This joint WHO/World Bank report on road traffic injury prevention is an important part of the response to the world’s road safety crisis. It is directed at international, regional and national policy-makers, international agencies and key professionals in public health, transport, engineering, education and other sectors, and aims to stimulate action for road safety. It sets out universal principles rather than a “blue print” for worldwide application, recognizing fully the need to identify local needs and the adaptation of “best practices” accordingly. Aims of the report: The central theme of this report is the burden of road traffic injuries and the urgent need for governments and other key players to increase and sustain action to prevent road traffic injury. The report’s goals are: - to raise awareness about the magnitude, risk factors and impacts of road traffic collisions globally; - to draw attention to the preventability of the problem and present known intervention strategies; - to call for a coordinated approach across a range of sectors to address the problem. The specific objectives of the report are: - to describe the burden, intensity, pattern and impacts of road traffic injuries at global, regional and national levels; - to examine the key determinants and risk factors; - to discuss interventions and strategies that can be employed to address the problem; - to make recommendations for action at local, national and international levels. The report elaborates on these objectives in five core chapters. Available at: http://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/en/index.html

The World report on road traffic injury prevention is the first major report being jointly issued by the World Health Organization (WHO) and the World Bank on this subject. It underscores their concern that unsafe road traffic systems are seriously harming global public health and development. It contends that the level of road traffic injury is unacceptable and that it is largely avoidable. The report has three aims.; To create greater levels of awareness, commitment and informed decision-making at all levels- government, industry, international agencies and non-governmental organizations- so that strategies scientifically proven to be effective in preventing road injuries can be implemented. Any effective response to the global challenge of reducing road traffic casualties will require all these levels to mobilize great effort.; To contribute to a change in thinking about the nature of the problem of road traffic injuries and what constitutes successful prevention. The perception that road traffic injury is the price to be paid for achieving mobility and economic development needs to be replaced by a more holistic idea that emphasizes prevention through action at all levels of the road traffic system.; To help strengthen institutions and to create effective partnerships to deliver safer road traffic systems. Such partnerships should exist horizontally between different sectors of government and vertically between different levels of government, as well as between governments and non-governmental organizations. At the government level, this means establishing close collaboration between sectors, including public health, transport, finance, law enforcement and other sectors concerned. This summary of the 'World report on road traffic injury prevention' is primarily intended for people responsible for road safety policies and programmes at the national level and those most closely in touch with road safety problems and needs at the local level. The views expressed and the conclusions drawn are taken from the main report and the many studies to which that report refers. Also see rec #s 7507, 7480, 7474 and 7975. Available at: http://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/en/index.html

This is a print-out of a PowerPoint presentation which details the main messages and recommendations to come from this report - also see rec #s 7474, 7480, 7562 and 7975. Available at: http://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/en/index.html

The World report on road traffic injury prevention, the first report on the subject developed jointly by WHO and the World Bank, presents the current knowledge about road traffic injuries and what can be done to address the problem. This WHO factsheet lists and details the main messages from this report which are as follows; 1) Road traffic injuries are a huge public health and development problem, 2) The majority of road traffic injuries affect people in low-income and middle-income countries, especially young males and vulnerable road users, 3) Without appropriate action, the problem will only worsen, 4) The costs of road traffic injuries are enormous, 5) Road traffic crashes can be prevented, 6) Role of the public health sector, 7) Road safety should be addressed using a ‘systems approach’, and 8) Road safety is a multisectoral responsibility. Also see rec #s 7474, 7507, 7562 and 7975. Available at: http://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/en/index.html

The World report on road traffic injury prevention provides recommendations on how to improve road safety. These recommendations should be considered as flexible guidelines for adaptation to local circumstances, and should be applied across a wide range of sectors and disciplines. These are the recommendations with accompanying text for each; 1) Identify a lead agency in government to guide the national road traffic safety effort, 2) Assess the problem, policies, institutional settings and capacity relating to road traffic injury, 3) Prepare a national road safety strategy and plan of action, 4) Allocate financial and human resources to address the problem, 5) Implement specific actions to prevent road traffic crashes, minimize injuries and their consequences and evaluate the impact of these actions, and 6) Support the development of national capacity and international cooperation. Also see rec #s 7480, 7507, 7562 and 7975. Available at: http://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/en/index.html

