Toddlers can move very quickly. Accidents happen in seconds. Pamphlet provides safety guidelines.

Written for practitioners, this leaflet provides guidelines on organising discussion groups on safety issues with parents and carers of toddlers and children up to five. It includes two discussion plans aimed at raising awareness of potential safety hazards at this particular stage in a child's development and the type of action that parents and carers can take to minimise the risk of an accident.

Regular physical activity during childhood and adolescence promotes physical and mental health across the lifespan. Walking and cycling for transport may be important, inexpensive and accessible sources of physical activity among socioeconomically disadvantaged youth. This study aimed to examine active transport and independent mobility (i.e. walking/cycling without adult accompaniment) on journeys to school and other local destinations, and their associations with children s physical activity in disadvantaged urban and rural areas of Victoria, Australia. In addition, associations were examined between children s perceived accessibility of local destinations by walking/cycling and their territorial range (i.e. how far they were allowed to roam without adult accompaniment). Survey-reported active transport, independent mobility, territorial range, and objectively-measured physical activity were analysed for 271 children (mean age 12.1 (SD 2.2) years). Habitual travel modes (on 3 or more days/week) were examined. Car travel was most prevalent to (43%) and from (33%) school, while 25% walked to school, 31% walked home, and few cycled (6%). Most walking/cycling trips were made independently. Total weekly duration rather than frequency of active transport to school was positively associated with physical activity. No associations were found between independent mobility and physical activity. Territorial range was restricted - only a third of children were allowed to roam more than 15 min from home alone, while approximately half were allowed to do so with friends. The number of accessible destination types in the neighbourhood was positively associated with territorial range. This research provides evidence of how active transport contributes to children s physical activity and a preliminary understanding of children s independent mobility on journeys to school and local destinations. Further research is required to explore influences on these behaviours.

BACKGROUND: Bullying is a recognized social problem within child populations. Engagement in childhood bullying often occurs in settings that are away from adult supervision, such as en route to and from school. Bullying episodes may also have a negative impact on school childrens' decisions to engage in active transportation. METHODS: Using a cross-sectional design, we analyzed reports from the 2009/10 cycle of the Canadian Health Behaviour in School-Aged Children (HBSC) study. Records from this general health survey were obtained for 3,997 urban students in grades 6-10 who lived in close proximity of their school and were hence ineligible for school bussing. Students who indicated walking or bicycling to school were classified as engaged in active transportation. Victims and perpetrators of bullying were defined using standard measures and a frequency cut-off of at least 2-3 times per month. Analyses focused on relations between bullying and active transportation, as well as barriers to active transportation as perceived by young people. RESULTS: 27% of young people indicated being victimized, and 12% indicated that they engaged in bullying. Girls were more likely to be victimized than boys, and younger students were more likely to be victimized than older students. Engagement in active transportation was reported by 63% of respondents, of these, 68% indicated that worrying about bullying on the way to school was an impediment to such transportation methods. Victimization by bullying (adjusted OR = 1.26, 95% CI: 1.00 - 1.59) was reported more frequently by children who used active transportation. CONCLUSIONS: Health promotion efforts to promote engagement in active transportation of students to school have obvious value. The potential for modest increases in exposure to bullying should be considered in the planning of such initiatives.

One particular county in the USA had a particularly high number of drownings and this study showed a lot of the victims to be illegal immigrants who drowned in irrigation canals trying to enter the country.

Activity book dealing with home safety themes for children.

Various safety-related activities for children - covering burns and scalds, poisons, out and about, road and transport, falls, water and seasonal safety.

A consultation document on the registration of children's activity holiday centres. If put into force, the measures would mean that commercial centres will be licensed and that voluntary bodies such as the Scouts and youth clubs would adhere to a voluntary code of conduct. Dr Hugh Jackson President of the Child Accident Prevention Trust, Britain looks at the proposals and gives his views.

