Relationship Between Restraint System Use and Brachial Plexus Injuries in Motor Vehicle Accidents: A Case-Control Study from the National Trauma Databank.

INTRODUCTION: High-speed motor vehicle accidents (MVAs) are an important cause of brachial plexus injury (BPI). Some case reports have demonstrated shoulder seat belt use resulting in traction injuries to the brachial plexus. We used a national trauma registry to determine the association between seat belt use and brachial plexus injury in MVAs. METHODS: The authors queried the National Trauma Databank between 2016 and 2017 for patients with a hospital admission following an MVA. Cases with BPI were identified using International Classification of Diseases, Tenth Edition, Clinical Modification, diagnosis codes. Case-control matching by age and sex was performed to identify 2 non-BPI controls for every case of BPI. Multivariable conditional logistic regression adjusting for body mass index, alcohol use, and drug use was then performed to determine the adjusted association between safety equipment use (seat belt use and airbag deployment) and BPI. RESULTS: A total of 526,007 cases of MVAs were identified, of which 704 (0.13%) sustained a BPI. The incidences of BPI in patients were the following without any protective device (0.16%), with airbag deployment alone (0.08%), with seat belt use alone (0.08%), and with combined airbag deployment and seat belt use (0.07%). Following 1:2 case-control matching by age and sex and multivariable conditional logistic regression, seat belt use (odds ratio [OR] 0.55; 95% confidence interval [CI] 0.42-0.71; P < 0.001) and airbag deployment (OR 0.52; 95% CI 0.33-0.82; P = 0.004) were found to be associated with decreased odds for BPI, with the least odds observed with combined seat belt use and airbag deployment (OR 0.49; 95% CI 0.33-0.74; P = 0.001). CONCLUSIONS: Despite anecdotal evidence suggesting increased likelihood of BPI with shoulder seat belt use, case-control analysis from a national trauma registry demonstrated that both seat belt use and airbag deployment are associated with lower odds of sustaining BPIs in MVAs, with the greatest protective effect observed with combined use. Future studies adjusting for rider location (passenger vs. driver) and other potential confounders such as make, type and speed of vehicle may help further characterize this association.

Prevalence of child passenger restraint use in Shantou, China from 2012 to 2017.

BACKGROUND: Child passenger safety is an important public health problem in China. This study aimed to examine the prevalence of child passenger restraint use while riding in a car in the city of Shantou in China from 2012 to 2017. METHODS: Three large-scale cross-sectional observational studies were conducted in 2012, 2015 and 2017, respectively. The observation sites included randomly selected hospitals, kindergartens, and primary and secondary schools. The outcome measures included the changes in percentages of seating position (e.g., front vs. rear), whether sitting on lap, and use of child restraint systems (CRS) or seat belts by year and by age group. Descriptive statistics, Chi-square tests and logistic regression were used to address the study aims. RESULTS: A total of 9858 commuting children aged 17 and younger were observed in passenger cars in Shantou, China during the study. The proportion of children aged 0-5 sitting on adult's lap decreased from 26.6% in 2012 to 24.6% in 2017, while the proportion of CRS use among the children sitting in the rear row increased among children aged 0-5 (from 0.7% in 2012 to 14.2% in 2017) and children aged 6-11 (from 0.7% in 2012 to 2.4% in 2017). Comparing children aged 0-11 in 2012, children in the same ages were less likely to sit in the front row in 2015 (OR = 0.42, 95%CI = 0.37, 0.48) and in 2017 (OR = 0.27, 95%CI = 0.23, 0.31). Children aged 0-11 were more likely to sit in the rear row with CRS use in 2015 (OR = 8.50, 95%CI = 5.44, 13.28) and in 2017 (OR = 10.95, 95%CI = 7.02, 17.08) comparing with children in the same ages in 2012. As for children aged 12-17, they were more likely to use seat belt in 2017 (OR = 1.40, 95%CI = 1.06, 1.85) compared with those children in 2012. CONCLUSIONS: While child passenger safety behaviors improved from 2012 to 2017 in Shantou, China, more efforts are needed to protect child passengers from injuries.

