Daniel S Turner

Preventing Death and Injury in Childhood: A Synthesis of Child Safety Seat Efforts

Virtually all children are at risk for injury and death as passengers in moving vehicles. Between 70% to 90% of the injury and death could be reduced or prevented if children were restrained in safety seats. However, studies show that only a minority of children are properly protected. Numerous efforts have been made to increase the number of children riding in car safety seats. This article reviews and synthesizes the various attempts to motivate safety seat usage by examining the literature on (1) informational and educational programs; (2) safety seat loaner programs; (3) state laws requiring seat usage; (4) behavioral improvement emphasis programs; (5) reward-based programs; and (6) passive prevention approaches through airbags. No one approach appears to be the solution to the complex problem of motivating the preventive behavior of acquiring and consistently using safety seats. Recommendations are forwarded for: (1) de veloping and determining the best techniques for which settings through comparative research; (2) utilizing a developmental perspective in identifying when and what interventions are needed; and (3) implementing creative and comprehensive programs in communities.

Issues, Practices, and Needs for Communicating Evacuation Information to Vulnerable Populations

Effective communication of transportation-related information to vulnerable populations is a critical need during emergencies. Despite its importance, various factors still hinder the development of comprehensive and effective plans for communicating emergency information to mobility-limited individuals during evacuations and other major emergencies. Such limiting factors include the wide diversity of vulnerable populations, their special needs, existing contact and communication barriers, and lack of resources and mechanisms to locate those populations and assist them during emergencies. This paper illustrates the complexity of communicating with vulnerable populations in emergency evacuations through a critical review of the existing literature and state-of-the-practice information gathered recently from transportation and emergency management agency personnel. First, the paper reviews definitions, characteristics, and size of the vulnerable population. Next, principles of effective communication and the special provisions for communicating with vulnerable populations are presented, along with examples of effective communications and communications barriers. Finally, the paper identifies numerous important emergency evacuation communications topics that were not discussed in the literature and offers recommendations for bridging those gaps. Examples include the limited involvement of experts in emergency evacuation communication, the lack of information about the financial aspects and cost-effectiveness of such communications, the need to establish an information clearinghouse to assist in future evacuations, and the lack of standardization and cataloging of appropriate evacuation messages. The paper is presented as a foundation for developing a framework for effective communications strategies, policies, and practices that focus on vulnerable populations before, during, and after all-hazards emergencies.

Development and Adoption of Early AASHO Design Criteria

The conception, development, and adoption of early AASHO highway design criteria are documented. Examining the early efforts states used to select a design vehicle and develop horizontal curve design criteria illustrates why AASHO’s leadership was necessary. AASHO’s slow and somewhat haphazard criteria development, and the disparity from state to state, demonstrated the need for a national consensus in highway design parameters. AASHO’s role in providing these criteria is outlined through its initial development of policy booklets, followed by its 1954 publication of the landmark Blue Book. The processes by which nine states adopted the AASHO guidance are briefly reviewed. In several cases, the AASHO policy was embraced immediately, and in others it was accepted slowly as states clung to their independent design processes and only gradually updated their design criteria. A few simple conclusions are drawn about the development and adoption process, particularly as it may relate to tomorrow’s highway design criteria.

Citizen Concerns and Public Awareness: Metrication Examples

The United States is in the process of implementing the metric system. U.S. highway agencies are among the leaders in this effort. One troublesome aspect of being in the lead is that there appears to be no coordinated national public relations program to set the stage for the conversion. Several metric conversion experiences, those in Canada, Australia, and Great Britain, an Ohio research project, and the recent FHWA rule making for sign conversion, are reviewed to determine public awareness and citizen concerns. The conclusions drawn from those studies reinforce the need for an overall, well-coordinated, strong national public education program. Examples illustrate that success is possible (Canada and Australia) with such a program, but without it metrication can grind to an incomplete halt (Great Britain). Currently, the U.S. experience seems to most closely resemble the British metric conversion experience.

Seat Belt Use on Alabama School Buses: Preliminary Results of Pilot Study

The Alabama State Department of Education commissioned a study of school bus seat belt use on the basis of 12 buses (less than 1% of the fleet) equipped with seat belts and digital camera systems. The initial year of the study established baseline rates for normal situations. About 64,000 pupil observations were gathered from 11 buses on Tuesday through Thursday afternoon routes and from one control bus on Monday through Friday morning and afternoon routes. Afternoon route seat belt use was estimated to be 65.9% on the basis of 44,000 of the observations made. Given the small sample size, this value should be considered representative of the fleet but not exact. Belt use varied widely from bus to bus (94.5% to 4.8%). The degree of scatter was confirmed by large values of the coefficient of variation. Trends were documented for variation by day of week, morning versus afternoon, time on route, effects of bus aides, and changes in use over the school year. The findings confirmed the opinions of national experts and Alabama pupil transportation managers. High seat backs blocked the view of drivers as they tried to control pupil conduct and enforce seat belt use. The researchers of the University Transportation Center for Alabama examined digital images of pupils on the buses, but they could determine whether a seat belt was used only 65% of the time. While driving, bus drivers are able to see far fewer pupils: it is unrealistic to expect the drivers to enforce seat belt use.