In 2002, Virginia increased the age that children needed to be restrained in a child safety seat from age three to age five. Employing a pre and post intervention analysis, this study evaluated the 2002 Virginia child safety restraint law and determined if the number and severity of motor vehicle crash injuries to children ages four and five changed significantly post-law. Two groups of children, children under age four and children ages six and seven, were utilized as control groups. Motor vehicle crash injury and death data from the Virginia Department of Motor Vehicles police crash report file, Virginia Health Information hospital discharge database, and the Virginia Department of Health death database from January 1, 1995 through June 30, 2007 were analyzed. Only select motor vehicle crash e-codes were included in the analyses. An independent samples t-test was conducted and rate per 100,000 was calculated for each age group to determine if there was an effect on the numbers of injuries, fatalities, and injury severity post-law. A significant decrease of injuries and mild and moderate injury severity in the target group and both control groups post-law was found. The target group had the greatest reduction post-law. The 2002 law, along with the interaction of concurrent events and initiatives and possibly spillover effect, may explain why all groups, saw significant reductions post-law. The possibility that education, federal initiatives, enforcement, engineering, public policy changes, and/or enhancements in the medical system may have played a role in the findings is explored. Future research on motor vehicle crash injuries is recommended if statewide emergency room, urgent care center, or physician office data are ever collected. Also, Virginia amended their child passenger safety law in 2007. The 2007 law required children through the age of seven to be properly secured in a child safety restraint. An analysis of the 2007 law would determine if the two year increase in age had an effect on injuries and fatalities of children when involved in a motor vehicle crash.

Although occupant protection laws exist, limited research has been conducted on how current child passenger safety (CPS) issues and CPS marketing strategies relate to child passenger safety seat (CPSS) usage. The purpose of this cross-sectional study was to analyze the relationship between parents' perception and knowledge of CPS issues and CPSS usage rates. The diffusion of innovation and the social marketing theories provided the frameworks for this study. The overall research question for the study examined the correlation between parents' knowledge of CPS issues and CPSS usage. Data (participants' surveys, car seat check-up information, and observational statistics) were collected from events that occurred in 3 locations across the county. The population consisted of a convenience sample of adults (parents of children 8-years-old and younger) from each of the locations. The study survey was distributed to 93 participants and only 71 surveys (76.34%) were received for analysis. Data analysis methods included deductive coding, Cronbach's alpha, descriptive statistics, hypotheses testing, linear regression, and Pearson Correlation. The overall test results showed that there were no significant relationships between the independent variable predictors (parents' knowledge of proper CPSS installation techniques, CPS laws and regulations, and marketing strategies) and the dependent variable (CPSS usage rates). The overall study was not statistically significant. The study should be replicated, however modified (on a larger scale for a longer period). Thus, having a stronger possibility to impact the community (producing noteworthy results and promoting social change).

No description available.

