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• Bicycle helmet use has increased in Denmark without helmet legislation. • An observational study has monitored helmet use in Denmark since 2004. • From 2004 to 2022, helmet use among all cyclists has increased from 6% to 50% • From 2004 to 2022, helmet use among school children rose from 33% to 79% • Non-legislative means and social processes could have been important factors. Introduction : Using a bicycle helmet reduces the risk of serious head injuries among cyclists substantially. This makes it highly relevant to increase the use of helmets and to measure the prevalence of bicycle helmet use over time and across different groups. Method: Since 2004, the use of bicycle helmets in Denmark has been measured observationally in two nationwide time series: one among cyclists in city traffic across all age groups, and one among cycling school children (aged 6–16) around schools. The observations have been conducted on a regular basis in different parts of the country following the same methodology over the years. Results: Bicycle helmet use among cyclists in city traffic in Denmark has increased from 6% in 2004 to 50% in 2022. Among cycling school children, helmet use has increased from 33% in 2004 to 79% in 2022. Throughout the years, helmet wearing rates have been highest among young children and lowest among young adults. Since 2015, female cyclists in city traffic have had a slightly higher helmet use than male cyclists. Discussion : Several factors might have affected bicycle helmet use in Denmark. One possible factor is a nationwide focus on traffic safety education and behavior change campaigns to encourage helmet wearing. Furthermore, among stakeholders on cycling safety there has been consensus on recommending bicycle helmet use and supporting the promotion of helmets while not recommending or promoting helmet legislation. Finally, more safety-oriented behavior in road traffic in general, and self-reinforcing effects of increased helmet use have plausibly been important factors. Practical Applications : Increasing bicycle helmet use in a country where cycling is popular is possible in the absence of mandatory bicycle helmet legislation. Persistent behavior change campaigning and education, stakeholder consensus, higher levels of road safety-oriented behaviors, and self-reinforcing processes could potentially be important factors. [ABSTRACT FROM AUTHOR]

Background: Road traffic injuries occurred more than 1.25 million lives each year and have a huge impact on health. According to World Health Organization, in the South East Asian region India is one of the accounted for 73 percent of these Road traffic accidents. Traffic signs and regulations is most essential part for all person. Any person who takes a driving license and deserve to drive a vehicle should have proper knowledge of traffic signs and regulations. If the signs and regulations of traffic are imitating correctly, the becoming accident are very much reduced. Road traffic injuries are currently estimated to be the eight-leading cause of death across all age groups globally, and are predicted to become the seventh leading cause of death by 2030.So, there is a strong need for giving this safety education regarding road traffic signs and regulations. Aims: The current study is aimed to assess the effectiveness of safety education on knowledge, attitude and practice towards road traffic signs and regulations among those who are studying in college. The researcher wants to scrutinize the positivity through the research result to reduce the road traffic accidents. Objective: To assess the pre-test and post-test knowledge, attitude and practice towards road traffic signs and regulations among college students. To compare the pre-test and post-test knowledge, attitude and practice. To find out the association between the knowledge, attitude and practice towards road traffic signs and regulations with their selected demographic variables. Methodology: Design and Setting Quasi Experimental research design was used and Probability (simple random) sampling method was used to drawn samples. Then after tool validation from various subject experts, all questions were given to the students and inform consent form also has been conducted for data collection from the samples. Prior to data collection written setting permission obtain from Principals of various college, for the data collection researcher were selected colleges at Nadiad city. The total sample size was 100 students. The tool consists of following Section A: Socio-demographic variables. Section B: Knowledge questionnaire related to road traffic signs and regulations. Section C: Likert's attitude scale related to road traffic signs and regulations Section D: Practice checklist related to road traffic signs and regulations. Statistical Analysis: used Inferential and Descriptive statistics applied where, data were analyzed by using SPSS software, and Frequency, percentage, tables etc. were used to represent the statistical data in the tables and graph and figure. Paired -t test was used for assess the significant difference between the pre-test and post-test. Chi-square test was used to assess the significant association between the demographic and level of knowledge, attitude and practice towards road traffic signs and regulation among college students. Results: Data reveals that majoritystudents, 41 (41 %) of college students belongs to 18-20 years age group, 33 (33%) belong to 21-23 Years, 26 (26%) belong to 24-26 Years. The most of the samples belongs to the Hindu community 60(60%). The pretest knowledge score of samples was majority 98(98%) in inadequate, 02 (02%) sample had moderate knowledge score. In attitude score, 31(31%) samples had moderate attitude, 64(64%) had favorable attitudeand05(05%) had unfavorable attitude. In the practice score of samples, 48(48%) had average practice, 52(52%) had good practice. After administration of safety education towards road traffic signs and regulations the posttest knowledge score was majority 42(42%) had adequate knowledge, 56 (56%) sample had moderate knowledge. In the attitude score of samples was majority samples had favorable attitude 75(75%), 20(20%) had moderate attitude and in the practice score of samples was most of the samples had good score 80(80 %)and 20(20%) had average practice score. Conclusion: This study reveals that 98(98%) had inadequate knowledge regarding road traffic signs and regulations. After administration of safety education, 42(42%) had gain adequate knowledge regarding road traffic rules. So, this study is very effective tool for increasing knowledge attitude and practice on traffic sign and regulation and reduce the road traffic accidents. Government should also start to give the safety education to the college students for the reduce the chances of road traffic accidents. [ABSTRACT FROM AUTHOR]

• Reviewed 13 studies on road users' engagement in prosocial and altruistic behaviour. • Both personal and contextual factors influenced engagement in prosocial behaviour. • Review provided some support for school-based injury prevention programs. • Outcomes may guide the development of future road safety public education messages. Introduction: Engagement in prosocial and altruistic on-road behaviors is a new area of research with potential safety benefits for road users. This paper systematically reviewed studies on road users' engagement in prosocial and altruistic behaviors to provide guidance regarding the next steps in this area of research, particularly to inform targeted interventions. The objective was to identify the types of on-road prosocial and altruistic behaviors that have been studied, and the factors associated with these behaviors. Road users were defined as drivers, passengers, or vulnerable road users (e.g., pedestrian, motorcyclists, and bicyclists). Method: The database search was conducted following the Preferred Reporting Items for Systematic Reviews and Meta-Analysis (PRIMSA) guidelines and was conducted in June 2021. A total of 23,090 articles were identified in four databases including APA PsycINFO, Embase, Web of Science, and the Transportation Research Information Database. Eleven articles (13 studies) published between 2004 and 2021 met the inclusion criteria and were included in the review. Results: Six studies focused on intervening behaviors, specifically relating to passengers' willingness or intentions to speak up to a driver engaging in unsafe driving behaviors, four studies focused on drivers' yielding behaviors at crosswalks, and one study each focused on altruistic driving behaviors, prosocial driving behavior at long-wait stops, and prosocial behavior towards cyclists. Studies typically examined characteristics of the prosocial road user, including self-esteem, efficacy, and subjective norms, as well as contextual factors, such as other road users' behaviors and on-road messaging. Conclusions: This review highlights specific factors that may predict road users' engagement in prosocial and altruistic on-road behaviors. Practical Applications: The outcomes from this review may be used to guide the development of future road safety public education messages designed to encourage greater participation in prosocial and altruistic on-road behaviors that act to benefit all road users. [ABSTRACT FROM AUTHOR]

