Presentation on theme: "IntroductionResultsDiscussionMethods An Analysis of the Iowa Child Passenger Safety Survey Based on Generalized Linear Mixed Models Joseph Cavanaugh and."— Presentation transcript:
IntroductionResultsDiscussionMethods An Analysis of the Iowa Child Passenger Safety Survey Based on Generalized Linear Mixed Models Joseph Cavanaugh and Eric Chen Department of Biostatistics The University of Iowa New York State Psychiatric Institute Columbia University February 26, 2009
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Children and Motor Vehicle Accidents According to the National Safe Kids Coalition, motor vehicle accidents are the leading cause of death in the United States among children from 3 to 14 years of age. In Iowa, approximately 40 children each year are killed in motor vehicle accidents, one every 9 days. (Iowa Department of Public Safety, 2004)
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Child safety seats reduce the risk of death by 71% for infants, and by 54% for children aged 1 to 4 years. (National Highway Traffic Safety Administration, 2005) For children aged 4 to 7 years, booster seats reduce injury risk by 59% compared to seat belts alone. (Durbin et al., 2003) The proper use of child safety seats, booster seats, and seat belts is the best protection available to keep children safe in motor vehicles. Children and Motor Vehicle Accidents
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods In 2001, the National Safe Kids Coalition graded each state’s child restraint law. Iowa received an "F", ranking 46 out of 51 (50 states and the District of Columbia). In July of 2004, Iowa’s Child Restraint Law was strengthened based on recommendations from the National Highway Traffic Safety Administration and the American Academy of Pediatrics. The revised law included an 18-month education phase prior to full enforcement of the new requirements. Iowa History
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods To measure compliance with the law and to direct educational efforts, observational restraint usage surveys have been conducted annually since These child passenger safety surveys are funded by the Governor’s Traffic Safety Bureau (GTSB). The GTSB has contracted with the University of Iowa Injury Prevention Research Center (IPRC) to conduct the surveys since Iowa History
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods In 2004, the IPRC redesigned the survey in conjunction with the implementation of the new law. The sampled communities, and targeted sample sizes within these communities, were selected so that the sample would resemble the state population in terms of its rural and urban composition. The annual targeted sample size was set at 3,000. The data is collected by three trained surveyors. IRPC Child Passenger Safety Survey
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods The new data collection protocol requires the surveyor to approach the driver in the parking lot of a convenience store and to ask for his/her participation. A card is given to the driver explaining the study. The driver is asked the age of each child. The restraint status of each child is directly observed. The restraint status of the driver (belted / not belted) and the vehicle type (truck, car, van, SUV) are also recorded. No identifying information (e.g., names, license plate numbers) is collected. An annual report summarizing the survey results is presented to the Iowa state legislature. IPRC Child Passenger Safety Survey
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods This presentation summarizes our first attempt to formally analyze the data using statistical modeling. Our goal is to characterize the factors that are associated with proper restraint use. We will employ the framework of generalized linear mixed models (GLMM). IPRC Child Passenger Safety Survey
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Iowa Law Requirements of the current Iowa law: Children must ride in an appropriate rear- facing child safety seat until one year of age and at least 20 pounds. Children must ride in a child safety seat or a booster seat through the age of 5 years. Children ages 6 through 10 must ride in a booster seat or use a seat belt.
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Proper Child Passenger Restraint INFANTSTODDLERS YOUNG CHILDREN AGEbirth to 1 year or under 20 lbs 1 through 5 years6 through 10 years TYPE of RESTRAINT safety seat safety seat / booster seat booster seat / seat belt POSITIONrear-facing onlyforward-facing Child restraint driver education chart: Iowa Law
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Rear-Facing Safety Seat From birth up to 1 year old, the child should be put in a rear-facing safety seat.
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Front-Facing Safety Seat From 1 through 5 years old, the child should be put in a safety seat or a booster seat.
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Booster Seat / Seat Belt From 6 through 10 years old, the child should be put in a booster seat or restrained with a seat belt.
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Two major problems with restraint use: Many children are unrestrained, especially children from 6 through 10 years old. Many toddlers (1 through 5 years old) are restrained with a seat belt as opposed to a booster or safety seat. Problems with Restraint Use
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Use of Restraint Devices ( ) Device Properly Restrained (No/Yes/Total) Age Levels Total Age 0 to 1Age 1 through 5Age 6 through 10 Compliant NoYesTotalNoYesTotalNoYesTotalNoYesTotal Belted Booster CSS None Total Of the 2042 improperly restrained children, 37.5% (766/2042) were children from 1 through 5 years old who were wearing a safety belt, 61.4% (1253/2042) were unrestrained.