This article compares the mortality data for injuries in children aged 0-14 years in the World Health Organization WHO European region as estimated by the WHO Global Health Estimates for 2000 and 2015. While the region has seen a decline in child mortality due to injuries over the years, inequality persists between the low- and middle-income countries and high-income countries in the region. The gap in child mortality due to unintentional injuries has widened over the years between these two socioeconomic regions, particularly in terms of road injuries. In contrast, mortality rate ratios due to intentional injuries have narrowed between 2000 and 2015. The low- and middle-income countries need to scale up their efforts in injury prevention by adopting stricter regulations and higher safety practices to narrow the East-West gap in unintentional injuries.

CAN is New Zealand's national network of cycle advocates. They lobby government and local authorities on behalf of cyclists, for a better cycling environment. This pamphlet briefly introduces their organisation and provides membership information.

National safe Kids week 2003 focuses on the spectrum of unintentional injuries, the progress made to date in reducing the childhood death rate, and challenges that remain. This resource folder provides information for coalitions who may be planning an event for the week. Ideas and suggested activities are provided, as well as a media plan with timelines.

This article questions the value of wrist guards as a means of preventing injuries. A study showed that children still presented with fractures while wearing wrist guards and more research is needed.

In 1999, a study was done examining the injury risk and pattern in rst time snowboarders versus rst time skiers. Although these rates were similar, snowboarders sustained a higher percentage of injuries to the upper extremity, particularly wrist sprains and fractures. As an extension of this previous study, the protective value during snowboarding of an off-the-shelf wrist guard originally designed for inline skating was tested. Two thousand three hundred fty- ve rst time snowboarders were evaluated at one northeastern ski resort. Five hundred fty-one snowboarders wore wrist guards and a control group of more than 1800 snowboarders did not wear wrist guards. Forty wrist injuries were sustained in the control group (2.2%), compared with no injuries (0%) in the snowboarders who wore wrist guards. Importantly, there was no increase in more proximal or distal upper extremity injuries in the group of snowboarders who wore wrist guards.

ACC will supply wristguards to snowboarders, as part of an ongoing programme to reduce injuries. This article explains the development and implementation of the programme during Winter 2000 and discusses the programme for 2001.

The aim of the survey was to examine teachers' awareness, attitudes, needs and wants with regard to road safety education programs and resources. The envisaged final outcome was a new Year 1-3 road safety resource package to form part of the intended new Primary School Road Safety program.

This booklets outlines the Yes programme developed by the NZ Police Youth Education Service and implemented in schools in partnership with teachers. It covers 4 themes; crime prevention and social responsibility, drug abuse resistance education, school road safety education and violence prevention.

Use of all-terrain vehicles (ATVs) has become a popular recreational activity for all ages, yet children suffer a markedly higher proportion of ATV-related injuries and deaths compared with the adult population. Evidence needs to be developed to direct policy to eliminate unnecessary injuries in this population. A review of children younger than 16 years old admitted to a tertiary pediatric trauma center with ATV-related injuries over 12.5 years was conducted. Data included demographics, mechanisms of injury, use of helmets, and outcomes. Results showed that of 92 patients, 79% were male, the mean age was 12.1 years, 16% were under 10 years old, and 10% had attention deficit hyperactivity disorder (general population prevalence, 1–4%). Flipping/rolling was the most common mechanism of injury (32%) and was associated with sustaining chest and abdominal injuries and an increased Injury Severity Score (ISS). Only 4 of 20 patients with head/facial injuries were using helmets compared with 37 of 40. Forty-five patients had more than one body system injured. The mean ISS was 7.0 (range, 1–35), and high scores were associated with sustaining head and/or truncal injuries. Fourteen percent of cases had an ISS greater than or equal to 12 and two patients died. The median length of stay was 3 days; 12% were admitted over 2 weeks. In conclusion, children continue to sustain a large proportion of preventable and unnecessary injuries caused by ATVs. Although use of protective devices (i.e., helmets) diminishes the extent of injuries, children’s smaller size relative to these large machines may contribute to flipping, rolling, and loss of control. Increased risk-taking by those with attention deficit hyperactivity disorder may also play a role. Efforts are needed to lobby for policies to limit the promotion and restrict the use of ATVs by children.