This research aims to develop a public traffic safety awareness questionnaire and explore the factors influencing public traffic safety awareness in China. A questionnaire survey was conducted with 5200 people in Jiaozuo, China, to assess their public traffic safety awareness. Based on 5029 effective samples, the developed public traffic safety awareness scale passed the reliability and validity tests and identified three factors: traffic safety behaviour, traffic safety attitude and traffic accident cognition. The Chinese version of the Traffic Climate Scale (three factors: external affective demand, internal requirements and functionality) and the Ten-Item Personality Inventory in China (five factors: extraversion, agreeableness, conscientiousness, emotional stability and openness) were also used in the questionnaire. The results of correlation analysis, difference analysis and multiple linear regression analysis show that in terms of individual factors, public traffic safety awareness is significantly related to age, education level, number of children and personality traits, and there are significant differences between genders and across occupations. In terms of environmental factors, public traffic safety awareness is significantly related to traffic safety education, traffic violation records, approval of traffic violations and traffic climate. Internal requirements, external emotional demands, conscientiousness and agreeableness can effectively explain and predict public traffic safety awareness. The research results provide a strong reference to help road traffic safety management departments formulate policies and play a positive role in preventing and reducing traffic accidents and ensuring public safety. [ABSTRACT FROM AUTHOR]

• High school road safety education program's influence on passengers' intentions and willingness to 'speak up' to a risky driver. • Extended Theory of Planned Behaviour to understand factors influencing passengers' intentions and willingness to 'speak up' • Results provided support for the program having positive effects including up to 3 months after having participated in the program. Risky driving behaviours such as mobile phone use and speeding remain common among young people, thereby contributing to their over-representation in road crashes. There is much evidence that similar-aged peer passengers can have a negative impact on a young driver's behaviour; however, there is also research that supports the positive influence that peer passengers can have when they speak up about risky behaviours. Road safety education programs, such as the Royal Automobile Club of Queensland's (RACQ) Docudrama program, aim to help young people understand the important role they play as peer passengers and, thus, the importance of being willing to speak up to a driver who may be engaging in risky behaviours. Extending on a previous evaluation of the RACQ Docudrama program, the current study uses an Extended Theory of Planned Behaviour framework to evaluate the program's effectiveness in influencing peer passengers' intentions and self-reported behaviour in speaking up against risky driving behaviours, including mobile phone use and speeding. A repeated-measures design compared participants' responses over 3 time-points: Time 1 (one month before participating in the program), Time 2 (immediately after having participated in the program), and Time 3 (three months after program participation). The results indicate that levels of anticipated regret for having not spoken up were higher following participation in the program suggesting that it encouraged young people to consider how they would feel if something was to happen and they, as passengers, had not tried to prevent it by speaking up. Three months after participating in the program, the majority of participants reported that they were positively influenced by the program in terms of engaging in safer behaviours as passengers; although the significant effects regarding improvements were observed only immediately after participating in the program. The implications of such findings are discussed in terms of the need for some type of 'booster' post-program participation to capitalise on the positive immediate effects that the program evokes. [ABSTRACT FROM AUTHOR]

Taxi drivers face many problems every day including safety issues. The tendency to quickly transport passengers to their destinations for more income has resulted in dangerous driving behaviors leading to traffic violations. So, taxi drivers need appropriate support and training programs to improve safety and reduce the risk of crashes. Implementing different support and safety training programs requires an effective management system. There is a dearth of research on the safety issues of taxis from the perspective of taxi organization managers. This study aims to evaluate the safety issues of taxi transport management through a case study of the Tehran Taxi Organization. A questionnaire survey was conducted with 22 regional managers and 20 transportation specialists of the Tehran Taxi Organization. Issues related to taxi drivers, roads and road users, vehicles, and management systems were evaluated in the questionnaire. Participants determined the relevance level and priority ranking of each question. The level of agreement was then tested using the Kendall concordance test. According to the results, the use of GPS was selected as the best in-vehicle monitoring system that can be used to evaluate drivers in the fleet. Participants believed that passengers' loading and unloading had the most risk for taxi users. The start-inhibit technology to detect open doors was unanimously evaluated as an efficient technology for taxi safety. With respect to educating taxi users, starting education in schools had the most relevance and priority. Recommendations for increasing the safety of taxis include the use of GPS in taxis to monitor and evaluate drivers, receiving crash reports from police and submitting monthly safety assessment reports, flexibility in drivers' working hours' schedule, providing training on drivers fatigue management, and evaluating drivers' health. [ABSTRACT FROM AUTHOR]

Risky driving behavior (RDB) can cause panic and anger among other drivers. Under the influence of irrational emotions, RDB can reoccur, resulting in a phenomenon known as risky driving behavior propagation (RDBP). RDBP is a dangerous phenomenon, which can easily lead to traffic conflicts and accidents. It is significant to determine the propagation mechanism of RDBP to road safety. Firstly, RDBP can be considered a type of disease because three essential components of RDBP share similarities with an epidemic. A stochastic SIR model for risky driving behavior propagation (SSIR-RDBP) is constructed to quantify the mechanism of RDBP. Additionally, a Lyapunov function is adopted to prove the existence and uniqueness of the model solution. Secondly, based on current moment risk and cumulative risk, a two-stage risk approach is adopted to quantify the risk of RDBP. The Conditional Value at Risk (CVaR) is used to quantify the current moment risk, and the probability of the Markov state transition matrix is introduced to describe the cumulative risk. Finally, sensitivity analysis of the model parameters is carried out to explore the intrinsic variables of the parameters. The results suggest that the risk of RDBP increases rapidly to its peak value within the first 5 s. As traffic saturation increases, the decline rate of sustainable drivers and the rise rate of recovered individuals grows cubically, and the rate of reaching peak infection increases linearly. Furthermore, the fluctuation range of risk and the maximum risk both increase quadratically. The driver's emotional control ability is strongest when the infection rate is set to 4, and the recovery rate increases linearly with road safety education. Improving the driver's emotional control ability, and increasing awareness of road safety education, can help to control the risk in RDBP. • A stochastic SIR model for risky driving behavior propagation is presented. • Two-stage risk quantification approach based CVaR and Markov chain is proposed. • Relationship between model parameters and traffic measures are analyzed. [ABSTRACT FROM AUTHOR]