Factors Associated With Unrestrained Young Passengers in Motor Vehicle Crashes.

: media-1vid110.1542/5984244682001PEDS-VA_2018-2507Video Abstract BACKGROUND AND OBJECTIVE: Unrestrained child passengers are at significant risk of crash-related injury. Previous researchers using nationally representative crash data from 1992 to 1993 found an association between driver and passenger safety-belt use. Our objective in this study is to investigate factors associated with young, unrestrained passengers in fatal and nonfatal motor vehicle crashes using updated national crash data. METHODS: We analyzed 2011-2015 Fatality Analysis Reporting System and National Automotive Sampling System data and included vehicles with a young passenger (≤19 years old) in a crash. Driver and passenger characteristics were compared by using bivariate analyses separately for fatal and nonfatal crashes. Logistic regression analyses were performed on a combined data set to predict passenger restraint use. RESULTS: In unadjusted bivariate models, unrestrained drivers had a higher probability of having an unrestrained passenger across all passenger age groups for both fatal and nonfatal crashes. In multivariate logistic regression models that included both fatal and nonfatal crashes and were adjusted for several driver and passenger characteristics, unrestrained drivers had a higher risk of having an unrestrained young passenger across all age groups. CONCLUSIONS: In both fatal and nonfatal crashes, a driver being unrestrained is a strong predictor of the child passenger also being unrestrained. Policy and regulation to better ensure that drivers are properly restrained (eg, expanding primary seat-belt laws to all states) may serve as effective means for increasing rates of proper child-occupant-restraint use.

Trends in the use of seat belts and mobile phones and their seasonal variations in Florence (2005-2015).

INTRODUCTION: About 1.25 million people worldwide die every year because of road accidents. Risk is higher when drivers use mobile phones, whereas seat belts help to prevent crash-related injury. We aimed to evaluate the prevalence, associated factors, and temporal trend of the use of seat belts and mobile phones among drivers and passengers in Florence, Italy (2005-2015). METHODS: Use of seat belts and mobile phones use was monitored via direct observation in four areas in the province of Florence. We fitted Poisson regression models with robust variance to investigate the factors associated with the use of seat belts and mobile phones use by the drivers and to explore long-term trends and seasonal patterns in the two time-series. RESULTS: We observed a total of an overall 134,775 vehicles: seat belts were worn by 71.8% of drivers and front-seat passengers and 27.6% of back-seat passengers, while mobile phones were being used by 4.8% of drivers. Drivers were more likely to wear seat belt when transporting passengers (≥2 vs none: prevalence ratio [PR] 1.21, 95% confidence intervals [CI] 1.14-1.29) and while driving in the afternoon (PR 1.04, 95% CI 1.03-1.05), and less likely when the front-seat passenger was not wearing seat belts (PR 0.33, 95% CI 0.32-0.34). After an initial increase, seat belts use by the driver decreased over time (-0.5% each year during 2010-2015), with significant peaks and troughs in July and January, respectively. Mobile phone use by the driver was inversely associated with wearing seat belts (PR 0.67, 95% CI 0.64-0.70) and carrying passengers (≥2 vs. none PR 0.20, 95% CI 0.07-0.52). The proportion of drivers using mobile phones did not vary over time nor showed any clear seasonality. CONCLUSIONS: Drivers' risky behaviours (not wearing a seat belt and using a mobile phone) are associated, showing a global misperception of risk among a subset of drivers. The number of passengers and their behaviour is also associated with the driver's attitude. The effectiveness of primary enforcement laws has declined in Italy in recent years; therefore, other strategies should be devised and implemented.

