In the fall of 2015, the Missouri Chapter of American Planning Association, the HEAL Partnership, and Trailnet received a Plan4Health grant from the CDC in partnership with American Planning Association and American Public Health Association to work together to implement pop up traffic calming demonstrations. The demonstrations were used as a tool to educate one another on how to create safer streets in the City of St. Louis.
Watch how these demonstrations helped community members, elected officials, and city staff better understand how traffic calming could help their communities.
Missouri Chapter of the American Planning Association: http://www.mo-apa.org
HEAL Partnership: https://www.facebook.com/HEALPartners…
This brought back memories of a road accident in Liberia back in 1980. It was late at night in a rural area. Three of us (all sober!) were returning home after a Christmas get-together. The main highway (a dirt road, barely two lanes) was unlit, as all rural roads are, even if they are main highways. The driver swerved to avoid an accident, an oncoming car was straddling the middle of the road (not uncommon). Our Chevy truck rolled over at least twice down a steep embankment. I was nearest to the door on the passenger side. My leg went out the open window. The truck landed on its side, and my leg was pinned underneath the truck.
A bus stopped. Several passengers came down the embankment. By that time Ann (a fellow Peace Corps volunteer) who was in the middle, and the driver (a Malaysian ex-pat who was managing a nearby farm) had got out the truck. They raised the truck, and I pulled my numb leg out out. Miraculously my leg was not broken. (Could it be the gravel absorbed the shock?)
I did have some nasty gashes on the inside of my right thigh, and it was bleeding some. The window had only been partially rolled down. So the glass had shattered and ripped some of my flesh.
Somehow I got up the embankment with help. We went into the bus, which did a U-turn and took us to the hospital, about 10 miles away. Found out later, this was the second time the bus had stopped to pick up an accident victim and transfer them to a hospital. No ambulances in the country that I know of. [Just realized, we never gave the bus driver any money to cover his expenses, or properly thanked anyone, some of the passengers probably had two hours tacked on to their travel time.]
Anyways, I got stitched up (about 34 in the leg, another 8 or so around my right elbow). Thankfully no complications. Although when I do go hiking, I have to use a walking stick when going downhill. Word traveled fast about the accident in the Peace Corps community. Several weeks later I got a letter from the Peace Corps nurse (at HQ- 120 miles away) to get down to her office. Didn’t want to go, I was healing fine, and it meant a 5 hour taxi ride over bumpy dirt roads, but went anyway where I got chewed out royally. Well, I got X-rayed. Confirmed nothing was broken, and the other tests also confirmed what I knew – that I was OK. The nice thing- Peace Corps paid for my travel and medical expenses when I went down to HQ.
ANN ARBOR—Wealthier nations, whose residents own a majority of the world’s vehicles, have the lowest roadway fatality rates, say University of Michigan researchers.
In a new study on road safety in 170 countries, Michael Sivak and Brandon Schoettle of the U-M Transportation Research Institute found that the average fatality rate per million vehicles is 313 in high-income countries, 2,165 in middle-income countries and 6,040 in low-income countries.
Further, the average percentage of pedestrian deaths out of all roadway fatalities is lower in high-income nations (21 percent) compared with middle-income (31 percent) and low-income (35 percent) countries.
Using data from the World Health Organization on countries with populations of at least 100,000, Sivak and Schoettle examined differences in road safety based on gross national income per person: high (more than $12,275), middle ($1,006 to $12,275) and low (less than $1,006).
“The goal was to identify relevant commonalities that may assist in the creation of road-safety policies common to countries at a similar level of development,” Sivak said.
The researchers also found income-level effects for 31 aspects related to institutional framework, safer roads and mobility, safer vehicles, safer road users and post-crash care.
According to the results, low-income countries are less likely to have national road-safety strategies; standard vehicle regulations; laws on the installation of safety belts, airbags and electronic stability controls; laws on the use of safety belts, child restraints, motorcycle helmets and mobile phones; strict driver penalty systems; effective drunk driving enforcement measures; universal emergency access phone numbers; and policies to promote walking, cycling and public transport.
Interestingly, maximum speed limits on rural roads and near schools tend to be lower in low-income countries, but the effectiveness of speed-limit enforcement is higher in high-income countries.
- UK’s riskiest roads: A537 revealed as most dangerous (metro.co.uk)
- How National Income Predicts Traffic Safety (theatlanticcities.com)
- Road deaths fall to historic low (theage.com.au)
- Global Burden of Injuries (globalemergencyhealth.wordpress.com)
- Walk this way: pedestrian road safety must be stepped up worldwide (theguardian.com)
- Cost of not wearing seat belts – Georgia (slideshare.net)