This is a story about railway lines, trains and safety for years 1-3 at primary school.

This brochure introduces the TrackSAFE Foundation New Zealand. It contains information about the organisation, rail safety trends in NZ (including some statistics), rail industry trauma and the Louise Cairns Award.

This factsheet provides further information on incidents identified in Fact Sheet Number 8 (# 3171). Tractors are identified as a significant cause of farm deaths and serious injury.

Tractors are a prominent cause of farm work related death. During the period 1992-96, tractors accounted for 61% of adult farm work related deaths in Victoria, of which one third were rollover events. This article considers the impact of regulatory change on tractor rollover death in Victoria, the role of the Victorian Rollover Protective Structure Rebate Scheme 1997/98 and the upcoming Victorian compliance campaign. In addition, tractor rollover death data for adults (15 yrs and over) provided by the Victorian WorkCover Authority are examined.

This booklet is designed to educate farm workers about the skills needed for safe tractor use.

Recent research in New Zealand has drawn attention to an unacceptable number of child fatalities and injuries due to tractor, motorcycle, and all terrain vehicle (ATV) off-road crashes, especially on farms. Inconsistencies in legislation aimed at protecting children from harm from using these vehicles are identified, and approaches to addressing these are discussed.

An overview of child safety and off-road transport in New Zealand, which includes a discussion of the physical limitations of children as both drivers and passengers of such vehicles, as well as inconsistencies in the law.

As from Monday 18 November the unit formerly known as Measurement and Product Safety Service (MAPSS) has changed its name to Trading Standards. Trading Standards is a leading regulator responsible for consumer protection and making sure the business trading environment is free from unsafe and non-compliant products. It is an operational unit within the Consumer Protection and Standards branch of MBIE. See: tradingstandards.mbie.govt.nz

An information sheet for consumers and traders of infants nursery furniture and equipment.

Looks at the resources that the authorities who manage the highways are using to manage speed in certain areas in England

This submission to the Works and Services Committee of the Auckland City Council advocates traffic calming and dissolving to be considered as part of the study of the roading and transport situation in Auckland which will form the base of the next 20 year roading plan.

The objective of this review was to assess whether area-wide traffic calming schemes can reduce road crash related deaths and injuries. This was a systematic review and meta-analysis with data being sourced from: Cochrane Injuries Group Specialised Register, Cochrane Central Register of Controlled Trials, Medline, EMBASE, Sociological Abstracts Science (and social science) citation index, National Technical Information service, Psychlit, Transport Research Information Service, International Road Research Documentation, and Transdoc, and web sites of road safety organisation were searched; experts were contacted, conference proceedings were handsearched, and relevant reference lists were checked. Inclusion criteria: Randomised controlled trials, and controlled before/after studies of area-wide traffic calming schemes designed to discourage and slow down through traffic on residential roads. Methods: Data were collected on road user deaths, injuries, and traffic crashes. For each study rate ratios were calculated, the ratio of event rates before and after intervention in the traffic calmed area divided by the corresponding ratio of event rates in the control area, which were pooled to give an overall estimate using a random effects model. Findings: Sixteen controlled before/after studies met our inclusion criteria. Eight studies reported the number of road user deaths: pooled rate ratio 0.63 (95% confidence interval (CI) 0.14 to 2.59). Sixteen studies reported the number of injuries (fatal and non-fatal): pooled rate ratio 0.89 (95% CI 0.80 to 1.00). All studies were in high income countries. Conclusion: Area-wide traffic calming in towns and cities has the potential to reduce road traffic injuries. However, further rigorous evaluations of this intervention are needed, especially in low and middle income countries.

The objective of this study was to determine whether area wide traffic calming distribution reflects known inequalities in child pedestrian injury rates and to determine whether traffic calming is associated with changes in these rates. Study focussed on two UK cities between 1992-2000. It was found that area wide traffic calming is associated with absolute reductions in child pedestrian injury rates and reductions in relative inequalities in these rates. Statistical tables included.

Traffic Calming (also called Traffic Management) refers to various design features and strategies intended to reduce vehicle traffic speeds and volumes on a particular roadway. Traffic Calming projects can range from minor modifications of an individual street to comprehensive redesign of a road network. Home Zones refers to an area with extensive Traffic Calming. Traffic Calming is becoming increasingly accepted by transportation professional organizations and urban planners. This chapter focuses on traffic calming interventions.

This report sets out the methodology for developing constructing and maintain a traffic calming scheme. It describes the measures available, and gives guidance on signing lighting, construction and maintenance. It also sets out the legal requirements associated with many schemes.

