The objective of this study was to estimate the association of driver air bag presence with driver fatality in road traffic crashes. A matched pair cohort study was used. All passenger vehicle crashes in the United States during 1990­-2000 inclusive were analysed. Subjects consisted of 51,031 driver-­passenger pairs in the same vehicle. Main outcome measures were the relative risk of death within 30 days of a crash. Results showed that drivers with an air bag were less likely to die than drivers without an air bag. This estimate was nearly the same whether drivers wore a seat belt or not. Air bags were associated with more protection for women, than for men. Drivers wearing a seat belt were less likely to die than unbelted drivers. Belted drivers with an air bag were less likely to die than unbelted drivers without an air bag. In conclusion, if the associations are causal the average risk of driver death was reduced 8% by an air bag. Benefit was similar for belted and unbelted drivers and was slightly greater for women. However, seat belts offered much more protection than air bags.

Objective: Estimates of any protective effect of seat belts could be exaggerated if some crash survivors falsely claimed to police that they were belted in order to avoid a fine. The aim of this study was to determine whether estimates of seat belt effectiveness differed when based on belt use as recorded by the police and belt use determined by trained crash investigators. Subjects: Adult driver-passenger pairs in the same vehicle with at least one death (n=1689) sampled from crashes during 1988–2000; data from the National Accident Sampling System Crashworthiness Data System. Main outcome measure: Risk ratio for death among belted occupants compared with those not belted. Results: Trained investigators determined post-crash seat belt use by vehicle inspections for 92% of the occupants, confidential interviews with survivors for 5%, and medical or autopsy reports for 3%. Using this information, the adjusted risk ratio for belted persons was 0.36. The risk ratio was also 0.36 using police reported belt use for the same crashes. Conclusions: Estimates of seat belt effects based upon police data were not substantially different from estimates which used data obtained by trained crash investigators who were not police officers. These results were from vehicles in which at least one front seat occupant died; these findings may not apply to estimates which use data from crashes without a death.

This study examined relationships between variation in child and adolescent firearm mortality by state and the following variables: childhood poverty rate, percent single parent families, percent population that is African American, percent population that is Hispanic, percent students carrying a gun, percent students carrying a weapon, percent students feeling unsafe, percent students feeling sad/hopeless, percent students academically at-risk, percent students involved infighting, percent students engaging in binge drinking behavior, violent crime rate for youths, individual gun laws in each state, prevalence of firearm ownership, and percent residing in urban area. Stepwise regression was calculated and one independent variable, prevalence of firearm ownership in the state, emerged as a significant predictor of child and adolescent firearm mortality. This variable predicted 47% of the variance from state to state in the child and adolescent firearm mortality. Schools need to address firearm safety and advocate for elimination of firearms accessible to youth.

Background Globally, children have the highest mortality rates from fire-related burns. Sudan is no exception, but there had been no prior investigations of potentially preventable risk factors. We undertook this analysis to investigate the role of various sociodemographic and household factors. Methods We used Sudan Household Health Survey 2010 data from a national stratified multistage cluster sample of 15 000 households. The dependent variable was whether the child had a non-fatal burn in the 12 months preceding the survey, based on the most recent injury. The independent variables tested were age, gender, urban/rural residence, wealth index, disability, mother's education and work, cooking fuel, cooking place, electricity in the house and crowdedness. A multivariable Poisson regression model with robust variance was used, and hypothesised interactions were tested. Findings Of 26 478 children under the age of 10 years, we identified 47 with injury caused by fire or hot substance. A significant association was found with child age (prevalence ratio (PR)=0.65, 95% CI 0.50 to 0.84). There was a significant interaction between area of residence and cooking place; cooking outdoors or elsewhere in the house was associated with burns in urban areas (PR=10.426, 95% CI 1.99 to 54.69) but not in rural areas. There was no evidence of an association with maternal factors or with cooking fuel. Conclusions The findings imply more potential for separate cooking facilities in preventing burns among children in Sudan than does a change in cooking fuel, although more evidence needs to be gathered, particularly around safety practices.

