The preface of this Standard states: "This Standard was prepared by Standards Australia Committee CS-100, Trampolines to supercede AS 4889 - 2003, Trampolines. This Standard incorporates Amendment No. 1 (February 2008) and Amendment No. 2 (July 2010) ... . In the preparation of this Standard cognizance was taken of ASTM F381-04, Standard Safety Specification for Components, Assembly, Use and Labelling of Consumer Trampolines, which was prepared by the American Society for Testing and Materials Committee F08, Sports Equipment and Facilities, Subcommittee F08.17, Trampolines." For more information see: http://infostore.saiglobal.com

This revision introduces requirements for enclosure systems, structural integrity, and entrapment and updates existing requirements for impact attenuation and UV degradation.

This media release explains that emergency room-treated injuries relating to popular lightweight scooters have increased 700% in the space of a few short months in the USA. Nearly 90% of injuries are to children under 15 years of age. CPSC recommends that riders wear proper protective gear, including a helmet and knee and elbow pads.

Specifies design, flammability performance and labelling requirements for four Categories of children’s nightwear garments, together with some daywear/underwear items that may be commonly used as nightwear (e.g. boxer shorts and size 00-2 knitted all-in-ones with pile or nap).;Supersedes AS/NZS 1249: 2003.

The standard specifies design requirements for child restraints that will help prevent injury to a child involved in a car crash.

This Standard specifies "... Specifies the photometric, colorimetric and physical property requirements for high-visibility materials for outdoor daytime use, or retroreflective materials for use at night or in other dark conditions to be used for the manufacture of or for incorporation into industrial safety garments designed to be worn in situations where the wearer needs to be highly visible. Immersible water safety materials such as those used on personal flotation devices are not included." See: http://www.standards.co.nz/web-shop/?action=viewSearchProduct&mod;=catalog&pid;=1906.4%3A2010%28AS%7CNZS%29&searchId;=1415281&searchOrderingIndex;=1&searchSessionId;=8B5B49B86DF9073A68E0A9837E1EFB41

The objective of this Standard is to provide regulatory authorities with essential safety requirements for cots used in day nurseries, hospitals and institutions, and to provide manufacturers with functional durability, stability and performance criteria to meet these safety requirements, in order to reduce the likelihood of deaths or injuries to children. Amendment No. 1 added.

The objective of this Standard is to provide regulatory authorities with essential safety requirements and to provide manufacturers with functional, durability, stability and performance criteria to meet these safety requirements, in order to reduce the likelihood of deaths or injuries to children. Superceded by AS/NZS 2172:2003 (incorporating Amendement No. 1). See record # 8849.

The objective of this Standard is to provide regulatory authorities with essential safety requirements and to provide manufacturers with functional, durability, stability and performance criteria to meet these safety requirements, in order to reduce the likelihood of deaths or injuries to children. Supercedes AS/NZS 2172:1995 Cots for household use - Safety requirements. This standard is a mandatory product standard in New Zealand under the Fair Trading Act (1986).

This Standard supersedes AS 3629.3/NZS 5466.3:1991. The test procedure has been changed to ensure that the directional force applied to anchorage fitting during the test is that which will be encountered in vehicles such as hatch-backs, where the anchorage fitting is not located in a rear parcel shelf. This Standard sets out the method for determining the dynamic performance of child restraint upper anchorage components. It will provide manufacturers and testing authorities with a method for determining the dynamic performance of critical upper anchorage components of a child restraint system.

Sets out the method for determining the force required to adjust a child restraint harness.

This standard provides "... regulatory authorities with safety requirements, and manufacturers with functional, durability, stability and performance criteria to meet these safety requirements, in order to reduce the likelihood of death or injuries to children." It includes sections on materials, construction, safety and performance requirements, information about the requirement that bunks are supplied with an information leaflet etc. There are also detailed appendices on 'fall-through' and entrapment, guard rails and strength of construction.