Motor vehicle crashes are the leading cause of unintentional injury-related death among children ages 14 and under and of these children who were fatally injured more that 60 % were not using safety restraints at the time of the collision. Children who are too large for child safety seats are often restrained improperly or not at all. In addition, many children are being shifted from child safety seats to adult safety belts prematurely. For proper protection, children who have outgrown child safety seats require booster seats combined with vehicle lap/shoulder belts. A booster seat raises a child up so that the lap and shoulder belts fit properly. The current research went through a systematic approach, from several perspectives, to develop an effective pamphlet to increase behavioral compliance of purchasing a booster seat. The pamphlet developed throughout these studies had a substantial and positive effect on intention and perceived control as well as a meaningful and substantial impact on actual purchase behavior. In addition, the associated guidelines that were developed allow others to produce effective printed educational materials. This research consisted of five studies described below. Study 1 consisted of 43 subject matter experts who were used to determine pertinent information that should be included in a complete booster seat pamphlet. Nine of the 20 items showed significance and were included in the first iteration of the pamphlet. Study 2 consisted of 5 parents of children who should be in booster seats and were not at the time of the study, evaluated the usability of the first iteration pamphlet. A total of 18 items were changed in the pamphlet and a subsequent second iteration of the pamphlet was developed. Study 3 consisted of 30 parents of children who should be in booster seats and were not at the time of the study, were used to assess the comprehensibility (Cloze test), hazard-risk judgments (carefulness ratings), and understandability (questionnaire) of three booster seat pamphlets. Significance was found for the second iteration pamphlet in both comprehensibility and understandability, but no significance was found in risk perception. Study 4 consisted of 8 human factors graduate students who were used to assess the reading level (SMOG test), instructional design and inclusion of learning principles (BIDS-3 test), and readability (RAINS test) of three booster seat pamphlets. The second iteration pamphlet and two existing industry pamphlets were used in Studies 3 and 4 and significance was found for the second iteration pamphlet in both instructional design and learning principles as well as readability and was the only pamphlet to have a reading level under 8th grade. Subsequent to these studies a third iteration of the new pamphlet was developed. Study 5 consisted of 45 parents of children who should be in booster seats and were not at the time of the study. Three booster seat pamphlets, two from the child passenger safety industry and the third iteration pamphlet were used as treatments (15 participants per group). Effectiveness of the intervention was tested by assessing three variables, intent to purchase (revealed that when intent was high purchase was high), perceived control of purchasing (revealed that when perceived control was high purchase was high), and actual purchase behavior (third iteration pamphlet showed a significantly higher purchase rate than the industry pamphlets). Of the 19 participants who purchased a booster seat, there were 12 (63%) in the third iteration pamphlet group, 2 (11%) in the alternate 1 pamphlet group, and 5 (26%) in the alternate 2 pamphlet group, and 100% of those who purchased, reported that they use them each time their child rides in a vehicle. This research increased our understanding of information design and well as generating general design guidelines for pamphlets. In addition, this research produced a pamphlet for credible sources to use as an education tool for parents who have children who should be in booster seats and are not placed in them when riding in a vehicle. / Ph. D.

The "Actively Caring for KIDS Process," a multi-component program that taught retail store sales associates to act as behavior-change agents for child passenger safety, was implemented at a nationwide-chain discount store and evaluated with an interrupted time series design and a similar control site for comparison. Key components of the KIDS Process included a) training of sales associates to act as behavior-change agents at the point-of-purchase, b) the use of in-store awareness and supportive materials such as posters and sales associate buttons, and c) incentives for participation in checkpoints. Safety-seat checks (n = 31) were held in store parking lots, where caregivers' safety-seat installations (n = 241) were recorded as safe or at-risk for a variety of criteria and then the seats were reinstalled correctly. Research assistants posing as child caregivers visited the retail stores (n = 156) with the purported objective of obtaining information about selecting and installing a safety seat. Information given by sales associates was systematically recorded as safe or at-risk on a checklist. A 2 (Store) x 2 (Phase) ANOVA on sales associates' percent safe information scores revealed a significant interaction and no main effects. The Control store did not differ across the two phases, but scores at the intervention store were significantly higher after the intervention than during pre-intervention and when compared to the Control store during post-intervention. The training of sales associates resulted in an average 65% increase in percent safe scores. At the parking lot checks, 93 percent of seats checked were misused in one or more ways, with an average of four errors per seat. ANOVA and Chi-square analyses indicated that the intervention failed to have an impact on child safety-seat misuse observed or on the number of participants attending the checkpoints. This is likely a result of few parents attending the checkpoints who had talked to our trained associates. To target more parents, this intervention might be better placed at well-baby checkups. / Ph. D.

Motor vehicle crashes remain a leading cause of death and injury for US children, despite improved crashworthiness of vehicles and effective restraint systems for children of all ages. Children who are too large for child safety seats (a child restraint system for children from birth to 4 years old) are often restrained improperly or not at all. These children should be restrained in a booster seat which is a type of child safety seat designed for children who have out grown their convertible seat and are not large enough to fit properly in an adult seat belt. For this reason, the use and correct use of occupant protection for 4-9 year old children in particular needs to be addressed. For proper restraint, children who have outgrown child safety seats require booster seats used with vehicle lap/shoulder belts. This present study attempted to determine if raising risk perception and/or lowering cost of compliance would influence more parents to purchase booster seats for their children who should be restrained in them. A field study with 128 participants with four treatment groups was conducted to test the following two hypotheses. 1) Informational pamphlets and dollars off coupons will reduce compliance cost and thereby induce the purchase of booster seats, 2) informational pamphlets will increase risk perception. Of the 128 participants, 37 (from various treatment groups) purchased booster seats, and 100% of those who purchased, reported that they use them each time their child rides in a vehicle. Unlike previous studies on risk perception of consumers, this study went beyond post measures of attitude change and assessed actual purchase behavior through self-reports from the participants. In so doing, this study was able to draw inferences about the effects of the interventions on purchase behavior. The analyses indicated that intervention of any kind was more effective than no intervention in influencing the purchase of a booster seat. Thus, the intervention encouraged adoption of a safety product. This study hopes to achieve a change in people's perception of booster seats regarding the safety of children in vehicles. In addition, possibly influencing future legislation regarding child passenger safety. / Master of Science