Correct use of safety belts and child restraint devices in cars among children in Goiânia / Uso correto do cinto de segurança e dos dispositivos de restrição infantil em automóveis de Goiânia

Objective: to conduct an observational study, by means of campaigns, regarding the use of child restraint devices in cars in Goiânia. Methods: this was a cross-sectional study using a convenience sample built up as cases arose. The data were gathered into an Excel spreadsheet and were analyzed descriptively and statistically (SPSS 16.0), using chi-square and taking p < 0.05 as significant. Results: in 2006, 410 cars were evaluated, and in 2010, 544 cars were evaluated. Around 85% of the occupants were using seat belts correctly at both times (p = 0.650). In 2006, it was observed that a total of 273 passengers were occupying the rear seats, while in 2010 there were 226. Among these, 178 and 170 were using seat belts, respectively, i.e. 65.2% and 75.22% (p = 0.001). In 2006, five children were occupying the front seat without using the seat belt, while in 2010, this number was 42 (p < 0.001). In 2010, it was observed that 458 vehicles were transporting children on the rear seats, and this was being done correctly in 214 vehicles, i.e. 46.72%. In 2006, of the 410 vehicles analyzed, only 90 of them (21.95%) were transporting children correctly (p < 0.001). In addition, there was a difference in the variables within the year evaluated, in which transportation done correctly in the front seat was much more frequent than transportation done correctly in the rear seats, in both years (p < 0.001). Cars transported one to four children, while vans transported one to nine children. In 2006, one van transporting children irregularly was observed, while in 2010 it was done correctly in all cases. Conclusion: comparing these two years (2006 and 2010) in which data were gathered, we can conclude that changes in behavior among drivers in Goiânia have begun, with regard to safety when transporting children in vehicles, with an improvement of 25% (p < 0.001). A large part of this has come through changes in knowledge among ...

Objetivo: Fazer um estudo observacional, por meio de campanhas, sobre o uso dos dispositivos de restrição infantil em automóveis de Goiânia. Métodos: Estudo transversal por amostra de conveniência conforme surgimento dos casos. Os dados foram coletados em uma tabela Excel, analisados de forma descritiva e estatística (SPSS 16.0), com o uso do qui-quadrado, com p < 0,05 como significativo. Resultados: Em 2006, foram avaliados 410 automóveis, enquanto que em 2010 foram avaliados 544, nos quais cerca de 85% das pessoas usavam o cinto de forma correta nos dois períodos (p = 0,650). Em 2006, foram observados 273 passageiros no banco dianteiro e em 2010, 226. Usavam cinto de segurança 178 e 170, respectivamente, ou 65,2 e 75,22% (p = 0,001). Em 2006, cinco crianças ocupavam o banco da frente sem o uso do cinto de segurança. Em 2010, esse número foi de 42 (p < 0,001). Em 2010, foram observados 458 veículos que transportavam crianças no banco traseiro, 214 de maneira correta, ou 46,72%. Em 2006, dos 410 veículos analisados, apenas 90 (21,95%) transportavam crianças de maneira correta (p < 0,001). Além disso, houve diferença entre as variáveis dentro do ano avaliado, no qual o transporte correto no banco da frente foi bem mais frequente do que o no banco de trás, nos dois anos (p < 0,001). Carros transportavam de uma a quatro crianças e as vans, de uma a nove crianças. Em 2006 foi observada uma van que transportava crianças de maneira irregular, enquanto que em 2010 todas estavam corretas. Conclusão: Na comparação desses dois períodos, podemos avaliar que houve um início de mudança no comportamento do motorista goianiense no que tange à segurança no transporte de crianças em automóveis, com melhoria de 25% (p < 0,001). Grande parte disso decorreu da mudança ...

Los niños con necesidades especiales y su seguridad como ocupantes de automóviles / The safety of children with special needs as car occupants

