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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Child Passenger Safety State of Knowledge: A Literature Review</title>
      <link>https://trid.trb.org/View/2706006</link>
      <description><![CDATA[This systematic literature review presents a synthesis of behavioral safety research on child passenger safety (CPS) published from 2000 to 2022 focused on children up to age 12 and that was conducted in the United States. A stakeholder meeting at the beginning of the project established important issues, gaps in available information, and stakeholder and audience needs. The review provides information about the current state of CPS; the history of CPS recommendations, regulations, and requirements; child restraint system (CRS) types; non-use and misuse of CRSs and their risk factors; and approaches for reducing child fatalities and injuries in motor vehicle crashes (MVC), including education, outreach, State legislation and enforcement, and programs for communities with lower CRS use.]]></description>
      <pubDate>Wed, 27 May 2026 14:32:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706006</guid>
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    <item>
      <title>Characterizing suboptimal child passenger safety practices in crashes with fatalities: Child, driver, vehicle, neighborhood, and policy factors</title>
      <link>https://trid.trb.org/View/2617076</link>
      <description><![CDATA[Suboptimal child passenger safety practices in the United States persist despite national guidelines, state laws, and safety benefits of child passenger restraint systems (CRS). Child passenger safety practices have not been characterized in a national crash dataset since 2011 updates to American Academy of Pediatrics guidelines. We sought to identify child, driver, vehicle, neighborhood, and policy-level factors associated with suboptimal child passenger safety practices in motor vehicle collisions (MVCs) with a fatality. We additionally present identified hotspots of suboptimal practices for intervention targeting. We conducted a cross-sectional study of children <13 years old in passenger cars and light trucks with known restraint status and seating location from the Fatality Analysis Reporting System (FARS) database, 2011–2021.OutcomeSuboptimal practices defined as: 1) not using an age-appropriate CRS, 2) police reported misuse, or 3) front seat location. Child age, prior driver traffic violations, vehicle occupancy, driver’s ZIP Code-level Child Opportunity Index 3.0 (COI), state-level CRS and seatbelt fines, and state CRS law score by year. Geospatial hotspot analysis was conducted to identify counties with greater concentrations of suboptimal practices. Of 52,318 passengers <13 years old, 38,372 (73.3%) had a known restraint [29.4% CRS, 50.7% seatbelt, 19.9% unrestrained] and seating position [15.2% in front seat]. Suboptimal practices were identified in 26,731 (69.7%) children with 4-7 and 8-12 year olds observed to have the highest proportion. The strongest predictors of suboptimal practices were child age 4-7 years (OR 1.10, 95% CI 1.09-1.12) vs. <4 years and vehicle over capacity (OR 1.09, 95% CI 1.06-1.11). There was a decrease in suboptimal child passenger safety practices with increasing vehicle model year, COI level, fines, and law scores. Seventy-five counties each were hotspots for overall suboptimal practices and for premature transitions, 45 were hotspots for riding unrestrained, and 64 were hotspots for traveling in the front seat. Our findings can inform targets for populations with higher need for efforts to promote child passenger safety including drivers of children 4-7 years old, traveling with more passengers than seating positions, or from low COI areas. Associations with fines and CRS law scores signal the positive impact of legislation to discourage suboptimal practices.]]></description>
      <pubDate>Wed, 19 Nov 2025 17:09:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617076</guid>
    </item>
    <item>
      <title>Evaluating child restraint system (CRS) adoption and policy interventions worldwide: a review</title>
      <link>https://trid.trb.org/View/2598890</link>
      <description><![CDATA[The global disparity in Child Restraint System (CRS) adoption contributes directly to variations in road traffic mortality and morbidity among children. Despite the proven effectiveness of CRS in reducing harm, its adoption remains inconsistent across regions due to socio-economic, legislative, and cultural factors. This review evaluates global CRS adoption rates, identifies barriers to effective utilization, and explores interventions to enhance usage and legislative compliance, ultimately proposing strategies to improve child passenger safety.A total of 93 articles published between 2013 and 2024 were reviewed, with a focus on CRS usage and intervention patterns, the effectiveness of interventions, and legislative impact across high, middle, and low-income countries.The review highlights a significant gap in CRS usage between high-income and low to middle-income countries, with affordability, lack of awareness, and inadequate legislation as primary barriers. High-income regions showed better adherence but struggled with proper installation and misuse. Intervention strategies, including legislation, public education, and economic incentives, showed varying success in improving CRS adoption.Enhancing global CRS usage requires stringent legislation, comprehensive campaigns, economic support, and innovative technological solutions. Tailored strategies that account for regional socio-economic and cultural norms are essential to achieve widespread adoption and proper CRS use, ultimately reducing child passenger fatalities and injuries.]]