bluuebunny/crossref_metadata_2025_split huggingface dataset:
Risk factors for road traffic injuries among school children in rural Bangladesh
Authors: Baset MK , Towner E , Noor T , Rahman A , Mashreky SR , Rahman AKMF 
Published: October 2012

IntroductionRoad traffic injuries (RTIs) are a major health problem internationally, causing illness, deaths and disabilities among young people. Research on RTIs in developing countries has been limited.ObjectiveThe objective of the study is to investigate risk factors for RTIs in school children.MethodWe surveyed 845 grade IV &V students (aged 9–12 years) in Raiganj using a survey questionnaire. The survey was conducted in 15 primary schools.ResultThe prevalence of risk factors for RTIs among school children were estimated. The results from the 820 completed questionnaires were: 18.8% reported they had RTIs in the last 12 months and most of these incidents occurred on the school journey (after school). Boys reported RTIs 1.61 times more than girls (95% CI 1.35 to 1.91). More than 80% of the travellers to and home from school were pedestrians and boys were more likely to travel on their own and girls to travel with peers. Pedestrian were exposed to greater risk than vehicle user in journeys to (relative risk 1.13 (95% CI 1.06 to 1.20) and home from school (relative risk 1.15 (95% CI 1.09 to 1.22). Younger children were more at risk on journeys after school (relative risk 0.8316 (95% CI 0.6607 to 1.0467). 60% reported they had received no information regarding road use.ConclusionsThe results are in accordance with the high rates of RTIs and huge exposure of risk factors among school children, reinforcing the need for integrated inter-sectoral actions, including training and awareness rising among school children.
Active transport to school among adolescents in Otago: personal and family perceptions of safety
Authors: Sophia Leon De La Barra , Emily Stevens , Paula Skidmore , Sandra Mandic 
Published: October 2012

BackgroundWith increasing prevalence of sedentary lifestyle and less time dedicated to physical education and free play in youth, there is a greater need to promote other opportunities for physical activity, such as active transport (AT).AimsThis study examines individual and school-related factors associated with AT—walking and cycling—to school among adolescents in Otago, New Zealand.MethodsIn 2009, a total of 1726 secondary school students (age: 15.1±1.1 years; 68.5% urban; 51.6% boys) from 19 of 23 schools in the Otago Region completed the online Otago School Students Lifestyle Survey. Data collected included usual mode of transport to school, sociodemographic and behavioural information, social support for AT, and personal and family perceptions of safety when using AT.ResultsOverall, 36.6% of secondary students used AT and 63.4% used motorised transport (MT) to school. Boys were more likely than girls to use AT to get to school (39.3% boys vs 33.8% girls, p=0.024). Regional status was also a predictor of AT to school (46.1% rural vs 32.2% urban students, p<0.001). Overall, 63.7% of students believed taking a bus was safer than walking or cycling (61.0% AT vs 64.6% MT, p=0.244). Other factors influencing transport choices to school were parental perceptions of safety (91.5% AT vs 84.3% MT, p<0.001) and encouragement from friends (47.9 AT vs 21.3% MT, p<0.001).SignificanceBoys and rural students are more likely to use AT to school. The greatest barriers to AT were safety concerns and lack of peer support.
Bicyclists' violations—automobile drivers' fault? simultaneous increases in population-level bicycle violation and safety in a complex adaptive system of social traffic behaviour
Authors: Martin EV , Torabi MR , Robbin A 
Published: October 2012

