Discuss , why there has been a marked increase in the road accidents in developing countries in the recent years

For RTIs, the magnitude of the problem includes both fatalities and injuries.

Data shows that in 2002, close to 1.2 million died from RTIs.

20 to 50 million are injured.

10% of road traffic deaths occurred in high income countries

Chapter 2 – The global impact

Regional Distribution – The six WHO regions show variation in the number of RTIs.

The African region has the highest mortality rate.

The European region has the lowest mortality rate.

Countries also show variation. Although the African region has the highest overall fatality rate, the highest country rates are found in Latin America.

Chapter 2 – The global impact

Trends in RTIs

Since the 1960s, there has been a decrease in fatalities in high-income countries.

During the same time, there has been a marked increase in fatalities in lower-income countries.

It’s important to note that when analyzing data, there’s a difference between regional and national statistics. It’s important not to assume that what is true for a region is also true for a country in that region.

Chapter 2 – The global impact

Declines in RTIs in high-income countries is attributed to road safety measures, but it’s important to note that it may also be due to less exposure, especially among pedestrians and cyclists.

For low and middle-income countries, RTIs are predicted to increase in the next 20 years.

The WHO Global Burden of Disease (GBD) and the World Bank Traffic Fatalities and Economic Growth (TFEC) models both predict a significant increase in RTIs if policies and actions do not change.

Chapter 2 – The global impact

RTIs could become the third leading cause of DALYs – Disability adjusted life years – lost.

Assisting middle and low-income countries address road traffic safety has to be a priority.

Motorization, development and RTIs is a complex relationship.

Cleary there is a link between the number of vehicles, a country’s development and RTIs.

Chapter 2 – The global impact

Development in high income countries in the past shows that greater mobility and an increase in motorization does not have to lead to increased RTIs.

Smeed was the first major attempt to model fatality rates and mortality, but there were significant flaws.

A more recent World Bank report was able to account for the flaws to gain a more accurate picture of RTIs and development.

Chapter 2 – The global impact

Profile of people affected by RTIs

The impacts to road users are different according to how they use the road.

As would be expected, pedestrians and cyclists experience a greater risk when using roads.

Passengers in buses and other public transport systems, in low or middle-income countries, also experience higher RTI risk.

Chapter 2 – The global impact

Occupational RTIs are a significant problem, too.

In the United States, RTIs are the leading cause of death in the workplace.

Gender and age – More than half of RTIs occur among those aged 15 to 44 years old. In 2002, 73% of all road traffic deaths were men.

Socioeconomic status and location – People who are socioeconomically disadvantaged or living in poor areas are more likely to suffer from an RTI.

Chapter 2 – The global impact

What other RTI impacts are there to society?

Lost productivity and lost economic opportunity

Diverted institutional resources

Medical treatment cost, lost “human capital”,

Cost of long-term care and rehabilitation

Victim emotional pain

Increased poverty

Chapter 2 – The global impact

Data and evidence for RTI prevention

Without reliable data, it’s impossible to determine the priorities for prevention so that public health, medical and community organizations can work effectively to prevent injuries in the future.

Sources and types of data – From police departments, hospitals, and previous studies.

Data comes from – injury surveillance systems, surveys.

Chapter 2 – The global impact

Data analysis, issues and concerns

Data systems need to allow access to outside entities.

Indicators in data sets work as tools to show the magnitude of a problem as well as help set goals and determine results.

Definitions and standardization of data – Be sure to check that terms are used consistently across reports. Data can be significantly off or underreported if data terms are not standardized across countries and entities.

Chapter 2 – The global impact

The data shows that efforts to slow the increase in RTI has been effective since 2007, when RT fatality rates plateaued.

While this statistic is encouraging, there is no sign of a decline in RTIs.

If the goals of the Decade of Action and Sustainable Development Goal are to be realized, more attention, work and collaborative effort are needed.

Section 1 – The current state of global road safety

Low- and middle-income countries bear a bigger proportion of the RTI burden.

90% of road traffic deaths still occur in low- and middle-income countries.

Road traffic death rates are double in low- and middle-income than what they are in high-income countries.

Section 1 – The current state of global road safety

The African Region has the highest risk of road traffic death.

“The Eastern Mediterranean Region is the only region where high-income countries have a higher road traffic death rate than low- and middle-income countries.” (page 6)

Section 1 – The current state of global road safety

World Health Organization, (2015).Global status report on road safety 2015. Retrieved from http://www.who.int/violence_injury_prevention/road_safety_status/2015/en/.

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RTIs are too high among pedestrians, cyclists, and motorcyclists.

Around 50% of road traffic deaths on the world’s roads is among pedestrians, cyclists, and motorcyclists.

Decade of Action’s goal of increasing non-motorized transportation must reconcile its goal with the risks.

Safety of among these kinds of road users must be a priority.

Section 1 – The current state of global road safety

Data needs to be standardized across reporting countries.

Data in some countries needs to be more robust.

Cross-country comparisons of non-fatal road traffic injuries are even more inconsistent.

Section 1 – The current state of global road safety

Emergency care after an injury is inconsistent causing gross disparities in injury outcomes for victims.

The quality of care at the scene of an accident is also widely inconsistent.

Training health-care staff in emergency care improves outcomes.

Section 1 – The current state of global road safety

Coordinating road safety efforts across entities will increase public health efforts to decrease RTIs greatly.

An agency singly in charge of leading national road safety efforts exists in 162 countries.

Section 1 – The current state of global road safety

Target-setting is important to reducing RTIs.

Countries with a long-term vision and defined objectives will achieve greater results in road safety.

“While a national strategy is essential to defining the vision behind a road safety programme, its implementation requires tangible objectives and, in particular, intermediate targets…Target-setting is a valuable means to get – and keep – traffic safety on the political agenda.” (page 16)

Section 1 – The current state of global road safety

World Health Organization, (2015).Global status report on road safety 2015. Retrieved from http://www.who.int/violence_injury_prevention/road_safety_status/2015/en/.

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Peden, M. Scurfield, R. Sleet, D. Mohan, D. Hyder, A. Jarawan & Mathers, C. (2004). World report on road traffic injury prevention. Retrieved from http://apps.who.int/iris/bitstream/10665/42871/1/9241562609.pdf

World Health Organization, (2015).Global status report on road safety 2015. Retrieved from http://www.who.int/violence_injury_prevention/road_safety_status/2015/en/.