></description>
      <pubDate>Tue, 04 Nov 2025 10:27:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598890</guid>
    </item>
    <item>
      <title>Parents of newborns knowledge of child safety seat in Sichuan Province, China: A mixed method study</title>
      <link>https://trid.trb.org/View/2592620</link>
      <description><![CDATA[Traffic injuries in children pose significant global public health risks. Despite the proven efficacy of Child Safety Seats (CSS) in reducing infant injury and mortality rates, the national usage in China remains below 20 %. This mixed-methods study examined barriers to CSS adoption among parents of newborns in Sichuan Province. Quantitative surveys (May-August 2024) assessed the CSS knowledge, attitudes, and behaviors of 684 parents. Qualitative interviews (July-December 2022) were conducted with 20 parents to explore the decision-making drivers. The authors found that only 40.5 % of families had CSS, which was significantly predicted by household income (high-income OR = 7.54, 95 %CI:3.63–15.63). Critical knowledge gaps existed: 49.3 % mistakenly believed that adult seatbelts protected infants. Among non-owners, 72.2 % intended future purchases, prioritizing product certification (58 %) and quality (98.5 %). Qualitative analysis revealed awareness of CSS importance but confusion regarding usage standards, cost, convenience, and policy mandates as primary adoption barriers, and reliance on variable online information versus trusted healthcare guidance. Affordability and knowledge gaps constrain infant passenger safety. Policy priorities include integrating CSS education into antenatal/postnatal healthcare systems, implementing economic support (subsidies/rental programs), and strengthening the enforcement of China’s 2021 CSS legislation. These interdisciplinary measures include bridge transportation safety, public health, and policy implementation.]]></description>
      <pubDate>Wed, 17 Sep 2025 10:55:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2592620</guid>
    </item>
    <item>
      <title>Safe transportation of children in early education and care settings</title>
      <link>https://trid.trb.org/View/2509151</link>
      <description><![CDATA[Transporting children in early childhood education and care (ECEC) settings carries significant risk of critical injury (NSW Department of Education, 2023). Sadly, children left unsupervised in vehicles for extended periods of time have experienced serious injury or have died. Consequently, National ECEC regulations have been strengthened to protect children when being transported. The Kids and Traffic Program, a partnership between Transport for NSW (TfNSW) and Macquarie University, collaborated with the NSW Department of Education (NSWDoE) to develop the Kids and Traffic Safe Transport Toolkit. The Toolkit is an impactful outcome of cross-government departmental partnership to address child road trauma. Comprehensive, strategic dissemination of the Toolkit and ongoing ECEC sector support by Kids and Traffic, ensures child road safety is prioritised by ECEC services, families, and communities. Collaborations such as this leverage the strengths and influence of government departments and agencies, maximising outcomes, reach and cost effectiveness of road safety interventions.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:05:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509151</guid>
    </item>
    <item>
      <title>Redefining tomorrow for children with disabilities as road users</title>
      <link>https://trid.trb.org/View/2441517</link>
      <description><![CDATA[Over the last twenty years, we have seen little improvement in the way children with disabilities are transported in vehicles on our roads, with a literature review concluding they continue to be inappropriately restrained in vehicles. The vision of not-for-profit, Mobility and Accessibility for Children in Australia Ltd (MACA), is to change this. By applying a holistic, social model approach, MACA’s aim is to advance the rights of children with disabilities and medical conditions to safe and accessible transport. This presentation will focus on how MACA is redefining tomorrow for this vulnerable and neglected road user group, by taking a cross-agency, collaborative approach to strengthening all parts of the system. The presentation will highlight advancements made to-date in research, standards, legislation/regulations, products and evidence-based information and training, and MACA’s plans for a future where safe vehicle transport is accessible to all.]]></description>