BackgroundBicyclists famously flout traffic rules, sometimes causing collisions with automobiles. Some research suggests that road users adapt to each other's behaviour, reducing conflicts. However, few bicycle safety studies investigate potential mechanisms of change in bicyclists' behaviour and safety outcomes. None examines the implications of drivers' well-known stereotypes of bicyclists.Aims/Objectives/PurposeThis agent-based model (ABM) explores the relationships among inter-group stereotype valence, learning-based behavioural adaptation, and population-level safety outcomes in a population of majority automobiles and minority bicycles.MethodsIn this ABM, automobile and bicycle (‘agents’) pairs meet randomly at stop sign intersections. Agents have continuous, normally distributed scores representing ‘trust’ that bicycles and automobiles, respectively, will follow the turn-taking stop sign rule. To avoid collisions, agents follow the rule (‘compliance’) only when they trust that the other will also. Others' noncompliance decreases trust while compliance increases trust. In initial conditions, automobiles disproportionately mistrusted bicycles, but bicycles' trust/mistrust of automobiles was evenly split. We analysed stop sign encounters in which automobiles arrived first and bicycles second.Results/OutcomeRepeated random encounters tended to create positive feedback in which bicycles increasingly violated and automobiles increasingly deferred defensively to bicycles, while conflicts declined to zero at equilibrium. In addition, the size of the bicycle minority was related to the probability of an all-compliance equilibrium.Significance/Contribution to the FieldIn a plausible world where road users hold outgroup stereotypes, learn, and adapt their behaviour, majority automobile drivers' stereotypes of bicyclists may affect bicyclists' behaviour and safety outcomes. Policies accounting for stereotyping and learning processes may enhance both rule compliance and safety outcomes.
Using GIS to assess pedestrian safety in Delhi
Authors: Rankavat S , Tiwari G 
Published: October 2012

BackgroundWalking is the most sustainable and most used mode of transportation in Indian cities. From 2006–2009, an estimated 8503 fatalities due to accident occurred in Delhi in which pedestrians contribute almost 51% to the total road crash fatalities. Pedestrian high crash locations have to be identified to implement problem specific pedestrian safety countermeasures so as to improve pedestrian safety.ObjectiveThe main objective of this work was to investigate the potential of utilising geographic information systems (GISs) in identifying hazardous pedestrian accident-prone locations.MethodologyCrash data for the years 2006–2009 were obtained from the traffic police, and were geocoded in ArcGIS over the digitised road map of Delhi. Kernel Density functions available in the spatial analyst extension of the ArcGIS software was used to identify hazardous locations of vehicle-pedestrian accidents in Delhi during 4 years 2006–2009. GIS-based queries were used to visualise crash data at the microscopic level.ResultsResults showed that there was a high potential for GIS in studying accidents and highlighted five pedestrian fatal hotspot locations in Delhi. The analysis showed that the pedestrian fatalities at arterial intersections caused by private cars and buses were found to be 27% and 14% of all fatalities occurred by them on arterial roads respectively.ConclusionsFindings can be used to understand the correlation between built environment and pedestrian safety, to prioritise the high-density zones for intervention efforts, and to formulate research hypotheses for investigating pedestrian crashes.
Walkable but unsafe? a systematic review of built environment correlates of walking and child pedestrian injury
Authors: Rothman L , Macarthur C , Buliung R , To T , Howard A 
Published: October 2012

BackgroundA well-established body of walkability literature examines the correlates of walking in children; however, correlates of child pedestrian injury are less understood. Walkability does not necessarily imply safety. Built environment conditions for safe walking must be defined so that increased walking does not lead to increased pedestrian injury.ObjectiveTo identify modifiable features of the built environment related to both walking and pedestrian injury in children.MethodsA systematic literature review across 10 electronic databases from 1980-Feb, 2012 sought statistically significant associations between built environment factors and either walking or safety in urban children 4–12, in Western countries. Environmental features were grouped into those that increased or decreased walking and improved or worsened safety.ResultsThirty-seven pedestrian injury and 50 walking papers met the inclusion criteria. Traffic lights and calming devices and the presence of recreational areas and playgrounds were related to more and safer walking. Eight features were related to more walking and less safe pedestrian outcomes. The majority of built environment features had inconsistent associations with either walking or injury, or had not been tested for either one of the outcomes. Well designed controlled experimental studies are lacking examining the built environment and walking or injury in children.SignificanceThese results reflect current knowledge and can be used to inform future injury prevention evaluations relate to safe walking promotion in children. Walkability features must be assessed against safety criteria in order to optimise the pedestrian environment for children.
Pedestrian injury profile in Lagos (Nigeria)—the third most densely populated city in Africa
Authors: Solagberu BA , Balogun RA , Mustafa IA , Ibrahim NA , Oludara MA , Ajani AO , Idowu EO 
Published: October 2012