In the United States, motor vehicle crashes are one of the leading causes of unintentional injury death and disability for children ages 1'15 years. Despite local, state, and federal legislative and educational efforts, children continue to be restrained improperly and thus face harm. Identifying behaviors and barriers that place child occupants at risk is crucial for implementing focused, injury-prevention programs and policies. The purpose of this study was to evaluate the effectiveness of Connecticut's child passenger safety law that was strengthened in 2005. This study involved a multifactorial approach to predicting child seat use, guided by Roger's diffusion of innovations as the theoretical framework. The analysis determined if there was a difference in the prevalence of car seat use before as compared to after law implementation and identified variables that best predicted the use of car seats and premature transition to a seat belt. Using Connecticut's Crash Data Repository, a logistic regression analysis indicated that car seat use was 1.3 times more likely post law (OR 0.75; 95% CI: 0.65-0.86) and that in particular, children ages 4, 5, and 6 (combined) were most positively affected by the law (OR 0.67; 95% CI 0.54-0.82). Driver sex, crash time of day, child age, and child seating position were all determined to be significant predictors of whether or not a child was in a child safety seat. Additionally, these variables were also determined to be predictors of early transition to use of a lap/shoulder belt (versus child seat). The social change implication of this study is that identifying predictors of car seat use and early transition helps to formulate and implement injury prevention measures that could in turn help to decrease medical costs, save lives, and prevent injuries.

Šio baigiamojo magistro darbo tikslas yra išanalizuoti keleivių saugumo užtikrinimo būdus Tarptautiniame Vilniaus oro uosto terminale ir pateikti pasiūlymus jo gerinimui. Darbą sudaro dvi pagrindinės dalys. Pirmojoje teorinėje dalyje nagrinėjami oro uostų saugumo reikalavimai tarptautiniu ir Lietuvos mastu. Šioje darbo dalyje taip pat analizuojami oro uostų saugumo ypatybės, terminalų struktūra, nustatomi pavojai ir rizikos oro uostose. Antroje darbo dalyje charakterizuojamas Tarptautinis Vilniaus oro uostas bei jo saugumo organizavimas. Skyrius skirtas analitinei daliai, kurioje numatomos oro uosto keleivių saugumo tobulinimo galimybės. Taikant kompiuterinį modeliavimą apskaičiuojami evakuacijos laikai, suskaičiuojami evakuacijos efektyvumą apibūdinantys rodikliai. Nustatoma geriausias scenarijus. Išsprendus minėtą uždavinį, pateikiamos išvados ir pasiūlymai. / The aim of this master thesis is to analyze the security of passengers at Vilnius International Airport terminal and to make suggestions for improvement. The work consists of two main parts. In the first theoretical part the airport security requirements of international and Lithuanian scale are analyzed. This part also consists of measurement of the characteristics of airport security, terminal structure, identification of hazards and risks at the airport. In the second part Vilnius International Airport characteristics and its security organization are overviewed. This part is devoted to analytical part, which provides airport passenger security improvement. The application of computer simulation is adopted in calculating evacuation time and possible evacuation performance indicators. The best scenario is determined. Having solved that challenge, the conclusions and recommendations are presented.