This Standard specifies "... high visibility safety garment requirements for use in high risk applications without reference to particular types or styles. This has been done so as to give the designer as much flexibility as possible in selecting a suitable garment design to meet differing needs as regards weather conditions, type of work and the like, and to be innovative in devising means of encouraging users to wear the garments properly." See: http://www.standards.co.nz/web-shop/?action=viewSearchProduct&mod;=catalog&pid;=4602.1%3A2011%28AS%7CNZS%29&searchId;=1415299&searchOrderingIndex;=2&searchSessionId;=8B5B49B86DF9073A68E0A9837E1EFB41

This Standard provides a specification for general safety, construction, and labelling requirements for toys.

Short article about asbestos found in three brands of crayons. the Ministry of Health commissioned testing in August 2015.

Topics included in this report cover socio-demographic status, lifestyle risk factors, chronic disease and use of health services.

Plunket's draft plan for developing services for New Zealand's Asian populations.

This report examines all unintentional deaths from non-drowning asphyxia amongst children aged under five years in Queensland and presentations to Queensland hospital Emergency Departments (EDs) by children under five years with asphyxia related injuries. In summary: -51 deaths were attributed to non-drowning asphyxia in children aged less than five in Queensland during 1994-2000. -Two thirds of these deaths involved infants aged under one year. - Sleep related deaths were the most frequent cause amongst infants. -Amongst toddlers 41% involved rope, cord or strap, 29% foreign body and 29% were sleep related. -192 children aged less than five presented to QISU hospital EDs with asphyxia related injuries. -Almost half of the children presenting were aged less than one year. -Food, coins and toys were the most frequently identified items involved in these presentations. -42% of the presentations resulted in hospital admission. -80% of the infant sleep related deaths were either co-sleeping or not sleeping in an appropriate infant sleeping container. Some useful prevention advice is also provided.

Aspiration of a foreign body is common in children and can cause upper airway obstruction, leading to significant morbidity or mortality. The authors report three cases of aspiration of a popular fruit-flavoured gel snack that led to cardiopulmonary arrest and death in 1 case and respiratory failure in 2 other cases. There is increasing concern about the safety of this gel snack and its risk of aspiration, even in older children. Pediatricians should advise parents and children about the dangers of eating this candy during their health maintenance visits.

The purpose of this study was to determine the extent to which child restraint system (CRS) misuse can be evaluated by parental survey. It concludes that interview tools can be developed that enable parents to describe aspects of CRS use and that screen for correct CRS use. These tools could be administered by telephone to obtain a more representative estimate of the prevalence of CRS misuse or to screen for CRS misuse. This screening would assist in targeting time consuming and costly CRS clinics to those parents who need them the most.

This is a PowerPoint presentation which focuses on : -Current problems associated with using biomechanical performance measures -Need for further work to enable use with confidence -Briefly review the history of crash test dummy development, particularly child dummies -Discuss issues regarding dummy design and predicting injury risk.

The objective of this study was to identify strengths and weaknesses in community based child passenger safety programs by developing a scoring instrument and conducting observations of child restraint use in three Native American communities. The three communities are autonomous Tribal reservations in the Pacific Northwest. Their per capita incomes and rates of unemployment are comparable. In each community, 100 children under 5 years old were observed for car seat use. A six item community assessment tool (100 points maximum) awarded points for such items as the type (primary or secondary) and enforcement of child restraint laws; availability of car seats from distribution programs; extent of educational programs; and access to data on vehicle injuries. Results demonstrated that for children from birth to 4 years, the car seat use rate ranged from 12%–21%. Rates for infants (71%–80%) far exceeded rates for 1–4 year old children (5%–14%). Community scores ranged from 0 to 31.5 points. There was no correlation between scores and observed car seat use. One reason was the total lack of enforcement of restraint laws. In conclusion, a community assessment tool can highlight weaknesses in child passenger efforts. Linking such a tool with an objective measure of impact can be applied to other injury problems, such as fire safety or domestic violence. The very process of creating and implementing a community assessment can enhance agency collaboration and publicize evidence based “best practices” for injury prevention. Further study is needed to address methodologic issues and to examine crash and medical data in relation to community child passenger safety scores.