BackgroundPedestrians are vulnerable road users worldwide, but more African governments are setting up Safety Commissions.ObjectivesTo examine the current pedestrian injury profile in the third most densely populated city in Africa with dysfunctional transportation and poorly responsive healthcare delivery system.MethodsEmergency Room records were collated for 3 months prospectively for all pedestrians injured and brought to the busiest tertiary hospital centre in Lagos, Nigeria, (Lagos State University Teaching Hospital). Parameters checked included biodata, mechanism, location, and regions of injury; and outcome among others.ResultsPedestrians were 214 (M: F=2.2 : 1, peak age 21–30 years) including students (22.9%), self- (23.4%) and government-employed (10%) persons. Vehicles involved include motorcycles (29.4%), buses (29.0%) and cars (23.4%). Pedestrians were injured on highways (55.6%), in the inner city (42.1%)—knocked down while crossing (55.1%), walking by pavement (21.5%), standing by bus stop (10.7%), at home-area (6.1%) and others (6.5%). Regions injured mostly were the head (39.3%), lower limb (30.4%) and multiple regions (15%). Patients were brought by relatives 43.0%, bystanders 29.3%, self 13.1%, ambulance 5.2%, and police 5.6%. Fifty-nine of the 80 lower limb injuries were fractures (73.8%). Twenty eight patients (13.1%) died, 10 of them brought-in-dead while 64 patients (29.9%) were transferred to another hospital.SignificanceDiscounting the 29.9% patients referred; death rate was 28 in 150 (18.7%) meaning 1 in 5 injured pedestrians died. This could be one of the highest pedestrian death rates in the world; profile strongly emphasises continuous need for injury prevention by all stakeholders.
Booster seat use: individual, parent–child relationship and neighbourhood characteristics
Authors: Sarit shimony-Kanat , Rosa Gofin 
Published: October 2012

BackgroundDespite child car restraint use recommendations, the use of booster seats in most countries is low. Research has mostly focused on demographic determinants and parental knowledge and behaviour regarding car safety. Child traits and parent–child relationships regarding child booster seat use has seldom been studied.AimsTo analyse car booster seat use for children between the ages of 6–8 by:• Child and parents' characteristics: socio-demographic, child temperament and child independence, parents' car safety knowledge and behaviour.• Parent–child relationship: parenting styles and parental supervision.• Neighbourhood characteristics: education, income, and unemployment.To analyse each determinant's unique contribution to booster seat use.MethodsElementary public schools (n=16) were randomly selected in two cities in Israel. First and second grade classes were selected in each school. Parents (n=754) answered a self-administrated questionnaire in September 2010. Characteristics of neighbourhood of residence were obtained from census data for multilevel analysis. The outcome variable was dichotomised into ‘Always’ booster seat use and ‘Other’ for categories of misuse.ResultsBooster seat use was reported by 57% of parents. Booster seat use was negatively associated with family size; it was positively associated with the driver's belting usage, parents' car safety knowledge and authoritative parenting (p<0.05). Intraclass Correlation Coefficient for booster seat use between neighbourhoods was 4.3% (p=0.004). The odds to booster seat use wasn't significantly different between neighbourhoods in multilevel analysis of neighbourhood characteristics.ConclusionsParent's knowledge, behaviour, and family size are the most influencing determinants on booster seat use.
Under-reported: child pedestrian road traffic injuries in Vietnam
Authors: Brondom L , Florian M 
Published: October 2012

BackgroundDespite increased motorisation in Vietnam, walking remains an important mode of transport, particularly amongst children. Official 2011 statistics report 11 950 road traffic fatalities. However, they do not specify pedestrian injuries.ObjectivesThe study aimed to assess the magnitude of child pedestrian road traffic injuries (RTI) in Dong Nai province, Vietnam.MethodsPolice and hospital data on RTI from 2010 to first quarter 2012 was analysed. Moreover, a survey collected information from approximately 6800 primary students in 2010 and 2011.ResultsData sources show that RTI in Dong Nai have increased compared to 2010. Dong Nai General Hospital reports seven pedestrian RTI cases, all of which were under the age 16. Comparatively, one forth of RTI at the paediatric hospital were pedestrians. In 2011, 3% of students reported having been injured by a vehicle walking to and from school within 6 months; accounting for an estimated 5900 to 7800 primary students in Dong Nai.SignificanceResults indicate that official data sources do not capture the magnitude of pedestrian casualties in Dong Nai, Vietnam. Reliable estimates of these indicators are essential to guide policy and intervention, and for evaluation purposes. Data indicates that children under 16 are at greatest risk for pedestrian injury, suggesting schools as the key target for intervention. As implementer of SafeKids Vietnam, Asia Injury Prevention Foundation dedicates its efforts to addressing this issue.
Vulnerable users' deaths in Brazilian road safety 10 cities (RS-10)
Authors: Gonçalves VM , Chandran A , Seiffert BE , Souza TRV , Pechansky F 
Published: October 2012