• In Malaysia 6740 fatal road crashes constitute of 64.5% motorcyclists. • Only 3% of child pillion riders using a standard child safety helmet. • Adult riders influence the standard helmet usage among child pillion riders. The World Health Organization stressed that compliance with the use of safety helmet could significantly reduce the risk of injury by 72% and the probability of death by 39%. In Malaysia, the enforcement of the safety helmet legislation significantly reduced 30% of motorcycle crash fatalities in Malaysia. The aim of this study is to explore the use of motorcycle helmets and the determinants of standard helmet usage among child pillion riders. A cross-sectional survey of 200 adult riders accompanied by the child pillion riders aged 6–12 years old from Klang, Selangor, was conducted. The proper use of the helmet among the respondents and the child pillion riders was observed and recorded. A questionnaire was used to assess socio-demographic background and awareness of the use of child safety helmets. The data was analyzed using SPSS version 23. Only 3% of child pillion riders use standard child safety helmets, while 37% wear standard adult motorcycle helmets. Adult riders who were married, female, always wear helmets, have a higher household income and travel a long distance, are more likely to use a standard motorcycle helmet for their child pillion riders. Knowledge on Standard Certification (SIRIM) label and its importance, awareness of the campaign on child safety helmets, police enforcement, understanding the safety of toy/game helmet use have been identified as additional determinants of standard helmet use among child pillion riders. This study recommends prospective studies with continuous road safety educations programs that integrate behavioural change approaches to enhance the use of standard motorcycle helmets among the child pillion riders in Malaysia. [ABSTRACT FROM AUTHOR]

• MDS analysis is used to classify a heterogenous sample of drivers into sub-cultures. • Risky driving behaviours are classified into themes with shared underlying meaning. • Acceptance of speeding is highest among the young Arabic students. • Acceptance of distraction and drivers' negligence is highest among male Arab drivers. • Acceptance of extreme risk-taking is highest among South-Asian business drivers. Introduction: Heterogeneous driving populations with many different origins are likely to have various sub-cultures that comprise of drivers with shared driver characteristics, most likely with dissimilar traffic safety cultures. An innovative methodology in traffic safety research is introduced which is beneficial for large datasets with multiple variables, making it useful for the multi-variate classification of drivers, driving attitudes and/or (risky) driving behaviours. Method: With the application of multidimensional scaling analysis (MDS), this study explores traffic safety culture in the State of Qatar using a questionnaire and investigates the similarity patterns between the questionnaire items, aiming to classify attitudes towards risky driving behaviours into themes. MDS is subsequently applied to classify drivers within a heterogeneous driving sample into sub-cultures with shared driver characteristics and different risky driving attitudes. Results: Results show that acceptance of speeding is highest among the young Arabic students and acceptance of distraction and drivers' negligence such as phone use and not wearing a seatbelt is highest among male Arab drivers. Acceptance of extreme risk-taking like intoxicated driving and red-light running is highest among South-Asian business drivers. Conclusion: It is important and practical to understand risky behavioural habits among sub-cultures and thereby focussing on groups of drivers instead of individuals, because groups are easier to approach and drivers within sub-cultures are found to influence each other. By indicating which groups of drivers are most likely to perform specific risky driving themes, it is possible to target these groups and effectively emphasise certain subsets of risky driving behaviours during training or traffic safety education. Practical Applications: This study provides guidance for the improvement of driver education and targeted traffic safety awareness campaigns, intending to make changes to attitudes and habits within specific driver sub-cultures with the aim to improve traffic safety on the longer term. [ABSTRACT FROM AUTHOR]

Children are highly represented in statistics relating to road traffic injuries and fatalities. There are multiple risk factors that together create an increased risk for children in traffic, some of the major reasons include children's inability to efficiently and actively scan the environment and look for information relevant to the traffic environment, inconsistent behavior, and less developed hazard perception skills. Traffic safety education is one of the most important means for improving knowledge and skills required for children to behave safely in traffic. This study evaluated a newly developed and gamified e-learning platform meant to promote traffic safety among elementary school pupils in Belgium. Participants in this study were from four grades of elementary school and voluntarily took part in the training. They followed a self-study program at home for approximately 15 min per week over a period of 5 weeks in total. The platform included four modules: traffic knowledge, situation awareness, risk detection, and risk management. For each of these modules, a set of photos and videos were used as stimuli and selected from a database of camera recordings of real-life situations. Half of each module consisted of familiar situations for the pupils (i.e., own municipality), while the other half of each module consisted of unfamiliar situations for the pupils (i.e., other municipalities). A fifth module, "the finale," contained a mix of the first four modules. In total, 44 elementary school pupils (9–13 years old) completed the program. During the first round of measurement (i.e., the first four modules), pupils performed significantly better in the traffic knowledge module when compared with the other three modules. Further, in comparison with unfamiliar situations, pupils scored significantly higher in familiar situations. During the second round of measurement (i.e., the fifth module), pupils achieved higher scores in the risk detection and risk management modules when contrasted to the first measurement. The effect of gamification elements is discussed and the results also indicate the type of traffic safety issues to be emphasized in traffic safety education for children. [ABSTRACT FROM AUTHOR]

• This research aimed to investigate the prevalence and factors associated with turn signal use at intersections. • Turn signal use among car drivers (68.27%) was found to be significantly higher than motorcyclists (40.13%). • The findings show the need for greater targeted enforcement of existing legislation and extensive road safety education. Turn signal neglect is a major cause of traffic crashes, particularly rear-end collisions. However, little research has investigated the use of turn signals among motorists, particularly in developing countries with high levels of motorcycle use. This research aimed to investigate the prevalence and factors associated with turn signal use at intersections among car drivers and motorcyclists in Da Nang, Vietnam. Cross-sectional roadside observations were undertaken at 24 sites across Da Nang City during weekday and weekend periods. A total of 17,142 vehicles were observed, including 2392 cars and 14,750 motorcycles. Turn signal use among car drivers (68.27%) was found to be significantly higher than motorcyclists (40.13%). Binary logistic regression modelling showed that turn signal neglect at intersections was associated with making a right turn, not carrying passengers, travelling outside of the city centre, travelling on weekdays, and the absence of separate car lanes, pedestrian crossings and traffic lights. Despite national legislation regulating turn signal use in Vietnam, the use of turn signals is relatively low compared with developed countries. The findings highlight the need for both greater and more targeted enforcement of existing legislation combined with extensive road safety education. [ABSTRACT FROM AUTHOR]