The objective of this study was to identify the most common mechanisms and sites of injury associated with book backpacks in school-age children, who present to the emergency department. This should help with the development of backpack injury prevention strategies. One hundred emergency departments throughout the United States that participate in NEISS data collection served as the setting. All children between 6 and 18 years old who were recorded in the NEISS database with a backpack-related injury were studied. Patients were identified by review of the NEISS data from 1999-2000. The researchers separated patient data by age, sex, location of injury, and mechanism of injury. Results showed that there were 247 children with backpack injuries. The mean age was 11.8 years, and 50% were male. The most common injury location was the head/face (22%), followed by the hand (14%), wrist/elbow (13%), shoulder (12%), and foot/ankle (12%). The back ranked sixth (11%). Of these back injuries, 59% were associated with carrying a backpack. The most common mechanism for injury was tripping over the backpack (28%), followed by wearing (13%), and getting hit by the backpack (13%). In conclusion, although the CPSC data on backpack injuries is frequently quoted in articles relating backpacks with back injury, 89% of backpack injuries in this study did not involve the back. This study does not support the hypothesis that back injury is the major problem with book backpacks in the emergency department setting.

This study, describing the overall patterns of acute healthcare resource utilization by child crash victims (age 15 years and younger), was conducted between 28 July 1999 and 30 November 2000 as part of an on-going large-scale, child-specific crash surveillance system, Partners for Child Passenger Safety: insurance claims from 15 states and the District of Columbia function as the source of subjects, with telephone survey and on-site crash investigations serving as the primary sources of data. A probability sample of 4862 eligible crashes with 7368 child occupants formed the study sample. Their results suggest that for every 1000 children involved in crashes, 3 are hospitalized; 108 are treated and released from an emergency department (ED); 48 are evaluated in a physician’s office, urgent care center, or other facility; and 841 receive no care at all. Comprehensive surveillance systems for motor vehicle crashes must capture children treated in physicians’ offices, emergency departments, and other healthcare facilities in order to provide accurate estimates of the impact on the health care system related to motor vehicle trauma.

Based on the defined injury profiles in the different sports it is recommended that sports specific preventive measures should be employed to decrease the number of violent contacts between athletes, including improved game rules suppoorted by careful refereeing. To prevent dental injuries the wearing of mouth guards should be encouraged, especially in ice hockey, karate, and basketball.

The goal of this study was to describe acute occupational pesticide-related illnesses among youths and to provide prevention recommendations. Survey data from 8 states and from poison control center data were analyzed. Illness incidence rates and incidence rate ratios were calculated. Results showed that a total of 531 youths were identified with acute occupational pesticide-related illnesses. Insecticides were responsible for most of these illnesses (68%), most of which were of minor severity (79%). The average annual incidence rate among youth =s aged 15 to 17 years was 20.4 per billion hours worked, and the incidence rate ratio among youth vs. adults was 1.71. In conclusion, the present findings suggest the need for greater efforts to prevent acute occupational pesticide-related illnesses among adolescents.

The aim of this investigation was to describe systematically the range and type of symptoms of Acute Stress Disorder (ASD) in children and their parents after pediatric traffic injury. A prospective cohort study was conducted of traffic-injured children, who were 5 to 17 years of age and admitted to the hospital for treatment of injuries from traffic crashes, and their parents. Results showed that symptoms of ASD were commonly observed in the children and parents. Eighty-eight percent of children and 83% of parents reported having at least 1 clinically significant symptom; this affected 90% of the families. In conclusion, pediatric care providers can expect to see some ASD symptoms in most children and parents in the immediate aftermath of traffic-related injury. Brief education is appropriate to explain that these symptoms are normal reactions that are likely to resolve. If symptoms persist for >1 month or are particularly distressing in their intensity, then referral for psychological care may be necessary for treatment of posttraumatic stress disorder. The following are recommendations for pediatricians: 1) routinely call the family several days and 1 to 2 weeks after a traffic injury and ask about behavioral symptoms and family function; 2) make use of the ongoing physician-patient relationship to explore symptom presence and intensity and any functional impairment in the injured child; a brief office visit with the child and parents could serve this purpose; 3) be sure to explore the effect that the child’s injury has had on the family; remember that the parent’s experience posttraumatic stress symptoms after pediatric traffic-related injuries and these symptoms may limit the parent’s ability to support the child; 4) provide supportive care and give families the opportunity to discuss the crash and their current feelings; do not force families to talk about the crash; 5) although any child in a traffic crash or his or her parent is at risk for posttraumatic symptomatology, regardless of injury severity, particular attention should be paid to the parents of child pedestrians who are struck by motor vehicles. These parents experience posttraumatic symptoms more commonly than parents of children in other traffic crashes.

