Suchergebnisse

Purpose
– Road traffic crashes (RTCs) result in creating significant social and economic hazard for affectees, their families and society. The purpose of this paper is to present studies which were conducted to study the patterns of RTCs in Karachi which is a metropolitan city of Pakistan. The studies were conducted on one of the busiest roads in the city named as Shara-e-Faisal. The influence and contribution of different factors in RTCs has been studied and hazardous road sections of Shara-e-Faisal have been identified. Based on the data analysis, an evaluation model has been suggested to reduce the hazard of RTCs on Shara-e-Faisal. The objective of the presented studies is to increase the present level of safety of road travel by reducing crashes on Shara-e-Faisal.


Design/methodology/approach
– Existing data of RTCs in Karachi have been analysed for the presented studies. For this purpose, Shara-e-Faisal was divided in sections of 1 km length to study the vehicle crash pattern. Location surveys were conducted to record physical conditions of this road. A cluster analysis was carried out to identify hazardous sections of the road. An evaluation model has been suggested in the end to reduce the hazard of RTCs by identifying hazardous road sections of Shara-e-Faisal.


Findings
– The analysis of the data revealed that the crashes were higher over weekend and on Monday. Male population, particularly young people, and motorcycle riders were the largest affectees of RTCs. In general, more daytime crashes were recorded as compared to nighttime crashes. The crashes in the mid block of the road and those involving rear-end collisions were higher. The hazardous road locations were related to poor road conditions. Statistical analysis indicated that alternate routes were required to reduce the RTC hazard on Shara-e-Faisal.


Research limitations/implications
– The paper is a small, but an original, contribution to identify a potential hazard which is faced by the community in the city. This is the first attempt (to the best of authors' knowledge) to address the issue of RTCs in Karachi from an engineering view point.


Practical implications
– The suggested model can be employed by the authorities as a guideline to mitigate the hazard of road crashes in the country.


Originality/value
– The paper provides valuable information on the road traffic incidents, their pattern and contributing factors in one of the largest metropolis of Pakistan. The suggested model can become helpful in reducing RTCs in Pakistan.

Road traffic injuries comprise the major share of all injuries globally. Traffic injuries kill 1.2 million people annually and injure 40 times as many, leaving a subsequent number totally disabled. Globally we spend approximately US $500 billion annually. The Middle East encompasses West Asia and North Africa and is very diverse economically, culturally and socially. Prevention and management of road traffic crashes and injuries is difficult. Comparative data are not readily available and therefore developing unified policies is a mammoth task. Implementation of best practices is not uniformly advocated due to socioeconomic and cultural differences. Enforcement of endorsed legislation on road traffic safety is not uniform in the region. Professional staff to combat this pandemic are scarce and it is important that capacity building, knowledge sharing, and increased political will becomes a priority in the region. This paper discusses the problems encountered in the prevention and management of road traffic injuries from the site of injury to rehabilitation and social reintegration. The role of Oman and that of the Bone and Joint Decade in the United Nations on Global Road Safety and its update is highlighted.

Bends in roads are known to cause road-traffic crashes, but do areas with many road bends have more collisions than areas with straighter roads? A geographical information system was used to generate indicators of average road curvature from a road-network dataset of England and Wales at the local-authority district level. The indicators were the number of bends per kilometre, the ratio of road distance to straight distance, the proportion of road lengths that were straight, the cumulative angle turned per kilometre and the mean angle of each bend. Generally the five measures were associated. Road curvature was highest on minor roads and least on major roads, and metropolitan districts had straighter road networks than nonmetropolitan districts. Counts of the number of road-traffic crashes resulting in fatalities, serious injuries, and slight injuries in each district were obtained from police 'Stats 19' records. The association between each of the curvature measures and the number of fatal, serious, and slight collisions in each district was determined by negative binomial regression analysis. Collision numbers were negatively related to road curvature after adjusting for other risk factors, so districts with straighter roads had more crashes. The cumulative angle was the curvature measure most strongly related to fatal road crashes. An increase of 1° per km was associated with approximately a 0.5% reduction in crashes, enough to explain more than a two fold difference in collision rates over the range of the data. Separate analysis of crashes on major roads, 'B' class roads, and minor roads confirmed the conclusion. Although individual road bends may be hazardous, these results suggest that road curvature at the district scale is protective.