• Working memory capacity and working memory load while driving have a significant effect on driving-related parameters. • Working memory is closely related to self-reported driving outcomes, including tickets, driving accidents et al. • Working memory capacity training and load alerts enhance driving safety. • Working memory is closely related to an automated driver's interface perception, takeover, and roadside signage. In recent years, many studies have used poor cognitive functions to explain risk safety differences among drivers. Working memory is a cognitive function with information storage and attentional control that plays a crucial role in driver information processing. Furthermore, it is inextricably linked to parameters such as driving performance, driving eye movements and driving neurophysiology, which have a significant impact on drivers' risky behavior and crash risk. In particular, crash risk is a serious risk to social safety and economic development. For this reason, it is necessary to understand how risk-related working memory affects driving so that pre-driving safety pre-training programs and in-vehicle safety assistance systems for driving can be developed accordingly, contributing to the development of semi-autonomous vehicles and even autonomous vehicles. In this paper, a systematic search of the literature over the past 23 years resulted in 78 articles that met the eligibility criteria and quality assessment. The results show that higher working memory capacity, as measured neuropsychologically, is associated with more consistent and safer driving-related parameters for drivers (e.g., lane keeping) and may be related to pupil dilation during risk perception while driving, which is associated with driving outcomes (tickets, pull-overs, penalty points and fines,and driving accidents) is closely related to the perceived usefulness of the human–machine interface, reaction time, standard deviation of steering wheel corners, etc. when the autonomous driving takes over. In addition, higher working memory load interference was associated with more inconsistent and unsafe driving-related parameters (including but not limited to eye movements, electrophysiology, etc.), with higher working memory load being associated with easier driver concentration on the road, faster heart rate, lower heart rate variability, and lower oxyhemoglobin (OxyHb) and deoxyhemoglobin (DeoxyHb). Only a limited number of studies have simultaneously investigated the relationship between working memory capacity, working memory load and driving, showing an interaction between working memory capacity and working memory load on lane change initiation and lane change correctness, with working memory capacity acting as a covariate that mediated the effect of working memory load on braking reaction time. In addition, working memory-related cognitive training had a transfer effect on improving driving ability. Overall, working memory capacity determines the upper limit of the number of working memory attention resources, while working memory load occupies part of the working memory attention resources, thus influencing information perception, decision judgment, operational response, and collision avoidance in driving. Future effective interventions for safe driving can be combined with capacity training and load alerting. These findings contribute to our understanding of the role of working memory in driving and provide new insights into the design of driver safety training programs and automated driving personalized in-vehicle safety systems and roadside devices such as signage. [ABSTRACT FROM AUTHOR]

Currently, Shanghai urban cross-river tunnels have three principal characteristics: increased traffic, a high accident rate and rapidly developing construction. Because of their complex geographic and hydrological characteristics, the alignment conditions in urban cross-river tunnels are more complicated than in highway tunnels, so a safety evaluation of urban cross-river tunnels is necessary to suggest follow-up construction and changes in operational management. A driving risk index (DRI) for urban cross-river tunnels was proposed in this study. An index system was also constructed, combining eight factors derived from the output of a driving simulator regarding three aspects of risk due to following, lateral accidents and driver workload. Analytic hierarchy process methods and expert marking and normalization processing were applied to construct a mathematical model for the DRI. The driving simulator was used to simulate 12 Shanghai urban cross-river tunnels and a relationship was obtained between the DRI for the tunnels and the corresponding accident rate (AR) via a regression analysis. The regression analysis results showed that the relationship between the DRI and the AR mapped to an exponential function with a high degree of fit. In the absence of detailed accident data, a safety evaluation model based on factors derived from a driving simulation can effectively assess the driving risk in urban cross-river tunnels constructed or in design. [ABSTRACT FROM PUBLISHER]

Mining has been historically considered as a naturally high-risk industry worldwide. Deaths caused by coal mine accidents are more than the sum of all other accidents in China. Statistics of 320 coal mine accidents in Shandong province show that all accidents contain indicators of “unsafe conditions of the rules and regulations” with a frequency of 1590, accounting for 74.3% of the total frequency of 2140. “Unsafe behaviors of the operator” is another important contributory factor, which mainly includes “operator error” and “venturing into dangerous places.” A systems analysis approach was applied by using structural equation modeling (SEM) to examine the interactions between the contributory factors of coal mine accidents. The analysis of results leads to three conclusions. (i) “Unsafe conditions of the rules and regulations,” affect the “unsafe behaviors of the operator,” “unsafe conditions of the equipment,” and “unsafe conditions of the environment.” (ii) The three influencing factors of coal mine accidents (with the frequency of effect relation in descending order) are “lack of safety education and training,” “rules and regulations of safety production responsibility,” and “rules and regulations of supervision and inspection.” (iii) The three influenced factors (with the frequency in descending order) of coal mine accidents are “venturing into dangerous places,” “poor workplace environment,” and “operator error.” [ABSTRACT FROM AUTHOR]

• Jakarta: In comparison with teenagers, young employed adults perceive that vehicle type and driver behaviour influence on road safety. • Jakarta: In comparison with teenagers, young employed do not realise the importance of safety enforcement and education. • Hanoi: In comparison with teenagers, young and middle-age employed perceive that safety enforcement and infrastructure less likely to have influence on road safety. • Hanoi: In comparison with teenagers, young and middle-age employed do not realise the importance of driver behaviour on road safety. This study investigates drivers' attitudes towards road safety in Jakarta and Hanoi. A comprehensive analysis of two datasets was achieved by multi-faceted analytical approaches of Multiple Correspondence Analysis (MCA), Cluster analysis (Hierarchical and Two-step) (CA), Principal Component Analysis (PCA) and Multinomial Logistic Regression (MLR). MCA and CA were used to segment the drivers based on their sociodemographic characteristics and driving related information where three clusters were identified from each dataset. There were 60+ attitudinal statements in the datasets, therefore dimension reduction process was conducted using PCA. Five Principal Components were generated from each dataset, four of them common to Jakarta and Hanoi ("Safe driving practices and behaviour", "Road safety enforcement and education", "Driver behaviour at signalised junctions", "Road infrastructure and roadside facilities"), the fifth component being unique to each city ("Road infrastructure design issues" for Hanoi and "Type of motorised vehicles" for Jakarta). Finally, MLR was used to investigate how the level of perception on the identified components varied across sociodemographic clusters in each city. Employed young adults in Jakarta perceive that " Driver behaviour at signalised junctions " directly influences road safety compared to teenage and young adults who are in education. The reverse is true for Hanoi. Employed young drivers in both cities are less likely to recognise the importance of " Road safety enforcement and education" compared to teenage and young drivers in education. The study shows that the perception of road safety among drivers varies based on various factors including their sociodemographic traits and driving experience. [ABSTRACT FROM AUTHOR]