Objetivo: el objetivo de este artículo es abrir un debate en España sobre la seguridad en el automóvil de los niños con necesidades especiales. Material y métodos: se han revisado y resumido los principales manuales y guías sobre la materia existentes en EE. UU., Canadá y Suecia. Se han tabulado las soluciones técnicas recomendadas para alrededor de 30 condiciones o necesidades especiales. Se ha realizado un análisis de mercado inicial, vía e-mail, de soluciones técnicas disponibles en España. Resultados: se estima que en España hay al menos 60 000 niños con necesidades especiales desde el punto de vista de su transporte seguro en el automóvil. Son varios los países que ofrecen manuales o guías sobre la materia: EE. UU., Canadá y Suecia. Este no es el caso de España. Mientras que algunos niños con necesidades especiales pueden utilizar asientos infantiles convencionales, otros necesitan soluciones técnicas especializadas. No todas están disponibles en España; de hecho, el mercado nacional es muy limitado. Los asientos especiales pueden ser caros y necesitarse durante cortos periodos de tiempo. Conclusiones: se espera que el presente resumen sirva como punto de partida para un debate posterior, liderado por la comunidad pediátrica española, sobre el transporte seguro en el automóvil de niños con necesidades especiales. El debate debería finalizar con la redacción y difusión de una guía para profesionales médicos, padres y tutores (existen ya ejemplos a nivel internacional). Sería recomendable la promoción de programas de ayuda económica y préstamos de asientos especiales para determinadas condiciones médicas especiales (AU)

Objective: to open a debate in Spain about the safety of children with special needs as car passengers. Material and methods: a review of the international literature has been undertaken in order to identify related articles, handbooks and guides. Several ones have been found in EE.UU., Canada and Sweden. Findings have been summarized in a table with technical solutions for around 30 different medical conditions. A preliminary market analysis in Spain has been performed. Results: the number of children with special needs from the point of view of their safety in the automobile has been estimated in Spain in around 60,000. Several countries have developed handbooks or guides on this matter. This is not the case in Spain. Some children with special needs can use conventional child safety seats; others need specialized (medical) seats. Not all technical solutions available in other countries are sold in Spain; the number of solutions in the Spanish market, in fact, is very small. Special needs seats are normally very expensive; in some cases they are only needed during a short period of time. Conclusions: the authors aim to trigger a more profound debate in Spain about the safety of special needs children as car passengers. This debate should be steered by the Spanish pediatrician community. The final outcome should be a handbook for medicine practitioners, parents and tutors (several examples exist at international level). It is recommended to implement purchase and loans programs to support the use of specialized child seats (AU)

Trends and correlates of child passenger restraint use in 6 Northwest tribes: the Native Children Always Ride Safe (Native CARS) project.

OBJECTIVES: We compared proportions of children properly restrained in vehicles in 6 Northwest American Indian tribes in 2003 and 2009, and evaluated risks for improper restraint. METHODS: During spring 2009 we conducted a vehicle observation survey in Oregon, Washington, and Idaho tribal communities. We estimated the proportions of children riding properly restrained and evaluated correlates of improper restraint via log-binomial regression models for clustered data. RESULTS: We observed 1853 children aged 12 years and younger in 1207 vehicles; 49% rode properly restrained. More children aged 8 years and younger rode properly restrained in 2009 than 2003 (51% vs 29%; P < .001). Older booster seat-eligible children were least likely to ride properly restrained in 2009 (25%). American Indian children were more likely to ride improperly restrained than nonnative children in the same communities. Other risk factors included riding with an unrestrained or nonparent driver, riding where child passenger restraint laws were weaker than national guidelines, and taking a short trip. CONCLUSIONS: Although proper restraint has increased, it remains low. Tribe-initiated interventions to improve child passenger restraint use are under way.

Spanish young adults’ perceptions of the costs and benefits of risky driving behaviors

We used an open-ended survey to elicit Spanish young adults’ perceptions of the benefits and drawbacks of speeding and not wearing a seatbelt (or helmet). Around half of the sample reported past engagement in these two risky behaviors, although forecasted engagement was low. Past and forecasted risk taking were positively correlated. Participants provided more drawbacks than benefits of each risky behavior. Drawbacks typically referred to a combination of behavioral acts and social reactions (e.g., accident, punishment) that occurred during the journey. By contrast, benefits largely referred to personal effects (e.g., save time, comfort) that occurred after the journey had ended (speeding) or during the journey (not wearing a seatbelt/helmet). These findings contribute to our theoretical understanding of young adults’ risk taking on the road, and to the development of road safety programs (AU)