This item is a pamphlet for the promotion of the International Society for Child and Adolescent Injury Prevention (ISCAIP). It introduces the organisation and includes information on : goals, membership benefits, governance/ board, contact details and a membership application form.

This "Home and School Book" is designed to complement the Ministry of Transport's "Safe Walking" and "Safe Cycling" programmes into Schools. It is not designed to take the place of any facet of these specifically designed training courses for children but to encourage and support discussion to take place in the home and at school by a) encompassing the many areas of road safety that relate to our children and b) promote an ongoing awareness of the importance of road safety reinforcement from an early age.

Board game for children giving electrical safety messages.

A systematic, organized approach that moves through ten discrete steps of program development will result in the most comprehensive and effective program to address an injury problem. This book discusses the ten steps and gives a comprehensive understanding of injury programme development , implementation and evaluation.

Whole issue of newsletter devoted to various aspects of poisoning including a short report on research project carried out by Southern Health CHE.

This fold-out presentation aid lists ten important points, with useful factual examples, which highlight the dangers involved in speeding for motorists, passengers, cyclists and pedestrians.

A3 poster and pamphlet: aimed at young adults. Illustrates fire safety. Hazards - household rubbish, alcohol, cooking, electric blankets, overloaded power points, smoking.

During 1990 a small qualitative action research project was undertaken to explore parents' and children's perspectives on child safety. Direct work with children aged three to six and their parents was carried out in four locations in England, Scotland and Northern Ireland. A total of 196 children and 112 parents took part. The implications of the findings for the work of professionals is discussed in detail and recommendations are made in relation to: safety education in school and pre-school provision; practical support for parents; safety advice for health visitors; improving post accident support; group work to support parents; training for health visitors; local campaign work.;A set of 5 posters listing some of the main findings of the research was produced as well.

This pamphlet outlines a Finnish campaign on accident prevention at home launced in 1993. The aim of the campaign was to help people identify potential risk areas in their homes and take measure to eliminiate or reduce the risks. Part of the campaign was a National Accident Prevention Day held in 1995. All parties interested in accident prevention were involved with local events arranged across Finland. It proved very successful and will become an annual event.

The DLE-sized pamphlet features a picture of a child in (an obviously too big) adult shirt to reinforce the message: 'You wouldn't dress kids in adult sized clothes - so why put them in adult sized seatbelts?' On the reverse side it has information about injuries to incorrectly restrained children and advice to use the right kind of restraint and other more general child passenger safety tips.

A photocopy of the title page of a paper presented at the Home Safety Conference organised by the Roayl Australasian College of Surgeons, Melbourne, September 16, 1985. Original held in ACC Library available for borrowing if required.

This article is the second in a series of "classic" reprinted in this journal and is an important reference for child pedestrian injury. It reviews a study completed in Sweden during the 1960 which endeavoured to find out just what can be regarded as "normal" behaviour for children of different ages and how this effects their ability to deal with traffic situations. It was discovered that children's physical limitations, such as lack of peripheral vision, inability to tell the direction of sound, and lack of understanding of road signs and traffic terminology put them at considerable disadvantage in the traffic environment.

Three studies were performed to evaluate the fence climbing abilities of children who are in the high risk age group for drowning in residential pools. Results showed that the common chain link fence is easy to climb even by two year olds. Other fence types offered more effective barriers, especially for younger children.