• The roadway infrastructure damage (RID) from expressway accidents is analyzed. • A Bayesian random parameters Tobit model is proposed for the analysis of RID. • Vehicle types are found to have heterogeneous effects on the RID. • The proposed model outperforms a fixed parameters Tobit model. This paper presents an empirical analysis of factors contributing to roadway infrastructure damage from expressway accidents, using a Bayesian random parameters Tobit model. The accident data collected from Kaiyang Expressway, China in 2014 and 2015 are used for the empirical analysis. The results of parameter estimation in the proposed model indicate that: the effects of vehicle types are significantly heterogeneous across observations, and that the effects of horizontal curvature, time of day, vehicle registered province, and accident type are also significant but homogeneous across observations. The marginal effects of these contributing factors are calculated to explicitly quantify their impacts on road infrastructure damage. According to the analysis results, some strategies pertaining to safety education, traffic enforcement, roadway design, and intelligence transportation technology are advocated to reduce road infrastructure damage from expressway accidents. [ABSTRACT FROM AUTHOR]

• The aim is to explore the potential gaps in drivers' awareness regarding tunnel safety. • There exist several misconceptions in the knowledge of drivers about tunnel safety. • Drivers often adopt inappropriate habits and behaviors while driving through tunnels. • The tunnel environment also influences drivers' psychological conditions. • The results could be employed for designing adequate safety measures and education. Tunnels have a unique driving environment; thus, a small incident in a tunnel may result in severe consequences and a high probability of secondary crashes. Fortunately, studies have found that adopting safe driving behavior in a tunnel minimizes the severe outcomes of an incident. Therefore, implementing driver-oriented safety policies and conducting public awareness campaigns that emphasize safe behavior when driving through tunnels are essential. However, before devising policies and campaigns on the right issues, it is necessary to understand drivers' current level of knowledge regarding tunnel safety, their habits, behavioral intentions, and psychological condition while driving through tunnels. To achieve this objective, a sample of 841 responses was collected from China using a questionnaire survey consisting of fifty-two items. The results showed that several gaps exist in drivers' knowledge regarding tunnel safety and equipment. Drivers often adopt inappropriate habits and behaviors while driving through tunnels. Also, the tunnel environment has a significant influence on the psychological condition of the drivers. Moreover, drivers' demographic characteristics significantly affect their knowledge, reported habits and behavioral intentions, and psychological condition. The authorities and safety analysts could employ the suggestions highlighted in the present study for improving tunnel safety. [ABSTRACT FROM AUTHOR]

The paper is about the idea of establishment of road safety education center to improve road users behavior, which is in line with the National Road Safety Policy till 2020 of government of Poland. Through this center various educational activities, programs, European Union projects for road safety were launched since 2003. The authors have introduced those programs, showing their effectiveness as well have mentioned about future plan for expansion to achieve Vision Zero. The paper presents modern and effective approach to education today by setting up designed science centrums. The idea of implementing new technologies, innovative tools, laboratories, workshops in the long-lasting process of education to road safety hazards for main risk factors will improve road users behavior for reducing high number of road injuries and fatalities. It is important work from injury prevention point of view especially because the Poland government’ s interest in road safety. This center can be a model of innovative road traffic education for other countries. [ABSTRACT FROM AUTHOR]

Highlights: [•] Risk metrics are defined as instrumental definitions of risk. [•] 11 criteria for evaluating risk metrics in a deliberative process are explained. [•] Informative, ethical, and analytic issues are discussed. [•] Three illustrative examples are provided. [ABSTRACT FROM AUTHOR]

Highlights: [•] A randomized controlled trial evaluation of a DVD program designed to teach car seat safety to parents. [•] Measures include both written knowledge and observed car seat simulation. [•] ANCOVA shows all intervention posttest scores were significant. [•] Results were significant across outcome measures, regardless of child age. [ABSTRACT FROM AUTHOR]

Abstract: The purpose of this study was to develop and test the reliability and validity of a new scale designed for measuring safety climate among lone workers, using truck drivers as exemplar. The new scale employs perceived safety priority as the metric of safety climate and a multilevel framework, separating the measurement of organization- and group-level safety climate. The second purpose of this study was to compare the predictive power of generic items with trucking industry-specific ones. Three dimensions for each of the two levels of safety climate were drawn from the results. The organization-level safety climate dimensions were proactive practices, driver safety priority, and supervisory care promotion. The group-level safety climate dimensions were safety promotion, delivery limits, and cell phone disapproval. Predictive validity of both generic and industry-specific items was supported, but the industry-specific items provided a stronger predictive value. Results showed that the scale is a reliable and valid instrument to measure the essential elements of safety climate for truck drivers in the lone working situation. [Copyright &y& Elsevier]

Abstract: China has long ranked first in the world in the number of road accidents and fatalities, approximately 30% of which occurred at urban intersections. Therefore, measuring intersection safety factors is essential to achieve effective correction countermeasures. A Root Cause Degree Procedure (RCDP) to measure intersection safety is proposed. The idea behind RCDP is to prevent the likelihood of a problem’s reoccurrence based on root cause analysis. It combines the DEMATEL (Decision Making Trial and Evaluation Laboratory) method and fuzzy logic to determine quantified measures. The root cause factor can be clearly visualised and differentiated using the Root Cause Degree (RCD) diagram. The factors with the largest RCD should be improved for greater benefit-cost ratio at limited traffic financial investment. The method uses the accident risk degree as an evaluation index based on risk analysis, which is independent of crash data, and is suitable for current incomplete crash data sets, such as those from developing regions of China. Additionally, the Shanghai municipality is used as an example for the pilot analysis. The current root cause factors in order of frequency of occurrence are clearance time, safety education, enforcement, the trajectory inside the intersection, crossing a refuge island, speeding, and the right turn control pattern. These factors should be corrected to improve safety performance. These results are consistent with actual traffic conditions according to current engineering practices, which indicates the feasibility of the proposed method. [Copyright &y& Elsevier]