En un estudio en el que se ha empleado la metodología de encuestas, hemos analizado las percepciones que tienen los adultos jóvenes en España sobre los beneficios e inconvenientes derivados de la conducción de un coche (moto) a elevada velocidad y sin cinturón (casco). La mitad de nuestros participantes informaron que habían realizado estas conductas de riesgo, aunque sus predicciones sobre la realización de las mismas en el futuro eran menores. Estos informes y predicciones correlacionaban positivamente. Los adultos jóvenes, además, mencionaron más inconvenientes que ventajas derivadas de las conductas. Los inconvenientes generalmente hacían referencia a una combinación de conductas y reacciones sociales que ocurrirían durante el trayecto (por ejemplo, accidentes y sanciones). Por el contrario, los beneficios hacían referencia a consecuencias personales que ocurrirían cuando el trayecto hubiera concluido o durante el mismo (por ejemplo, ahorro de tiempo y comodidad). Estos resultados contribuyen a nuestra comprensión de las conductas de riesgo de los adultos jóvenes en la carretera, y pueden favorecer el desarrollo de programas de prevención (AU)

Seven-year trends in employee health habits from a comprehensive workplace health promotion program at Vanderbilt University.

OBJECTIVE: To assess long-term changes in health risks for employees participating in Vanderbilt University's incentive-based worksite wellness program. METHODS: Descriptive longitudinal trends were examined for employees' health risk profiles for the period of 2003 to 2009. RESULTS: The majority of risk factors improved over time with the most consistent change occurring in physical activity. The proportion of employees exercising one or more days per week increased from 72.7% in 2003 to 83.4% in 2009. Positive annual, monotonic changes were also observed in percentage for nonsmokers and seat belt usage. Although the largest improvements occurred between the first two years, improvements continued without significant regression toward baseline. CONCLUSIONS: This 7-year evaluation, with high participation and large sample size, provides robust estimates of health improvements that can be achieved through a voluntary incentive-based wellness program.

Trends and subgroup differences in transportation-related injury risk and safety behaviors among US high school students, 1991-2007.

BACKGROUND: Seventy percent of unintentional injury-related fatalities--the leading cause of death among youth in the United States--are motor vehicle traffic related. Examining traffic-related safety, therefore, is crucial to public health. This study examines trends in traffic safety issues among US high school students: helmet use while riding a bicycle, seat belt use as a passenger, driving when drinking alcohol, and riding in a car with a driver who had been drinking alcohol. METHODS: Data from the 1991-2007 national Youth Risk Behavior Surveys (YRBS) were analyzed. The YRBS is a self-administered, anonymous survey that uses a national probability sample of US students in public and private schools in grades 9-12. Demographic subgroup differences were determined for 2007 data using t tests. Temporal changes were analyzed using logistic regression analyses. RESULTS: From 1991 to 2007, the percentage of high school students who rarely or never wore bicycle helmets decreased from 96.2% to 85.1%; decreases were also seen in the percentage who never wore a seat belt (from 25.9% to 11.1%), rode with a driver who had been drinking alcohol (39.9-29.1%), and who drove when drinking alcohol (16.7-10.5%). CONCLUSIONS: Although the trends are encouraging, many students still put themselves at risk. Policy approaches (eg, state or local laws or ordinances) complemented by community and school programs may be the best approach to reducing transportation-related injuries and fatalities.

Impact of a program for the prevention of traffic accidents in a Southern Brazilian city: a model for implementation in a developing country.