Road traffic injuries continue to pose a worldwide threat to health and well-being of people. In European Union, for example, each year more than 25,000 people are killed and 1.4 million people are injured or disabled in road traffic crashes (RTCs). Additionally, families of RTC victims and their lives are affected emotionally, socially, psychologically, and economically. It should be noted that as in the beginning of 1990s, however, the majority of available literature is focused on the pre-RTC factors (e.g., prevention) rather than the post-RTCs (e.g., the rehabilitation of severely injured) period. As a result, disproportionally greater weight is attached on the pre-RTCs internationally whereas little is known about the psycho-social and economic burden of the post-RTCs period. In this paper, a literature review including the years 1990-2013 was conducted on the publications about post-RTCs period to investigate the possible problems that prevents studying the life quality and rehabilitation after RTCs. Trauma, traffic, injury, rehabilitation, and satisfaction (related to the services and process) were used as keywords and Scopus database (www.scopus.com) was used for searching. In the first step, 443 publications were obtained. Among 443 publications, 75 publications were recorded as relevant. In addition, three publications were suggested by co-authors and 37 publications were obtained by a book source suggested by the reviewer. A total number of 114 publications are presented and evaluated under different components or "stages" of the post-RTCs' period related to rehabilitation as (a) service utilization indicators (e.g., length of care) and service satisfaction indicators (e.g. satisfaction from services), (b) morbidity indicators (e.g., injury patterns), (c) quality of life indicators (e.g., physical and psychological well-being indicators), (d) social network indicators (e.g., type and frequency of informal care provided by family members), and (e) cost indicators (e.g., overall expenditure). The overall evaluation of the publications in literature, possible implications, suggestions, and future directions were discussed. (C) 2016 Elsevier Ltd. All rights reserved.

The purpose of this study is to determine the factors that influence deaths in road accidents in India. The study uses panel econometric methodologies such as the fixed effects model, random effects model, and Hausman–Taylor instrumental variable technique to achieve this goal. Unobserved heterogeneity between states/union territories (UTs) and time is accounted for by time-fixed and state-fixed effects. Based on the panel data set from Indian states/UTs for the period 2004–2018, the study confirms previous results that motorisation, population, urbanisation and income level are all potential contributors to road accidents and fatalities. It also shows that spending on health care and law enforcement appears to help the Indian states minimise mortality in road traffic accidents. On the one hand, spending on health care facilities can provide health-related assistance to persons who have been involved in traffic accidents; on the other hand, spending on police increases the enforcement of rules, resulting in a reduction in traffic accidents. Thus, to lessen the economic and financial cost of road accidents in the country, the government should focus on boosting both per capita health expenditure and per capita police expenditure. JEL Codes: C23, C26, H51, I18, L92, O18, R41, R42

In 2010, the governments of the world declared 2011-2020 as the Decade of Action for Road Safety. The unanimous support for this Decade of Action from member states explains the growing awareness of the devastating scale of road traffic injuries as a global public health and development problem. Despite the enormous toll exacted by road traffic injuries, they have for many years been neglected by global health and development agendas, and funding for interventions has not been commensurate with the scale of the problem. Strategies do exist, however, that have proven to reduce road traffic injuries and a number of countries have successfully used these to reduce their road traffic deaths. The objective of this study is to use the Oyo State-Nigeria evidence-based case to explain the need to take cognisance of neighbourhood characteristics in policy designs and decision- making to enhance significant remedial effect from interventions in an attempt to reduce road traffic injuries and deaths. The characteristics investigated include major road lengths, travel density, residential population and the area of administration. The study concludes that spillover effects do exist in road traffic crashes (RTC) within spatial units across geographical regions – as such, neighbourhood characteristics cannot be ignored when planning for intervention. Apparently, the need to incorporate spatial analysis with existing strategies to achieve maximum remedial effect cannot be over emphasised. These results should enable the orientation of safety and injury prevention policies targeted towards reducing the frequencies of RTC.

