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51.
    
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52.
    
Background: State laws regarding child passenger protection vary substantially.

Objectives: The objective of this study was to develop a scoring system to rate child passenger safety laws relative to best practice recommendations for each age of child.

Methods: State child passenger safety and seat belt laws were retrieved from the LexisNexis database for the years 2002–2015. Text of the laws was reviewed and compared to current best practice recommendations for child occupant protection for each age of child.

Results: A 0–4 scale was developed to rate the strength of the state law relative to current best practice recommendations. A rating of 3 corresponds to a law that requires a restraint that is sufficient to meet best practice, and a rating of 4 is given to a law that specifies several options that would meet best practice. Scores of 0, 1, or 2 are given to laws requiring less than best practice to different degrees. The same scale is used for each age of child despite different restraint recommendations for each age. Legislation that receives a score of 3 requires rear-facing child restraints for children under age 2, forward-facing harnessed child restraints for children aged 2 to 4, booster seats for children 5 to 10, and primary enforcement of seat belt use in all positions for children aged 11–13. Legislation requiring use of a “child restraint system according to instructions” would receive a score of 1 for children under age 2 and a 2 for children aged 2–4 because it would allow premature use of a booster for children weighing more than 13.6 kg (30 lb).

Conclusions: The scoring system developed in this study can be used in mathematical models to predict how child passenger safety legislation affects child restraint practices.  相似文献   

53.
Regulators seem to currently be focusing on green remediation and not sustainable remediation. How can the industry change this perception so that a more holistic approach is followed?  相似文献   
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The purpose of this paper is to present, and explain, the development of a framework of sustainable behaviours that can, potentially, be enabled through the design of neighbourhood‐scale developments. To be sustainable, such developments need to be technically sustainable (i.e. in terms of materials, construction methods and so on) and to support behavioural sustainability by their residents. This paper focuses on the latter. Drawn from a literature review, the paper presents eight sustainable behaviours that are argued to be enabled by specific design features of neighbourhood developments. These are the following: use less energy in the home; use less water in the home; recycle waste; maintain and encourage biodiversity and ecologically important habitats; make fewer and shorter journeys by fuel inefficient modes of transport; make essential journeys by fuel efficient modes of transport; take part in local community groups, local decision making and local formal and informal social activities and use local services, amenities and businesses. Both theory and empirical evidence underpinning the claimed relationships between the design features and the eight behaviours are presented. The framework, and accompanying explanations, are offered as tools for further research, and as references for practitioners such as urban designers, architects and planners seeking some clarity on designing for behavioural sustainability at the neighbourhood scale. Copyright © 2006 John Wiley & Sons, Ltd and ERP Environment.  相似文献   
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57.
Some states allow an officer to stop a vehicle for an observed belt law violation alone (primary). Most require that the initial stop be made for some other violation before a belt law citation can be issued (secondary). On January 1, 1993, California became the first state to implement an uninterrupted change from secondary to primary belt law enforcement. In six study communities, the percentage of drivers observed wearing seat belts increased from 58% prior to the law change to 76% soon thereafter. Drivers surveyed at DMV offices indicated that they had knowledge of the new law and were more likely to wear their belts now than in the past.  相似文献   
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59.
ABSTRACT: Residents of seven subdivisions with wet and dry stormwater basins were questioned about the role the basin played in their decision to purchase their home. They were asked to estimate the impact of such basins on the image of residential developments and on lot values. Respondents believed that wet basins contributed positively to subdivision image and that lots in developments with wet basins were more valuable than comparable lots in dry basin subdivisions. Lots adjacent to wet basins were perceived as the most valuable, while those adjacent to dry basins were considered the least valuable.  相似文献   
60.
    
Objective: The objective of this study was to investigate vehicle factors associated with child restraint tether use and misuse in pickup trucks and evaluate 4 labeling interventions designed to educate consumers on proper tether use.

Methods: Volunteer testing was performed with 24 subjects and 4 different pickup trucks. Each subject performed 8 child restraint installations among the 4 pickups using 2 forward-facing restraints: a Britax Marathon G4.1 and an Evenflo Triumph. Vehicles were selected to represent 4 different implementations of tether anchors among pickups: plastic loop routers (Chevrolet Silverado), webbing routers (Ram), back wall anchors (Nissan Frontier), and webbing routers plus metal anchors (Toyota Tundra). Interventions included a diagram label, Quick Response (QR) Code linked to video instruction, coordinating text label, and contrasting text tag.

Results: Subjects used the child restraint tether in 93% of trials. However, tether use was completely correct in only 9% of trials. An installation was considered functional if the subject attached the tether to a tether anchor and had a tight installation (ignoring routing and head restraint position); 28% of subjects achieved a functional installation. The most common installation error was attaching the tether hook to the anchor/router directly behind the child restraint (near the top of the seatback) rather than placing the tether through the router and attaching it to the anchor in the adjacent seating position. The Nissan Frontier, with the anchor located on the back wall of the cab, had the highest rate of correct installations but also had the highest rate of attaching the tether to components other than the tether anchor (seat adjustor, child restraint storage hook, around head restraint). None of the labeling interventions had a significant effect on correct installation; not a single subject scanned the QR Code to access the video instruction. Subjects with the most successful installations spent extensive time reviewing the vehicle manuals.

Conclusion: Current implementations of tether anchors among pickup trucks are not intuitive for child restraint installations, and alternate designs should be explored. Several different labeling interventions were ineffective at achieving correct tether use in pickup trucks.  相似文献   

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