BACKGROUND: Traffic accidents constitute the main cause of death in the first decades of life. Traumatic brain injury is the event most responsible for the severity of these accidents. The SBN started an educational program for the prevention of traffic accidents, adapted from the American model "Think First" to the Brazilian environment, since 1995, with special effort devoted to the prevention of TBI by using seat belts and motorcycle helmets. The objective of the present study was to set up a traffic accident prevention program based on the adapted Think First and to evaluate its impact by comparing epidemiological variables before and after the beginning of the program. METHODS: The program was executed in Maringá city, from September 2004 to August 2005, with educational actions targeting the entire population, especially teenagers and young adults. The program was implemented by building a network of information facilitators and multipliers inside the organized civil society, with widespread population dissemination. To measure the impact of the program, a specific software was developed for the storage and processing of the epidemiological variables. RESULTS: The results showed a reduction of trauma severity due to traffic accidents after the execution of the program, mainly TBI. CONCLUSIONS: The adapted Think First was systematically implemented and its impact measured for the first time in Brazil, revealing the usefulness of the program for reducing trauma and TBI severity in traffic accidents through public education and representing a standardized model of implementation in a developing country.

Seat belt use among rear passengers: validity of self-reported versus observational measures.

BACKGROUND: The effects of seat belt laws and public education campaigns on seat belt use are assessed on the basis of observational or self-reported data on seat belt use. Previous studies focusing on front seat occupants have shown that self-reports indicate a greater seat belt usage than observational findings. Whether this over-reporting in self reports applies to rear seat belt usage, and to what extent, have yet to be investigated. We aimed to evaluate the over-reporting factor for rear seat passengers and whether this varies by gender and under different compulsory seat belt use conditions. METHODS: The study was conducted in the Veneto Region, an area in the North-East of Italy with a population of 4.7 million. The prevalence of seat belt use among rear seat passengers was determined by means of a cross-sectional self-report survey and an observational study. Both investigations were performed in two time periods: in 2003, when rear seat belt use was not enforced by primary legislation, and in 2005, after rear seat belt use had become compulsory (June 2003). Overall, 8138 observations and 7902 interviews were recorded. Gender differences in the prevalence of rear seat belt use were examined using the chi-square test. The over-reporting factor, defined as the ratio of the self-reported to the observed prevalence of rear seat belt use, was calculated by gender before and after the rear seat belt legislation came into effect. RESULTS: Among rear seat passengers, self-reported rates were always higher than the observational findings, with an overall over-reporting factor of 1.4. We registered no statistically significant changes over time in the over-reporting factor, nor any major differences between genders. CONCLUSION: Self-reported seat belt usage by rear passengers represents an efficient alternative to observational studies for tracking changes in actual behavior, although the reported figures need to be adjusted using an appropriate over-reporting factor in order to gain an idea of genuine seat belt use.

Patterns of alcohol consumption and alcohol-impaired driving in the United States.

BACKGROUND: Alcohol-related motor vehicle crashes kill approximately 17,000 Americans annually and were associated with more than $51 billion in total costs in 2000. Relatively little is known about the drinking patterns of alcohol-impaired (AI) drivers in the United States. METHODS: 2006 Behavioral Risk Factor Surveillance System (BRFSS) was analyzed for alcohol consumption and self-reported AI driving among U.S. adults aged > or =18 years for all states. Alcohol consumption was divided into 4 categories: binge/heavy, binge/nonheavy, nonbinge/heavy, and nonbinge/nonheavy. Binge drinking was defined as > or =5 drinks for men or > or =4 drinks for women on one or more occasions in the past month, and heavy drinking was defined as average daily consumption of >2 drinks/day (men) or >1 drink/day (women). The prevalence of AI driving was examined by drinking pattern and by demographic characteristics. Logistic regression analysis was used to assess the association between drinking patterns and AI driving. RESULTS: Five percent of drinkers were engaged in AI driving during the past 30 days. Overall, 84% of AI drivers were binge drinkers and 88% of AI driving episodes involved binge drinkers. By drinking category, binge/nonheavy drinkers accounted for the largest percentage of AI drivers (49.4%), while binge/heavy drinkers accounted for the most episodes of AI driving (51.3%). The adjusted odds of AI driving were 20.1 (95% CI: 16.7, 24.3) for binge/heavy, 8.2 (6.9, 9.7) for binge/nonheavy, and 3.9 (2.4, 6.3) for nonbinge/heavy drinkers, respectively. CONCLUSIONS: There is a strong association between binge drinking and AI driving. Most AI drivers and almost half of all AI driving episodes involve persons who are not heavy drinkers (based on average daily consumption). Implementing effective interventions to prevent binge drinking could substantially reduce AI driving.