BACKGROUND: The toll associated with road traffic crashes (RTC) is high, and the burden of injury is disproportionately borne by pedestrians and motor riders, particularly in developing countries. This study synthesized the factors associated with motorcycle-related RTC in Africa. METHODS: The PICO framework and the PRISMA guidelines for conducting reviews were incorporated in searching, screening, and reporting the findings. Advanced search in five electronic databases (Google Scholar, PubMed Central, Scopus, CINAHL, and Embase) yielded 2552 titles and 22 from manual search, filtered for 2016 to 2022 (to generate 1699) and then further for primary studies (854). Through the title, abstract and full-text screening, 22 were appropriate for this review. Data extraction was done by the two researchers independently, and the results were compared. Convergent synthesis was adopted to integrate results, transformed into a narrative, and analyzed using thematic synthesis. RESULTS: The four main themes identified were the rider-related, non-rider-related factors, prevalence and severity of injuries from RTC, and the measures to reduce RTC. The behavioral factors associated with RTC were alcohol use, smoking, use of illicit drugs, tiredness of rider, poor knowledge on traffic regulations, more than one pillow rider, lack of rider license, non-observance of traffic regulations, and non-use of personal protective equipment. Road traffic crashes were common among younger age and male gender. Other factors identified included poor road network, unplanned stoppage by police, unlawful vehicular packing, increased urbanization, and slippery floors. CONCLUSION: There is the need to institute multi-sectoral measures that target riders' behavior change. Coordinated efforts should target governments, enforcement authorities, and regulatory bodies to enforce enactment that ensures safe use of roads.

Background: Road Traffic Crashes are indeed major contributor of disability and death globally. Accurate and reliable data on actual number of victims of road traffic crashes in various countries is required to understand the burden of road traffic crashes and to implement interventions to reduce crashes in any particular country. In Nigeria, there are often conflicting data from various agencies and sources on the actual number of road traffic crashes and the number of affected victims. This study therefore evaluates the victims of road traffic crashes presenting to the hospitals in the Federal Capital Territory Abuja, Nigeria and compares the findings with data arising from the Federal Road Safety Commission over the same period. Methods: This was a prospective observational study of victims of road traffic crashes presenting in the hospitals in the Federal Capital Territory Abuja, Nigeria. Data of victims of road traffic collisions presenting to the hospitals in the FCT was collected from all identified hospitals, over a period of 3 months. Data was analysed and results presented as descriptive statistics. Results: During the period under study, a total of 819 victims of RTC were recorded from the various hospitals across the FCT. The bulk of the patients were within (16 – 40) years (n=598{71.9%} with males constituting about 75.3% of the victims. One hundred and twenty seven (15.5%) of the injuries was fatal. About two-third of the victims were taken to the public hospitals (n = 543 {66.3%}). Majority of the victims of RTC were passengers in the motorized vehicles including motorcycle (n =410 {49%}) and pedestrians constituted 17.9% (147) of the victims. Conclusion: This pilot study confirms the high incidence of RTC in the FCT Abuja Nigeria and the existing disparity between the data of victims of road traffic crashes emanating from the hospitals and data published by the Government agencies in Nigeria during the same period. There is the need to harmonise data from various stakeholders in an attempt to ...

Abstract Background Road traffic crashes (RTC), that daily kill 3400 people and leave 15,000 with a permanent disability could be prevented through the implementation of safety programs developed in partnership with governments and institutions. The relationship between key stakeholders can be a crucial determinant to the effectiveness of road safety programs. This issue has rarely been addressed. We conducted a detailed organizational analysis of the stakeholders involved in road safety programs in Lao People's Democratic Republic (Lao PDR). Methods A case study was performed. The framework used was a snowball effect in which the characterization of all key stakeholders and the links between them, as well as the factors that led to these links, were determined. The effect of the relations between key stakeholders on the prevention of RTC was assessed through an analysis of the transactional, intangible and controlling factors that influence these relationships. Results The design and implementation of road safety programs in Lao PDR suffer from weak relationships between stakeholders and a poorly functional bicephal leadership between the Ministry of Public Works and Transport and the non-governmental organisation called Handicap International. This poor coordination between key stakeholders is evident, particularly in the area of collective action and is reinforced by a lack of interest from several different stakeholders. Most agencies do not prioritize road safety. Uneven distribution of funding is another contributing factor. Strengthening the leadership is crucial to the success of the program. Some organisations have skills, power the decision making and the allocation of resources in regards to road safety programs. Encouraging participation of these organizations through a more prominent position would thus result in a better collaboration. Non-monetary rewards would further help to strengthen collaborative work. Conclusion The bicephal nature of the leadership of road safety programs proves detrimental, is associated with a weak coalition between stakeholders, and contributes to the declaimed poor effectiveness of the existing programs. The study has identified non-monetary and realistic means of strengthening the collaboration between key stakeholders. Stakeholders need to revise their interpretive schemes, in order to actively support the reinforcement of government leadership of road safety policies.