This study aims to describe the prevalence of and risk factors for acute stress disorder (ASD) symptoms in children and their driver parents after vehicle crashes. Conclusions: Sustaining injuries and receiving medical treatment were strong predictors for developing ASD symptoms but symptoms often occurred in the absence of these risk factors. Health care professionals should consider screening for traumatic stress symptoms in children and their parents after involvement in crashes. Contains statistical tables.

Adams Productions manufacturers playground equipment and this is an inhouse document produced to help their staff appreciate their responsibilities under new legislation. "Legislation introduced in 1993 has meant that responsibility and accountability for accidents has shifted away from central government and moved into the individual workplace. Managers are now required to manage their own workplace with the relevant legislation in a self regulatory manner such as the Health and Safety in Employment Act (1992) the Accident Rehabilitation Act, the Compensation Insurance Act, the Industry Training Act, the Employment Contracts Act and the Building Code. The purpose of this document is to carry out the requirements established under these acts."

This publication 'Adding power to our voices' is designed to help organizations involved in injury and violence prevention and response speak with a consistent voice to build the social and political will needed to save lives and reduce injuries. The basis of the Framing Guide is that the collective voice of many injury and violence professionals across several disciplines is much louder than that of an individual or single organization. This Guide incorporates framing theory, message development techniques and vehicles for explaining important public health statistics. The information and tools provided in this Guide can be used to build messages that can be included in press releases, speeches, annual reports, and research articles, to help health professionals better communicate with their audiences. Available at: http://www.cdc.gov/injury/framingguide.html

These are the speech notes from Ruth Dyson's address to the Injury Prevention Network Aotearoa New Zealand symposium in Wellington, September 2002.

In the face of mounting concern at traffic congestion in the vicinity of schools and the associated risks of child pedestrian injury, the 'walking school bus' (WSB) idea, which was pioneered in England, has been rapidly adopted within metropolitan Auckland. WSBs involve volunteers guiding children to and from school in an orderly manner along established walking routes. This paper reports on a survey of the 34 Auckland primary school communities that had adopted the scheme by November 2002. Despite rates of child pedestrian injury being concentrated in areas of socioeconomic deprivation, our survey found WSB developments highly clustered in relatively privileged neighbourhoods. The inequitable socio-spatial distribution of WSBs in Auckland suggests that the ability to respond to road safety issues is closely correlated with socioeconomic privilege. While the respondents identified a number of individual and community health benefits accruing from their initiatives, the authors conclude that WSBs cannot be relied upon to address a number of broader public health challenges, such as effecting positive change in driver behaviour, or shifting the priorities of the urban political system towards reducing both 'accidents' and victim-blaming.

