), la mortalité (n = 4), l’état de santé autoévalué (n = 2), les problèmes de santé chroniques (n = 2), les troubles du métabolisme (n = 2), la qualité de vie (n = 1) et le cancer (n = 1). Nous avons relevé des données probantes cohérentes mon¬trant des associations entre les indicateurs agrégés de l’environnement bâti (p. ex. le potentiel piétonnier) et le diabète et le poids, ainsi qu’entre la connectivité et les caractéristiques des itinéraires (p. ex. itinéraires de transport, pistes, sentiers, trottoirs, tracés de rue, intersections) et les blessures. Nous avons également extrait des données montrant l’impact qu’ont les espaces verts, les parcs et les installations récréatives sur de multiples résultats de santé. Conclusion En contexte canadien, l’environnement bâti est associé à un éventail de problèmes de santé chroniques et de blessures chez les adultes, mais les données probantes dis¬ponibles sont limitées. Il faut mener davantage de recherches sur l’environnement bâti et la santé fondées sur des plans d’étude rigoureux afin de produire des données probantes plus solides sur les relations causales aptes à orienter les politiques et les pratiques.

Policy that disallows body checking (BC) lowers the injury and concussion rate for youth ice hockey players. However, little is known about how disallowing BC influences in-game metrics of performance. This prospective cohort video-analysis study examined offensive performance in Under-15 (ages 13–14) and Under-18 (ages 15–17) youth ice hockey players in leagues allowing and disallowing BC. Fifty-two games were filmed (n = 13 BC, n = 13 non-BC) for Under-15 and Under-18 non-elite (lowest 60% and 45% divisions, respectively) divisions in Calgary, Canada. Footage was analyzed for offensive performance metrics on the puck-carrier using the validated ice hockey adapted team sport assessment procedure. Puck metrics included how the player acquired puck possession (e.g. conquered puck from an opponent, received pass from a teammate) and the outcome (e.g. shot on goal, lost puck to opponent). The puck metrics were used to compute a performance composite score for each player that accounted for the quantity (rate of puck possessions per shift time) and quality (a ratio of positive performance metrics to all metrics) of play. Mean difference's (MD) in performance composite scores were compared using multivariable linear regression (adjusted for player position and cluster by team-game) between leagues allowing and disallowing BC for both age groups. Analyses revealed no significant MD in the performance composite scores between players in BC and non-BC leagues for both age groups (Under-15: MD = 0.02, 95%CI: −0.08, 0.12; Under-18: MD = −0.06, 95%CI: −0.16, 0.03). These findings suggest no differences in offensive performance when BC is disallowed in Under-15 and Under-18 non-elite leagues.

Urban form can have an impact on health outcomes in children, and the synthesis of findings can identify gaps in the literature and regional reviews may help guide policymakers. This study aims to complete a scoping review of the research relating urban form to health outcomes in children and adolescents from urban Canadian settings. Thirteen online databases were searched to identify studies that had objective measures of urban form and health outcomes. Two research assistants independently reviewed 27,444 titles and abstracts, and 176 full-text articles, returning 32 unique studies with youth-specific data. The majority of the included studies were cross-sectional or ecological (n = 26). Six studies used Canada-wide data and the rest were from Ontario (n = 11), Alberta (n = 6), and Quebec (n = 6). Urban form characteristics included neighbourhood food environment (n = 11), parks/natural space/greenness (n = 10), road or intersection characteristics (n = 7), and aggregated urban form measures (n = 7). Studies examined a variety of health outcomes: the majority considered weight status (n = 16) and injury (n = 10). Although there is over-reliance on mainly cross-sectional study designs, there is evidence suggesting that urban form is associated with health outcomes in Canadian youth, with parks/greenspace, road connectivity, and road characteristics most consistently associated with health outcomes in youth.