Dans l’optique de la conception et du développement d’un siège aéronautique et afin derespecter la règlementation sécuritaire en vigueur, la structure du siège développé doitpermettre une dissipation rapide de l’énergie perçue en cas de crash aérien (Fig. 1), ceci dansle but de protéger les passagers. La majorité des systèmes intégrés à la structure des sièges etpermettant cette absorption d’énergie (Fig. 2) est constituée de composants métalliques qui sedéforment plastiquement pour dissiper l’énergie due au crash. Actuellement, l’industrie et larecherche se tournent vers les matériaux composites pour substituer de tels systèmes.Cependant le comportement de ces matériaux lors de sollicitations mécaniques sévères estfortement différent des matériaux métalliques, notamment dû au fait que les mécanismesd’endommagement sont très distincts.Le but de cette étude portant sur des structures tubulaires composites est d’évaluer leurcapacité à dissiper l’énergie. A cette fin, différentes stratifications ont été testées encompression (Fig. 3 et 4) dans le but de déterminer leur comportement, comparer leurspropriétés et calculer leurs valeurs de SEA (absorption d'énergie spécifique, en kJ.kg-1)servant à évaluer leur aptitude à dissiper l’énergie engendrée en cas de crash. Ces dernièressont issues des courbes effort-déplacement obtenues lors des essais d’écrasement (Fig. 5). Lesdifférents essais de compression ont été instrumentés et suivis au moyen de caméras rapides etdes images post-essais ont été réalisées par tomographie pour comprendre les mécanismesd’endommagement mis en jeu (Fig. 4 et 6). Ces essais ont été réalisés à vitesse de chargementquasi-statique puis dynamique et selon diverses conditions limites. Les différents résultats decomportement en compression sont également utilisés dans le but de construire et enrichir unmodèle de calcul par éléments finis (Fig. 7 et 8) permettant de simuler la réponse de structurescomposites de différentes natures soumises au crash en intégrant la géométrie et lacomposition de la structure (Fig. 8).L’objectif de ce travail de recherche est ainsi d’évaluer l’énergie pouvant être dissipée par desstructures tubulaires composites, de comparer les absorptions induites par des structurescomposites de compositions différentes, et/ou bi-matériaux, et enfin de fournir un modèleéléments finis représentant le comportement de structures composites en compression jusqu’àl’endommagement et la ruine de la structure.Il a ainsi été établi qu’en chargement statique, un stratifié unidirectionnel orienté à 0° etstabilisé par des plis de tissus répond fortement aux attentes en terme de dissipation d’énergie,mais pas en sollicitation dynamique. Dans ce cas, une stratification à 90° semble plusadéquate. D’autre part, un confinement forcé vers l’intérieur est avantageux dans la plupartdes cas, réduisant le pic d’effort initial sans diminuer drastiquement la valeur de SEA. / With the perspective of the design and development of an aircraft seat and in order to respectthe safety regulations in effect, the structure of the developed seat must allow for a swiftdissipation of the energy received in the event of an aircraft crash (Fig. 1) so as to protect thepassengers. The majority of systems integrated into the seats structure and allowing energydissipation (Fig. 2) consists of metal components that sustain plastic deformation to dissipatethe energy induced by the crash. Currently, industry and research sectors are turning theirfocus towards composite materials to substitute such systems. However, the behavior of thesematerials during severe mechanical stress is strongly different from metallic materials, inparticular due to the fact that damage mechanisms are very distinct.The purpose of this study on composite tubular structures is to evaluate their ability todissipate the energy. To this end, different laminate structures were tested in compression(Fig. 3 and 4) in order to identify their behavior, compare their properties and calculate theirSEA value (Specific Energy Absorption, in kJ.kg-1) used to evaluate their capacity to dissipatethe energy generated during a crash. Those are resulting from the load-displacement curvesobtained during the crushing tests (Fig. 5). The various compression tests were instrumentedand monitored by means of rapid imaging cameras and post-crushing tomographic imaginghas been realized in order to understand the damage mechanisms involved (Fig. 4 and 6).Testing has been carried out under quasi-static and dynamic loading and using severalboundary conditions. The different results of compression and crushing behavior are also usedin order to build and improve a finite element calculation model (Fig. 7 and 8) allowing tosimulate the response of composite structures of different natures subjected to crash byintegrating the geometry and the composition of the structure (Fig. 8).The objective of this research work is thus to evaluate the energy that can be dissipated bycomposite tubular structures, to compare the absorption values induced by compositestructures of different compositions, and/or bi-materials, and, finally, to provide a finiteelement model representing the behavior of composite structure submitted to compressionuntil damage and fracture of the structure.It has consequently been established that in static loading, a unidirectional laminate orientedat 0° and stabilized by woven plies strongly meets the expectations in terms of energydissipation, but that is not the case in dynamic loading. In this case, a 90° stratification seemsmore adequate. Incidentally, an inner constrained containment is more effective in most cases,reducing the initial peak load without drastically reducing the SEA value.

No description available.