State-of-the-art review: preventing child and youth pedestrian motor vehicle collisions: critical issues and future directions

Cloutier, Marie-Soleil; Beaulieu, Émilie; Fridman, Liraz; Macpherson, Alison; Hagel, Brent; Howard, Andrew; Churchill, T; Fuselli, Pamela; Macarthur, Colin; Rothman, Linda

doi:10.1136/injuryprev-2020-043829

Cited by 34 publications

(28 citation statements)

References 68 publications

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“…Victims involved in MVCs as a passenger or as a pedestrian represented 80% or more of all mechanisms of MVC. A recent systematic review found that child pedestrian safety is affected by three main factors (i.e., built environment, drivers, and vehicles) and four cross-cutting critical issues (i.e., reliable collision and exposure data, evaluation of interventions, evidence-based policy, and intersectoral collaboration) [16]. To this end, the WHO recommends the Safe System Approach, which considers people's vulnerability to serious injuries through a system designed to be more accepting of human error [17].…”

Section: Discussionmentioning

confidence: 99%

“…A specific preventative intervention in pediatric MVC-related injuries is the implementation of CRSs. Studies have demonstrated that the correct use of CRSs reduces mortality and injury frequency and severity in infants and children and consequently reduces injuryrelated sequelae and disability in this vulnerable group [7][8][9]16,20]. While Costa Rica has implemented legislation mandating the use of CRSs [21], Panama and Guatemala, lack specific legislation for CRS in compliance with international standards.…”

Section: Discussionmentioning

confidence: 99%

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Epidemiological Characteristics of Road Traffic Injuries Involving Children in Three Central American Countries, 2012–2015

Núñez-Samudio

Mayorga-Marín

Castillo

et al. 2020

IJERPH

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Although motor vehicle collisions (MVCs) are a worldwide public health concern due to their high injury, mortality, and fatality rates, few studies have addressed the epidemiologic behavior of MVCs in Latin American youth. Thus, this study was aimed at describing and comparing the characteristics of MVCs involving 0 to 14-year-olds in Costa Rica, Guatemala, and Panama. A secondary aim was to estimate the crude MVC-related injury, fatality, and mortality rates and their trends over time. We conducted a descriptive, retrospective study using publicly available data for Costa Rica, Panama, and Guatemala between 2012 and 2015. We examined the reported MVC cases and calculated the crude injury, fatality, and mortality rates and their trends over time (α = 0.05). Publicly available data reported 12,020 MVC-related injuries and 431 MVC-related deaths involving 0 to 14-year-olds. The most frequent mechanisms involved 0 to 14-year-olds as passengers or pedestrians in MVCs (>85% of all cases). The highest crude MVC-related injury and mortality rates were reported for Panama (119.35 and 2.14 per 100,000 population, respectively, in 0 to 14-years-olds), while Guatemala had the highest median MVC-related fatality rate (8.84 per 100,000 events; χ2 [2] = 377.8; p < 0.001) with a statistically significant trend increasing over time (r = 0.947; p = 0.027). Although several factors play a role in the prevention of MVCs among 0 to 14-year-olds, we found that Costa Rica was the only country that implemented a policy on child restraint systems resulting in the lowest rates of MVC-related injury, mortality, and fatality. These results could be used by decision makers from the aforementioned Central American countries to develop adequate policies addressing MVC preventative strategies to protect Central American infants and children.

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Section: Discussionmentioning

confidence: 99%

Section: Discussionmentioning

confidence: 99%

Epidemiological Characteristics of Road Traffic Injuries Involving Children in Three Central American Countries, 2012–2015

Núñez-Samudio

Mayorga-Marín

Castillo

et al. 2020

IJERPH

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“…6 7 However, there is little empirical information on the relationship between built environment and PCMVC across North American cities, and little agreement on the influence of pedestrian and cyclist volumes on this relationship. 3 Previous research in Toronto, Canada found that the proportion of children walking to school was not associated with more child PCMVC, if the built environment around schools was safer. 8 The purpose of this study was to assess the built and social environment correlates of child PCMVC in diverse Canadian urban/suburban environments, so as to help identify features of safe roadway environments.…”