BACKGROUND: As physical activity levels decrease as children age, sustainable and accessible forms of physical activity are needed from a young age. Transportation cycling is one such physical activity and has been associated with many benefits. The aims of the study were to identify whether manipulating micro-environmental factors (e.g. speed limits, evenness of cycle path) within a photographed street influences the perceived supportiveness for transportation cycling; and whether changing these micro-environmental factors has the same effect across different street settings. METHODS: We recruited 305 fifth and sixth grade children and their parents from twelve randomly selected primary schools in Flanders, Belgium. They completed a web-based questionnaire including 12 choice-based conjoint tasks, in which they had to choose between two possible routes depicted on manipulated photographs, which the child would cycle along. The routes differed in four attributes: general street setting (enclosed, half open, open), evenness of cycle path (very uneven, moderately uneven, even), speed limit (70 km/h, 50 km/h, 30 km/h) and degree of separation between a cycle path and motorised traffic (no separation, curb, hedge). Hierarchical Bayes analyses revealed the relative importance of each micro-environmental attribute across the three street settings. RESULTS: For each attribute, children and their parents chose routes that had the best alternative (i.e. open street setting, even cycle path, 30 km/h, a hedge separating the cycle path from motorised traffic). The evenness of the cycle path and lower speed limit had the largest effect for the children, while the degree of separation and lower speed limit had the largest effect for their parents. Interactions between micro-scale and macro-scale factors revealed differences in the magnitude but not direction of their effects on route choice. The results held across the different kinds of street settings tested. CONCLUSIONS: Improving micro-scale attributes may increase the supportiveness of a street for children's transportation cycling. We call for on-site research to test effects of changes in micro-environmental attributes on transportation cycling among children.

School transportation has been the subject of numerous federal and state policies since the early twentieth century-the Safe Routes to School program is the most recent example. However, few recent studies have thoroughly analyzed the risks and costs associated with different modes of transportation to school. Our descriptive study assessed the injury and fatality rates and related safety costs of different modes of school transportation using crash and exposure data from North Carolina, USA from 2005 to 2012. We found that riding with a teen driver is the most dangerous mode on a per trip basis with injury rates 20 times higher and fatality rates 90 times higher than school buses, which had the lowest injury rates. Non-motorized modes had per trip injury rates equivalent to school buses but per trip fatality rates were 15 times higher than for school buses. The economic costs of school travel-related injuries and fatalities for walking, biking, and teen drivers were substantially higher than other modes. This research has important policy implications because it quantified the risks of different school travel modes which allows policymakers to consider how safety investments can reduce risks. Decades of effort by schools, communities, and the government have made school buses a very safe mode and endeavored to reduce risks to teen drivers. This study highlighted the need for these same actors to reduce the risks of injury for walking and bicycling. As more improvements are made to infrastructure around schools, repeated studies of this type will allow practitioners to examine whether the improvements help mitigate the risks.

This study aimed to collect data by a phone survey of residents and through the acquisition of county hospital records. A focus group was used to identify key topics and relationships within these data for improving the phone survey questionnaire and its analysis. This focus group was successful, resulting in a significantly shorter and more topically focused survey questionnaire. Useful relationships between the data were revealed, e.g. the linkage between reading food labels and reading labels on containers containing potentially harmful substances. The conclusion is that focus groups and their preparatory planning can help reveal data interrelationships before larger surveys are undertaken. Even one successful focus group session can improve survey performance and reduce costs.