      <pubDate>Tue, 15 Oct 2024 13:32:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2441517</guid>
    </item>
    <item>
      <title>State and city laws governing the use of child restraint systems in rideshare vehicles and taxicabs: Requirements and responsibility</title>
      <link>https://trid.trb.org/View/2006295</link>
      <description><![CDATA[This article reports on a study that explored state and local policies covering child passenger safety in for-hire motor vehicles, including ridesharing and taxis, in all 50 states and the 50 largest cities in the USA.  The authors abstracted policies on child restraint systems (CRS) and evaluated five components: whether the policy applied to specific vehicles, required specific safety restraints in those vehicles, listed specific requirements for use of those safety restraints, sought to enhance compliance, and punished noncompliance. The study found that all 50 states have policies that require the use of CRS for children under a certain age, weight or height. Seven states exempt rideshare vehicles and 28 states exempt taxis from their CRS requirements.  Twelve cities have Relevant policies were found in 12 cities, with 8 requiring CRS in rideshare vehicles, but not taxis, and two cities requiring CRS use in both rideshare vehicles and taxis.  The authors include a discussion of the ambiguity in laws about who is responsible for providing and installing CRS in rideshare vehicles or taxis.]]></description>
      <pubDate>Wed, 15 May 2024 15:27:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2006295</guid>
    </item>
    <item>
      <title>Identifying and Prioritizing Behavioral Interventions to Improve Child Passenger Safety in For-Hire Vehicles: Guide and Conduct of Research</title>
      <link>https://trid.trb.org/View/2190057</link>
      <description><![CDATA[This report provides guidelines to identify and prioritize the types of behavioral interventions needed to improve child passenger (defined as people under 13 years of age) safety in the for-hire rideshare environment, including taxis. The guide describes steps that can be taken to help ensure that the requirements for child restraint systems (CRS) use in for-hire vehicles provide complete and consistent coverage; describes steps that can be taken to communicate with for-hire companies to request that they work to help address challenges associated with CRS use in rideshare and taxi vehicles; and discusses legislative provisions that require for-hire companies to provide CRS in their vehicles or facilitate CRS use. This guide will be of interest to state highway safety offices, for-hire vehicle operators, and other stakeholders concerned with improving child passenger safety in for-hire vehicles.]]></description>
      <pubDate>Sat, 03 Jun 2023 16:29:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2190057</guid>
    </item>
    <item>
      <title>Do people act differently while using ridesharing services with children?</title>
      <link>https://trid.trb.org/View/2142183</link>
      <description><![CDATA[Children are one of the most vulnerable population groups in traffic crashes. Child safety seats (CSSs) can reduce the severity of crash outcomes for children. The use of CSSs has significantly increased in the U.S. over the last 40 years, but the use of CSSs in popular ridesharing services (RSSs), such as Uber and Lyft, is not widespread. This paper used a publicly available nationwide online survey designed to understand the knowledge and attitudes of drivers and riders toward child passenger safety in RSSs. This study performed a rigorous exploratory data analysis to identify key insights about the survey participants. A recently developed dimension-reduction method was applied to understand the co-occurrence patterns of the responses to gain intuitive insights. Finally, open ended responses of survey participants have been analyzed for further insights. The findings of this study can be used to promote new safety legislation and the use of CSSs in RSSs.]]></description>
      <pubDate>Wed, 31 May 2023 10:58:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2142183</guid>
    </item>
    <item>
      <title>Systematic review of child passenger safety laws and their associations with child restraint system use, injuries and deaths</title>
      <link>https://trid.trb.org/View/1894411</link>