Young drivers remain overrepresented in road crashes around the world, with road injury the leading cause of death among adolescents. In addition, the majority of road traffic crashes, fatalities and injuries occur in low- and middle-income countries. All young drivers are at risk due to a breadth of age- and inexperience-related factors; however it is well recognised that young drivers may also intentionally engage in risky driving behaviours which increase their crash risk. The aim of this paper is to examine the self-reported risky driving behaviour of young drivers in Australia, New Zealand (high-income countries), and Colombia (middle-income country), and to explore the utility of a crash risk assessment model in these three countries. Young drivers aged 16-25 years completed the Behaviour of Young Novice Drivers Scale (BYNDS), in addition to self-reporting crash involvement and driving offences. A hierarchical segmentation analysis via decision trees was used to study the relationship between self-reported crashes and risky driving. Young drivers in Colombia reported more risky driving than young drivers in New Zealand, and considerably more risky driving than young drivers in Australia. Significant differences among and across countries in individual BYNDS items were found, and 23.5% of all participants reported they had been involved in a road crash. Handheld mobile phone usage was the strongest predictor of crashes, followed by driving after drinking alcohol, and carrying friends as passengers. Country of origin predicted mobile phone usage, with New Zealand and Colombia grouped in the same decision tree branch which implies no significant differences in the behaviour between these countries. Despite cultural differences in licensing programs and enforcement, young drivers reported engaging in a similar breadth of risky behaviours. Road crashes were explained by mobile phone usage, drink driving and driving with passengers, suggesting interventions should target these three risk factors. Whilst New Zealand and Australia have implemented graduated driver licensing programs, are geographical neighbours, and are high-income countries, the finding that behaviours of young drivers in New Zealand and Colombia were more similar than those of young drivers in New Zealand and Australia merits further investigation.

This fact sheet addresses NZ road crashes for 15-24 yr olds. It provides road user deaths and admissison statistics, international comparisons, young drivers' opinions and behaviours and potential injury prevention interventions.

Past research in safety belt use has primarily focused on describing the relationship between drivers’ demographic characteristics and safety belt use. This study compared the impact of situational factors (the direction of collision, the type of road, and the presence of an airbag system), demographic factors, and constructs (criteria) elicited from subjects regarding safety belt use. Based on the results obtained, a conceptual model was developed. The model indicated that drivers’ decision-making process when judging the level of accident risk and usefulness of safety belts differs from those that determine actual behavior. Perceived risk was related to road type, perceived consequences of an accident, perceived usefulness of safety belts, self responsibility, the time available for the driver to warn the other driver, dangerous behavior, and gender. These variables showed that people were able to rationally judge the risk. Despite the fact that people judge behavior in what appeared to be a rational manner, risk perception was not a good predictor of belt use. Belt use was mainly influenced by individual factors such as gender, grade point average (GPA), and age. Other factors impacting safety belt use included the perceived frequency of an accident and the S.D. of perceived usefulness of safety belts.

This study of young drivers' responses to different message types seeking to in uence driver behaviors found no differences between attitude-directed, behavior-directed, or attitude-and-behavior-directed messages in reducing reported speeding or drink-driving behavior intentions. Participants were more likely to report that they would reduce speeding than to reduce drink-driving after viewing anti-speeding and antidrink-driving messages respectively. Enforcement theme messages were most likely to produce reductions in reported speeding behavior.

The per-mile accident rate of 16-year-old novices is approximately 10 times that of adults, a difference that has been attributed to the immaturity of youth and the errors of inexperience. Research separating the two influences shows that, over the first few years, the effects of experience greatly exceed those of age, with reductions of approximately two-thirds in the first 500 miles of driving. A study was undertaken to identify the behavioral antecedents of young driver accidents, including any subset of antecedents that could account for the inordinately high initial accident rate. Narrative descriptions of more than 2000 accidents involving 16–19-year-old drivers in two states were analyzed for behavioral contributors. The great majority of non-fatal accidents resulted from errors in attention, visual search, speed relative to conditions, hazard recognition, and emergency maneuvers, with high speeds and patently risky behavior accounting for but a small minority. Differences in the types of errors by first year novices and more experienced youth were relatively few in number and small in magnitude, indicating that the benefits of experience apply rather generally across all aspects of driving.