Background Alberta remains the only province in Canada without booster seat legislation. This presents an opportunity to study the effectiveness of booster seats in real-world settings. To date, results of booster seat effectiveness compared with seat-belt-only use has demonstrated mixed findings. Methods We used Alberta police collision report data from 2010-2016. The study population includes all motor vehicle collisions involving at least one 4-8-year-old. Using a case-control study design, children who were reported by police to be injured (cases) were compared with those uninjured (controls) for booster seat use. Logistic regression was used to estimate the association between booster seat use and injury. Results There were 12,922 children involved in a collision, resulting in 673 child injuries. There were 793 children in the front seat excluded from analysis. Unadjusted analyses indicate that compared with booster seat users, there were greater odds of injury for seat-belt users (OR=1.21; 95% CI: 1.02–1.44) and those not using any restraints (OR= 8.16; 95% CI: 4.66–14.31). When stratifying by impact and collision types, front-end vehicle-on-vehicle collisions demonstrated greater odds of injury for seat-belt wearers relative to those in booster seats (OR= 1.51 95% CI: 1.10–2.08). Conclusion Crude analyses indicate a protective effect of booster seats compared with seat-belts, depending on the type of collision and impact location. Learning Outcomes These regionally-specific injury data may help inform policy on the use of booster seats. Stratification by collision impact location may be necessary to inform analyses on booster seat effectiveness.

Background Motor-vehicle collisions are a leading cause of child bicyclist and pedestrian injuries in Canada. Injury occurrence and severity are associated with vehicle speeds but may be moderated through traffic calming. As a third of child bicyclist and pedestrian injuries occur within 300 meters of schools, it is important to focus interventions at these locations. This study will compare the effect of two traffic calming measures (i.e., in-street signs and traffic-calming-curbs) around elementary (K-Gr8) schools in Calgary. Methods Using a stepped-wedge cluster randomized controlled trial, 70 eligible elementary schools will be randomly assigned one traffic calming intervention, installed between April and August 2020. Traffic speed and volume (pneumatic tubes), and active transportation prevalence (observational counts), will be collected one week before and one week after intervention installation. Change in outcomes between pre- and post-intervention will be compared within schools for each intervention type. Post-intervention data will also be compared with pre-intervention data from schools yet to receive the intervention. Analyses will include generalized linear mixed effects models. Results Reductions in vehicle speeds are expected for both traffic calming features. Smaller changes in traffic volume and active transportation are expected across all traffic calming features. Greater effects are expected from traffic-calming-curbs. Discussion Scientific evidence on traffic calming intervention effectiveness may improve municipal decision-making, standards for new construction, prioritization of interventions in other jurisdictions, and inform further study in non-school environments. This study is a partnership between the City of Calgary and the University of Calgary.

Background: To reduce the risk of concussion in youth ice hockey, Hockey Canada implemented a national “zero tolerance for head contact” (HC) policy in 2011. A previous cohort study revealed higher concussion rates after this implementation in players aged 11 to 14 years. However, it is unknown whether the elevated risk was due to higher HC rates or factors such as increased concussion awareness and reporting. Purpose: To compare the rates of primary and secondary HCs and HC policy enforcement in elite U15 ice hockey leagues (players Study Design: Cohort study; Level of evidence, 3. Methods: A total of 32 elite U15 games before (n2008-2009 = 16; 510 players) and after (n2013-2014 = 16; 486 players) HC policy implementation were video recorded. Videos were analyzed with validated criteria for identifying HC types (primary/direct contact by players [HC1], secondary/indirect contact via boards, glass, or ice surface [HC2]) and other player-to-player contact behavior. Referee-assessed penalties were cross-referenced with the official Hockey Canada casebook, and penalty types were displayed using proportions. Univariate Poisson regression (adjusted for cluster by team game, offset by game length [minutes]) was used to estimate HC incidence rates (IRs) and incidence rate ratios (IRRs) between cohorts. Results: A total of 506 HCs were analyzed, 261 before HC policy implementation (IR, 16.6/100 team minutes) and 245 after implementation (IR, 15.5/100 team minutes). The HC1 rate (IRR, 1.05; 95% CI, 0.86-1.28) and HC2 rate (IRR, 0.74; 95% CI, 0.50-1.11) did not significantly differ before versus after implementation. Only 12.0% and 13.6% of HC1s were penalized pre- and postimplementation, respectively. Before implementation, HC1s were commonly penalized as roughing or elbowing penalties (59%), while after implementation, HC1s were penalized with the HC penalty (76%), and only 8% as roughing or elbowing. Conclusion: Despite implementation of the “zero tolerance for HC” policy, there was no difference in the rate of HC1s and HC2s or the proportion of HC1 penalized from before to after implementation. This research is instrumental in informing Hockey Canada’s future referee training and rule enforcement modifications.