      <description><![CDATA[This article reports the results of a systematic literature review of child passenger safety laws and their associations with child restraint system use, injuries and deaths.  The authors included studies published between 2004 and 2020, using three search terms: child passenger safety, car seat use, booster seat use. After the initial search and screening process, the authors included 18 studies from five different countries. The results showed positive associations between legislation and the three outcomes under consideration. The authors note that there were important nuances across studies, including negative associations between booster seat legislation and correct child restraint use.  They also discuss the various types of legislation and the role of demographics, including education and income levels. The authors conclude that child passenger safety legislation appears to be positively associated with child restraint system use, correct child restraint use, and child passenger injuries/deaths.  They call for studies to evaluate the role of legislation in improving child passenger safety outcomes, especially with a view to considering equitable effects across populations.]]></description>
      <pubDate>Mon, 13 Jun 2022 13:14:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1894411</guid>
    </item>
    <item>
      <title>Evaluation of parental education using biomechanical visualization to increase child restraint use in China</title>
      <link>https://trid.trb.org/View/1925854</link>
      <description><![CDATA[Despite demonstrated effectiveness of child restraint system (CRS), its use in China is extremely low due to the lack of national legislation requiring the use of CRS, as well as lack of child passenger safety knowledge among caregivers. Implementing an effective intervention is urgently needed to promote the use of CRS. In this study, the authors primarily evaluated the effectiveness of biomechanical visualization delivered in the context of CRS education to promote CRS use. The authors conducted a cluster randomized controlled trial to test the effects of educational intervention programs on increased use of CRS. Participants included caregivers from 8 pre-schools located in two cities (i.e., Chaozhou and Shantou) in China. Following a baseline survey, 8 pre-schools were randomly assigned into 1 of 4 groups with 2 schools in each group: 1) CRS education-only, 2) CRS education with behavioral skill training, 3) CRS education with biomechanical visualization, and 4) control. The primary outcome was CRS use, and the secondary outcomes included scores of child passenger safety-related knowledge and CRS use-related attitudes. The effect of the intervention was assessed among caregivers at two time points: baseline preintervention and 6 months postintervention. More than 70% caregivers had never used CRS at baseline. No statistically significant between-group differences CRS use were observed at baseline preintervention (34.2%, 25.4%, 29.6% and 21.9%, respectively, P = 0.18). However, compared to the control group, odds of CRS non-use was significantly lower in caregivers assigned to the CRS education with biomechanical visualization (adjusted odd ratio (AOR) = 0.11, 95% confidence interval (CI) = 0.07–0.17), CRS education with behavioral skill training (AOR = 0.15, 95%CI = 0.10–0.24) and CRS education-only (AOR = 0.26, 95%CI = 0.17–0.41) groups, respectively. Statistically significant differences were also observed in the secondary outcomes postintervention across groups. Specifically, the CRS education with biomechanical visualization and CRS education with behavioral skill training groups had higher mean knowledge change scores than the CRS education-only group (3.3 ± 1.5 vs. 2.9 ± 2.2, p = 0.035 and 3.2 ± 1.9 vs. 2.9 ± 2.2, p = 0.039, respectively). The authors also observed a significantly higher increase in the attitudes scores in the CRS education with biomechanical visualization group compared with the CRS education-only group (4.7 ± 2.1 vs. 3.5 ± 2.8, p = 0.026). This study shows that both biomechanical visualization and behavioral skill training supplements to education improved understanding of CRS knowledge compared to education only, and all three strategies led to increased CRS use. Importantly, CRS education with biomechanical visualization was shown to be more effective than CRS education alone in improving caregiver’s knowledge and attitudes. The use of biomechanical visualization may be an effective supplement to traditional education programs.]]></description>
      <pubDate>Tue, 29 Mar 2022 09:58:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1925854</guid>
    </item>
    <item>
      <title>Associations between smoke-free vehicle legislation and childhood admissions to hospital for asthma in Scotland: An interrupted time-series analysis of whole-population data</title>
      <link>https://trid.trb.org/View/1876131</link>