An illustrated guide on what traffic crash reports are, how they are used and how to complete them. Mainly for use by Police officers but also used by other organisations.

Evans discusses the factors that influence traffic safety and the relative importance of those factors. Among the factors to consider are vehicle engineering and driver behavior.

An experiment was carried out to investigate 6-year olds ability to learn traffic safe behaviour by the use of a tabletop model. The main purpose of the training was to teach the children to look for safe spots to cross the road. Children from two schools in Norway (92 children all in all) were randomly divided into an experimental group and a control group. Only the experimental group received training by use of the tabletop model; the control group received no such training. Both groups were tested (before-and-after-test) on a prede ned route in the road traffic environment close to their school in order to determine the solutions they chose when they had to walk from one place to another (cross a road). The study also tested whether geographical location (urban/semi-urban) had any in uence on knowledge acquisition. Data analysis showed that the training was effective in the urban school, but not in the semi-urban setting.

This paper introduces a collection of six detailed studies dealing with various aspects of the traffic education of young children, between 4 and 8 years of age. Young children run disproportionate risks because their developmental possibilities and skills are limited. Yet they can perform reasonably well in certain types of traffic tasks. Also they can be taught in ways that will improve both their perception and choice of safe situations and their behavior in such situations.

This blog post discusses traffic education programmes and their effectiveness on children. It mentions research by Divera Twisk (‘Protecting pre-license teens from road risk; Identifying Risk-contributing factors and quantifying effects of intervention Strategies’) which studied children's behaviour around trucks. She was awarded her PhD on 5 September 2014 at Maastricht University.

Article discusses advantages of co-operation between these two groups of professionals.

These two sections of the Vic Roads Traffic Engineering Manual deal with the classification of roads and speed management. Section 7 also covers time based speed zones around schools.

This report is intended to assist those with the responsibility for traffic engineering and road safety by providing a ready source of information, with guidelines for action and information. It is aimed especially at engineers and others with responsibility for traffic engineering and management, especially in local government or regional office of State road and transport agencies.

Most studies comparing hazard perception skills between young and middle-aged drivers show that increasing age is associated with decreased reaction time to traffic hazards, although some studies failed to find this relationship. Studies on young people’s hazard perception demonstrate that younger children have a more idiosyncratic perspective on the road environment and thus might have difficulty in understanding non-obvious dangers, such as dangers caused by lack of sight. This study’s purpose is to examine the relationship between age and hazard perception when comparing children, teenagers, and adults. It demonstrates that children under 13 years of age have significantly longer hazard perception latencies and lower response rates to some traffic hazards than teenagers or adults. This effect is larger for hazards not involving “threatening” vehicles, such as hazards caused by standing or slowly moving road users on the side of the street with the ability to cause dangerous situations by behaving unexpectedly. The results indicate types of hazards to be emphasized in traffic safety education for children.

This article presents the historical progression of events that created current traffic conditions in Boston Chinatown and an anlysis of traffic-related injuries at the community level for the years 1996-1998. Injuries were found to be as likely on weekends as on weekdays and frequently occurred late at night. Nighttime occupant injuries were found to be more likely on Friday, Saturday and Sunday nights. Injuries varied significantly by location for occupant and for pedestrian injuries. There were no peaks of injuries at traditionaly defined commuter hours, which have been the standard time for assessing "worst case" traffic impacts by developers and government agencies. There was, however, a strong association between injuries and vehicle volume at 9 intersections with simple configurations for AM and PM commuter hours. There was no such association at 10 intersections with complex configurations. The 24-hour weekend patterns of vehicle volumes showed that traffic abated only between 3 and 7 AM, and the patterns appeared qualitatively to mirror the 24-hour pattern of injuries, suggesting that they were also indicative of injury risk. The authors suggest there is a need for both long-term changes in policy and more immediate interventions. They also conclude that researchers should be cautious about assuming that traffic patterns conform to naive expectations such as rush hour peaks.

