Pedestrian Injury Rates Research Articles

Measuring community/environmental interventions: the Child Pedestrian Injury Prevention Project

Objectives—To assess the effectiveness of community/environmental interventions undertaken as part of the Child Pedestrian Injury Prevention Project (CPIPP). Setting—Three communities (local government areas) in the Perth metropolitan area, Western Australia....

Tricuspid regurgitation following central line insertion in a patient undergoing haemodialysis.

<h3>Background</h3> Road traffic injury is the leading cause of death for children in Canada. Lower speed roads are correlated with lower pedestrian injury severity. Pedestrians are 8 times more likely...

Family, social, and cultural factors in pedestrian injuries among Hispanic children

Objectives—In an earlier population based surveillance study of pediatric injuries, the rate of Hispanic children injured as pedestrians was 63/100 000 compared with 17/100 000 for non-Hispanic white children. The...

An international study of the exposure of children to traffic.

OBJECTIVES: To examine the extent of international differences in children's exposure to traffic as pedestrians or bicyclists. DESIGN: Children's travel patterns were surveyed using a parent-child administered questionnaire. Children were...

Which Prevention Strategies for Child Pedestrian Injuries? A Review of the Literature

In 1992, motor vehicle-related injury was the leading cause of injury-specific death in the United States for children aged zero to fourteen years. In the five to nine years age group, childhood pedestrian injury was exceeded only by motor vehicle occupant injuries as the leading cause of death. The prevention of these injuries is a multifactorial problem involving individual characteristics of the child, environmental design, and the mutual dependence between the child and his or her environment. This article considers the plethora of descriptive and analytical research and proposes suitable strategies to reduce the rate of child pedestrian injury.

Child pedestrian injury rates: the importance of "exposure to risk" relating to socioeconomic and ethnic differences, in Auckland, New Zealand.

To examine how child pedestrian exposure to risk, as measured by the mean number of streets crossed, varies according to indices of material disadvantage and ethnic group. A questionnaire on pedestrian exposure to risk was distributed to children for completion by parents and return to school. Children from 40 schools were selected using a probability cluster design. The Auckland region of New Zealand. Questionnaires were distributed to 3388 pupils of whom 2873 (85%) completed and returned the questionnaire. The mean number of streets crossed was 2.19 (95% confidence interval 1.82, 2.56) at age 6 years and 2.80 (2.42, 3.17) at age 9 years. The mean number of streets crossed for boys (2.57 (2.15, 2.98)) was similar to that for girls (2.38 (2.05, 2.72)). The mean number of streets crossed by Pacific Island children was 4.87 (4.01, 5.73), more than twice the number crossed by children of predominantly European origin (1.90 (1.65, 2.15)). Children from families without a car crossed an average of 5.34 (4.35, 6.34) streets, compared with 2.90 (2.50, 3.31) streets for children from families with one car, and 1.97 (1.65, 2.29) streets for children from families with two or more cars. There are large differences in pedistrian exposure to risk in relation to ethnic group and levels of car ownership. These differences may explain ethnic and socioeconomic differentials in child pedestrian injury rates.

Adult accompaniment and the risk of pedestrian injury on the school-home journey.

To quantify the effect of adult accompaniment on the risk of pedestrian injury on the school-home journey. A community based case-control study. The Auckland region of New Zealand. Cases (n = 54) were all children killed or hospitalized as a result of a pedestrian injury occurring on the school-home journey between 1 January 1992 and 1 March 1994. The response rate for the case group was 98%. Controls (n = 157) were a random sample of all children who walk to and from school in the study region. The response rate for the control group was 100%. Adult accompaniment on the school-home journey was associated with a reduced risk of injury (odds ratio (OR) 0.36, 95% confidence interval (CI) 0.04 to 1.66). This effect persisted after controlling for age, sex, and socioeconomic status (OR 0.31, 95% CI 0.07 to 1.49). Adult accompaniment on the school-home journey may have the potential to significantly reduce child pedestrian injury rates. The effect of adult accompaniment may have important implications for the interpretation of child pedestrian exposure studies.

What does a decline in child pedestrian injury rates mean?

What does a decline in child pedestrian injury rates mean?

Effect of environmental factors on risk of injury of child pedestrians by motor vehicles: a case-control study

To identify and assess contribution of environmental risk factors for injury of child pedestrians by motor vehicles. Community based case-control study. Environmental characteristics of sites of child pedestrian injury were compared with the environmental characteristics of selected comparison sites. Each comparison site was the same distance and direction from home of control child as was the injury site from home or relevant case child. Two control sites were selected for each injury site. Auckland region of New Zealand. Cases were 190 child pedestrians aged < 15 who were killed or hospitalised after collision with a motor vehicle on a public road during two years and two months. Controls were 380 children randomly sampled from population and frequency matched for age and sex. Traffic volume and speed and level of parking on curbs at injury sites and comparison sites. Risk of injury of child pedestrians was strongly associated with traffic volume: risk of injury at sites with highest traffic volumes was 14 times greater than that at least busy sites (odds ratio 14.30; 95% confidence interval 6.98 to 29.20), and risk increased with increasing traffic volume. High density of curb parking was also associated with increased risk (odds ratio 8.12; 3.32 to 19.90). Risk was increased at sites with mean speeds over 40 km/h (odds ratio 2.68; 1.26 to 5.69), although risk did not increase further with increasing speed. Reducing traffic volume in urban areas could significantly reduce rates of child pedestrian injury. Restricting curb parking may also be effective.

Pedestrian exposure and the risk of child pedestrian injury.

The authors used data from the New Zealand Household Travel Survey to examine the extent to which children's pedestrian exposure varies with age, sex and household income. Pedestrian injury morbidity data were combined with pedestrian exposure data to examine age-specific pedestrian injury risk. The annual number of road crossings for girls was greater than that for boys. Pedestrian exposure increased with increasing age. Children aged 5-9 years in the lowest household income bracket crossed approximately 50% more roads than those in the middle and upper income brackets. However, for children aged 10-14 years there was little variation with household income. Sex differences in pedestrian injury rates cannot be explained by differences in exposure although increased exposure may partly explain the increased injury rates for children in lower socio-economic groups. Prevention strategies might aim to reduce pedestrian exposure for alternatively to reduce pedestrian injury risk per unit of exposure by making safer urban living environments.

The urban setting of juvenile pedestrian injuries: A study of behavioural ecology and social disadvantage

Population-adjusted rates of fatal and serious pedestrian injuries (in 435 Calgary residents age 0 to 17) and some other indicators of behavioural problems (including juvenile delinquency) and social indicators (including poverty and proportions with low birth weight) were compared across 120 neighbourhoods. Two areas with high rates of pedestrian injury, delinquency, and various indicators of disadvantage were identified, one close to the city core and the other in modern, low-income housing on the city periphery. The patterning of injury rates by income levels across neighbourhoods supports earlier Canadian work. Once again, a multivariate, causal model of stress and vulnerability in coping with physically hazardous traffic environments is implied. Social intervention and community development models based on social work research are advocated.

Car design and risk of pedestrian deaths.

Fatal pedestrian injury rates by cars with relatively sharp front-corner designs were compared to such rates by cars of similar-size with relatively smooth front-corner designs. The relative risk of death by front-corner impact was 26 percent greater among the sharp-cornered cars. Pedestrian death rates from impact with other points on the cars and insurance claim frequencies among the studied cars were similar between the two sets of cars.