The concept of risk appears in a prominent way in the recently revised European Directive on General Product Safety (GPSD). Risk assessment is therefore an important tool for the success of the Directive; the question is how risk assessment should be carried out in a systematic manner in order to meet the aims of the Directive. In this paper, the references in the GPSD concerning the concept of risk are reviewed and compared with reported problems in European risk assessment. Existing guidelines for risk assessment are examined in order to determine what factors determine the consistency of the outcome. This leads to recommendations for a process that could be followed in order to make risk assessment successful in the context of the GPSD. On the basis of existing guidelines for risk assessment, criteria are formulated with which methods of risk assessment should comply. A stepwise process is proposed in order to develop a common method of risk assessment that can be applied in Europe to support the GPSD. The requirements for risk management in the new GPSD are rather abstract and lack specification, both for producers and for enforcement authorities. The Directive further refers to the need to develop non-binding guidelines in due course. Sources of different outcomes of the risk assessment process are outlined in this paper as well as possibilities to achieve a more consistent basis for decisions, more uniformity and transparency. These are essential conditions if one wishes to avoid both undue trade barriers and unsafe products on the market. A leading role for the European Commission seems necessary to make sure that the intentions of the GPSD are accomplished.

The overall aim of this project was to undertake research into swimming instruction so as to provide input into planning and instruction approaches for the 2001/2002 swimming season, and to meet longer term information needs about the curriculum, professional development and school property issues. The study addressed the following issues: (1) what level of swimming and water safety skills do students have at year 6, (2) what is the range of teachers' knowledge in relation to swimming instruction under the New Zealand curriculum, (3) what arrangements do schools have in place, to deliver the swimming component of the curriculum? This report summarises the key findings.

Paper compares different types of injury burden measures in common use and examines useful criteria for selecting between alternative measures

This paper discusses a government approach of individual responsibility for health and describes research that aims to assess the views of disadvantaged consumers on nutrition information and health promoter competence in health literacy practice. The authors argue that health promotion organisations can align themselves with government goals and aim to improve personal health literacy.

The Edmonton Board of Health's Health Promotion Division completed a workshop which explored strategies for expanding the definition of a "healthy community", including injury prevention. Health officials at all levels are redefining health as something which means much more than just the absence of illness, but as a positive concept, and are looking at ways to assess the health of communities based on this new and broader perspective. Looks at what could be community health indicators and how they can be developed. Workshop only a starting point.

This book is about the complex task of undertaking a needs assessment in the community. It has been written as a resource document and provides a practical guide for groups or individuals planning or conducting a study of a community, its people, changing needs and human services.

The child restraint designs used in Australia have been shown to provide exceptional protection to child occupants in severe crashes. Cases of serious injury are likely to involve misuse of the child restraint. Observational surveys of unoccupied child seats indicate that, in NSW, about one quarter of child restraints are incorrectly fitted to vehicle. The most prevalent problem with child seats is incorrect threading of the adult seat belt but in most cases this is a minor problem. Dynamic tests of child restraints using sleds are conducted for Australian Standard compliance and the Child Restraint Evaluation Program. Child restraints are now included in new vehicle crash tests conducted under the Australian New Car Assessment Program. Recommendations are given to enable further improvement of Australian child restraints.

Information about automobile versus pedestrian or bicyclist collisions differ according to the source of collision ascertainment. Hospital records and police reports focus on different characteristics of a collision, which reflects differences in case finding as well as information regarding risk factors. Pedestrians and bicyclists 0–14 years of age who were involved in a motor vehicle collision in the city of Long Beach, CA, between January 1, 1992 and June 30, 1995, were included in the study. Police reports and medical records were used to identify cases. Police reports were found for 1015 cases, and medical records identified 474 cases; 379 cases were common to both sources. A capture–recapture model was used to evaluate the degree of overlap between the two sources and to derive ‘‘ascertainment corrected’’ injury rates. The injury rate from combined sources was 333.5/100000 children per year, the pedestrian injury rate was 210.6/100000 children per year and the bicyclist injury rate was 122.9/100000 children per year. The ‘‘ascertainment corrected’’ injury rate overall was 381.3/100000 children per year, 233.0/100000 for pedestrians and 153.9/100000 children per year for bicyclists. Eighty percent of hospital-reported cases were captured in the police database, whereas only 37% of police-reported cases were captured by the hospital database. We found that hospital sources identified younger children, fewer bicyclists, more Asian and Hispanic children, and fewer African-American children when compared to police sources. For more comprehensive surveillance resulting in more accurate incidence rates and more complete information, it is better to use multiple sources of data.