The purpose of this study was to observe the incidence of proper and improper use or non-use of bicycle helmets by children and adults when riding bicycles in groups. This was an observational study design of cyclists on a recreational cycle path. Two observers independently rated all riders in groups that consisted of adults and children either wearing or not wearing helmets. Those who wore helmets were then rated as wearing them properly or improperly. Results showed that two-thirds of children wore helmets, but less than half of those wore them properly. One third of the adults wore helmets, and half of these wore them properly. The strongest correlations were between adult helmet use or non-use and improper or no helmet use in accompanying children. In conclusion, primary care nurses who work with healthy populations should collaborate with other groups involved with families to not only exhort them to wear helmets when riding bicycles but also to instruct those riders how to wear their helmets properly.

BACKGROUND: Urban design may affect children's habitual physical activity by influencing active commuting and neighborhood play. PURPOSE: Our objective was to examine associations between neighborhood built-environment features near children's homes and objectively measured physical activity. METHODS: We used geographical information system (GIS) protocols to select 2016 households from 48 low- and high-walkability neighborhoods within four New Zealand cities. Children (n = 227; mean age ± standard deviation [SD] 9.3 ± 2.1 years) from the selected households wore accelerometers that recorded physical activity in the period 2008-2010. We used multilevel linear models to examine the associations of GIS and street-audit measures, using the systematic pedestrian and cycling environmental scan (SPACES), of the residential environment (ranked into tertiles) on children's hourly step counts and proportions of time spent at moderate-to-vigorous intensity on school and non-school days. RESULTS: During school-travel times (8:00-8:59 a.m. and 15:00-15:59 p.m.), children in the mid-tertile distance from school (~1 to 2 km) were more active than children with shorter or longer commute distances (1290 vs. 1130 and 1140 steps·h(-1); true between-child SD 440). After school (16:00-17:59 p.m.), children residing closest to school were more active (890 vs. 800 and 790 steps·h(-1); SD 310). Neighborhoods with more green space, attractive streets, or low-walkability streets showed a moderate positive association on non-school day moderate-to-vigorous steps, whereas neighborhoods with additional pedestrian infrastructure or more food outlets showed moderate negative associations. Other associations of residential neighborhoods were unclear but, at most, small. CONCLUSIONS: Designing the urban environment to promote safe child-pedestrian roaming may increase children's moderate-to-vigorous physical activity.

Baby walkers allow babies to be mobile beyond their developmental stage and to have: falls (for instance, down stairs), be burned and to poison themselves. Excessive use of walkers may also be detrimental to normal development. This ASTM standard is the current Australian minimum product safety standard for both new and secondhand baby walkers. As of March 2013 ASTM F977 2003, record # 8547, is still the New Zealand Standard (this standard is a mandatory product standard in New Zealand under the Fair Trading Act (1986)). At the ASTM website, the Standard's scope is described: "1.1 This consumer safety specification covers performance requirements, test methods, and marking requirements to promote safe use of the infant walker (see 3.1). 1.2 This consumer safety specification is intended to minimize accidents to children resulting from normal use and reasonably foreseeable misuse or abuse of walkers. 1.3 No walker produced after the approval date of this consumer safety specification shall, either by label or other means, indicate compliance with this specification unless it conforms to all requirements contained herein. 1.4 This consumer safety specification is not intended to address accidents and injuries resulting from the interaction of other persons with the child in the walker or the accidents resulting from abuse and misuse by children able to walk." See also: http://www.astm.org/Standards/F977.htm

Baby walkers allow babies to be mobile beyond their developmental stage and to have: falls (for instance, down stairs), be burned and to poison themselves. Excessive use of walkers may also be detrimental to normal development. This ASTM standard is the current New Zealand minimum product safety standard for both new and secondhand baby walkers. The standard sets out requirements for the stability of the walker, its performance over steps, and safety warnings. Look for a statement showing compliance with the American Standard ASTM F977 or the American JPMA (Juvenile Products Manufacturers Association) logo. This standard is a mandatory product standard in New Zealand under the Fair Trading Act (1986).

A number of submissions to the draft RLTS expressed concern that cycling and walking were not meaningfully recognised in the Strategy. Reena Kokotailo was contracted by the ARC to coordinate consultation processes with cycling and walking stakeholders. This communication gives a summary of cycling group consultation and seeks responses.