Background Motor vehicle collision is a leading cause of injury and mortality in teens. Graduated drivers licensing (GDL) is a common practice to help mitigate risk associated with younger and inexperienced drivers. However, gaps and inconsistencies exist across regions in how restrictive GDL rules are. Methods This study used police collision report data from Alberta, Canada for the years 2010–2016. An automated, previously validated, culpability analysis tool was applied to collisions involving drivers between 16 and 19 years of age to score fault. Factors that increase odds of fault in all-collisions were identified using logistic regression. Results There were 45,938 motor vehicle collisions involving young drivers. of these, approximately 71% of young drivers were identified as at-fault. Crude analyses indicate that driving between 2300 hrs and 600 hrs increase odds of being at-fault (OR= 1.39; 95% CI: 1.27–1.51). Odds of being at-fault in collision were lower with the presence of an adult passenger over 20 years of age (OR= 0.62; 95% CI: 0.57–0.67) or a single peer of similar age (OR= 0.90; 95% CI: 0.83–0.97). Other passenger categories (younger passenger or multiple teens) were not significantly associated with young driver culpability. Conclusion Passenger type and time of day may both be contributing to young driver fault in collisions. Future directions include multivariable analysis as well as analysis on teen driver fault in severe injury collisions. Learning Outcomes There exists a potential opportunity for policy regulations that may modify or reduce exposure to factors contributing to teen driver culpability in motor vehicle collisions.

Concussion is the most common match injury in rugby union. Some players wear padded headgear, but whether this protects against concussion is unclear. In professional male rugby union players, we examined: (i) the association between the use of headgear and match concussion injury incidence, and (ii) whether wearing headgear influenced time to return to play following concussion. Using a nested case-control within a cohort study, four seasons (2013–2017) of injury data from 1117 players at the highest level of rugby union in England were included. Cases were physician-diagnosed concussion injuries. Controls were other contact injuries (excluding all head injuries). We determined headgear use by viewing video footage. Sixteen percent of cases and controls wore headgear. Headgear use had no significant effect on concussion injury incidence (adjusted odds ratio=1.05, 95% CI: 0.71–1.56). Median number of days absent for concussion whilst wearing headgear was 8 days, compared with 7 days without headgear. Having sustained a concussion in the current or previous season increased the odds of concussion more than four-fold (odds ratio=4.55, 95% CI: 3.77–5.49). Wearing headgear was not associated with lower odds of concussions or a reduced number of days' absence following a concussion.

The objective of this study is to examine sport and recreational (SR) activity participation and injury rates (IR) in high school students (ages 14-19).High school students (N = 24 schools, n = 2,029; 958 male, 1,048 female, 23 identified 'other' or missing; ages 14-19) in Alberta completed a web-based survey during class (October 2018-March 2019). Students identified their top three sports for participation in the past year. Primary outcome measures included IR for (a) any SR-related injury, (b) most serious SR-related injury resulting in medical attention, and (c) most serious injury resulting in restriction from SR for at least one day.In total, 1763/2029 (86.89%) respondents [861/958 (89.87%) male, 886/1048 (84.54%) female, 16/23 (69.57%) identifying as 'other' or missing] participated in an SR activity in the past year. Top sports for male participation were basketball (33.08%; 95% CI 27.67-39.00), ice hockey (20.46%; 95% CI 14.87-27.47), and soccer (19.42%; 95% CI 15.67-23.80). Top sports for female participation were dance (22.52%; 95% CI 17.98-27.82), basketball (18.32%; 95% CI 14.32-23.14), and badminton (17.84%; 95% CI 13.35-23.43). Of the 1,971 students completing the SR injury question, 889 reported at least one injury during the past year [(IR = 45.10 injuries/100 students/year (95% CI 39.72-50.61)]. The medical attention IR was 29.09 injuries/100 students/year (95% CI 24.49-34.17) and time loss IR was 36.00 injuries/100 students/year (95% CI 30.47-41.93).High school student SR IRs are high with 29% of adolescents reporting at least one medical attention injury within the past year. Injury prevention strategies targeting youth are necessary. Practical Application: Participation in SR activities has multiple physical, psychological, and health benefits for adolescents, but some SR activities also have greater risks of injury. This study informs the next sports to target for implementation of optimal prospective surveillance and injury prevention strategies among high school aged students.