BackgroundIn Brazil since 2006, deaths among Vulnerable Road Users (VRU) have made up more than half of all traffic-related deaths, with 51.1% of all deaths in 2010 occurring among motorcyclists, pedestrians, and bicyclists. We investigated mortality rates among motorcyclists and pedestrians in five state capitals targeted by a global road safety initiative.ObjectiveTo evaluate road traffic fatalities among VRU in five Brazilian cities from 2000 to 2010, describing demographic trends among victims.MethodsMortality data were obtained from the Ministry of Health, compiled using ICD-10 codes (V01–V89), subcategorised by VRU type and disaggregated by gender, age, and city.ResultsThe five cities represent 18.4% of total deaths occurred in capitals from 2000 to 2010. Mortality rates varied from 25.0 per 100 000 (Belo Horizonte) to 42 (Palmas), all above the national rate (21.5). Motorcyclist deaths increased by 288.4%, while pedestrian deaths fell by 5.6% over the decade. The highest pedestrian death rate was observed in Belo Horizonte (9.7/100 000, 39.8% cars/fleet, Gross National Product-GDP US$9679). The highest rate of deaths among motorcyclists occurred in Palmas (13.9 deaths/100 000, 13% motorcycles/fleet, GDP US$8364). Disaggregated by age, VRUs between 61 and 80 died at the highest rates.Contribution to the FieldGiven high proportion of road traffic fatalities that occur among VRU, policy implications can be gleaned from the results. Brazil's transit authorities vary from between states, so analysis of the burden of VRU deaths between capitals can be helpful in targeting interventions towards appropriate risk groups.
Study on the improvement of legal system for ensuring the safety of bicycle riders—the case of Seoul in Korea
Authors: Lim J , Hong J , Kim D , Lee S 
Published: October 2012

BackgroundThe bicycle is emerging as the most alternative green mode. Korea has encouraged bicycles-riding by extending bicycle paths and infrastructure after announcement of the ‘Act on Encouraging the Use of Bicycles’ in 1995. As the number of bicycle users has been increased, the number of bicycle-related traffic accidents has been increased too. But there are a few studies for bicycle safety.Aims/Objectives/PurposeThe purpose of this study is improvement of legal systems for bicycle safety.MethodsFor it we reviewed the related laws in other countries and surveyed Seoul citizen about safety awareness. Targets of this survey are bicycle riders group on the bicycle path in the park and normal road. Each members of group are more than 150 persons.Results/OutcomesWe find three main issues with this survey. (a) Compared to 52.1% of riders on the bicycle path in the park, just 12.1% of riders on the normal road put on helmets. (b) Most of them answer they feel annoying for putting on helmets. (c) 72% of riders answer they don't know about hand signal of bicycle. However, Korean laws of bicycle are mainly about facilities. But some country's laws include rules of bicycle safety equipment, the prohibition of rider's behaviour and penalties. With benchmarking laws, Korean legal system should include rules of safety.Significance/Contribution to the FieldThis study makes foundation of future Korean policy's direction about bicycle safety. Furthermore we expect that social ambience will be raised to use bicycle as a safety transport method.AcknowledgementsThis research was supported by a grant from the Transportation System Innovation Programme (TSIP) funded by the Ministry of Land, Transport and Maritime Affairs of the Korean government. (10 Transportation System-Future03).
Hidden increasing pedestrian fatality between 2006 and 2010 in China: findings from non-police-reported data
Authors: Hu G , Ma S , Zhou M 
Published: October 2012