Attention deficit hyperactivity disorder (ADHD) has been described as a preexisting psychiatric disorder for patients with burns that may have contributed significantly to their injury. The authors are not aware of any studies that have specifically looked at ADHD in burn patients and its role in the injury. A retrospective chart review of all youth that were admitted to a burn care unit over the past 20 years and diagnosed with ADHD on admission was conducted to describe the occurrence and features of their injury. In the 39 patients identified as having ADHD, impulsive behavior contributed to burn injury in 21 cases (54%) and possibly four additional cases. In addition, nine of the 21 cases were not on prescribed stimulant medication on the day of burn injury. The presence of ADHD is important to consider with respect to risk and potential prevention of pediatric burn injury.

This pamphlet highlights the fact that both motorists and cyclists have a right to use the road and both have responsibilities. Because cyclists are vulnerable, drivers need to take extra care. Safety tips for both cyclists and motorists are listed.

This report from the field looks at a study to identify the rate of baby walker use, parental attitudes and associated injuries. It concludes that parents of babies who use a walker perceive them as beneficial. However these babies are placed at unnecessary risk.

This research explored whether the arrival of a new baby may act as a trigger to support desired behavioural change amongst vulnerable households and how the Fire Service might capitalise on this life-stage with appropriate interventions.

This study set out to identify attitudes towards bicycle helmet ownership and use. It found that efforts to increase the wearing of helmets should address design, awareness, peer pressure and cost.

Introduction Cycle skills training (CST) increases cycling skills in children. Whether CST could be beneficial to adolescents and whether adolescents would be interested in taking on such training remains unknown. This study examined correlates of adolescents' perception that CST could make them safer in traffic. Materials and methods A total of 1453 adolescents (age: 15.1 ± 1.4 years; 44.9% boys) from 12 secondary schools in Dunedin (New Zealand) participating in the BEATS Study completed an online survey in 2014-2015. Questions assessed demographics, travel to school habits, attitudes towards cycling and CST, normative beliefs, perceived behavioural control and behavioural intention for cycling to school. Data were analysed using linear mixed models. Results Out of 38.5% of adolescents who perceived that CST could make them safer in traffic, nearly half would take CST at their school (43.1%). In a multivariate analysis, enjoying cycling for recreation, perceiving cycling to school as being useful, cycling frequently with parents, school's encouragement, and desire to cycle to school were positively associated with adolescents' perception that CST could make them safer in traffic (all p <.05). Conclusion Enjoyment of cycling for recreation, finding cycling to school useful, desire to cycle to school, frequent cycling with parents, and encouragement from schools were associated with favourable perceptions of CST in adolescents. Therefore, raising adolescents' awareness of the benefits of CST and potentially offering such training in secondary schools could be beneficial. Future interventions should involve parents and schools and aim to increase adolescents' interest in taking CST at school.

This article gives some guidelines for getting the most out of the media, how to deal with journalists, and how to get your message across.

This research aimed to primarily ascertain how many New Zealand children are being injured or killed as the result of quad bike (all-terrain vehicle (ATV's) injuries and to define the nature and severity of their injuries. Secondarily the research aimed to examine the effect of age, weight, helmet use, and quad bike (ATV) size on injury severity and to compare the demographics of injury in NZ to other countries. A retrospective review of 643 children (under 16 years old )hospitalised between 2000–2006 due to possible quad bike-related injury. There were 218 confirmed cases of confirmed quad bike (ATV) injury. Mechanisms of injury were: fall from the bike, 105 cases (48%), collision, 59 cases (31%), rolling 31 cases (14%). Mean age was 9.9 years with 133 (61%) under 12 years, and 32 (15%) 5 years and under. The child was the driver in 116 cases (53%) and the passenger in 61 cases (28%). Male to female ratio was 2:1. Mean injury severity score was 7.9. Median length of stay was 2 days (1–4). Helmet use not stated in 62%, with only 30 cases (14%) identified as wearing helmets. The majority of injuries were orthopaedic, soft tissue injuries and head injuries. Multiple injuries occurred in 74 cases (34%). One hundred and eleven children (51%) required a general anaesthetic. Seventeen (7.8%) children required admission to intensive care. Six (2.8%) children were left with a permanent disability. Sixteen children died. There was no correlation between injury severity and age or weight. The observed differences in injury severity between helmet users and non-users, drivers and passengers and size of quad bike were not statistically significant. There was a trend towards reduced risk of head injury with helmet use. The mean age of injured NZ children was lower than other countries and length of hospital stay was shorter. Gender distribution, injury type, and severity were similar to elsewhere. Conclusions: Quad bikes are potentially lethal and have the capacity to inflict significant harm. It is clear that it is not appropriate for a young child to ride an adult sized bike due to the risk of serious injury and death.

