Identification of differences between rural and urban safety cultures

Rakauskas, Michael E.; Ward, Nicholas J.; Gerberich, Susan Goodwin

doi:10.1016/j.aap.2009.05.008

Cited by 119 publications

(66 citation statements)

References 14 publications

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“…Children are at an increased risk to be involved in motor vehicle crashes resulting in injuries and fatalities in rural areas as compared to urban areas (Aitken et al, 2013;Muelleman et al, 2007;Rakauskas et al, 2009;Zwerling et al, 2005). Exposure to motor vehicle travel is greater for children in rural areas (Kmet and Macarthur, 2006), which reinforces the importance of parents, regardless of geography, to obtain correct information on child passenger safety issues.…”

Section: Introductionmentioning

confidence: 74%

“…Due to these differences in CPS-specific advice provision by rurality, rural-urban disparities exist in the quality and quantity of anticipatory guidance being provided to parents. Future research should examine these disparities as a possible contributor to the decreased rates of child passenger seat use and increased rates of rural child motor vehicle injuries (Niemcryk et al, 1996;Agran et al, 1998;Rakauskas et al, 2009) and fatalities (Hwang et al, 1997;Kmet and Macarthur, 2006;Lapidus et al, 1998).…”

Section: Resultsmentioning

confidence: 96%

“…Research has shown rural-urban differences in child restraint use (Niemcryk et al, 1996;Agran et al, 1998;Rakauskas et al, 2009), invehicle placement of children (Huseth-Zosel, 2012), and child motor vehicle injuries and fatalities (Hwang et al, 1997;Kmet and Macarthur, 2006;Lapidus et al, 1998). Children are at an increased risk to be involved in motor vehicle crashes resulting in injuries and fatalities in rural areas as compared to urban areas (Aitken et al, 2013;Muelleman et al, 2007;Rakauskas et al, 2009;Zwerling et al, 2005).…”

Section: Introductionmentioning

confidence: 94%

“…A study by Probst et al (2002) found that rural HCPs were less likely than their urban counterparts to provide general anticipatory guidance during a well-child visit, with no focus on CPS. Rural-urban differences in restraint use (Niemcryk et al, 1996) and motor vehicle injuries and fatalities (Aitken et al, 2013;Muelleman et al, 2007;Rakauskas et al, 2009;Zwerling et al, 2005) could be the result of lack of counseling regarding the proper way to restrain a child within a vehicle or the dissemination of misinformation regarding child restraints by HCPs in rural areas.…”

Section: Introductionmentioning

confidence: 97%

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Rural–urban differences in health care provider child passenger safety anticipatory guidance provision

Huseth-Zosel

Orr

2015

Journal of Transport & Health

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Section: Introductionmentioning

confidence: 74%

Section: Resultsmentioning

confidence: 96%

Section: Introductionmentioning

confidence: 94%

Section: Introductionmentioning

confidence: 97%

See 2 more Smart Citations

Rural–urban differences in health care provider child passenger safety anticipatory guidance provision

Huseth-Zosel

Orr

2015

Journal of Transport & Health

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“…Currently, many literatures claim that accident caused by human error yet, limited evidence available to justify which human components are needed to be address. Previous study shows that, different factors such as sociodemographic issues (AlNaggar, Bobryshev, & Mohd Noor, 2013;Hatfield & Fernandes, 2004), socioeconomic status (Goldzweig et al, 2013;Kim, Depue, Spence, & Reine, 2007;, rural/urban location (Eiksund, 2009;Kim, et al, 2007;Rakauskas, Ward, & Gerberich, 2009), age/gender (Kim, et al, 2007;Lapparent, 2008;Mohamed et al, 2009;Mohammadi, 2011;Scott-Parker, Watson, King, & Hyde, 2012), education level (Demirer, Durat, & Has, 2012;Vakili, Danaei, Askarian, C.J., & Abdollahifard, 2012), body anthropometry (Pheasant, 1990), living status (Al-Naggar, et al, 2013) and personality (Chen, 2009) brought significant effects on driving behavior. However, those assessments were not environmental and culturally sensitive to Malaysian population.…”

Section: Literature Reviewmentioning

confidence: 99%

The Development of Driver's Evaluation in Malaysia: A concept paper

Masuri

Dahlan

Danis

et al. 2018

jABs

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Road traffic accident (RTA) frequently involves multi-level society and this has become a demanding community issue where more serious participation is needed to improve driver's attitude in the future. RTA has a significant impact on quality of life and financial burden to the government and Malaysian society. Currently, there is limited local evidence supporting the elements of driver's attitudes. This concept paper will discuss a potential method to be used in developing valid and sensitive driver's evaluation. This evaluation may help the government of Malaysia to produce better road users in the future) Masuri, M.G., et.al. / Journal of ASIAN Behavioural Studies (jABs), 3(9) Jul / Aug 2018 (p.141-148) 142 IntroductionAccident involving road transport has a momentous impact on person, government and our society. According to Malaysian Institute of Road Safety (MIROS), a model has been predicted the fatalities for the year 2015 are 8,760, while for the year of 2020 will be increased to 10,716 (Sarani, Rahim, Jamilah Mohd Marjan, & Wong Shaw Voon, 2012). The number of RTA is increasing and addresses significant demands for better action. Many studies had proven that, drivers factor was identified as a significant contribution to RTA. Driving is an intricate daily activity that involves active eye, hand and foot coordination. Drivers who fail to organize and interact with the machine and environment may lead to road traffic injury (RTI) . According to (Alert Driving Megazine, 2011), 90% of road traffic accidents were caused by human error. This made the human error as an important ergosystem component that need to be further investigate. Road users who use the road either for leisure or work purposes usually exposed to the risk of accident/injury. With regards to driving assessment, there are many drivers related assessment available worldwide and these they were varies from one and another. Literature ReviewValid and reliable assessment is vital. It will help to determine appropriate intervention and rehabilitation plan. Unfortunately, there is no local assessment available to assess Malaysian driver's attitude towards safe driving behavior. It is impossible to create single attitude assessment related to driving that fits to all due to the complexity of human behavior including driving activity itself, yet 'local norm' related to high/low risk drivers should be establish as fundamental references for further research. Many studies has proven that, attitudes rarely present the synchronize behavior. Attitudes can be presented either in positive or negative form. Even though attitude and behavior were not usually straightforward and they are sensitive according to social situation, but, attitude assessment can be used to predict future behavior (Iversen, 2004). Attitude also has significant relationship with our beliefs (Eagly, Mladinic, & Otto, 1994). According to (Eagly & Chaiken, 1993), attitudes can be defined as "…tendency to evaluate an entity with some degree of favor or disfavor, ordinaril...