Context Injury surveillance has shown that concussions are the most common injury in youth ice hockey. Research examining the criteria for ensuring the correct fit of protective equipment and its potential relationship with concussion risk is very limited. Objective To evaluate the association between helmet fit and the odds of experiencing a concussion among youth ice hockey players. Design Nested case-control within a cohort study. Setting Calgary, Alberta, Canada. Patients or Other Participants Data were collected for 72 concussed, 41 nonconcussion-injured, and 62 uninjured ice hockey players aged 11 to 18 years. Main Outcome Measure(s) Helmet-fit assessments were conducted across players and encompassed helmet specifications, condition, certification, and criteria measuring helmet fit. Using a validated injury-surveillance system, we identified participants as players with suspected concussions or physician-diagnosed concussions or both. One control group comprised players who sustained nonconcussion injuries, and a second control group comprised uninjured players. Helmet-fit criteria (maximum score = 16) were assessed for the concussed players and compared with each of the 2 control groups. The primary outcome was dichotomous (>1 helmet-fit criteria missing versus 0 or 1 criterion missing). Logistic and conditional logistic regression were used to investigate the effect of helmet fit on the odds of concussion. Results The primary analysis (54 pairs matched for age, sex, and level of play) suggested that inadequate helmet fit (>1 criterion missing) resulted in greater odds of sustaining a concussion when comparing concussed and uninjured players (odds ratio [OR] = 2.67 [95% CI = 1.04, 6.81], P = .040). However, a secondary unmatched analysis involving all participants indicated no significant association between helmet fit and the odds of sustaining a concussion when we compared concussed players with nonconcussion-injured players (OR = 0.98 [0.43, 2.24], P = .961) or uninjured players (OR = 1.66 [0.90, 3.05], P = .103). Conclusions Inadequate helmet fit may affect the odds of sustaining a concussion in youth ice hockey players. Future investigators should continue to evaluate this relationship in larger samples to inform helmet-fit recommendations.

AimTo undertake a comprehensive review of the best available evidence related to risk factors for child pedestrian motor vehicle collision (PMVC), as well as identification of established and emerging prevention strategies.MethodsArticles on risk factors were identified through a search of English language publications listed in Medline, Embase, Transport, SafetyLit, Web of Science, CINHAL, Scopus and PsycINFO within the last 30 years (~1989 onwards).ResultsThis state-of-the-art review uses the road safety Safe System approach as a new lens to examine three risk factor domains affecting child pedestrian safety (built environment, drivers and vehicles) and four cross-cutting critical issues (reliable collision and exposure data, evaluation of interventions, evidence-based policy and intersectoral collaboration).ConclusionsResearch conducted over the past 30 years has reported extensively on child PMVC risk factors. The challenge facing us now is how to move these findings into action and intervene to reduce the child PMVC injury and fatality rates worldwide.

Background Pedestrian related deaths have recently been on the rise in Canada. The effect of changing posted speeds on the frequency and severity of pedestrian motor vehicle collisions (PMVC) is not well studied using controlled quasi-experimental designs. The objective of this study was to examine the effect of lowering speed limits from 40 km/h to 30 km/h on PMVC on local roads in Toronto, Canada. Methods A 30 km/h speed limit on local roads in Toronto was implemented between January 2015 and December 2016. Streets that remained at a 40 km/h speed limit throughout the study period were selected as comparators. A quasi-experimental, pre-post study with a comparator group was used to evaluate the effect of the intervention on PMVC rates before and after the speed limit change using repeated measures Poisson regression. PMVC data were obtained from police reports for a minimum of two years pre- and post-intervention (2013 to 2018). Results Speed limit reductions from 40 km/h to 30 km/h were associated with a 28% decrease in the PMVC incidence rate in the City of Toronto (IRR = 0.72, 95% CI: 0.58–0.89). A non-significant 7% decrease in PMVC incidence rates were observed on comparator streets that remained at 40 km/h speed limits (IRR = 0.93, 95% CI: 0.70–1.25). Speed limit reduction also influenced injury severity, with a significant 67% decrease in major and fatal injuries in the post intervention period on streets with speed limit reductions (IRR = 0.33, 95% CI: 0.13–0.85) compared with a 31% not statistically significant decrease in major and fatal injuries on comparator streets (IRR = 0.69, 95% CI: 0.37–1.31). The interaction term for group and pre-post comparisons was not statistically significant (p = 0.14) indicating that there was no evidence to suggest a pre-post difference in IRRs between the intervention and comparator streets. Conclusions Declines in the rate of PMVC were observed on roads with posted speed limit reductions from 40 km/h to 30 km/h, although this effect was not statistically greater than reductions on comparator streets.