This issue of the Injury Bulletin from QISU focuses on ATV and lawnmower injuries. Data and statistics are presented and recommendations for prevention are provided.

An email posted by John Wren to the NZ IP e-list which provides some answers to some questions around the NZ ATV Helmet Standard.

A bibliography, prepared for the Standards NZ committee, investigating All Terrain Vehicles and Helmet Design, around this topic.

Checklist with things to consider on whether a motorcycle or quad bike is suitable for a child.

A factsheet from the LTSA which discusses all-terrain vehicles (ATVs) and their registration, licensing and safety concerns (especially in relation to children and passengers).

BACKGROUND: National estimates of all-terrain vehicle (ATV) riding patterns among youth in the USA are lacking. METHODS: We analysed the 2011 YouthStyles survey to estimate the proportion of 12-17 year olds in the USA who had ridden an ATV at least once during the past 12 months and summarise their patterns of helmet use. RESULTS: Of the 831 youth respondents, an estimated 25% reported riding an ATV at least once during the past year. The proportion of youth living outside of a Metropolitan Statistical Area who reported riding an ATV was twice that of those living inside of a Metropolitan Statistical Area. Males and females reported similar proportions of riding at least once during the past year, but among riders, the proportion of males who rode =6 times was triple that of females. Only 45% of riders reported always wearing a helmet, and 25% reported never wearing a helmet. The most frequent riders had the lowest consistent helmet use, with 8 of 10 youth who rode =6 times during the past year not always wearing a helmet. CONCLUSIONS: ATV riding appears to remain popular among youth in the USA, particularly in rural areas, and consistent helmet use while riding is low. A more thorough understanding of gender differences in ATV riding patterns among youth and perceived risks and benefits of both safe and unsafe riding practices might help inform future ATV injury prevention efforts.

A package of materials including fact sheet, prevention strategy sheet, resource list, copy of regulation, programme summaries, and a pamphlet on the ATV Community Safety Program.

To the majority of New Zealand owners the ATV is a vital piece of equipment used daily by farmers and asked to perform a multitude of tasks. In fact, typical Kiwi ingenuity has resulted in ATVs being used in roles never dreamed of by the designers. It is because of this diversity of demand that the importance of ensuring safe practices are observed is so critical...This booklet will help you to understand what makes an ATV different to other machines and why you need to master the special skills needed to ride one safely. - A brief section on page 19 addresses Children and ATVs.

Limited data exist on ATV-related injuries and the associated behavioural practices of youths who oprate ATVs. A questionnaire was administered to 2,098 Indiana youths to gather base line data on the ATV operational and safety practices that would provide guidance in the development of a youth ATV safety program. Over two-thirds of the respondents had operated an ATV and nearly 80% had been either an operator or passenger. The most frequently cited source of safety training was a 'friend.' Helmets were the most commonly used personal protective safety equipment being used by 40% of youths who operated ATVs. Over 7% of youths indicated that they had suffered an ATV injury requiring medical treatment in the last year.

All Terrain Vehicles (ATVs) have been associated with death and serious injury since their introduction into the marketplace. Fifteen cases of ATV-related brain and spinal cord injury reported to the Louisiana Central Nervous System Registry during 1995 were evaluated for severity, etiology, and outcome. Eleven (73%) of these injuries were sustained by people under 18 years of age. Despite US Consumer Product Safety Commission and ATV manufacturer recommendations for age restrictions, ATVs continue to be popular recreational devices for children. Some important safety guidelines are provided for children that do ride ATVs.

All-Terrain Vehicles (ATVs) or quad bikes account for a large number of farm-related deaths and injuries. This brief article provides some further information as well as some sensible riding tips.