Sustainability of the effects of the demerit points system on seat belt use: a region-wide before-and-after observational study in Italy.

To assess the short and long term effects of the demerit points system on seat belt use, we set a region-wide cross-sectional observational study 3 months before, and 3 and 15 months after the introduction of the scheme (July 2003) in the Veneto Region, Italy. We analysed differences in seat belt use by year of observation, gender and position in the vehicle, and obtained adjusted prevalence ratio (APR) through Poisson regression. A total of 29,303 drivers, 28,778 front and 12,186 rear passengers were observed. Prevalence levels of 54% for drivers and 53% for front passengers in 2003 switched to 83 and 76%, respectively, 3 months after the new legislation, with further slight increases 15 months thereafter. Seventy-four percent rear passengers were still not compliant with the legislation in 2005. The probability of being belted was 25% lower in males than females (APR=0.75, 95% CI 0.73-0.77) at the beginning of the study period. However, the effect of the new legislation was 19% greater among males (APR=1.19, 95% CI 1.16-1.23). A substantial increase in seat belt use was reached and sustained with the demerit points system. Specific efforts should target rear passengers whose seat belt use still remains worryingly low.

Recent trends in child restraint practices in the United States.

OBJECTIVE: To assess the success of recent outreach activities to promote appropriate child restraint in motor vehicles by examining trends in restraint types used by children under age 9 in 3 large regions of the United States. METHODS: Cross-sectional study was conducted of children who were under age 9 and in crashes of insured vehicles in 15 states, with data collected via insurance claims records and a telephone survey. A probability sample of 8730 crashes involving 10,195 children, representing 128 291 crashes involving 149,820 children, was collected between December 1, 1998, and November 30, 2002. Parent report was used to determine restraint type used in the crash. Logistic regression models were used to analyze the secular trend of restraint type use. RESULTS: Overall, for children under age 9, seat belt use decreased significantly from 49% to 36% between 1998 and 2002; for 7- and 8-year-olds, from 97% to 92%; and for 3- to 6-year-olds, from 63% to 34%. Concurrently, gains were achieved in overall child restraint use from 49% to 63%, for 7- and 8-year-olds, from 2% to 5%; and for 3- to 6-year-olds, from 35% to 65%. Child restraint use remains stable for children from birth to 2 years of age (from 97% in 1998 to 98% in 2002). Both the use of child safety seat and belt positioning booster seat increased significantly, whereas shield booster seat use decreased significantly. CONCLUSION: Although considerable achievements have been realized over a short period of time, substantial inappropriate restraint still remains: 62% of children aged 4 to 8 remain inappropriately restrained in adult seat belts. Parents hear safety messages when they are relevant to their children. As a result, sustained efforts about appropriate restraint must continue to maintain and improve the gains achieved in appropriate child restraint use. The additional benefits realized by recent changes in child restraint laws remain to be evaluated.

Shifts in child restraint use according to child weight in the United States from 1999 to 2002.

From 1999 to 2002, 32% fewer US children between 9 and 36.4 kg (20-80 lb) were restrained inappropriately in seat belts and the most prevalent form of restraint shifted from seat belts to child restraints with harnesses. There was a significant increase in the use of combination child restraint/booster seats with harnesses by children 9.1-18.1 kg (20-40 lb). Among children weighing 14.1-18.1 kg (31-40 lb), the inappropriate use of seat belts and shield boosters decreased. Among children weighing 18.6-27.2 kg (41-60 lb), the use of belt-positioning booster seats increased while the inappropriate use of seat belts decreased. Of note, by the end of 2002, 27% of children weighing between 18.6 and 22.7 kg (41-50 lb) were restrained in child restraints with harnesses. These children were of weights typically above the manufacturer's recommended limit. Despite progress, substantial inappropriate restraint still remains and continued investment in outreach efforts is necessary. The risk of injury for heavier children in child restraints with harnesses should be monitored.