      <description><![CDATA[In Scotland, childhood admissions to hospital for asthma fell from March, 2006, after legislation was introduced to prohibit smoking in public places. In December, 2016, new Scottish legislation banned smoking in vehicles containing a child. The authors aimed to determine whether the introduction of this new legislation produced additional benefits. The authors obtained data on all asthma emergency admissions to hospitals in Scotland between 2000 and 2018 for individuals younger than 16 years. The authors used interrupted time-series analyses to study changes in monthly incidence of asthma emergency admissions to hospital per 100 000 children after the introduction of smoke-free vehicle legislation, taking into account previous smoke-free interventions. The authors did subgroup analyses according to age and area deprivation, using the Scottish Index of Multiple Deprivation, and repeated the analyses for a control condition, gastroenteritis, and other respiratory conditions. Of the 32 342 emergency admissions to hospital for asthma among children younger than 16 years over the 19-year study period (Jan 1, 2000, to Dec 31, 2018), 13 954 (43%) were among children younger than 5 years and 18 388 (57%) were among children aged 5-15 years. After the introduction of smoke-free vehicle legislation, there was a non-significant decline in the slope for monthly emergency admissions to hospital for asthma among children younger than 16 years (-1.21%, 95% CI -2.64 to 0.23) relative to the underlying trend in hospital admissions for childhood asthma. However, children younger than 5 years had a significant decline in the slope for monthly asthma admissions (-1.49%, -2.69 to -0.27) over and above the underlying trend among children in this age group (equivalent to six fewer hospitalizations per year), but no such decline was seen in children aged 5-15 years. Monthly admissions to hospital for asthma fell significantly among children living in the most affluent areas (-2.27%, -4.41 to -0.07) but not among those living in the most deprived areas. The authors found no change in admissions to hospital for gastroenteritis or other respiratory conditions after the introduction of the smoke-free vehicle legislation. Although legislation banning smoking in vehicles did not affect hospital admissions for severe asthma among children overall or in the older age group, this legislation was associated with a reduction in severe asthma exacerbations requiring hospital admission among preschool children, over and above the underlying trend and previous interventions designed to reduce exposure to second-hand smoke. Similar legislation prohibiting smoking in vehicles that contain children should be adopted in other countries.]]></description>
      <pubDate>Fri, 15 Oct 2021 09:22:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1876131</guid>
    </item>
    <item>
      <title>Ride-hailing with kids: Who’s got their back?</title>
      <link>https://trid.trb.org/View/1878887</link>
      <description><![CDATA[As transportation network companies (TNC) are on the rise, assessing the safety of children traveling in these vehicles is imperative. For this reason, this study developed and adopted a scoring system to assess states’ safety standards for children traveling in TNC vehicles.  The scoring was based on two parameters pertaining to child car seat laws for TNCs: clarity and stringency. For each parameter, three criteria that could impact child safety in TNC vehicles were formulated. If a state met a certain criterion it got 1 point and 0 otherwise. The authors gathered all the necessary information by reviewing state statutes in Nexus Uni, a legal research database. These reviews took place between December 2019 and October 2020, and this study evaluated state laws in effect on October 28, 2020.  During this assessment, the authors observed a lack of clarity in state child car seat laws, which could compromise safety of children traveling in TNC vehicles. For clarity of laws, Georgia and Indiana received the highest scores (3 out of 3 points), while 16 states scored only 1 point, which was the lowest score in this category. In terms of stringency of laws, Pennsylvania received the highest score (3 out of 3 points), while Indiana scored the least (0 points).  Besides one state (Oregon), all other states defined TNCs in their state laws. All states except for Indiana and Washington required child car seats in TNC vehicles. The responsibility for child car seat use was clearly defined in 35 states. The fine for child car seat violation was $50 or more in 28 states.  This study will help TNCs, policymakers, and stakeholders identify states that need to improve their standards for child safety in TNC vehicles, and comprehensively address the issue.]]></description>
      <pubDate>Fri, 15 Oct 2021 09:22:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1878887</guid>
    </item>
    <item>
      <title>Investigating the effect of England's smoke-free private vehicle regulation on changes in tobacco smoke exposure and respiratory disease in children: a quasi-experimental study</title>
      <link>https://trid.trb.org/View/1765481</link>