This report documents the research undertaken for Austroads on bicycle lanes at roundabouts. An extensive literature review informed empirical data gathering. The literature review revealed strong evidence that bicycle lanes on the approach and within roundabouts are associated with negative safety outcomes. Limited and inconclusive research was found on high-speed, multi-lane roundabouts. The dominant cyclist injury crash type involved a motorist entering a roundabout failing to give way to a circulating cyclist. Cyclists could maximise their safety by tracking closer towards the inscribed island. Cyclist lateral tracking was observed at urban roundabouts, which showed that they commonly travelled close to the centre of the traffic lane. Where bicycle lanes were present in the circulating carriageway, they were rarely used by riders. When lane markings were changed at roundabouts to encourage lane sharing, this significantly shifted cyclist positions. It was concluded that the presence of bicycle lanes within the roundabout may serve to discourage lane sharing. High-speed, multi-lane roundabouts were not studied due to the unacceptable risk the researchers would have been exposed to. Motorist approach speeds across a range of single lane and multi-lane roundabouts were measured and found to be surprisingly similar. Within 20 m of the holding line, horizontal and vertical deflection, or limited visibility to the right could be used to reduce vehicle speeds to an equitable speed of desirably 25 km/h (maximum 30 km/h); this would provide greater time for motorists to scan for conflicting movements (including cyclists) and to reduce the severity of any crash that may occur. This additional time would be likely to reduce the most frequent conflict between motorists and cyclists. A key conclusion from the research is that new or modified roundabouts would ideally either have equitable speeds, or provide for cyclists so that they don’t have to enter the circulating carriageway. The tangential roundabout design philosophy of English-speaking countries maximises capacity, whilst the radial design philosophy of continental European countries maximises safety of all users. Other useful geometric elements are vertical deflection, horizontal deflection, and tighter approach radii. Strong evidence was found that lane markings that encourage cyclists to “claim the lane” (for example sharrows) can be effective and are recommended where speeds are equitable. Cycle lanes on the approach should terminate some distance behind the holding line where speeds are low. Where equitable speeds are achieved, approach lanes should not exceed 3.0 m in width so that drivers do not attempt to enter the roundabout alongside cyclists. Where equitable speeds are unachievable, consideration should be given to physical separation on the approach and departure. The report authors cannot provide conclusive guidance on circulatory cycle lanes due to a lack of data and more research is required. All the evidence is pointing towards speed being the major road safety issue at roundabouts. If the underlying fundamental problem is addressed, then the question that this research is supposed to answer (will bicycle lanes at roundabouts improve safety?) will become secondary. Our research shows conclusively that cyclists maximise their safety when they occupy a lane, and this is most easily achieved when speeds are equitable.

This report summarises a study into the safety of mountain bikes, also known as All Terrain Bikes (ATBs). The research aims were to establish whether there is a need for concern about the safety of ATBs and to assess the extent to which their design, marketing or use may be contributing to accidents. The study included: - an examination of the bicycle and ATB market and of the feasibility of producing a classification of ATBs to guide policy decisions - surveys of ATB ownership and of the cycling practices and attitudes to safety amongst cyclists, especially those riding ATBs - an analysis of accidents involving ATBs - and a technical evaluation of the safety and performance of a selection of bicycles sold as ATBs or mountain bikes. A summary of findings is provided.