Summary: In Australia, injury is the leading cause of death in children, accounting for one-third of all deaths in those aged 1 to 14 years (compared with 3% of deaths in adults). In Mt Isa, in the 5 year period 1998 to 2002, there were 5912 injury presentations to the Mt Isa Base Hospital Emergency Department (ED) involving children aged 0-14 years, 2165 (37%) of these in children aged 0-4. Each year on average there was one death, 76 hospitalisations and 1182 ED presentations in children aged 0-14. Transport incidents resulted in one death and 497 ED presentations in children of which 67 ED presentations occurred in children aged 0-4. Leading causes of ED presentation in children of this age were for bicycle (54%), motor vehicle passenger (24%), and pedestrian (15%) injuries. Falls resulted in 2,097 ED presentations in children aged 0-14 and 895 occurred in children aged 0-4. The most important causes of falls in children of this age were beds, tables, baths, chairs, trampolines, stairs, balconies and windows. The more serious falls were those that involved bunk beds, trampolines and balconies. Poisoning resulted in 178 ED presentations in children aged 0-14 of which 142 were to children aged 0-4. In the 0-4 age group 39% were the result of poisoning by medications, 13% plant ingestions and the remaining 48% were due to other household chemicals. Burns resulted in 224 ED presentations in children aged 0-14 of which 114 were children aged 0-4. Most common causes for the 0-4 age group were contact with hot objects (55), scalds (42) and flame burns (12). Each type of injury has its own distinctive pattern and age demographic. Significant causes of injury in children aged 0-4 often involve children of primary school age as well eg. falls from trampolines. Interventions targeting young children may be more effective in the context of interventions simultaneously aimed at older children.

This report reviews the patterns of childhood injury in the Mackay and Moranbah Health Services District (MMHSD). It seeks to identify strategic opportunities to reduce childhood injury in the region, with a particular focus on injury affecting children aged 0-4. In summary: - Injury is the leading cause of death in children, accounting for one-third of all deaths in those aged 1 to 14 years (compared with 3% of deaths in adults). - In the MMHSD, childhood injury results in an average of 4 deaths, 1,260 hospitalisations and 3,343 Emergency Departments (EDs) presentations per year. - There were 16,715 injury presentations to regional EDs involving children during the 5-year study period (1998 to 2002), 5,007 (30%) in children aged 0-4. - Immersion incidents (drowning / near drowning) resulted in 4 deaths and 13 ED presentations. - Transport incidents resulted in 14 deaths and 1,998 ED presentations in children. Three deaths and 231 ED presentations occurred in children aged 0-4. Leading causes of ED presentation in children of this age were bicycle (41%), motor vehicle passenger (34%), & pedestrian (13%) injuries. - Falls resulted in one death and 5,550 ED presentations. 1,953 occurred in children aged 0-4. The most important causes of falls in children of this age were nursery equipment, playground equipment, stairs, balconies and windows, trampolines, and beds including bunk beds. - Poisoning resulted in 398 ED presentations, 313 in children aged 0-4. Half were the result of poisoning by medications and half due to household chemicals. - Burns resulted in 486 ED presentations, most commonly from hot object burns (214), scalds (174) and flame burns (53). - Childhood development is rapid and dynamic. Accordingly, the type of injury children suffer is equally dynamic. Each type of injury has its own distinctive age demographic. Significant causes of injury in children aged 0-4 also involve children of primary school age. Interventions targeting young children may be more effective in the context of interventions simultaneously aimed at older children.

Abstract Primary care providers (PCPs) have the opportunity to improve child health and well-being by addressing supervision issues before an injury or exposure has occurred and/or after an injury or exposure has occurred. Appropriate anticipatory guidance on supervision at well-child visits can improve supervision of children, and may prevent future harm. Adequate supervision varies based on the child's development and maturity, and the risks in the child's environment. Consideration should be given to issues as wide ranging as swimming pools, falls, dating violence, and social media. By considering the likelihood of harm and the severity of the potential harm, caregivers may provide adequate supervision by minimizing risks to the child while still allowing the child to take "small" risks as needed for healthy development. Caregivers should initially focus on direct (visual, auditory, and proximity) supervision of the young child. Gradually, supervision needs to be adjusted as the child develops, emphasizing a safe environment and safe social interactions, with graduated independence. PCPs may foster adequate supervision by providing concrete guidance to caregivers. In addition to preventing injury, supervision includes fostering a safe, stable, and nurturing relationship with every child. PCPs should be familiar with age/developmentally based supervision risks, adequate supervision based on those risks, characteristics of neglectful supervision based on age/development, and ways to encourage appropriate supervision throughout childhood.

