Unintentional non-traffic injury and fatal events: Threats to children in and around vehicles

Objective: There have been substantial reductions in motor vehicle crash–related child fatalities due to advances in legislation, public safety campaigns, and engineering. Less is known about non-traffic injuries and fatalities to children in and around motor vehicles. The objective of this study was to describe the frequency of various non-traffic incidents, injuries, and fatalities to children using a unique surveillance system and database.

Methods: Instances of non-traffic injuries and fatalities in the United States to children 0–14 years were tracked from January 1990 to December 2014 using a compilation of sources including media reports, individual accounts from families of affected children, medical examiner reports, police reports, child death review teams, coroner reports, medical professionals, legal professionals, and other various modes of publication.

Results: Over the 25-year period, there were at least 11,759 events resulting in 3,396 deaths. The median age of the affected child was 3.7 years. The incident types included 3,115 children unattended in hot vehicles resulting in 729 deaths, 2,251 backovers resulting in 1,232 deaths, 1,439 frontovers resulting in 692 deaths, 777 vehicles knocked into motion resulting in 227 deaths, 415 underage drivers resulting in 203 deaths, 172 power window incidents resulting in 61 deaths, 134 falls resulting in 54 deaths, 79 fires resulting in 41 deaths, and 3,377 other incidents resulting in 157 deaths.

Conclusions: Non-traffic injuries and fatalities present an important threat to the safety and lives of very young children. Future efforts should consider complementary surveillance mechanisms to systematically and comprehensively capture all non-traffic incidents. Continued education, engineering modifications, advocacy, and legislation can help continue to prevent these incidents and must be incorporated in overall child vehicle safety initiatives.     

Safe speed limits for a safe system: The relationship between speed limit and fatal crash rate for different crash types

Objective: The objective of this article is to provide empirical evidence for safe speed limits that will meet the objectives of the Safe System by examining the relationship between speed limit and injury severity for different crash types, using police-reported crash data.

Method: Police-reported crashes from 2 Australian jurisdictions were used to calculate a fatal crash rate by speed limit and crash type. Example safe speed limits were defined using threshold risk levels.

Results: A positive exponential relationship between speed limit and fatality rate was found. For an example fatality rate threshold of 1 in 100 crashes it was found that safe speed limits are 40 km/h for pedestrian crashes; 50 km/h for head-on crashes; 60 km/h for hit fixed object crashes; 80 km/h for right angle, right turn, and left road/rollover crashes; and 110 km/h or more for rear-end crashes.

Conclusions: The positive exponential relationship between speed limit and fatal crash rate is consistent with prior research into speed and crash risk. The results indicate that speed zones of 100 km/h or more only meet the objectives of the Safe System, with regard to fatal crashes, where all crash types except rear-end crashes are exceedingly rare, such as on a high standard restricted access highway with a safe roadside design.     

Evaluation of give kids a boost: A school-based program to increase booster seat use among urban children in economically disadvantaged areas

Objective: This study evaluated the effectiveness of a series of 1-year multifaceted school-based programs aimed at increasing booster seat use among urban children 4–7 years of age in economically disadvantaged areas.

Methods: During 4 consecutive school years, 2011–2015, the Give Kids a Boost (GKB) program was implemented in a total of 8 schools with similar demographics in Dallas County. Observational surveys were conducted at project schools before project implementation (P₀), 1–4 weeks after the completion of project implementation (P₁), and 4–5 months later (P₂). Changes in booster seat use for the 3 time periods were compared for the 8 project and 14 comparison schools that received no intervention using a nonrandomized trial process.

The intervention included (1) train-the-trainer sessions with teachers and parents; (2) presentations about booster seat safety; (3) tailored communication to parents; (4) distribution of fact sheets/resources; (5) walk-around education; and (6) booster seat inspections.

The association between the GKB intervention and proper booster seat use was determined initially using univariate analysis. The association was also estimated using a generalized linear mixed model predicting a binomial outcome (booster seat use) for those aged 4 to 7 years, adjusted for child-level variables (age, sex, race/ethnicity) and car-level variables (vehicle type). The model incorporated the effects of clustering by site and by collection date to account for the possibility of repeated sampling.