This is a chapter from a recently published book "Human factors for highway engineers". "Countermeasures should be and are in fact developed constantly along all three lines: education, enforcement and engineering. What they have in common is that, whatever the type, successful development of a countermeasure depends largely on good analyses of the problems to be tackled and on evaluation of how people react to changes in the 'person-vehicle-road-environment' system. Methodologically sound evaluations and good cost-benefit analyses of the three types of countermeasures are essential. This chapter deals mainly with problem analyses, i.e., analyses of children's accidents, behaviour and abilities in particular traffic and road environments, and offers only a few examples of solutions. It is hoped hat after reading this chapter, the engineer will be better equipped to design and evaluate countermeasures as a result of more insight into the young road user problem."

A factsheet that highlights some key points around young people in New Zealand and their use of alcohol. New Zealand and overseas trends in data are provided as well as some other risk taking behaviour commonly associated with drinking alcohol.

"Committee meetings are a very common method for adults to participate in environmental policy-making and when young people's participation is desired, a committee is often opened up, or formed, for youth participation. This article compares two of the committees in which young people participate at Waitakere City Council and identifies both institutional and attitudinal factors which shape young people's effectiveness in committee settings. The two case studies contrast young people's participation in a youth committee to their participation as minority representatives on an adult-dominated committee. The Youth Council is a committee of high school students, with a few adults in supporting roles. Keep Waitakere Beautiful is an adult committee which includes two young representatives form the Youth Council."

The Commission warns that young people under the age of 16 should never operate an adult-size ATV (over 90cc engine size). To help adult riders avoid injuries and deaths with ATVs, the Commission also recommends: - Take a hands-on training course offered by certified instructors. - Always wear a helmet and other protective equipment. - Do not carry passengers. - Do not ride on paved roads or use alcohol.

This is the draft format of a programme which is being trialed at 2 Primary Schools on Hamilton. There is a teacher's resource document and an excercise booklet for children for both Junior Primary and Middle - Primary levels, and a set of posters for classroom use.

Walking, bicycling, and all other alternative-to-driving modes of transportation used by teenagers promote physical activity, which is important for creating a healthy and sustainable community. On the other hand, most younger U.S. teens are being driven by their parents to and from school and other activities, which gives them fewer opportunities for physical activities. This research investigates factors affecting the mode choice of younger teens. The focus of the study is to analyze the effect parents' views of the safety and traffic conditions along school routes have on younger teens' mode choice. The study uses the 2009 U.S. National Household Travel Survey (NHTS; USDOT, 2009). Younger teens in this study are defined as the age group from 12 to 16 years old, which is a nondriving, active age group. The results of the study show that there is a strong correlation between parental attitude and younger teens' mode choice. Factors that affect parents' decisions to drive their teens to and from school include distance between home and school, traffic congestion, and crime along school routes.

Article gives brief outline of developmental stage of 12 month baby and describes suitable toys for this age group with safety information.

This article outlines the dangers of flammable fabrics for children's night clothes and also at the materials used in furniture that burns rapidly, gives off dense smoke and poisonous gases when alight.

Did you know that more American children die in the home each year as a result of preventable injuries than from all childhood diseases combined? Use this safety checklist to help make your home safe for the smallest and most vulnerable members of your family. Be sure you know the phone numbers of your family physician, your local hospital, and your poison control center. Post them by your telephone, so they’ll be handy in the event of an accident. This is a checklist with items entered under the following categories; (1) household dangers, (2) nursery equipment, (3) toys, toy chests, and labeling, and (4) playing in the backyard.