This submission has been prepared by the National Transport Authority and AECOM Roughan & O'Donovan in relation to the Greater Dublin Area Cycle Network Plan. The project was delivered in 2013 and set the challenging task of developing a strategic cycle network for the Dublin City, Fingal, South Dublin, Dun Laoghaire Rathdown and Wicklow areas. The proposed network will treble the existing cycle lanes in urban areas from 500km to 1,485km in length, and will provide over 1,300km of new connections between towns in the rural areas of the Greater Dublin Area. The planned network includes safe, accessible and direct routes along primary and secondary roads to meet the demands of work and school commuters and greenway routes - off road facilities through parks, and along waterways - which will be more generally used for leisure and tourism. Drawing on a rich dataset a bespoke cycling demand model was created to assess the future demand in the busiest areas. The Census POWSCAR database was released in August 2012, and reports all journeys to work and education by District Electoral Division (DED) for 2011. This information was extracted for input to a cycling traffic models, thereby giving good Origin-Destination information without the necessity for widespread Roadside Interview Surveys which can result in unsatisfactory disruption of road users. The POWSCAR information also provided travel mode and time of departure, thereby allowing journeys by bicycle during the AM period to be isolated. The cycling demand matrices were assigned onto a transport network using VISUM v12 strategic modelling software. The main source of network information for the model was taken from NAVTEQ data. Supplementary cycling network links that are not part of the road network were coded manually based on information from other vector sources. An assignment of the cycle matrix to the base year model enabled a comprehensive check of the network to be undertaken. In addition, cycle count data on the 'canal cordon' (i.e. entry points into Dublin City) was used to compare the modelled flows to observed data. A number of network checks were undertaken such as the locations of zone centroid connectors, zone to zone movements and route choice. As a result of this network calibration process, a closer match between modelled and observed data was achieved. No matrix estimation or other calibration procedures were undertaken on the base year cycling matrices. A target of increasing cycling numbers to 75,000 each morning by 2021 has been set. This would represent a three-fold increase in cycling over 2011 levels and would mean the cycle network could carry as many commuters in the morning in 2021 as is currently carried by bus.

This factsheet from Safekids on traffic related child pedestrian injury provides information under the following headings; 1) Key facts, 2) Hospitalisations, 4) Features of child pedestrian injury, 5) Conclusion, with boxed areas on: A child's physical structure, Cognitive development, Economic deprivation, a case study, Key safety messages and Supervision. It also includes tables and references.

Article outlines development of Safe Communities program in USA and relates program to traffic safety. National Highway Traffic Safety Administration Demonstration and Evaluation Program is currently being tested in four cities over three years.

This kit consists of activities pages that can be copied for student use and they all relate traffic safety to science and technology.

Do cars kill people, or is it poeple who do the killing? Both, say the physicians, epidemiologists, engineers and others who attended the 39th Annual Conference of the Association for the Advancement of Automotive Medicine (AAAM) held in Chicago. The guiding philosophy of the AAAM is that both vehicle construction and personal behaviour can be modified to reduce morbidity and mortality on the nation's roadways. Behavioural modification has proved to be the more difficult task.

This factsheet provides data and statistics around motor vehicle crashes and children. In 1996, there were almost 58 million children under 15 years old in the United States. This age group (0-14 years) made up 22 percent of the total U.S. resident population in 1996. Motor vehicle crashes are the leading cause of death for children of every age from 6 to 14 years old (based on 1993 figures, which are the latest mortality data currently available from the National Center for Health Statistics). In 1996, there were a total of 41,907 traffic fatalities in the United States. The 0-14 age group accounted for 7 percent (2,761) of those traffic fatalities. In addition, children under 15 years old accounted for 5 percent (1,811) of all vehicle occupant fatalities, 10 percent (358,000) of all the people injured in motor vehicle crashes, and 9 percent (305,000) of all the vehicle occupants injured in crashes. In the United States, an average of 8 children 0-14 years old were killed and 980 were injured every day in motor vehicle crashes during 1996. In the 0-14 year age group, males accounted for 58 percent of the fatalities and 48 percent of those injured in motor vehicle crashes during 1996.

This paper outlines some of the current patterns of accidents to child pedestrians, examines the accident risk associated with this group of road users, and looks at some of the reasons why such accidents are occurring. Potential solutions which could be used by policy makers to resolve such problems are discussed and the implications of these on the children, their families and other road users are considered.

Catalogue of resources available from Vic Roads for use in secondary schools

These simple story books and accompanying cassette are aimed at 4-6 year olds. They are well presented, humourous and the safety message is very subtle, but nevertheless obvious.

This report details the results of surveys of pedestrian crossings in New Zealand carried out by the Land Transport Safety Authority (LTSA) in May/June 1997. Interview surveys were conducted at a sample of 31 road controlling authorities (RCAs) to investigate standards, procedures and programmes used for installing pedestrian crossings. Field surveys were conducted at a sample of sites to obtain a 'snapshot' of the on-road situation relative to the standards, verify responses to the interview and to discuss problems or successes on-site with RCA staff. Results and recommendations are presented.