Results: In the 8 project schools, booster seat use for children 4–7 years of age increased an average of 20.9 percentage points between P₀ and P₁ (P₀ = 4.8%, P₁ = 25.7%; odds ratio [OR] = 6.9; 95% confidence interval [CI], 5.5, 8.7; P < .001) and remained at that level in the P₂ time period (P₂ = 25.7%; P < .001, for P₀ vs. P₂) in the univariate analysis. The 14 comparison schools had minimal change in booster seat use. The multivariable model showed that children at the project schools were significantly more likely to be properly restrained in a booster seat after the intervention (OR = 2.7; 95% CI, 2.2, 3.3) compared to the P₀ time period and compared to the comparison schools.

Conclusion: Despite study limitations, the GKB program was positively associated with an increase in proper booster seat use for children 4–7 years of age in school settings among diverse populations in economically disadvantaged areas. These increases persisted into the following school year in a majority of the project schools. The GKB model may be a replicable strategy to increase booster seat use among school-age children in similar urban settings.     

Validation of a booted finite element model of the WIAMan ATD lower limb in component and whole-body vertical loading impacts with an assessment of the boot influence model on response

Objective: A novel anthropomorphic test device (ATD) representative of the 50th percentile male soldier is being developed to predict injuries to a vehicle occupant during an underbody blast (UBB). The main objective of this study was to develop and validate a finite element (FE) model of the ATD lower limb outfitted with a military combat boot and to insert the validated lower limb into a model of the full ATD and simulate vertical loading experiments.

Methods: A Belleville desert combat boot model was assigned contacts and material properties based on previous experiments. The boot model was fit to a previously developed model of the barefoot ATD. Validation was performed through 6 matched pair component tests conducted on the Vertically Accelerated Loads Transfer System (VALTS). The load transfer capabilities of the FE model were assessed along with the force-mitigating properties of the boot. The booted lower limb subassembly was then incorporated into a whole-body model of the ATD. Two whole-body VALTS experiments were simulated to evaluate lower limb performance in the whole body.

Results: The lower limb model accurately predicted axial loads measured at heel, tibia, and knee load cells during matched pair component tests. Forces in booted simulations were compared to unbooted simulations and an amount of mitigation similar to that of experiments was observed. In a whole-body loading environment, the model kinematics match those recorded in experiments. The shape and magnitude of experimental force–time curves were accurately predicted by the model. Correlation between the experiments and simulations was backed up by high objective rating scores for all experiments.

Conclusion: The booted lower limb model is accurate in its ability to articulate and transfer loads similar to the physical dummy in simulated underbody loading experiments. The performance of the model leads to the recommendation to use it appropriately as an alternative to costly ATD experiments.     

Motorcycle crashes potentially preventable by three crash avoidance technologies on passenger vehicles

Objective: The objective of this study was to identify and quantify the motorcycle crash population that would be potential beneficiaries of 3 crash avoidance technologies recently available on passenger vehicles.

Methods: Two-vehicle crashes between a motorcycle and a passenger vehicle that occurred in the United States during 2011–2015 were classified by type, with consideration of the functionality of 3 classes of passenger vehicle crash avoidance technologies: frontal crash prevention, lane maintenance, and blind spot detection. Results were expressed as the percentage of crashes potentially preventable by each type of technology, based on all known types of 2-vehicle crashes and based on all crashes involving motorcycles.

Results: Frontal crash prevention had the largest potential to prevent 2-vehicle motorcycle crashes with passenger vehicles. The 3 technologies in sum had the potential to prevent 10% of fatal 2-vehicle crashes and 23% of police-reported crashes. However, because 2-vehicle crashes with a passenger vehicle represent fewer than half of all motorcycle crashes, these technologies represent a potential to avoid 4% of all fatal motorcycle crashes and 10% of all police-reported motorcycle crashes.

Discussion: Refining the ability of passenger vehicle crash avoidance systems to detect motorcycles represents an opportunity to improve motorcycle safety. Expanding the capabilities of these technologies represents an even greater opportunity. However, even fully realizing these opportunities can affect only a minority of motorcycle crashes and does not change the need for other motorcycle safety countermeasures such as helmets, universal helmet laws, and antilock braking systems.     

Effects of Topographical Heterogeneity and Dispersal Limitation on Species Turnover in a Temperate Mountane Ecosystem: a Case Study in the Henan Province,China

Species turnover patterns can be inconsistent due to differences in the dispersal ability of different growth forms. Here, species of trees, shrubs, herbs, and bryophytes in the Xiaoqinling National Nature Reserve in China were analyzed to determine patterns of species turnover along an elevation and spatial gradient. Variance partitioning was used to assess the relative contribution of topographic heterogeneity and dispersal limitation to species turnover. Our results suggest that the effect of dispersal limitation is more important than topographic heterogeneity on species turnover in temperate mountane ecosystems in the study area. Dispersal limitation has a greater effect on trees species turnover than on shrubs, herbs or bryophytes species turnover.     