The objective of this study was to describe the incidence, external cause, and types of injuries among infants treated in US emergency departments (EDs) and to compare the external cause of nonfatal to fatal injuries. Results showed that the 8-year annualized, weighted estimate of infant injuries was 426 957, a rate of 108.2 per 1000 infant years. There were no significant differences in rates by sex, race, or ethnicity. An estimated 6% were admitted to the hospital. Most injuries occurred in the home. Head trauma accounted for injuries in 12% of children; 21% of children with head trauma had a skull fracture or an intracranial injury. An estimated 30.2 per 1000 had face trauma and 23.9 per 1000 had extremity injuries; open wounds or superficial injuries accounted for many of these injuries. An estimated 4% had extremity fractures. Falls were the most frequent cause of injury (an estimated 35.1 per 1000 infant years). The rate of motor vehicle traffic injuries was 8.8 per 1000. Foreign bodies accounted for an estimated 5.2 injuries and poisonings for an estimated 3.8 injuries per 1000 infant years. A comparison with infant mortality data showed the ratio of nonfatal to fatal falls to be 8789:1. The ratio of nonfatal to fatal motor vehicle traffic injuries was 197:1. There were an estimated 1271 nonfatal poisonings for each poisoning fatality. In conclusion, nonfatal injuries far outnumber fatalities. Injuries from falls are very common, but they are rarely fatal. Surveillance of nonfatal injuries is essential to accurately describe and understand the burden of injury among infants. Prevention strategies must be developed to address extremely frequent, less serious injuries in infancy.

A study undertaken in North Staffordshire revealed that the prevalence of admission because of accidents amongst the local pre-school population could be as high as one per cent per year. This paper then goes on to look at the financial cost of those admissions

This article is based on data from the Starship Trauma System and examines injury admissions related to dog bites from Jan. 2009 - Dec. 2011. Includes tables and charts.

The purpose of this study was to compare mortality rates from motor vehicle accidents (MVA), homicide, and suicide across countries, age groups, and time. Methods: The World Health Organization Mortality Database was used to construct age- and gender-specific rates in 26 countries for individuals aged 15 to 34 years during the period 1955 to 1994. The rates were adjusted for differences among countries in the age-and-gender distributions of their populations. Cause-specific rates were compared by country, 4-year age groups, 8-year time blocks, and male/female ratios. Results: The proportion of deaths in 15–34-year-olds owing to MVA, homicide, and suicide increased from 26% to 43% over the 40-year study period. Mortality rates differ by country more than time block, peak at ages 15–29 years, and are higher in males than females. Compared to the United States, 24 countries had lower homicide rates and 23 had lower MVA-death rates. Conclusions: Despite declining rates of death from other causes, the rates of adolescent and young adult death from MVA, homicide, and suicide remain high in countries throughout the world. The proportion of deaths attributable to these causes increased steadily during the latter half of the 20th century. Fatal risk behaviors begin to increase during adolescence but do not peak until age 30 years, suggesting that the target population for prevention extends well beyond the teenage years.

Road traffic injury is the leading cause of death among adolescents in high-income countries. Researchers attribute this threat to driver risk taking, which driver education (DE) attempts to reduce. Many North American authorities grant DE graduates earlier access to unsupervised driving despite no evidence of this being a safety benefit. This theoretical article examines risk taking and DE in relation to an apparent mobility bias (MB) in policymaking. The MB is defined, the history and sources of driver risk taking are examined, and the failure of DE to reduce collision risk is analyzed in relation to a potential MB in licensing policies. The author argues that DE’s failure to reduce adolescent collision risk is associated with a MB that has produced insufficient research into DE programs and that influences public policymakers to grant earlier licensure to DE graduates. Recommendations are made regarding future research on DE and risk taking, coordinated improvements to DE and driver licensing, and a plan to reduce collision risk by encouraging parental supervision after adolescent licensure. Research on adolescent driver risk taking would have direct applications in DE curricula development, driver’s license evaluation criteria, graduated licensing (GDL) policies, as well as other aspects of human factor research into the crash-risk problem.