Interview surveys were conducted during 2002 to investigate procedures and policies for two safety areas – school crossing facilities and data collection. This report details the results of the surveys of school crossing facilities for 32 Road Controlling Authorities (RCAs). School crossing facilities have been defined as a measure introduced specifically to assist children crossing the road to and from school, as part of their normal school day. They include, but are not limited to: school traffic wardens, school patrols at school crossing points (kea crossings), school patrols at pedestrian crossings and ‘dedicated’ midblock traffic signal controlled crossings. Field surveys were conducted on a sample of 59 kea crossings to obtain a snapshot of the on-road situation relative to the standards, verify responses to the interview and to discuss problems or successes on site with RCA staff. Interview findings and field survey results are presented and the following recommendations are made: *"School Traffic Safety Team" manual should be updated bringing together all the techniques currently used to assist pupils travel to and from school. This document should include details concerning elements of the design and provision of school crossing facilities. *Encourage the inclusion of school crossing facilities within the Safety Management System processes being developed by RCAs. *RCAs should carry out a regular audit of facilities to: - assess the appropriateness of the school crossing facility in terms of current pedestrian and vehicle volumes and traffic conditions; and - ensure the crossing facilities meet regulatory requirements and are operating in an efficient and safe manner.

This brochure introduces Trafinz and sets out their purpose and objectives. Trafinz represents local authority views on road safety and traffic management in New Zealand. It exists to lobby the government, to influence decision making on road safety and traffic issues.

This guide serves as a commentary on some Walking Bus schemes in the U.K. Although they share some common features there are nevertheless a number of important differences and local variations. A Walking Bus is a scheme in which a group of children is accompanied by adults on their journey to/from school. Safety is of the utmost importance, each scheme deals with this issue in its own way. This guide is informative only and does not necessarily endorse the schemes described. Includes two schemes in Wales.

This is a resource form ACC which provides some guidelines for schools with regards to the training and supervision of staff in school health and safety concerns. Employees undertaking tasks where they have not been adequately trained can cause serious injuries or even death. > Inform and train all employees in health and safety issues in your workplace. > Make sure employees have specific knowledge about hazards they are exposed to at work. > Supervise employees (especially new and less skilled employees) to make sure they work safely. n.b. - there are four titles in this series How to manage hazards #6529 Emergencies and incident investigation #6530 Training and supervision #6531 Improving workplace safety and health #6532

A description of an innovative training programmme for injury prevention specialists developed by the Indian Health Service, and its applicability to other community-based settings.

Discusses approaches to workplace learning and training facilitation. The context of the article is occupational safety and health education, but the approaches are more widely applicable.

Two training methods were developed to teach young cyclists (8/9 years) how to behave in priority situations. one method was developed along the lines of the modelling principle. The other training method was based upon Anderson's Adaptive Control of Thought (ACT) theory which describes the development of cognitive skills by proceduralisation and composition of behaviour and knowledge elements into automatic behaviour sequences. ...There was no effect of either of the two training methods. It seemed that children apply informal rules rather than formal rules when dealing with other traffic. It is hypothesized that these informal rules should form the starting point for training activities, because formal rules do not fit into children's cognitive framework of schemes, and therefore cannot be stored and retrieved effectively.

The 'Rail Safety' messages in this unit are clear and simple, and will help students develop safety strategies to avoid serious injury. This resource can be adapted to suit class level.

As the popularity of trampolines has increased during the past 10 years, so has the number of injuries sustained using them. Whether there is an actual increase in the risk associated with the use of a trampoline for the same number of exposure hours is not known. The marked increase in emergency room visits related to trampoline injuries might reflect only the increased number of trampolines now available for recreational use or the creative manner in which they are being used. The complex factors related to trampolines, their use, and the possible injuries will be discussed. A liberal use of Internet references will be used because this is where much of the advertising and information available to the public regarding trampolines currently is disseminated.

This edition of Hazard reports on trampoline related injuries, with a particular focus on children. This article updates Hazard Edition 13 (1992) on trampoline related injury and provides an evidence base for an Australian safety Standard for trampolines.

A survey of 83 children treated for injuries resulting from the use of a trampoline. Most marked age ranges were 4-6 and 9-11 years. Recommendations are given to lessen the risk of injury.

In 12 months 114 people attended Dunedin Hospital's emergency service with injuries related to trampoline use, and 98 of those injured were under 15 years. The authors reaffirm the need for measures to reduce the impact of falls from trampolines and for trampolines to be never used as unsupervised "play equipment" in any setting.