BackgroundThe police-reported recent decrease in pedestrian fatality was questionable in terms of the serious under-reporting of police-reported data.Aims/Objectives/PurposeTo examine changes in pedestrian fatality between 2006 and 2010 in China using Non-police-reported data.MethodsA longitudinal study was conducted based on the mortality data during 2006–2010 from the Disease Surveillance Points data of China. Multivariate Poisson regression was used to control the effects of sex, age, and urban/rural. Mortality rate ratio (MRR) was used to quantify the increase in pedestrian fatality. ‘p<0.05’was selected as the statistically significant level.Results/OutcomesBetween 2006 and 2010, the crude pedestrian fatality increased from 7.0 to 10.5 per 100 000 population. After controlling sex, age and urban/rural, the fatality increased by 44% in the research time period (adjusted MRR=1.11, 95% CI 1.10 to 1.11). Males had higher fatality rate than females (adjusted MRR=2.54, 95% CI 2.48 to 2.61); rural residents were 1.42 times urban residents dying as pedestrians (adjusted MRR=1.42, 95% CI 1.39 to 1.45). Selecting children less than 5 years as the reference, persons ages 5–14 years, 15–24 years, 25–59 years, and 60+ ages had the MRRs as 0.64, 1.42, 2.56, 5.52, respectively.Significance/Contribution to the FieldThe recent police-reported decrease in pedestrian fatality may not be true. Non-police-reported data should be applied to improve the quality of pedestrian injury data in China. The high-risk groups of pedestrian fatality—men, rural residents, old age groups, should be addressed in China's injury prevention action.
The pedestrians' risk behaviour in the traffic: experiences and beliefs and its consequences in the behaviour
Authors: Isoba María Cristina 
Published: October 2012

ObjectiveLuchemos por la Vida, non-governmental and non-profit organisation, that studies and works in Argentina to prevent traffic accidents, decided to observe systematically the pedestrians' behaviour in avenues and streets of a city, Buenos Aires, to identify the most common risk behaviours and to define a massive awareness campaign to change the beliefs, attitudes and behaviour of this group, the most vulnerable in the traffic system. In the city of Buenos Aires, 44% of the people who die in the traffic are pedestrians.MethodologyWe selected representative samples of crossroads in the city and we registered observations of the behaviour of 3685 pedestrians. This information was complemented with focused interviews to know the motivations of the observed conducts.ResultsFrom the different observations carried out, we found that, on average, only 6% of the pedestrians cross in the correct way on street corners with traffic lights and without traffic lights, a very low rate of the traffic law observance. The focused interviews provided the most common motivations for these conducts.Discussion and ConclusionsThe results confirm what the traffic psychology explains as the chosen risk. Facing a low perception of the risk for probabilities learning and the perception of benefiting from crossing improperly, people chose this behaviour.Based of the obtained results, we decided to develop an awareness campaign aimed at pedestrians, young and adult people, with the objective to increase the risk perception and to propose measures of self-protection.
TAUPO BICYCLE STUDY: FOLLOW UP RESPONSE, PERSONAL CHARACTERISTICS AND INJURY OUTCOME
Authors: Tin S Tin , Woodward A , Ameratunga S 
Published: October 2012

BackgroundWeb-based surveys are increasingly used as a resource-efficient approach to collecting research data. However, potential biases which may underlie response rates have received little attention in this context.AimsThis paper aimed to assess the associations between response to the first follow-up survey and baseline characteristics and injury outcomes in a cohort of cyclists.MethodsBaseline information was collected at recruitment in 2006 (N=2438) and 2008 (N=190). A web-based follow-up survey was conducted in 2009/10. Injury outcome data were also collected through record linkage to insurance claims, hospital discharge and mortality data and police reports (covering the period from time of recruitment till 30 June 2011). Logistic regression models examined the association between baseline characteristics and response rates to the follow-up survey. Moreover, repeated event survival analysis was used to compare the risk of injury between responders and non-responders.ResultsOf 2590 participants who resided in New Zealand, three died before the follow-up survey and 1526 completed the questionnaire (59.0%). Older age group, female, higher level of education, greater number of years of cycling and cycling to work predicted higher response rates. Responders were more likely to have experienced bicycle crashes in general (adjusted hazard ratio (HR): 1.34; 95% CI: 1.19-1.50), on road crashes (adjusted HR: 1.39; 95% CI: 1.19-1.62) and collisions with a motor vehicle (adjusted HR: 1.33; 95% CI: 1.15-1.54) during follow up.SignificanceDifferential follow-up response rates by demographic and cycling characteristics, as well as crash involvement require particular consideration in studies using web- based longitudinal data.