Talk:Road traffic safety/Archive 2

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Archive 1 Archive 2

Moving of content

The Crash rates section should be merged to Traffic_collision#Epidemiology and Types of harm should be moved to Traffic_collision Doc James (talk · contribs · email) 21:19, 25 October 2009 (UTC)

Page renaming

As above I think a move of this page to road safety would be best with automobile safety discussing the construction of automobiles.Doc James (talk · contribs · email) 16:45, 3 November 2009 (UTC)

External links audit

There are a lot of external links and I suspect few of them meet WP:EL requirements. I am putting them all here for now - feel free to move them back if you consider they meet the requirements (and remove them from this list at the same time. PeterEastern (talk) 06:54, 16 April 2010 (UTC)

Power rating

Since NEV's only need to be able to reach a speed of 45 km/h, the power rating (HP) of the vehicle can be way lower than what it needs to be with highway-capable vehicles (that need to be able to attain 120 km/h).[1] Since wind resistance becomes ever greater with higher speeds, power ratings of the engines used in vehicles need to be much larger (non-lineair graph).[2] This also means that much more energy (fuel) is needed to propel the vehicles, and as vehicles are much more powerful and able to attain larger speeds, the possibility of fatal accidents becomes much greater (so the fact that we allow these powerful vehicles to be build results in more deaths).

Include a section in this article about this. KVDP (talk) 18:13, 28 January 2014 (UTC)

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Blacklisted Links Found on Road traffic safety

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Blacklisted Links Found on Road traffic safety

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FACT SHEET #1 Road safety: Basic facts

«Road traffic crashes are often covered in the media simply as events — not as a leading killer of people and an enormous drain on a country’s human, health and financial resources.»

http://www.who.int/violence_injury_prevention/publications/road_traffic/Road_safety_media_brief_full_document.pdf — Preceding unsigned comment added by 86.67.188.170 (talk) 13:02, 30 April 2018 (UTC)

Removed a chunk of text about traffic accidents from SDG 3 article

I am copying here something from the talk page of the SDG 3 article. I am wondering if this text block or some of it could be integrated into this article?

@User:Ldb81: Please note that we have deleted a chunk of text that you inserted into the article for a second time. See this change here by User:Doti_Nicolasia. Let's not enter into an edit war but rather discuss it on the talk page of the article. Thanks. My first question would be: where did you take the text block from? Was it from another Wikipedia article? EMsmile (talk) 04:58, 25 September 2020 (UTC)

This was the text:

Fact

The risk of a road traffic death varies significantly by region. The rate of death relative to world population has begun to stabilize in the last decade. There is however a very different trend seen in low-middle income countries. Africa is unique in that it suffers 16% of all road-traffic deaths despite only having 2% of the world's vehicles.[3] This is largely due to the fact that many of those killed or injured are pedestrians. The overall numbers for disability and burden of disease for road and traffic injuries are thought to be underestimated. A full report regarding the current status of road injuries and deaths can be found at the World Health Association's website under "Global Status Report on Road Safety 2018".[4]: 5  Road injuries are the most important cause of injury-related death for children ages 5-9, younger adolescents ages 10-14, older adolescents ages 15-19 and young adults ages 20-24.[5] Road injuries are the leading cause of both deaths and DALYs attributable to injuries worldwide. The World Health Organization estimated in 2006 that the direct costs due to road injuries were 500 billion USD annually and represent 1-2% of the gross national product (GNP) of low and middle income countries. [5] Road traffic deaths and injuries continue to plague low and middle income countries.