Okada (taxi motorcycle) is a popular means of moving humans and materials in Nigeria, but it is notorious for the risk it poses to public and road safety. Information education programmes dominate the current efforts by government and non-government organizations to ameliorate this situation. Using data collected from 301 okada operators through a questionnaire, this study examined the safety information needs and safety information sources of okada riders in Africa's largest semi-urban city, Ibadan, in Nigeria. The okada riders expressed a higher level of consciousness about their own safety than the safety of their passengers. They also have a high level of awareness about, and preferred, radio and television as sources of information much more than any other sources. In addition to improving radio and television programmes targeted at them, a strategy that might improve the efficiency of road safety information intervention programmes could be passenger education. Passengers should be empowered to demand helmets and also to caution the okada rider when his riding attitude is considered risky to one's life. [ABSTRACT FROM AUTHOR]

The objective of this research is the investigation of older drivers' attitudes towards a handbook for safe driving at an older age. The handbook was developed with the purpose of increasing elderly drivers' awareness of their driving abilities and providing information about the effects of ageing on driving and about safe driving practices and compensation strategies. A survey was carried out in which 64 active drivers between 65 and 74 years of age participated. Participants regard the handbook for safe driving as useful, interesting, providing knowledge and relevant information. More than half of them reported that they had become more aware of changes in their driving after reading it. Binary logistic analysis was conducted to identify individual driver characteristics that might predict acceptance of the handbook by active older drivers in terms of reported increased awareness and intended repeated use. The findings of the research indicate a positive attitude of elderly active drivers towards the handbook, implying acceptance by its users. The characteristics of the drivers' who reported increased awareness after reading have been identified. [ABSTRACT FROM AUTHOR]

As is the case in many cities, roundabouts are used extensively in Riyadh. However, instead of improving safety, driving through roundabouts in Riyadh can be a dangerous experience as many drivers do not follow regulations. Unfortunately, no official statistics exist on accidents or violations at roundabouts and no studies have been done to assess this problem. A field study to collect data on drivers' behaviour at five roundabouts in Riyadh was done and a questionnaire was randomly distributed to drivers to explore this issue. Results showed that the percentage of drivers breaching at least one traffic regulation is approximately 90% of all drivers driving through these roundabouts, with leaving without flashing and entering the roundabout without giving way being the most frequent violation types. Questionnaire results from 384 respondents showed that there is a lack of information among most drivers on roundabout driving regulations and that driver training and licensing process does not include enough information related to this matter. Finally, practical suggestions as how to tackle this issue in terms of education, training and policing are given. [ABSTRACT FROM AUTHOR]

Objective: Compliance with road safety signs is important in the reduction of motorcycle accidents. The aim of this study was to implement health education intervention and assess its impact on the knowledge of and compliance with road safety signs among commercial motorcyclists in Uyo, Southern Nigeria. Method: This was an intervention study among motorcyclists in Uyo, Southern Nigeria, with a control group from a similar town. The instrument of data collection was a semi-structured interviewer administered questionnaire. Subjects were selected through multistage sampling method. Baseline data on compliance to road safety signs was collected from both groups. Motorcyclists in the intervention group were given education on the importance of compliance to road safety signs. Data was subsequently collected from both groups 3 months post intervention and analysed using the Statistical Package for the Social Sciences version 11. Result: A total of 200 respondents participated in the study, 100 from each group. Following intervention, respondents with good knowledge score increased from 21% at baseline to 82% at 3 months post intervention in the intervention group (p<0.05) and from 19% to 21% in the control group. Compliance score in the intervention group increased from 15% to 70% (p<0.05) and from 12% to 18% in the control group. Conclusion: A significant increase in compliance to road safety signs was recorded among motorcyclists in the intervention group after safety education. All motorcyclists should therefore be given education on road safety signs as this will improve compliance and lead to safer road use among them. [ABSTRACT FROM AUTHOR]

Abstract: Pedestrians slipping and falling is a major safety problem around the world, not least in countries with long winters such as Sweden. About 25000–30000 people need medical care every year for treatment of fall injuries in Sweden. Use of appropriate shoes and anti-slip devices are examples of individual measures that have been suggested to prevent slipping and falling. An intervention study was performed during the period February to April 2008. The study, which focused on healthy adults in northern Sweden, examined the effect of using anti-slip devices on daily walking journeys and prevention of slip and falls. The respondents were divided into three groups: an Intervention Group, a Control Group, with similar distribution of gender and age, and a Comparison Group. Four questionnaires were distributed: (1) background, (2) daily diary of distance walked and occurrence of incidents or accidents reported weekly, (3) detailed incident or fall report and (4) experiences of using anti-slip devices for those who used these devices during the trial period. Half of the respondents stated that they had previous experience of using anti-slip devices. In this study, 52% of the respondents used anti-slip devices. Anti-slip devices improve the walking capability during wintertime. Among those using appropriate anti-slip devices, the average daily walking distance was found to be statistically significantly longer compared to people not using anti-slip devices. This study indicates that an increase in daily walking distance can be made without increasing the risk of slips/falls when using anti-slip devices. The study also indicates that by using appropriate anti-slip devices and having information about when and where to use them, based on their design, people avoid having slips and falls. The respondents experienced in using anti-slip devices in this study will continue to use them and will also recommend others to use anti-slip devises. [Copyright &y& Elsevier]

Background: A significant reduction in road traffic accidents has been observed since prevention measures were introduced by the French public authorities in 2002. The goals of this study are to describe the burden of road traffic accidents in a French Departement, and to identify changes if any between the periods 1997-2001 and 2002-2006 on the basis of the disability adjusted life years (DALY). Methods: Years of lost life (YLL) and years lived with disability (YLD) were calculated for two periods using the mortality and incidence data in the Rhone Departement Registry of Road Traffic Accident Casualties. Results: YLD and YLL that are related to road traffic accidents are at their maximum value between 15 and 24 years of age. For men, intracranial fractures and intracranial injuries dominate, and for women it is spinal cord injuries that account for highest rates of YLD. A reduction in the rates of YLL and YLD has been observed for both genders and all age groups between 1997-2001 and 2002-2006. Conclusion: The reduction in DALY between the two periods is explained both by the reduction in the number of fatalities and injuries but also by an increase in the age at which they occur. [ABSTRACT FROM AUTHOR]