Walking and bicycling to school (active school transportation, AST) has been in decline for decades in North America and globally with the rise of automobility. This cross-sectional study estimated associations between the built environment and AST in seven Canadian communities. We observed the travel behaviours of almost 118,000 students at 552 schools. Using beta regression, we modeled the proportion of children using AST, considering built environment and social environment factors around schools. Across all schools, the average proportion of children using AST was 54.3% (SD 18.9%), with variability among cities from a low of 39.5% (SD 22.1%) in Laval, Quebec to 69.7% (SD 18.1%) in Montreal, Quebec. Overall, several modifiable road design features were associated with AST, including the presence of school crossing guards, cycling infrastructure, Walk Score® and traffic signal density. There was variability in the directionality and statistical significance of associations with design variables across cities, suggesting that the local context and directed local interventions are important to support AST. Natural experiment studies are necessary to examine local approaches related to the built environment to increase AST and ensure appropriate new policy and program interventions are developed.

ObjectiveTo compare rates of injury and concussion among non-elite (lowest 60% by division of play) Bantam (ages 13–14 years) ice hockey leagues that disallow body checking to non-elite Bantam leagues that allow body checking.MethodsIn this 2-year cohort study, Bantam non-elite ice hockey players were recruited from leagues where policy allowed body checking in games (Calgary/Edmonton 2014–2015, Edmonton 2015–2016) and where policy disallowed body checking (Kelowna/Vancouver 2014–2015, Calgary 2015–2016). All ice hockey game-related injuries resulting in medical attention, inability to complete a session and/or time loss from hockey were identified using valid injury surveillance methodology. Any player suspected of having concussion was referred to a study physician for diagnosis and management.Results49 body checking (608 players) and 33 non-body checking teams (396 players) participated. There were 129 injuries (incidence rate (IR)=7.98/1000 hours) and 54 concussions (IR=3.34/1000 hours) in the body checking teams in games. After policy change, there were 31 injuries (IR=3.66/1000 hours) and 17 concussions (IR=2.01/1000 hours) in games. Policy disallowing body checking was associated with a lower rate of all injury (adjusted incidence rate ratio (IRR)=0.44; 95% CI: 0.27 to 0.74). The point estimate showed a lower rate of concussion (adjusted IRR=0.6; 95% CI: 0.31 to 1.18), but this was not statistically significant.ConclusionPolicy change disallowing body checking in non-elite Bantam ice hockey resulted in a 56% lower rate of injury. There is growing evidence that disallowing body checking in youth ice hockey is associated with fewer injuries.

OBJECTIVES: Distracted walking poses a safety concern while crossing roads. A 2014 Canadian survey showed that 51% of teenagers were hit or almost hit while crossing the street, many of whom were distracted by mobile technology. An American study demonstrated that 1 in 5 high school students engaged in distracted walking; however, prevalence estimates in Canada have not been described. This study aimed to obtain a prevalence estimate of distracted walking in high school students in Calgary and Edmonton, Alberta, Canada. METHODS: Students were observed crossing the street at 20 high schools following afternoon school dismissal times during September to November 2017. Behaviours included talking on mobile phone, using earbuds, looking down at phone, and engaging in more than one of these behaviours. Also recorded were median household income of surrounding neighbourhood, outside temperature, gender, and crosswalk type. RESULTS: A total of 3553 students were observed, with 666 engaged in distracted walking (18.7%). Females engaged in distracted walking more than males (19.9% vs. 17.6%, respectively). The most prevalent behaviour was using earbuds (66.5%). Males had a lower prevalence of distracted walking compared with females. Distracted walking was more prevalent when the temperature was above 10 °C compared with less than 0 °C and less prevalent at signaled compared with non-signaled intersections. CONCLUSION: This study demonstrates that approximately 1 in 5 high school students in Calgary and Edmonton, Alberta, Canada, engage in distracted walking behaviours while crossing the street. These results may help raise awareness and inform policy to decrease risk of pedestrian injury.

Background Bicycle-related injuries are among the most common recreational injuries for children in Canada; moreover, bicycle-motor vehicle collisions often result in serious injuries. This study seeks to examine environmental, motorist, and bicyclist characteristics of bicycle-motor vehicle collisions that resulted in police reported severe injuries in youth (

MLTJ (Muscle, Ligaments and Tendons Journal) is an open access (CC BY-NC-ND 4.0), peer-reviewed online journal. Users shall have the right to read, download, copy, distribute, print, search, or link to the full texts of articles.