Section: Introductionmentioning

confidence: 97%

Child pedestrian and cyclist injuries, and the built and social environment across Canadian cities: the Child Active Transportation Safety and the Environment Study (CHASE)

et al. 2022

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IntroductionTraffic injury is a leading and preventable cause of child death and disability, with child pedestrians and cyclists particularly vulnerable. Examining built environment correlates of child pedestrian and cyclist motor vehicle collisions (PCMVC) in different settings is needed to promote an evidence-based approach to road safety.MethodsWe conducted a cross-sectional study across multiple urban/suburban environments in Canada (Calgary, Toronto, Montreal, Laval, Peel Region). All public elementary schools were included (n=1030). We examined the role of land use/social environments, road environments and traffic safety interventions on the rates of child PCMVC within 1000 m of schools. Multivariable negative binomial regression was conducted for all cities and by individual city. In a subset of schools (n=389), we examined associations when controlling for active school transportation (AST).ResultsMean PCMVC rate per school ranged from 0.13 collisions/year in Peel to 0.35 in Montreal. Child PCMVC were correlated with land use, social and road environments and traffic safety interventions. In fully adjusted models, social and land use features remained the most important correlates. New immigrant population had the largest positive association with child PCMVC (incidence rate ratio (IRR): 1.26, 95% CI 1.06 to 1.50), while old housing (pre-1960) density was most protective (IRR: 0.83, 95% CI 0.77 to 0.90). AST was associated with PCMVC, but it had no effect on the relationships between PCMVC and other social/environmental correlates.ConclusionThe built environment and social factors influence rates of child PCMVC. Opportunities to reduce child PCMVC exist through modifications to city design and road environments and implementing traffic safety interventions.

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“…As well, traffic levels, pedestrian density, road density, crossing major roads, and mixed land use were all associated with increased rates of injury incidence. More recently, Cloutier et al [ 20 ] completed a review from the perspective of a Safe System approach. They highlighted three key influences: the built environment, vehicles, and drivers.…”

Section: Introductionmentioning

confidence: 99%

Objective and Perceived Traffic Safety for Children: A Systematic Literature Review of Traffic and Built Environment Characteristics Related to Safe Travel

Amiour

Waygood

Berg

2022

IJERPH

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The literature on children’s active transportation has shown the influence of the built environment characteristics on walking and crashes. Various reviews have examined those two questions. One influence on walking is the perception of traffic safety. However, it is not clear how, or even if, the built environment affects such perceptions. This research aims to understand which traffic and built environment characteristics influence objective and subjective/perceived traffic safety for children based on the analysis of previous studies in the field. Two types of research were used: the first examines the association between traffic and built environment characteristics and child pedestrian and/or cyclist collisions/injuries; the second relates to the perception of safety by parents and children for active transportation and, where studied, its relationship with built environment characteristics. A systematic review was conducted using five electronic databases. The total number of articles retrieved was reduced to 38 following the eligibility criteria and quality assessment, where 25 articles relate to injuries among children and 13 articles pertain to perception of safety. The results showed that high traffic volume and high vehicle speed are the main reasons children and parents feel unsafe when children use active travel, which matches the main findings on objective safety. Few articles on perception of safety related to the objective built environment were found. However, consistent findings exist. The presence of sidewalk was related to the safety of children. The presence of a crossing guard was positively related to perceived safety but was associated with higher rates of injuries among children. Intersection density was related to unsafe perceptions but was not statistically associated with objective traffic safety. Additionally, population density was found to be positively related to injuries among children, but not to perception of safety. The results help policy strategy to enhance the safety of children when using active transport modes.

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State-of-the-art review: preventing child and youth pedestrian motor vehicle collisions: critical issues and future directions

Cited by 34 publications

References 68 publications

Epidemiological Characteristics of Road Traffic Injuries Involving Children in Three Central American Countries, 2012–2015

Epidemiological Characteristics of Road Traffic Injuries Involving Children in Three Central American Countries, 2012–2015

Child pedestrian and cyclist injuries, and the built and social environment across Canadian cities: the Child Active Transportation Safety and the Environment Study (CHASE)

Objective and Perceived Traffic Safety for Children: A Systematic Literature Review of Traffic and Built Environment Characteristics Related to Safe Travel

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