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Effectiveness of road safety interventions: An evidence and gap map

Goel,

Tiwari,

Varghese

et al. 2024

Campbell Systematic Reviews

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BackgroundRoad Traffic injuries (RTI) are among the top ten leading causes of death in the world resulting in 1.35 million deaths every year, about 93% of which occur in low‐ and middle‐income countries (LMICs). Despite several global resolutions to reduce traffic injuries, they have continued to grow in many countries. Many high‐income countries have successfully reduced RTI by using a public health approach and implementing evidence‐based interventions. As many LMICs develop their highway infrastructure, adopting a similar scientific approach towards road safety is crucial. The evidence also needs to be evaluated to assess external validity because measures that have worked in high‐income countries may not translate equally well to other contexts. An evidence gap map for RTI is the first step towards understanding what evidence is available, from where, and the key gaps in knowledge.ObjectivesThe objective of this evidence gap map (EGM) is to identify existing evidence from all effectiveness studies and systematic reviews related to road safety interventions. In addition, the EGM identifies gaps in evidence where new primary studies and systematic reviews could add value. This will help direct future research and discussions based on systematic evidence towards the approaches and interventions which are most effective in the road safety sector. This could enable the generation of evidence for informing policy at global, regional or national levels.Search MethodsThe EGM includes systematic reviews and impact evaluations assessing the effect of interventions for RTI reported in academic databases, organization websites, and grey literature sources. The studies were searched up to December 2019.Selection CriteriaThe interventions were divided into five broad categories: (a) human factors (e.g., enforcement or road user education), (b) road design, infrastructure and traffic control, (c) legal and institutional framework, (d) post‐crash pre‐hospital care, and (e) vehicle factors (except car design for occupant protection) and protective devices. Included studies reported two primary outcomes: fatal crashes and non‐fatal injury crashes; and four intermediate outcomes: change in use of seat belts, change in use of helmets, change in speed, and change in alcohol/drug use. Studies were excluded if they did not report injury or fatality as one of the outcomes.Data Collection and AnalysisThe EGM is presented in the form of a matrix with two primary dimensions: interventions (rows) and outcomes (columns). Additional dimensions are country income groups, region, quality level for systematic reviews, type of study design used (e.g., case‐control), type of road user studied (e.g., pedestrian, cyclists), age groups, and road type. The EGM is available online where the matrix of interventions and outcomes can be filtered by one or more dimensions. The webpage includes a bibliography of the selected studies and titles and abstracts available for preview. Quality appraisal for systematic reviews was conducted using a critical appraisal tool for systematic reviews, AMSTAR 2.Main ResultsThe EGM identified 1859 studies of which 322 were systematic reviews, 7 were protocol studies and 1530 were impact evaluations. Some studies included more than one intervention, outcome, study method, or study region. The studies were distributed among intervention categories as: human factors (n = 771), road design, infrastructure and traffic control (n = 661), legal and institutional framework (n = 424), post‐crash pre‐hospital care (n = 118) and vehicle factors and protective devices (n = 111). Fatal crashes as outcomes were reported in 1414 records and non‐fatal injury crashes in 1252 records. Among the four intermediate outcomes, speed was most commonly reported (n = 298) followed by alcohol (n = 206), use of seatbelts (n = 167), and use of helmets (n = 66). Ninety‐six percent of the studies were reported from high‐income countries (HIC), 4.5% from upper‐middle‐income countries, and only 1.4% from lower‐middle and low‐income countries. There were 25 systematic reviews of high quality, 4 of moderate quality, and 293 of low quality.Authors' ConclusionsThe EGM shows that the distribution of available road safety evidence is skewed across the world. A vast majority of the literature is from HICs. In contrast, only a small fraction of the literature reports on the many LMICs that are fast expanding their road infrastructure, experiencing rapid changes in traffic patterns, and witnessing growth in road injuries. This bias in literature explains why many interventions that are of high importance in the context of LMICs remain poorly studied. Besides, many interventions that have been tested only in HICs may not work equally effectively in LMICs. Another important finding was that a large majority of systematic reviews are of low quality. The scarcity of evidence on many important interventions and lack of good quality evidence‐synthesis have significant implications for future road safety research and practice in LMICs. The EGM presented here will help identify priority areas for researchers, while directing practitioners and policy makers towards proven interventions.

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Identification of differences between rural and urban safety cultures

Cited by 119 publications

References 14 publications

Rural–urban differences in health care provider child passenger safety anticipatory guidance provision

Rural–urban differences in health care provider child passenger safety anticipatory guidance provision

The Development of Driver's Evaluation in Malaysia: A concept paper

Effectiveness of road safety interventions: An evidence and gap map

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