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This research aims to develop an index for measuring Indonesian quality label awareness among motorcycle helmet users. The index measures quality label awareness and its antecedent variables, which are the variables that represent marketing effort on promoting the quality label.

The indicators of the index were derived from a literature review. A survey was performed. The respondents are 487 motorcycle drivers and passengers helmet users in Jakarta. The authors conducted some statistical analyses, namely, exploratory factor analysis, Cronbach’s α analysis, and multiple regression analysis.

A quality label awareness index was developed and tested. The index consists of quality label awareness and its determinants. The determinants are label marketing clarity and label marketing credibility. The research result showed that the index is valid and reliable.

The authors performed the survey only at Jakarta using convenience sampling technique. Thus, the findings may not be generalized to other contexts. Given this, replication research is important to be performed in the future in order to test the stability of the findings in other contexts.

The index can be used to evaluate the effectiveness of quality label and quality label marketing programs.

This study is believed to be the first to develop and test consumers' quality label awareness index.

This paper aims to be a review of the clinical and legal issues surrounding the wearing of cycle helmets. It explains how helmets work, the standards currently in place and arguments for and against their protective value. It then considers how this clinical and actuarial data has been interpreted in case law and in particular the issue of contributory negligence.

A search of scientific databases and public search engines was used to review the relevant literature up to August 2012.

There is conflicting evidence for the protective value of cycle helmets. Some researchers have found helmets to protect against head and facial injuries. Others have criticised the research methods used and questioned whether helmets can protect the wearer from the most damaging types of head injury. No trial judge has yet found a case for contributory negligence on the part of a cyclist not wearing a helmet.

Research cannot use randomised control trials and is limited to other methodologies. Further work should focus on a range of aspects of safer cycling including cyclist and driver safety awareness along with comparing the safety factors of existing designs and developing better helmet design. Cyclists may wish to consider wearing a helmet to avoid claims for contributory negligence in the future.

This paper combines both the clinical and legal debate surrounding cycle helmet use. The paper will better inform clinicians, members of the legal profession, members of Government responsible for introducing legislation, helmet designers/manufacturers and individuals wishing to make an informed decision about helmet use.

The objectives of the study are to assess the impact of a community‐based bicycle‐helmet program aimed at children aged 5–12 years (about 140,000). A quasi‐experimental design, including a control group, was used. Sex‐ and age‐group‐based changes in the risk of bicycle‐related head injury leading to hospitalisation were measured, using rate ratios. Compared with the pre‐program period, significant risk reductions were observed during the post‐program period among both boys (RR = 0.56, 95 per cent CI = 0.40, 0.77) and girls (RR = 0.52, 95 per cent CI = 0.33, 0.82), and among both younger (RR = 0.46, 95 per cent CI = 0.31, 0.68) and older (RR = 0.63, 95 per cent CI = 0.44, 0.89) children. A significant reduction was also observable during the program phase among the groups most at risk, i.e. boys (RR = 0.94, 95 per cent CI = 0.66, 1.35) and younger children (RR = 1.07, 95 per cent CI = 0.70, 1.63). The population‐based educational program significantly decreased the risk of head injuries among boys and girls despite observable differences in the voluntary adoption rate of bicycle‐helmet wearing. The impact was more pronounced among younger children.

This paper aims to discuss the possibility of joining cybernetics and architecture as a continuous and open process, bridging design, construction and use, in that which is called cyberarchitecture.

It develops the hypothesis that cyberarchitecture can benefit from taking the virtual into account in the design process, so that the architect is no longer the author of a finished architectural product, but of a set of instruments with which users can design, build and use their own environments simultaneously.

A set of design principles is systematised and examined in three practical realms of design: urban, building, and relational, showing cyberarchitecture's embryonic feasibility.

Cyberarchitecture implies that architects are no longer authors of finished products and users, becoming designers of their own spaces.

Cyberarchitecture avoids the usual cybernetics approach based on control‐system, indicating a less predictive and, ultimately, anarchic path for architects and users. It focuses on architecture's intrinsic value as an event, indicating the possibility of a process‐based system, which only exists (or is organised) in present‐time, when users and instruments (or structures) interact.