A mixed foot-in-the-door procedure was set up to lead offenders participating in French driver-rehabilitation training courses to commit to complying with speed limits. To improve this procedure, the reasons that led participants in such courses to commit or not were investigated in this preliminary study of the road safety research programs. The study participants were 89 men (M = 34 yr., range = 18-64 yr., SD= 13) attending driver-rehabilitation courses. Among them, 55% committed. The commitment was mainly explained by the drivers' will to change their speeding behaviour and their refusal by the perceived positive consequences of speeding. Moreover, some participants stated that they would be unable to follow through with the commitment to comply strictly with speed limits. After talking to the participants, it became clear that complying with speed limits was understood in a more or less strict way. In subsequent studies, some of the reasons given were used to prompt group discussion before asking participants to commit, and the meaning of "compliance with speed limits" was better defined. [ABSTRACT FROM AUTHOR]

The World Health Organisation forecasts that road crashes will be the third most frequent cause of death and disability worldwide by 2020. More than a million people are killed on the roads every year, with 85% of road traffic deaths and injuries occurring in low-income countries. Non-motorised road users are particularly at risk-500 children die every day in road crashes and in many developing countries 40-50% of those killed in road crashes are pedestrians. The UK Department for International Development (DFID) has a long history of commissioning research into improved road safety, including the development of road safety education (RSE) resource materials for use in the school curriculum. However, it is widely recognised that in developing countries not all children attend school, that parents and other members of the community have a significant influence on the behaviour of children and that adults themselves may not have benefited from any formal education. DFID's developing emphasis on poverty, livelihoods and sustainability issues suggested the need for a broader 'community' approach to road user education. This paper provides a review of such programmes, comparing developed with developing country practices, and a summary of empirical research undertaken in Africa and Asia using 'participatory' research techniques to test the effectiveness and durability of community RSE programmes, especially among high-risk vulnerable road users. [ABSTRACT FROM AUTHOR]

Objective: To determine the prevalence of transportation related safely behaviors, such as seatbelt and helmet use, in primetime US television programs and commercials. Design: Cross sectional study. Setting: Top rated television programs and associated commercials from four major US television networks were reviewed for the prevalence of transportation safely related behaviors during a one month period in 2005. Programs were categorized according to the time and network of airing, program type, program rating, and-for commercials-type of product being advertised Subjects: Occupants of automobiles, motorcycles, or bicycles in 507 instances in which a transportation scene was aired. Results: Seatbelt use was depicted in 62% and 86% of individuals in television program and commercial automobile scenes, respectively. The prevalence of motorcycle helmet use was 47% in television programs and 100% in commercials. Bicycle helmets were used in 9% of television programs and 84% of commercials. The frequency of seatbelt use in programs and commercials varied by television rating and genre but did not differ by network, time of airing, or age of character portrayed. Conclusions: The prevalence of safely related behaviors aired on major US networks during primetime slots is higher than previous reports but still much lower than national averages. Commercials, in contrast, portray transportation safely measures with a frequency that exceeds that of US television programs or most national surveys. [ABSTRACT FROM AUTHOR]

Background and objective: Research on young drivers directly linking risk factors to serious injury and death outcomes is required. The DRIVE Study was established to facilitate this aim. This paper outlines the study methods and describes the population that has been recruited, in order to demonstrate that the necessary heterogeneity in risk factors has been attained. Design, setting and participants: Drivers aged 17–24 years holding their first-stage provisional driver's licence from New South Wales, Australia, were recruited into a prospective cohort study. The participants were contacted by mail and asked to complete the study questionnaire at an online site or via a mailed questionnaire. Baseline data collection involved a questionnaire with questions to drivers about their training, risk perception, driver behavior, sensation-seeking behavior and mental health. Participants gave consent for prospective data linkage to their data on licensing, crashes and injuries, held in routinely collected databases. Results: 20 822 drivers completed the baseline questionnaire, of whom 45.4% were men, 74.3% resided in capital cities and 25.7% in regional or remote areas. The recruited study population showed a wide variation in the risk factors under examination. For example, almost 40% of drivers reported drinking alcohol at hazardous levels and about 32% of participants seemed to be at a high or very high risk of psychological distress. Participants reported a mean of 67.3 h (median 60 h) of supervised driver training while holding their learner's permit. Conclusions: The DRIVE Study has a robust study design aimed at minimizing bias in the collection of outcome data. Analyses of baseline data showed substantial heterogeneity of risk factors in the study population. Subsequent prospective linkages comparing relative differences in exposures at baseline with the outcomes of interest have the potential to provide important new information needed to develop targeted interventions aimed at young drivers. [ABSTRACT FROM AUTHOR]

This article describes the evaluation of a 4-1/2-month multimedia traffic-safety campaign that targeted young drivers in northeastern Tennessee. Discussion groups with teenagers provided the basis for public-service announcements (TV, radio, and billboard), which were developed specifically for this intervention. To determine the impact on crash frequencies among drivers 16–19 years old, baseline, intervention, and follow-up crash data were obtained from statistics maintained by the state. A time-series analysis of these data indicated that during the intervention period, there was a 21.6% decrease in crashes for which 16–19-year-old drivers were at fault, whereas a control location in southeastern Tennessee exhibited no significant change. [ABSTRACT FROM AUTHOR]

• A questionnaire was conducted on 725 bus drivers of an intercity bus company in Shanghai. • A random-effects two-level logit model is conducted considering fleet and individual factors. • Safety climate and drivers' characteristics are found to be significant variables predicting self-reported crashes. • Psychological distress associates with the high frequency of risky driving behavior and high severity of driving anger. Although traffic crashes involving buses are less frequent than those involving other vehicle types, the consequences of bus crashes are high due to the potential for multiple injuries and casualties. As driver error is a primary factor affecting bus crashes, driver safety education is one of the main countermeasures used to mitigate crash risk. In China, however, safety education is not as focused as it should be, largely due to the limited research identifying the specific driver behaviors, and potential influences on those behaviors, that are correlated with crashes. The aim of this study is, therefore, to explore the fleet- and driver-level risk factors underlying bus drivers' self-reported crash involvement, including analyzing the effect of psychological distress on the most influential driver-level factors. A survey was conducted of 725 drivers from a large Shanghai bus company, and a random-effects two-level logit model was developed to integrate fleet and individual variables. Results showed that: 1) the fleet-level safety climate explained about 8.5% of the model's variance, indicating it was a valid predictor of self-reported crash involvement; 2) the driver-level factors of drivers' age, seniority, marital status, positive behavior, and driving anger influenced drivers' self-reported crash involvement, but ordinary violations, lapses, aggressive violations, and insomnia were the most influential variables; 3) psychological distress appeared to associate with the high frequency of risky driving behavior and the high severity of driving anger. This study's findings will help bus companies to give more attention to their safety climate and implement more targeted improvements to their driver safety education programs. [ABSTRACT FROM AUTHOR]