Introduction Nous avons examiné l'effet de l'ajustement et de la position du casque de vélo sur les blessures à la tête et au visage. Méthodologie Les cas étaient ceux de cyclistes portant un casque qui avaient subi des blessures à la tête (n = 297) ou au visage (n = 289). Les témoins étaient des cyclistes portant un casque qui avaient subi d'autres blessures, à l'exception des blessures au cou. Les participants ont été interrogés dans sept services d'urgence de l'Alberta ou par téléphone. Les données sur les blessures ont été recueillies au moyen des dossiers médicaux. Les valeurs manquantes ont été déduites à l'aide d'équations enchaînées et de modèles personnalisés d'imputation par prédiction. Résultats Comparativement aux sujets dont l'ajustement du casque était excellent, ceux dont l'ajustement était mauvais affichaient un plus grand risque de blessures à la tête (rapport de cotes [RC] = 3,38, intervalle de confiance [IC] à 95 % : 1,06 à 10,74). Comparativement aux sujets dont le casque était demeuré bien centré, ceux dont le casque s'était incliné vers l'arrière (RC = 2,90, IC à 95 % : 1,54 à 5,47) ou s'était déplacé (RC = 1,91, IC à 95 % : 1,01 à 3,63) et ceux qui avaient perdu leur casque (RC = 6,72, IC à 95 % : 2,86 à 15,82) présentaient un plus grand risque de blessures à la tête. Un casque qui s'était incliné vers l'arrière (RC = 4,81, IC à 95 % : 2,74 à 8,46), s'était déplacé (RC = 1,83, IC à 95 % : 1,04 à 3,19) ou avait été perdu (RC = 3,31, IC à 95 % : 1,24 à 8,85) augmentait aussi le risque de blessures au visage. Conclusion Nos observations ont des retombées sur les consommateurs et les programmes d'éducation des détaillants.

Introduction We examined the effect of bicycle helmet fit and position on head and facial injuries. Methods Cases were helmeted cyclists with a head (n = 297) or facial (n = 289) injury. Controls were helmeted cyclists with other injuries, excluding the neck. Participants were interviewed in seven Alberta emergency departments or by telephone; injury data were collected from charts. Missing values were imputed using chained equations and custom prediction imputation models. Results Compared with excellent helmet fit, those with poor fit had increased odds of head injury (odds ratio [OR] = 3.38, 95% confidence interval [CI]: 1.06–10.74). Compared with a helmet that stayed centred, those whose helmet tilted back (OR = 2.90, 95% CI: 1.54–5.47), shifted (OR = 1.91, 95% CI: 1.01–3.63) or came off (OR = 6.72, 95% CI: 2.86–15.82) had higher odds of head injury. A helmet that tilted back (OR = 4.81, 95% CI: 2.74–8.46), shifted (OR = 1.83, 95% CI: 1.04–3.19) or came off (OR = 3.31, 95% CI: 1.24–8.85) also increased the odds of facial injury. Conclusion Our findings have implications for consumer and retail education programs.

Background Snowboarding is a popular albeit risky sport and terrain park (TP) injuries are more severe than regular slope injuries. TPs contain man-made features that facilitate aerial manoeuvres. The objectives of this study were to determine overall and feature-specific injury rates and the potential risk factors for TP injuries. Methods Case–control study with exposure estimation, conducted in an Alberta TP during two ski seasons. Cases were snowboarders injured in the TP who presented to ski patrol and/or local emergency departments. Controls were uninjured snowboarders in the same TP. κ Statistics were used to measure the reliability of reported risk factor information. Injury rates were calculated and adjusted logistic regression was used to calculate the feature-specific odds of injury. Results Overall, 333 cases and 1261 controls were enrolled. Reliability of risk factor information was κ>0.60 for 21/24 variables. The overall injury rate was 0.75/1000 runs. Rates were highest for jumps and half-pipe (both 2.56/1000 runs) and lowest for rails (0.43/1000 runs) and quarter-pipes (0.24/1000 runs). Compared with rails, there were increased odds of injury for half-pipe (OR 9.63; 95% CI 4.80 to 19.32), jumps (OR 4.29; 95% CI 2.72 to 6.76), mushroom (OR 2.30; 95% CI 1.20 to 4.41) and kickers (OR 1.99; 95% CI 1.27 to 3.12). Conclusions Higher feature-specific injury rates and increased odds of injury were associated with features that promote aerial manoeuvres or a large drop to the ground. Further research is required to determine ways to increase snowboarder safety in the TP.