The present chapter puts one perspective center stage and looks at the relationship between TSC and its manifestation in individuals. More specifically, we are concerned with the relationship between processes of attitude formation and attitude change. The concept of attitudes is one out of several psychological constructs which are known to have mediating influence on actual behavior. Thus, it is a possible starting point to positively influence behavior in road traffic toward higher levels of (commitment to) safety. Understanding how safety culture is internalized by individuals and how it shapes safe conduct shall be theoretically described and practically exemplified to show how this approach can become useful and relevant for practitioners in the field of road safety.

The argument is developed in three parts. In the first part, Herbert Kelman’s (1958) conceptual scheme of three stages of attitude change is presented in which the levels of compliance, identification, and internalization of values are distinguished. In the second part, it is argued that these different levels of value integration correspond with three different kinds of psychological theories which address the relationship between attitudes and deliberately conducted behavior (action). It is a well-known fact in the science of human action that there is no direct relationship between attitudes, decision making, and action. Using Kelman’s three levels of value internalization as a scheme of reference, the conditions under which persons act in line with their attitudes can be conceptualized more precisely. From a normative point of view, it is argued that persons who align their actions and attitudes with reference to socially appreciated values are said to be elaborated. They orient their conduct by an ethos of safety to which they feel committed and they are able to interact in mindful ways. We discuss some of the basic constructs at each level and underpin their importance with reference to behavioral change toward higher levels of safety with empirical findings that have been published. In a third part, we present our findings in a summarizing table and suggest a list of factors and themes which mainly correspond to one of the three stages of attitudinal change and value internalization. Finally, we outline some examples of how traffic safety interventions can be conceptualized at these different levels.

Organizations have started using the metaverse to sell non-fungible tokens, execute engineering processes and conduct business meetings. A condition of creating value by moving business processes to the metaverse is acceptance of this technology. In business-to-business scenarios, internal employees and external partners may have different views on the topic but must agree upon new practices. Understanding common motivations and challenges associated with using the metaverse is crucial to its success.

The authors interviewed managers from a pharmaceutical company considering conducting meetings with clients in the metaverse. A series of 23 statements on reasons for (non)-use was generated. Twenty-five individuals (13 employees and 12 clients) then ranked these statements against each other, revealing what would drive or hinder their metaverse use. The authors compared these perspectives to identify common issues.

The authors identified four different views. Views 1 and 2 correspond to internal and external participants, while Views 3 and 4 correspond to external ones only. View 1 is skeptical and underlines the role of peers in acceptance. View 2 is a positive perspective centered on usefulness. View 3 is ambivalent and is centered on efforts required to use the metaverse. View 4 reveals a reversed perspective wherein using the metaverse is a low-effort activity.

This paper proposes a case study probing acceptance of a realistic business use of the metaverse. This paper identifies risks to mitigate and motivations to leverage when proposing metaverse usage in a business-to-business context.

Bike sharing (BS) is a phenomenon of growing interest in the sustainable mobility field. In recent years, many governments have implemented concrete actions to diffuse the services in cities, trying to encourage citizens' sustainable behavior. Several mobile applications (apps) related to the mobility sector have embedded gamification mechanics applied in non-gaming contexts, able to create and increase user engagement and to manage users' behavior (Deterding et al., 2011). The main purpose of this study is to understand whether app perception influences gamification, and how gamification improves service quality and user loyalty in BS systems.

To examine the impact of gamification on service quality and loyalty, the study performed secondary data collection and qualitative analysis with in-depth interviews. Thereafter, a quantitative analysis was conducted, and the theoretical model was analyzed through structural equation modeling (SEM).

findings showed that the use of gamification mechanics in BS services improves users' loyalty and directly influences service quality. The gamification tool improves users' engagement, transferring rules, facilitating the achievement of goals and quality standards and enhancing the BS usage.

This study uniquely contributes an understanding of the effect of gamification on service quality and loyalty in BS usage. It also provides some insight for companies and policymakers into implementing gamification mechanics in order to address new challenges for quality management.