This is some safety advice presented about ATVs and agriculture. Information is provided under the following headings: -Assess a person's skill level to operate an ATV -ATV limitations -Implements and their effect on ATVs -Trailers and trailed implements -Terrain/environmental conditions -Vehicle maintenance -ATV passengers -Age of rider -ATV roll bars and frames (ROPS) -Safety helmets

The objective of this study was to compare the nature of injuries from all-terrain vehicles (ATVs) to those from bicycling, dirtbikes/motocross, and motor vehicle crashes. Conclusions: Injury patterns, severity, and costs to the healthcare system of ATVs more closely resemble those from motorized vehicles and dirtbike related injuries and are more significant than bicycling. Strict policy to reflect this must be developed and acknowledged by the public, industry, and legislative bodies. Includes illus. and statistical tables

This Canadian journal article form 1986 investigates ATV-related deaths and injuries. It also looks at some possible trends in the data and circumstance of injury.

This media item, a 'special report' on the dangers of ATVs, is the compilation of an 'investigative series' by 'The Oregonian' newspaper (website www.OregonLive.com) of four reports: Part 1, 'Deceptively Dangerous: Why ATVs keep killing', Part 2, 'Feds let ATVs off with a warning', Part 3, 'Labels read: Rider beware', Part 4, 'Riders throttle safety legislation'.

A two page feature about children, ATVS and safety. It provides a lesson plan with key ideas for teaching this topic to older children, as well as information directing the teacher to the ACC website www.acc.co.nz - click on injury prevention-rural safe-machinery.

This plan describes the strategy of ADHB and WDHB for improving the health and well being of the children (approximately 193,000) living in the Auckland and Waitamata districts. Maori children and Pacific children experience poorer health, as do children living in more deprived neighbourhoods. The plan recognises the importance of the early years of life and the lifelong impacts of poor health in childhood.

Pen inscribed with Auckland Burn Support, website and "Hot water burns like fire".

This document reports on a pilot study of child pedestrian injury in the Auckland region conducted over an eight week period from 7Jan - 1 March 1992. This pilot was followed by a full study - see rec # 01057

Aim: To examine children's exposure to risk as pedestrians and to examine the extent to which child pedestrian exposure to risk varies by socioeconomic status and ethnic group. To identify factors which may influence child pedestrian exposure to risk. Conclusion: The increased pedestrian injury rates for poor children and for Maori and Pacific Island children my be explained, in part, by the increased pedestrian exposure of these children. Increased pedestrian exposure is likely to reflect social and economic constraints, rather than differences in perceptions of the danger to children as pedestrians.

This report identifies road safety issues in the Auckland City area and provides an overview of reported injury crash numbers, casualties and trends. The data for the City is compared with a peer group of similar local authorities, along with data for all of New Zealand.

This document provides an injury profile of Auckland City, with particular attention given to the unintentional injury burden and opportunities for the prevention of unintentional injuries within Auckland City. The overall aim of this document is to provide relevant data to the Auckland City Council, A+ Public Health Promotion and future members of the Programme Advisory Group (PAG) to aid with the development of the Auckland City CIPP.

The purpose of this Strategy is to put in place a strategic direction for the future planning of both recreational and transportational cycling and walking in Auckland City. This document is in two parts: (1) contains the essence of the Strategy including its vision, values, desired outcomes and objectives and (2) a background document which explores the planning context, the present situation, the key issues and basic concepts which underpin the Strategy. According to this report, issues around safety have contributed significantly to declining levels of cycling and increasing levels of pedestrian accidents. Rather than removing the vulnerable from the street environment, it should be made safe.

Strategic plan to make cycling and walking safe and attractive in Auckland City.

This is a short evaluation report of this campaign. The objectives of the project were to increase road safety awareness in the non-English speaking Chinese community.

This factsheet is a summary of Auckland City Community Profile: Opportunities for promoting a safety culture (see rec # 5691) produced by the Injury Prevention Centre in 2002. This document provided an injury profile of Auckland City, with particular attention to the unintentional injury burden and opportunities for the prevention of unintentional injuries within Auckland City. The overall aim of the document was to provide relevant data to the Auckland City Council, A+ Public Health Promotion and future members of the Programme Advisory Group (PAG) to aid with the development of the Auckland City CIPP.

A plan to rationalise Council's approach to road safety matters, identify road safety issues within the Auckland City area, develop strategies and initiatives that will address those issues and determine a programme or plan of action to carry them out.