• We examined the effect of a school-based road safety educational program using testimonials for lower secondary school. • Only a small effect on knowledge on risk factors in traffic was found. • No effect was found on overall cycling behavior and seat belt use. • Gender, parental educational background and risky cycling behavior did not modify the effect on behavior. Road accidents are one of the leading causes of death and injuries among adolescents and young adults. Road safety education programs aim to promote safe traffic behavior through information, skills training or fear appeals. During the last decade, an intervention type using victim testimonials has been developed. These types of programs aim to promote road safety by connecting a personal narrative of choices and consequences to the beliefs and behaviors of the audience. Studies on the effectiveness of this type of road safety programs among youngsters who are not yet drivers are still limited. This study used a cluster-randomized and controlled trial design to examine the effect of a Danish school-based road safety educational program using testimonials for students in lower secondary schools in Denmark on a) knowledge of risks factors in traffic and b) two types of behavior specifically relevant for the pre-driver target group: seatbelt use and safe bicycle behavior. Our analysis sample comprised 1007 students from 57 schools with a matched baseline and four-month follow-up response. Linear regression analyses suggest a small positive effect on the students' knowledge of the three most important risk factors in traffic but not on the age group most at risk. Concerning seatbelt use or overall cycling behavior no effect was found, although a small positive effect was found on helmet use. Neither was the effectiveness modified by gender, parental educational background, or risky cycling behavior at baseline. Although classroom-based interventions using testimonials may have the potential to increase knowledge of risk factors in traffic among adolescents, translating knowledge into safe traffic behavior is challenging. More studies are needed on how to further adapt the intervention to an age group who are not yet drivers. Such research may focus on mechanisms of change including the age-specific relevance of the ambassador's testimonial and on employing strong elements of action guidance. [ABSTRACT FROM AUTHOR]

• The only experimental evaluation to date of an advanced driver training program. • Quasi-experimental design with a relatively large sample. • The hands-on program produced no more safety benefits than traditional ones. Advanced driver training programs (ADTPs) are a popular approach to improve young driver safety in the U.S. These programs provide behind-the-wheel experiences in controlled settings that are thought by parents, teens, and others to be highly valuable. However, none of these programs have been carefully evaluated. The purpose of the current study was to evaluate one such program. We randomly assigned 599 young drivers who had received a traffic citation to an ADTP, or a control condition involving traditional classroom traffic safety education. Time-to-event (survival) analyses of participants' subsequent crash experience over the course of 550 days revealed no meaningful difference in the number of days to the first crash for those who participated in the experimental or control programs, or those who left the study. The advanced driver training program evaluated in this study produced more crash reduction benefits for participants than traditional classroom-based programs. A strength of the study was the relatively large sample size and the random assignment of participants to conditions, which ruled out self-selection bias. However, this group, recruited as a result of traffic violation, may have already developed a higher risk driving demeanor than was the case in the broader population of young drivers. Additional research with other ADTPs and with a population of drivers who are earlier in their driving careers, using a similarly strong experimental design, is urgently needed to inform traffic safety practitioners and parents about the potential value of such hands-on programs. [ABSTRACT FROM AUTHOR]

The first aim of this study was to examine whether people drive light cars carefully in comparison with standard-sized cars. The second aim was to evaluate the factors that influence these risky driving indicators. Data were collected from 49 drivers in Aichi Prefecture, Japan, from November 2014 to January 2015. Risky driving behaviors included; (1) speeding, (2) high speed on a non-expressway, (3) high speed on an expressway, (4) high right/left turn rate, (5) long travel, (6) driving at night, (7) driving on an expressway, and (8) driving frequency. At first, the frequency or number of these indicators was compared between the light car group and the standard size car group by a t-test. Second, regression models were established to evaluate the influence of age, gender, living area, and car classification on each risky indicator. The t-test results showed that there was no significant difference in risky driving behaviors between the light car group and the others. The regression models confirmed that car classification did not significantly influence risky driving behaviors. Although age might affect car size selection, an interaction effect between these two factors was not observed. The results of the comparison and regression analysis revealed that drivers of light cars did not drive more carefully than drivers of standard size cars. The risky driving behaviors may partially contribute to the high injury and fatality rates of light cars. Therefore, we suggest that automakers and policymakers should provide more safety education and driving assistance for drivers of light cars. [ABSTRACT FROM AUTHOR]

Abstract: Objectives: To quantify the effectiveness of safety education of pedestrians. Design: Systematic review of randomised controlled trials of safety education programmes for pedestrians of all ages. Main outcome measures: Effect of safety education on pedestrians' injuries, behaviour, attitude, and knowledge and on pedestrian-motor vehicle collisions. Quality of trials: methods of randomisation; and numbers lost to follow up Results: We identified 15 randomised controlled trials of safety education programmes for pedestrians. Fourteen trials targeted children, and one targeted institutionalised adults. None assessed the effect of safety education on the occurrence of pedestrian injury, but six trials assessed its effect on behaviour. The effect of pedestrian education on behaviour varied considerably across studies and outcomes. Conclusions: Pedestrian safety education can change observed road crossing behaviour, but whether this reduces the risk of pedestrian injury in road traffic crashes is unknown. There is a lack of good evidence of effectiveness of safety education for adult pedestrians, specially elderly people. None of the trials was conducted in low or middle income countries. [ABSTRACT FROM AUTHOR]

The article presents approaches on how to formulate safety education plans for mentally handicapped children. According to the author, when safety education plans are developed for the mentally retarded children, it is important to consider the areas that the children engaged in such as traffic, fire, home and school hazards, bicycle, lifting and carrying, pedestrian, playground and school bus. It is also important to decide which of the aspects of safety should be taught to the mentally retarded children.

The article discusses various issues concerning the interventions in safety education in Bristol, England. The children in the country have been receiving a comprehensive training that includes safety at home, in the garden, on farms, by the rivers, railways, and building sites. It even focuses on product labeling and road safety training. Regional training center is a place where children receive intensive exposure to various activities. It could also provide them practical training.

The article presents a calendar of events related to injury prevention for the year 2006. The first congress of the International Traffic Expert will be on May 3-5. The eighth national conference for the Australian Injury Prevention Network will be held on September 27-29. The twentieth world congress of the International Traffic Medicine Association will be held on October 16-18.

The article reports that two students at Zayed University in the United Arab Emirates (UAE) have designed a project aimed at spreading safety awareness while travelling, which will be displayed at all petrol stations of the sponsoring company. The UAE has a law requiring the driver and front seat passenger to use seat belts. However, there is no law requiring children to get securely buckled up.