Injuries account for a large proportion of morbidity and needs for medical care in otherwise generally healthy school children. Improved understanding of the social context of injuries could help to focus more effective injury prevention interventions. The Health Behavior in School-Aged Children (HBSC) study is a multinational quadrennial school-based survey conducted since 1983, using representative samples of 11, 13 and 15-year-old students. In 1997–98, 12 countries (Flemish Belgium, Canada, England, Estonia, Hungary, Israel, Lithuania, Poland, Republic of Ireland, Sweden, Switzerland, and the USA) collected information regarding the epidemiology of medically attended non-fatal injuries among school children, thus providing an opportunity to investigate the relationship between the influence of social and economic status and of risk of injury. This study also provides an opportunity to examine the relationships from an international perspective and to show similarities and differences between different countries. The application of the same standard questionnaire in different countries permits analyses of a large sample by combining results obtained from all participating HBSC members. The aim of this study was to evaluate the relationship between self-perceived family economic status and non-fatal injury rates in young adolescents.

Adolescents are over-represented in injury statistics. New Zealand is privileged in having a hospital discharge database allowing for analysis of non-fatal injury data at a national level. An epidemiological description of adolescent injury morbidity is provided and options for prevention are discussed. People aged 15–19 years admitted to hospital for their injuries in the period 1987–96 were identified from the New Zealand Health Information Service morbidity data files. The manner, causes, and nature of injury were examined. Injury prevention strategies were reviewed. Results showed that the incidence of hospitalised injury was 1886 per 100 000 person years. The victims were predominantly male (70%). The leading causes of injury were road traffic crashes, sports injuries, and self poisoning. The most common injury diagnoses were head injuries (29%) and limb fractures (21%). Road traffic crashes produced the highest proportion of serious injuries. In conclusion, road traffic crashes, sports injuries, and self inflicted poisoning, stood out as areas with the greatest potential for reducing the burden of injury in late adolescence. Graduated driver licensing shows promise as an injury prevention measure but remains inadequately implemented. Policies to reduce self inflicted poisoning are of unknown efficacy, and evidence is awaited on the effectiveness of measures to reduce injury in sport.

Injury is recognised internationally as the major threat to adolescent health. The purpose of this study was to describe the epidemiology of adolescent fatal injury in New Zealand, and to examine opportunities for prevention. National mortality data were searched to identify all 15-19 year-olds, who died from injuries in the period 1986-1995. Leading causes of injury were reviewed in light of known risk factors, injury mortality rates in other industrialised countries, and available prevention strategies. The results showed that injury accounted for 2,095 deaths (72.8 per 100,000 person years.) Males comprised 77% of all victims, and there was a three-fold increase in mortality from age 15 to 19 years. The leading causes of death were road traffic crashes, suicide, and unintentional drowning. The Graduated Driver Licensing System addresses a range of risk factors for adolescent road traffic crashes. Despite inadequate enforcement, early indications are that it has yielded modest reductions in injury. Hazardous drinking is implicated in the high rates of road traffic crashes and drownings, and given recent liberalisation of supply-side policies, proactive identification of hazardous drinkers followed by brief intervention holds promise as a prevention measure. Suicide accounts for an increasing rate of adolescent deaths in New Zealand. The effect of national policies to address a range of suicide risk factors remains to be fully evaluated.