Children are at high risk for tractor-related injury. The North American Guidelines for Children's Agricultural Tasks (NAGCAT) provide recommendations for the assignment of tractor work. This analysis describes tractor-related jobs assigned to farm children and compares them to NAGCAT. A descriptive analysis was conducted of baseline data collected by telephone interview during a randomized, controlled trial. Results showed that the study population consisted of 1,138 children who worked on 498 North American farms. A total of 2,389 farm jobs were reported and 456 (19.1%) involved operation of farm tractors. Leading types of tractor jobs were identified. Modest, yet important, percentages of children were assigned tractor work before the minimum ages recommended by NAGCAT. In conclusion, children on farms are involved in tractor work at a young age and some are involved in jobs that they are unlikely to have the developmental abilities to perform. NAGCAT is a new parental resource that can be applied to these work situations.

Objectives: To determine the association between bicycle helmet legislation and bicycle safety education and the use of bicycle helmets by children under age 16 years. Conclusions: there was a dramatic association between reports of increased helmet use and bicycle helmet legislation plus educationl the assocaition was stronger than that found with legislation only.

The authors used an epidemiologic method to study whether using a cellular phone while driving increases the risk of a motor vehicle collision. 699 drivers were studied. These drivers had mobile phones and were involved in motor vehicle collisions resulting in substantial damage but no personal injury. Each person's mobile telephone calls on the day of the collision and during the previous week were analysed through the use of detailed billing records. Results showed that the risk of a collision when using a mobile phone was four times higher than the risk when a mobile phone was not being used. This relative risk was similar for drivers who differed in personal characteristics such as age and driving experience. In conclusion, the use of mobile phones in motor vehicles is associated with a quadrupling of the risk of a collision during the period of the call.

BACKGROUND: Maternal depression is common and associated with several child health outcomes. The impact on childhood injuries is underexplored, with existing studies relying on maternal reporting of injury occurrences. Using population healthcare databases from England, we assessed the association between maternal depression and/or anxiety episodes and rates of child poisonings, fractures, burns and serious injuries. METHODS: We conducted a prospective cohort study of 207 048 mother-child pairs with linked primary care and hospitalisation data from the Clinical Practice Research Datalink and Hospital Episode Statistics, 1998-2013. Episodes of maternal depression and/or anxiety were identified using diagnoses, prescriptions and hospitalisations, with the child's follow-up time divided into exposed and unexposed periods. Adjusted IRRs (aIRR) for child injury during maternal mental health episodes were estimated using Poisson regression. RESULTS: 54 702 children (26.4%) were exposed to maternal depression and/or anxiety when aged 0-4 years. During follow-up, 2614 poisonings, 6088 fractures and 4201 burns occurred. Child poisoning rates increased during episodes of maternal depression (aIRR 1.52, 95% CI 1.31 to 1.76), depression with anxiety (2.30, 1.93 to 2.75) and anxiety alone (1.63, 1.09 to 2.43). Similarly, rates of burns (1.53, 1.29 to 1.81) and fractures (1.24, 1.06 to 1.44) were greatest during depression with anxiety episodes. There was no association between maternal depression and/or anxiety and serious child injuries. CONCLUSIONS: Maternal depression and/or anxiety episodes were associated with increased rates of child poisonings, fractures and burns. While mechanisms are unclear, prompt identification and treatment of maternal depression and/or anxiety and provision of safety advice (eg, safe medication storage) may reduce child injury risk.