Ski patrol report forms are a common data source in ski/snowboard research, but it is unclear if those who only present to the emergency department (ED) are systematically different from those who see the ski patrol. To determine the proportion and characteristics of injured snowboarders who bypass the ski patrol before presenting to the ED, three groups of injured snowboarders were compared: presented to the ED only, ski patrol only and ski patrol and ED. Data were collected from ski patrol Accident Report Forms (ARFs), ED medical records and telephone interviews. There were 333 injured snowboarders (ED only: 34, ski patrol only: 107, both: 192). Ability, time of day, snow conditions or drugs/alcohol predicted ED only presentation. Concussions (RRR: 4.66; 95% CI: 1.83, 11.90), sprains/strains (RRR: 4.22; 95% CI: 1.87, 9.49), head/neck (RRR: 2.90; 95% CI: 1.48, 5.78), trunk (RRR: 4.17; 95% CI: 1.92, 9.09) or lower extremity (RRR: 3.65; 95% CI: 1.32, 10.07) injuries were significantly more likely to present to ski patrol only versus ski patrol and ED. In conclusion, snowboarders who presented to the ED only had similar injuries as those who presented to both.

OBJECTIVE:: To determine injured body regions and injury type resulting from snowboarding on aerial and nonaerial terrain park features and the accuracy of ski patrol assessments compared with physician diagnoses. DESIGN:: Case series study. SETTING:: An Alberta terrain park during the 2008-2009 and 2009-2010 seasons. PATIENTS:: There were 333 snowboarders injured on features (379 injuries). ASSESSMENT OF RISK FACTORS:: Aerial or nonaerial terrain park feature used at injury, injured body region, injury type, and additional risk factors were recorded from ski patrol Accident Report Forms, emergency department medical records, and telephone interviews. MEASURES:: Odds of injury to body regions and injury types on aerial versus nonaerial features were calculated using multinomial logistic regression. Accuracy of ski patrol injury assessments was examined through sensitivity, specificity, and kappa (κ) statistics. RESULTS:: The wrist was the most commonly injured body region (20%), and fracture was the most common injury type (36%). Compared with the upper extremity, the odds of head/neck [odds ratio (OR), 2.58; 95% confidence interval (CI), 1.37-4.85] and trunk (OR, 3.65; 95% CI, 1.68-7.95) injuries were significantly greater on aerial features. There was no significant association between aerial versus nonaerial feature and injury type. The accuracy of ski patrol injury assessment was higher for injured body region (κ = 0.65; 95% CI, 0.54-0.75) than for injury type (κ = 0.29; 95% CI, 0.22-0.37). CONCLUSIONS:: Snowboarders were significantly more likely to sustain head/neck or trunk injuries than upper extremity injuries on aerial features. Investigators should acknowledge potential misclassification when using ski patrol injury assessments. Language: en

Environmental audit tools must be reliable in order to accurately estimate the association between built environmental characteristics and bicycling injury risk.To examine the inter-rater agreement of a built environment audit tool within a case-control study on the environmental determinants of bicycling injuries.Auditor pairs visited locations where bicycling injuries occurred and independently recorded location characteristics using the Systematic Pedestrian and Cyclist Environmental Scan (SPACES). Two case groups were defined: (1) where a bicyclist was struck by a motor-vehicle (MV) and (2) where the bicyclist's injuries required hospitalisation. The two corresponding control groups were (1) where non-MV bicycle-related injuries occurred and (2) where minor bicycle-related injuries occurred. Inter-rater reliability of each item on the tool was assessed using observed agreement and κ with 95% CI.Ninety-seven locations were audited. Inter-observer agreement was generally high (≥95%); most items had a 1-2% difference in responses. Items with ≥5% differences between raters included path condition, slope and obstructions. For land use, path and roadway characteristics, κ ranged from 0.3 for presence of offices and cleanliness to 0.9 for schools and number of lanes; overall, 78% of items had at least substantial agreement (κ≥0.61). For bicyclists struck by a MV the proportion of items with substantial agreement was 60%, compared with 73% for non-MV related injuries. For hospitalisations and minor bicycle-related injuries, 76% of items had substantial agreement.Agreement was substantial for most, but not all SPACES items. The SPACES provides reliable quantitative descriptions of built environmental characteristics at bicycling injury locations.