BACKGROUND: Adolescent use of tobacco in any form is unsafe; yet the use of electronic cigarettes and other electronic vapor products (EVPs) has increased in recent years among this age group. We assessed the prevalence and frequency of cigarette smoking and EVP use among high school students, and associations between health-risk behaviors and both cigarette smoking and EVP use. METHODS: We used 2015 national Youth Risk Behavior Survey data (N = 15 624) to classify students into 4 mutually exclusive categories of smoking and EVP use based on 30-day use: nonuse, cigarette smoking only, EVP use only, and dual use. Prevalence of cigarette smoking and EVP use were assessed overall and by student demographics and frequency of use. Prevalence ratios were calculated to identify associations with health risk-behaviors. RESULTS: In 2015, 73.5% of high school students did not smoke cigarettes or use EVPs, 3.2% smoked cigarettes only, 15.8% used EVPs only, and 7.5% were dual users. Frequency of cigarette smoking and EVP use was greater among dual users than cigarette-only smokers and EVP-only users. Cigarette-only smokers, EVP-only users, and dual users were more likely than nonusers to engage in several injury, violence, and substance use behaviors; have =4 lifetime sexual partners; be currently sexually active; and drink soda =3 times/day. Only dual users were more likely than nonusers not to use a condom at last sexual intercourse. CONCLUSIONS: EVP use, alone and concurrent with cigarette smoking, is associated with health-risk behaviors among high school students.

Adolescence and young adulthood are often times when risks are taken. Activities such as not wearing bicycle or motorcycle helmets and seatbelts, drink-driving, substance abuse, unprotected sexual intercourse, physical violence, depression and suicide all have the potential to impact negatively on the health of young people and cause loss, concern and costs at all levels of society. A survey of 471 young people attending schools in the North Health region was undertaken in 1995. It aimed to identify important health issues for young people and their perceptions of and involvement in risk-taking behaviour. This Fact Sheet is based on the results of that survey. The complete study can be found at rec # 6411.

OBJECTIVE: This study investigates the associations between living with a disabling condition and experiencing clinically attended injuries, risk behaviours and difficulties accessing healthcare for injury among adolescents attending secondary (high) schools in New Zealand. METHODS: A nationally representative cross-sectional self-report survey conducted in 2012 captured health and well-being data from 8500 secondary school students using a multimedia computer-assisted interview. Respondents reporting a disability or a long-term condition with functional limitations were defined as adolescents with a disabling condition (index group of interest). The association between experience of disability (or not) and injuries, related risk factors and access to healthcare was investigated using logistic regression models. RESULTS: One in six students (n=1268, 14.9%) reported a disabling condition. Compared with their peers, these students had significantly increased odds of needing treatment in the previous 12 months for an injury related to an RTC (OR 1.53; 95% CI 1.11 to 2.10), fall (OR 1.30; 95% CI 1.08 to 1.57), near drowning (OR 2.50; 95% CI 1.40 to 4.48), assault (OR 2.13; 95% CI 1.50 to 3.02) and self-harm (OR 4.25; 95% CI 3.03 to 5.96). Students with disabilities were also at increased odds of reporting they had problems accessing healthcare for injury (OR 1.51; 95% CI 1.27 to 1.81). Adolescents with disability were more likely than their peers to have been a passenger in a vehicle where the driver was under the influence of drugs (OR 1.29; 95% CI 1.03 to 1.62) or was driving dangerously (OR 1.40; 95% CI 1.21 to 1.62). CONCLUSIONS: Acknowledging the likely underestimation of effects in a mainstream school survey, adolescents with disability face elevated odds of injury and yet have poorer access to healthcare. Environmental and systemic causes of these disparities require greater attention with implementation of effective interventions.

Editorial: Road traffic injuries are the cause of 1.2 million deaths and 50 million injuries each year. In May, 2015 the United Nations Road Safety Collaboration dedicated the Third UN Global Road Safety Week to the plight of children on the world's roads (http://www.who.int/roadsafety/week/2015/en/). Road traffic injuries are one of the leading causes of death in children in high income countries, however the absolute rates of child casualties are highest in low and middle income countries, accounting for 93% of global child road deaths [2]. These numbers are set to rise as motorisation accompanies economic development and more children will be travelling in cars. Now is the time to act.