OBJECTIVES: To investigate relations of walking, bicycling and vehicle time to neighborhood walkability and total physical activity in youth. METHODS: Participants (N=690) were from 380 census block groups of high/low walkability and income in two US regions. Home neighborhood residential density, intersection density, retail density, entertainment density and walkability were derived using GIS. Minutes/day of walking, bicycling and vehicle time were derived from processing algorithms applied to GPS. Accelerometers estimated total daily moderate-to-vigorous physical activity (MVPA). Models were adjusted for nesting of days (N=2987) within participants within block groups. RESULTS: Walking occurred on 33%, active travel on 43%, and vehicle time on 91% of the days observed. Intersection density and neighborhood walkability were positively related to walking and bicycling and negatively related to vehicle time. Residential density was positively related to walking. CONCLUSIONS: Increasing walking in youth could be effective in increasing total physical activity. Built environment findings suggest potential for increasing walking in youth through improving neighborhood walkability.

This paper describes how risk taking is common among adolescents and often leads to injury. Supportive social climates do protect adolescents from engaging in these behaviours, and also reduces the occurrence of some forms of injury. However, once they choose to engage in risk taking, a supportive environment may not protect adolescents from injury.

Side air bags (SABs) have been introduced in an attempt to reduce the risk of injury in near-side-impact motor vehicle collisions (MVCs). The impact of SABs on MVC-related mortality and morbidity has yet to be evaluated with a large population-based study. The objective of this study was to assess the effectiveness of SABs in reducing the risk of injury or death in near-side-impact MVCs. A retrospective study investigated outboard front seat occupants involved in police-reported, near-side-impact MVCs using data from the General Estimates System (1997–2000). The risk of MVC-related nonfatal and fatal injury for occupants of vehicles with and without SABs was compared. Results showed that front seat occupants of vehicles with SABs had a risk of injury similar to that of occupants of vehicles without SABs. Adjustment for the potentially confounding effects of age, gender, seat belt use, seating position, damage severity and location, and vehicle body type did not meaningfully affect the association. In conclusion, there is no association between the availability of SABs and overall injury risk in near-side-impact MVCs. Future research is necessary to determine the effectiveness of SABs in preventing the injuries for which they were specifically designed.

The objective of this study was to assess the relationship between the implementation of a SAFE KIDS Coalition and pediatric unintentional injury rates. The setting was Shelby County, Tennessee. The study design was a retrospective observational analysis. Patients consisted of County residents nine years of age or younger presenting to the children’s medical center, its emergency department, or its outpatient clinics from 1990–97. The intervention was the implementation of a SAFE KIDS Coalition. The main outcome measures were rates of unintentional injuries targeted by the SAFE KIDS Coalition that resulted in hospitalization or in death. Rates of motor vehicle occupant injuries that resulted in hospitalization or in death. Rates of non-targeted unintentional injuries, namely injuries secondary to animals and by exposure to toxic plants. Rates of severe injuries (defined as those targeted injuries that required hospitalization or resulted in death), and specifically, severe motor vehicle occupant injuries were compared before and after the inception of the coalition using Poisson regression analysis. Results showed that the relative risk of targeted severe injury rates decreased after implementation of the coalition even after controlling for changes in hospital admission rates. Specifically, severe motor vehicle occupant injury rates decreased 30% after initiation of the coalition. In conclusion, the implementation of a SAFE KIDS Coalition was associated with a decrease in severe targeted injuries, most notably, severe motor vehicle occupant injuries. Although causality cannot be determined, these data suggest that the presence of a coalition may be associated with decreased severe unintentional injury rates.

Although the home is a major setting for injury morbidity and mortality, there are few proven effective interventions for reducing home injury risk. To inform future research or interventions, this study measures associations between home injury hazards and home injury from a sample of New Zealand households. Logistic regression was used to assess the association between injury hazards identified by a building inspection and injuries requiring medical or associated services that occurred to household members prior to the inspection. There was an estimated increase of 22% in the odds of injury occurrence associated with each additional injury hazard found in the home (with 95% CI: 6-41%). This research suggests that addressing injury hazards in the home may be effective in reducing home injury. There are a number of potentially confounding factors that may affect relationships found between the existence of home hazards and injury occurrence. These need to be taken into account when future evaluations are planned.