      <description><![CDATA[Comprehensive tobacco control policies can help to protect children from tobacco smoke exposure and associated adverse respiratory health consequences. The authors investigated the impact of England's 2015 regulation that prohibits smoking in a private vehicle with children present on changes in environmental tobacco smoke exposure and respiratory health in children.  In this quasi-experimental study, the authors used repeated cross-sectional, nationally representative data from the Health Survey for England from Jan 1, 2008, to Dec 31, 2017, of children aged up to 15 years. The authors did interrupted time series logistic or ordinal regression analyses to assess changes in prevalence of self-reported respiratory conditions, prevalence of self-reported childhood tobacco smoke exposure (children aged 8-15 years only), and salivary cotinine levels (children aged 2 years or older) before and after implementation of the smoke-free private vehicle regulation on Oct 1, 2015. Children who were considered active smokers were excluded from the analyses of salivary cotinine levels. The primary outcome of interest was self-reported current wheezing or asthma, defined as having medicines prescribed for these conditions. Analyses were adjusted for underlying time trends, quarter of year, sex, age, Index of Multiple Deprivation quintile, and urbanization level. 21 096 children aged 0-15 years were included in the dataset. Implementation of the smoke-free private vehicle regulation was not associated with a demonstrable change in self-reported current wheezing or asthma (adjusted odds ratio 0.81, 95% CI 0.62-1.05; p=0.108; assessed in 13 369 children), respiratory conditions (1.02, 0.80-1.29; p=0.892; assessed in 17 006 children), or respiratory conditions probably affecting stamina, breathing, or fatigue (0.75, 0.47-1.19; p=0.220; assessed in 12 386 children). Self-reported tobacco smoke exposure and salivary cotinine levels generally decreased over the study period. There was no additional change in self-reported tobacco smoke exposure in cars among children aged 8-15 years following the legislation (0.77, 0.51-1.17; p=0.222; assessed in 5399 children). The authors observed a relative increase in the odds of children having detectable salivary cotinine levels post legislation (1.36, 1.09-1.71; p=0.0074; assessed in 7858 children) and levels were also higher (1.30, 1.04-1.62; p=0.020; ordinal variable). Despite introduction of the regulation, one in 20 children still reported being regularly exposed to tobacco smoke in cars and one in three still had detectable salivary cotinine levels. The authors found no demonstrable association between the implementation of England's smoke-free private vehicle regulation and changes in children's self-reported tobacco smoke exposure or respiratory health. There is an urgent need to develop more effective approaches to protect children from tobacco smoke in various places, including in private vehicles. Funding: Netherlands Lung Foundation, Erasmus MC, Farr Institute, Health Data Research UK, Asthma UK Centre for Applied Research, Academy of Medical Sciences, and Newton Fund.]]></description>
      <pubDate>Thu, 25 Feb 2021 10:12:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1765481</guid>
    </item>
    <item>
      <title>Determinants of standard motorcycle safety helmet usage among child pillion riders</title>
      <link>https://trid.trb.org/View/1741601</link>
      <description><![CDATA[The World Health Organization stressed that compliance with the use of safety helmet could significantly reduce the risk of injury by 72% and the probability of death by 39%. In Malaysia, the enforcement of the safety helmet legislation significantly reduced 30% of motorcycle crash fatalities in Malaysia. The aim of this study is to explore the use of motorcycle helmets and the determinants of standard helmet usage among child pillion riders. A cross-sectional survey of 200 adult riders accompanied by the child pillion riders aged 6–12 years old from Klang, Selangor, was conducted. The proper use of the helmet among the respondents and the child pillion riders was observed and recorded. A questionnaire was used to assess socio-demographic background and awareness of the use of child safety helmets. The data was analyzed using SPSS version 23. Only 3% of child pillion riders use standard child safety helmets, while 37% wear standard adult motorcycle helmets. Adult riders who were married, female, always wear helmets, have a higher household income and travel a long distance, are more likely to use a standard motorcycle helmet for their child pillion riders. Knowledge on Standard Certification (SIRIM) label and its importance, awareness of the campaign on child safety helmets, police enforcement, understanding the safety of toy/game helmet use have been identified as additional determinants of standard helmet use among child pillion riders. This study recommends prospective studies with continuous road safety educations programs that integrate behavioural change approaches to enhance the use of standard motorcycle helmets among the child pillion riders in Malaysia.]]></description>
      <pubDate>Wed, 14 Oct 2020 17:41:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1741601</guid>
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