BACKGROUND: Declines in physical activity (PA) in children and youth have contributed to increases in childhood overweight and obesity. The Safe Routes to School (SRTS) program was developed to promote school active transportation (AT) and reverse the trend. METHODS: Adopting concepts of a realist approach, this article seeks to understand strategies of adoption that worked in the Canadian and United States context. Inclusion criteria consisted of adoption of SRTS program, identification and definition of SRTS, implementation in Canada /United States, and partnership identified. RESULTS: Partnerships focused on increasing the number of children using AT to school. With unique political and funding atmospheres, a common strategy was developing multilevel comprehensive partnerships to mobilize knowledge and resources, as well as to align intervention planning. Key successes, tools used to measure success, as well as benefits, challenges and lessons learned from partnerships were identified. CONCLUSION: This article is the first attempt to examine SRTS at the state/provincial/city level to understand key adoption strategies using a realist approach. It found collaborative community-research partnerships that initiated SRTS and created cultural shifts in communities from the individual to policy level. Researchers, schools and communities interested in increasing school AT should consider SRTS as a valuable approach.

The objective of this study was to quantify the effect of adult accompaniment on the risk of pedestrian injury on the school-home journey. It concluded that adult accompaniment has the potential to significantly reduce injury rates.

This brief article provides an update to a prior study (record # 4186) by the same author which investigated potential hazards of placing infants to sleep in adult beds. In conclusion, placing children under the age of two years in adult beds exposes them to potentially fatal hazards. The safest sleep environment for an infant is in a crib that meets current safety standards.

"We enter a dangerous space when the adults presumed to provide the strongest advocacy for children and young people in fact only give their own interpretation of what children and young people are saying. Children do not 'need' a voice, they have a voice. It is the responsibility of adults to ensure they have the space and time for their voices to be heard."

The purpose of this paper is to examine and describe injuries related to the use of adult-worn child carriers by reviewing available data from the Consumer Product Safety Commission. Data is presented to illustrate the need for careful use of these products by parents and caregivers.

This book is intended for both experienced and inexperienced tractor drivers. It is self examining and challenges you to see how many answers you know. The aim is to convert inexperienced drivers into "experienced" drivers and "experienced" drivers into "expert" drivers.

This article provides an overview of an approach taken to advancing children's advocacy throughout selected regions of Aotearoa. Under a purchase agreement between the Ministry of Education and the Office of the Commissioner for Children, a proactive training strategy was developed that aimed to raise awareness about the United nations Convention on the Rights of the Child and establish a base of advocates within communities who could support young people in health, welfare, education and youth justice. This article outlines both the intent and content of the training programme and provides an insight into some of the concerns held regionally with regard to status and treatment of young people within a children's rights context.

A set of guidelines providing LTSA policy with regards to the use of LTSA developed resources, campaigns (and other 'intellectual property') by local road safety deliverers.

The purpose of this publication is to inform as many people as possible of teh Codes and the consumer's rights to complain about any advertisement. It includes a section "How to make a complaint".

This document is intended as a clear and practical guide to achieving outdoor advertising which is safe and effective from a road safety perspective.

This is a flier which provides advice for pedestrians about safe use of pedestrian crossings. It also mentions pedestrian refuge islands and how to use these i.e. who gives way to who

Advocacy is a crucial part of public health practice and plays an important role in improving health and reducing health inequalities. Advocacy is a vital component in the Ottawa Charter, which specifies putting health on the agenda of policy makers in all sectors and at all levels. Recommendations from a recent report from the Ministry of Health include ceasing to use the word advocacy in contracts and substituting a precise statement of the services being purchased. The report says "advocacy falls into the middle ground between information and lobbying, in that NGOs may wish to position their advice, that is to advocate for or against a particular approach. There is a narrow line in a political context between advocacy and lobbying...It is the issue of advocacy that can draw the ministry close to the area of lobbying." The PHA, representatives of other NGOs, the Faculty of Public Health Medicine, and the Public Health Leaders Group of PHUs, met Director General Karen Poutasi following the release of the report. They argued that it would be better to have a definition of lobbying rather than the removal of the word advocacy. They pointed out the word advocacy should be able to used in health contracts because it is explicitly used in legislation in relation to the Children's Commissioner, Family Commission, and Creative NZ. This article provides further information.