Ecophysiology of Steppe Mouse Subspecies <Emphasis Type="Italic">Mus spicilegius spicilegus</Emphasis>, Peteni, 1883 (Rodentia,Mammalia) at the South Boundary of its Distribution

Diet, food preferences and main ecophysiological characteristics such like energy requirements and thermoregulation characteristics of Mus spicilegus spicilegus (Petenyi, 1882) were studied. The most preferred foods for the mice were seeds of weed species that composed more than 85% of their diet. The results of food selection experiments shows that the total daily consumption by mice is 2.77 ± 0.76 g/animal/day or 5.5 kJ/g/day or 84.9 kJ/animal/day. From the total daily energy consumption 16.4% go back to nature in the form of feces and urine and the rest 83.6% animals utilized for assimilation. The results of the temperature preferences for Mus s. spicilegus shows preferred temperature zone from around 26 to 36°C where mice spent about 72% of the experimental time. The lowest value of oxygen consumption for resting metabolism rate (RMR) was registered at 30°C–3.20 ± 0.71 cm³ O₂/g/h. It is possible to consider that the thermoneutral zone is around these temperature values. The obtained results give reason to conclude that from an ecophysiologycal point of view the climate in the south boundary of distribution provides optimal conditions for species development. The main cause for population decreasing probably is the loss of open habitats including natural steppe grasslands.     

Assessment of the State of Lung Lichen, <Emphasis Type="Italic">Lobaria pulmonaria</Emphasis> (L.) Hoffm., in Forest Communities with Different Times Since Disturbance in the Northeast of European Russia

Quantitative parameters of cenopopulations of Lobaria pulmonaria, an endangered cyanolichen, have been studied in spruce phytocenoses of Karelia recovering after disturbance through the successional stage of aspen stands for a period ranging from 80 to 450 years. The results show that, as the time since disturbance increases, the total number of L. pulmonaria thalli and the number of colonized substrate units increase as well, with no stabilization of these parameters being observed in the series of communities studied. The total area of thalli in the phytocenoses is restored within approximately 200 years after the last disturbance. In old-growth forests (>400 years), L. pulmonaria thalli colonize a broad spectrum of tree species in different life states, including lower branches of young spruce trees. Even if they serve as temporary substrates, this can markedly strengthen the potential of the species for further expansion within the community in case of shortage in the main phorophyte (aspen). Thus, the proportion of regressive populations decreases, while that of colonizing populations increases, which is indicative of successful reproduction of the species.     

Social justice and mobility in coastal Louisiana,USA

Regional Environmental Change - Louisiana faces extensive coastal land loss which threatens the livelihoods of marginalized populations. These groups have endured extreme disruptive events in the...     

Assessing the implications of a 1.5 °C temperature limit for the Jamaican agriculture sector

Despite recent calls to limit future increases in the global average temperature to well below 2 °C, little is known about how different climatic thresholds will impact human society. Future warming trends have significant global food security implications, particularly for small island developing states (SIDS) that are recognized as being among the most vulnerable to global climate change. In the case of the Caribbean, any significant change in the region’s climate is likely to have significant adverse effects on the agriculture sector. This paper explores the potential biophysical impacts of a +?1.5 °C warming scenario on several economically important crops grown in the Caribbean island of Jamaica. Also, it explores differences to a >?2.0 °C warming scenario, which is more likely, if the current policy agreements cannot be complied with by the international community. We use the ECOCROP niche model to estimate how predicted changes in future climate could affect the growing conditions of several commonly cultivated crops from both future scenarios. We then discuss some key policy considerations for Jamaica’s agriculture sector, specifically related to the challenges posed to future adaptation pathways amidst growing climate uncertainty and complexity. Our model results show that even an increase less than +?1.5 °C is expected to have an overall negative impact on crop suitability and a general reduction in the range of crops available to Jamaican farmers. This observation is instructive as increases above the +?1.5 °C threshold would likely lead to even more irreversible and potentially catastrophic changes to the sustainability of Jamaica’s agriculture sector. The paper concludes by outlining some key considerations for future action, paying keen attention to the policy relevance of a +?1.5 °C temperature limit. Given little room for optimism with respect to the imminent changes that SIDS will need to confront in the near future, broad-based policy engagement by stakeholders in these geographies is paramount, irrespective of the climate warming scenario.