Example of a successful campaign

Successful efforts have however been made in some low-income countries to improve upon SDG 3.6. In 2007 road injury accidents were the leading cause of death in Vietnam for working aged individuals due to the increase in vehicles and motorcycles since the 1990s. Helmets have been shown to reduce the risk of injury and death by 40-70%.[5] Legislation called "Resolution 32" was enforced and made helmets mandatory for all cyclist and passengers. Strict fines were applied if the law was broken that equaled sometimes 1/3 of the persons monthly income. Nearly 680,000 riders were ticketed in the first year. Leadership and investment at a government level were key to the success of this initiative. [5]

Post-crash care

There is in general a lack of healthcare services for treatment and rehabilitation of these injuries in low-middle income counties. This includes the fact that many countries have very few emergency services. Many patients receive no or little care directly proceeding the accident. If admitted to the hospital, they are often released home without proper care or a viable solution for major injuries. Many countries lack basic services such as an emergency number to simply report an accident or injury. It is often difficult to measure the cost of injury as it involves stigma, lost wages and a lifetime of disability for those injured. Treatment of severe injuries has traditionally involved long periods of traction and bed rest for broken bones and amputation of compromised limbs. Current research shows that surgical interventions for limb-sparing and in leu of traction techniques (IM nailing) can save lives and money and are more affordable than traditional methods. Many African countries continue to prescribe traction over surgical options. Traction is known to cause a significant amount of pain and burden for the patient and caregivers of patients. This technique has long been abandoned by most high income healthcare systems due to current medical knowledge and research. If a surgical option is taken instead, the patient is usually able to walk within days of surgery which helps them to almost immediately resume their daily responsibilities. With traction, the patient is bed-bound for months and often experiences re-injury or incomplete healing of fractures. There continues to be a need for trained surgeons in places like Africa where only 3% of the global health work force resides.There is also a stigma thoughout low-mid income countries surrounding surgery as a luxury service rather than an essential one.[6] Rehabilitation for injuries pre- and post-treatment is often not available or provided due to prohibitive out of pocket expense. Even in mid-high income countries injuries post accident are often under-treated in regards to rehabilitation and participation in activitites of daily living. Disability after the incident is perhaps a better focus for the true impact road injuries. In relation to this, the DALY is often a better measure for the impact of road injuries globally. Those that survive the crash and live through emergency care situations are often living a lifetime with significant disability.

Future goals

SDG 3 and sub-goals are closely linked with SDG 11 for creation of sustainable cities and communities. Typically five risk factors are focused upon for creation of safety legislation within a country. These are 1) speed regulation, 2) drinking and driving, 3) seat-belt laws, 4) helmet-laws and 5) child-restraints. Need for improvements in safer infrastructure and government regulation continues. In countries with great success, such as Sweden that boasts a 66% reduction in injury and deaths from 1990-2015, tough government regulation has been key. [7] It is highly likely the goal set for 2020 will not be met. New initiatives and targets are being made from 2020 to tie in current goals with new objectives. WHO has recently established the UN Road Safety Trust Fund to assist with road safety. Legislation and most importantly, enforcement, should be focused on for future goals. EMsmile (talk) 05:35, 25 September 2020 (UTC)

References

  1. ^ REVAi, an NEV requiring only 7 HP as opposed to 100 HP found in common highway-capable vehicles
  2. ^ HP required to attain various speeds, includes table with example speeds and HP
  3. ^ Harrington, Rebecca (19 December 2015). "Southern Africa may soon be the most dangerous place to drive in the world — here's why". Business Insider. Retrieved 24 September 2020.
  4. ^ Cite error: The named reference GSR was invoked but never defined (see the help page).
  5. ^ a b c d Skolnik, Richard (2020). Global Health 101. Burlington, MA: Jones & Bartlett Learning. pp. 451–470. ISBN 9781284145380.
  6. ^ Sven Young, Haukeland Universitetssykehus, Kamuzu Central Hospital, Global Health UiB[full citation needed]
  7. ^ "Global Status Report on Road Safety". World Health Organization. 2018.{{cite web}}: CS1 maint: url-status (link)

Threats towards Bicyclists

I have been hit by a drunk driver. People are physically running me of the road and yelling get the **** off the road when I am in the Bicycle lane. Cars purposely pulling out in front of me at the last minute and I told them about it and they kept doing it. I do not feel safe. Bus Driver left me stranded on the side of the road at a bus stop. Police won’t do anything about the issue. They are not doing their jobs it’s putting me in danger and I’m out they’re risking my life trying to go to my appointments and do my errands. I follow all of the rules on the road And I was almost got killed for doing so. 2601:985:103:F30:CC9:AEF3:71EF:BD63 (talk) 18:33, 1 December 2021 (UTC)

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