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Sampling for IPRC Study The survey data is compiled by collecting samples from 36 Iowan communities or sites. The sampled sites, and targeted sample sizes within these sites, were selected so that the sample would resemble the distribution of the state population over four urban / rural strata. Population RangeCategory Iowa Population 1,000-2,499Rural21% 2,500-9,999Town21% 10,000-49,999Suburban23% 50,000+Urban35%
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Sampling for IPRC Study Population RangeCategory Number of Sampled Sites Targeted Sample Size 1,000-2,499Rural1250 2,500-9,999Town875 10,000-49,999Suburban ,000+Urban9125
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods IPRC Study Sites Map of Study Sites
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Data Structure Response variable: proper restraint use (binary) Age 0 up to 1 infant 1 through 5 toddler 6 through 10 young child Restraint Type Rear- facing CSS CSS Booster Belted Proper Restraint Use Yes
IntroductionResultsDiscussionBackgroundRestraintsStudy DesignMethods Data Structure VariableVariable TypeLevels AgeOrdinal Infant (0 to 1 year), Toddler (1 through 5 years), Young Child (6 through 10 years) Driver BeltedBinaryNo, Yes Urban / RuralOrdinalRural, Town, Suburban, Urban Vehicle SizeOrdinalSmall, Medium, Large YearOrdinal2005, 2006, 2007 Independent variables
IntroductionResultsDiscussionGLMMPROC GLIMMIXSpatial CovarianceMethods Data Structure and Model We model the response variable as a function of the explanatory variables using the framework of generalized linear mixed models (GLMM). Our model is formulated to account for two sources of correlation. Correlation among responses collected within the same site. Spatial correlation between sites based on the proximity between the sites. An important source of correlation that could not be modeled (since the data was not collected) is the correlation among responses collected within the same vehicle.
IntroductionResultsDiscussionGLMMPROC GLIMMIXSpatial CovarianceMethods Spatial Correlation Residual mean based on fitted generalized linear model (without inclusion of urban/rural covariate)
IntroductionResultsDiscussionGLMMPROC GLIMMIXSpatial CovarianceMethods GLMM Structure Distribution: Binomial Response: proper restraint use Link: Logit Fixed effects: Based on explanatory variables Random effect: Based on site location Components of GLMM:
IntroductionResultsDiscussionGLMMSpatial CovarianceMethodsPROC GLIMMIX Random Effect Covariance The random effect included in the GLMM accounts for within and between site correlations. An isotropic exponential spatial covariance structure is assumed for the random effect. The covariance between two sites is given by where is the Euclidean distance between the sites. Note that the covariance decreases as the distance between sites increases. The effective range, corresponds to the distance beyond which the correlations fall below 0.05.
IntroductionResultsDiscussionGLMMSpatial CovarianceMethodsPROC GLIMMIX Spatial Variance-Covariance Structure Site 1 Site 2 Site 3 Site 1Site 2Site 3
IntroductionResultsDiscussionGLMMSpatial CovarianceMethodsPROC GLIMMIX GLMM Structure and GLIMMIX Code proc glimmix; class variables; model = / dist= link= ; random / ; run; Type=sp(exp) (lat long);
IntroductionResultsDiscussionMethodsRandom EffectFixed Effects Spatial Random Effect Euclidean distance is calculated using latitude and longitude. Covariance parameter estimates: The effective range is estimated by
IntroductionResultsDiscussionMethodsRandom EffectFixed Effects Spatial Random Effect The output suggests that a minor degree of spatial correlation exists between nearby sites.
IntroductionResultsDiscussionRandom EffectFixed EffectsMethods The data shows an increase in the use of proper restraints for child passengers. Proper Restraint Use by Year
IntroductionResultsDiscussionRandom EffectFixed EffectsMethods Proper Restraint Use by Age Level
IntroductionResultsDiscussionRandom EffectFixed EffectsMethods Proper Restraint Use vs. Driver Belted Status
IntroductionResultsDiscussionRandom EffectFixed EffectsMethods Proper Restraint Use by Urban/Rural Status
IntroductionResultsDiscussionRandom EffectFixed EffectsMethods Proper Restraint Use by Vehicle Size Year
IntroductionResultsDiscussionRandom EffectFixed EffectsMethods Fixed Effects Estimates from GLMM Fit VariablesCategoryOdds Ratio Age LevelInfant vs Young Child7.780 Toddler vs Young Child0.497 Driver BeltedNo vs Yes0.107 Vehicle SizeLarge vs Small3.119 Middle vs Small1.503 Year2005 vs vs Significant odds ratios:
IntroductionResultsDiscussionMethods Conclusions The data exhibits some degree of spatial correlation. In the multivariable model, rural/urban status is not statistically significant. Compliance with the restraint laws has been increasing; the increases are both statistically significant and of practical importance.
IntroductionResultsDiscussionMethods Conclusions Drivers are most cautious with infants (age 0 to 1). The odds of an infant being properly restrained are about 8 times as great as the odds of a young child (aged 6 through 10) being properly restrained. For toddlers (age 1 through 5), restraint laws are not fully understood. The odds of a toddler being properly restrained are half as great as the odds of a young child (aged 6 through 10) being properly restrained.
IntroductionResultsDiscussionMethods Conclusions Drivers who are belted are more likely to use proper restraints for their children. If the driver is belted, the odds of a child passenger being properly restrained are about 8 times as high as the odds if the driver is not belted. The larger the cab size of the vehicle, the more likely that child passengers are to be properly restrained. For vehicles with large cabs, the odds of a child passenger being properly restrained are about 3 times as high as the odds for vehicles with small cabs. For vehicles with medium cabs, the odds of a child passenger being properly restrained are about 1.5 times as high as the odds for vehicles with small cabs. Vehicle type is a potential risk factor. There is a statistically significant improvement in proper restraint use from 2005 to 2007.
IntroductionResultsDiscussionMethods Limitations Within-vehicle correlations, which could not be modeled due to the limitations of the data, may be important. For the surveyors, no data has been collected which would allow an assessment of validity or inter-rater reliability.
IntroductionMethodsResultsDiscussion Acknowledgements John Lundell Eric Chen Jing Xu