WORLD DAY OF REMEMBRANCE FOR ROAD TRAFFIC VICTIMS
Thank God for allowing me to give this message on the eve of World Day of Remembrance for Road Traffic Victims. We ifop share the victims’ sufferings on this occasion of November 16th [the third Sunday of the month].
History of the day started in 1993 when the Road Peace for the first time celebrated it nationally. Since then several NGOs including Road Peace, Association for Safe International Road Travel (ASIRT) and European Federation of Road Traffic Victims (FEVR) and other associated organizations promoted it. The WHO also hosted a meeting of 12 such groups in September, 2003 and led to the recognition by the UNO in 2005 and became a global day. On November 18, 2007 it remembered over one million people killed and 20 to 50 million injured in road traffic crashes each year worldwide and drew attention to the devastating consequences of these deaths on families and communities. How to plan and organize the events is shown in the book, “World Day of Remembrance for Road Traffic Victims: a guide for organizers.” It provided practical guidance to people or groups on how to plan and organize events on this day. It gives a brief history of the day and provides examples of specific activities. All concerned may use this book as guide to organize annual events in their places. It will ensure the opportunity of this day is fully realized.
Economic impact of road crashes is also significant. In low- and middle-income countries, the cost of road traffic injuries is estimated at up to one hundred billion dollars a year, money that could be spent on schools, hospitals and economic development. Road traffic injuries cost countries between
1% and 2% of their gross national product. UN General Assembly asked Member States to implement the recommendations of the World Report on Road Traffic Injury Prevention (WHO, 2004), and establish national lead agencies on road safety, along with action plans to reduce road traffic deaths and injuries. The Secretary-General wanted to improve global road safety in consultation with the regional commissions and other partners of the UN Road Safety Collaboration. The social costs of head injuries for survivors, their families and communities are high, in part because they frequently require specialized or long term care. Head injuries also result in much higher medical costs than any other type of injury, such that these injuries exert a high toll on a country’s health care costs and its economy.
Road traffic injuries are a major public health problem and a leading cause of death, injury and disability around the world. Each year nearly 1.2 million people die and millions more are injured or disabled as a result of road crashes, mostly in the urban areas of developing countries. Road traffic injuries are the leading cause of death globally for those between 10 and 24 years of age. Many people around the world die in motorcycle collisions. Road traffic injuries are a major public health problem and a leading cause of death and injury. Each year nearly 1.2 million people die as a result of road crashes, and millions more are injured or disabled. In many low-income and middle-income countries, where motor cycles and bicycles are an increasingly common means of transport, users of two-wheelers make up a large proportion of those injured or killed on the roads. Motorcycle and bicycle riders are at an increased risk of being involved in a crash. This is because they often share the traffic space with fast-moving cars, buses and trucks, and also because they are less visible.
Causes are many but globally, there is an upward trend in the
number and use of motorcycles and bicycles, both for transport and recreational purposes. Indeed, most of the growth in the number of vehicles on the world’s roads comes from an increasing use of motorized two-wheelers. In developed countries, motorcycle fatalities typically comprise around 5% to 18% of overall traffic fatalities. In poor countries use of motorcycles and other two-wheelers is relatively high. India’s 69% of the total number of motor vehicles are motorized two-wheelers, considerably higher than in high-income countries and 27% of road deaths are among users of motorized two-wheelers; 70–90% in Thailand; and 60% in Malaysia. In European countries head injuries estimated 75% of deaths among motorized two-wheeler users; in some poor and developing countries head injuries estimated 88%.
Prevention are many. Most road traffic injuries are preventable by increasing helmet, seat belt, and child restraint use; reducing drunk-driving and speeding; and developing appropriate infrastructure, such as improved road layout and design Road crashes are the leading cause of death in people ages 5 to 34 in the United States, the leading cause of death globally for children and young people ages 10 to 24, and the third leading cause of death globally among people ages 30 to 44. Every six second someone is killed or maimed on the world’s roads, including drivers, passengers, motorcyclists, bicyclists and pedestrians. can be done by two wheelers by speed limit, use of helmet, seat belts and child restraints, and driving without drinking. Poorly designed or insufficiently maintained road infrastructure, lack of road safety features and driving of old vehicles should be avoided practicably. Physical protection is vulnerable under developed countries. Asian countries, in particular, are expected to experience a helmets and Road Safety Manual. A helmet works in three ways. It reduces the deceleration of the skull, and hence the brain movement, by managing the impact. The brain does not hit the skull with such great force. It spreads the forces of the impact over a greater surface area so that they are not concentrated on particular areas of the skull. It prevents direct contact between the skull and the impacting object by acting as at least one bicycle helmet program is now running in Malaysia. About 4000 students in 50 schools and about 200 teachers have been involved in these efforts aimed at reducing head injuries among children using bicycles. UN Secretary-General Ban Ki-Moon appealed to use the WHO-World Bank World report on road traffic injury prevention as a framework for road safety efforts, and pay particular attention to the risk factors mentioned in it. The safety needs of vulnerable road users through improvements for public transport and separate road space for pedestrians and cyclists were essential. The First UN Global Road Safety Week held in April 2007, celebrated in hundreds of national events focused on youth, road safety and World Youth Assembly in Geneva. It aimed at addressing some key risk factors of drink driving, seat-belts, helmets, speed, visibility, etc.
Dr S R Mangang
President, ifop
Thank God for allowing me to give this message on the eve of World Day of Remembrance for Road Traffic Victims. We ifop share the victims’ sufferings on this occasion of November 16th [the third Sunday of the month].
History of the day started in 1993 when the Road Peace for the first time celebrated it nationally. Since then several NGOs including Road Peace, Association for Safe International Road Travel (ASIRT) and European Federation of Road Traffic Victims (FEVR) and other associated organizations promoted it. The WHO also hosted a meeting of 12 such groups in September, 2003 and led to the recognition by the UNO in 2005 and became a global day. On November 18, 2007 it remembered over one million people killed and 20 to 50 million injured in road traffic crashes each year worldwide and drew attention to the devastating consequences of these deaths on families and communities. How to plan and organize the events is shown in the book, “World Day of Remembrance for Road Traffic Victims: a guide for organizers.” It provided practical guidance to people or groups on how to plan and organize events on this day. It gives a brief history of the day and provides examples of specific activities. All concerned may use this book as guide to organize annual events in their places. It will ensure the opportunity of this day is fully realized.
Economic impact of road crashes is also significant. In low- and middle-income countries, the cost of road traffic injuries is estimated at up to one hundred billion dollars a year, money that could be spent on schools, hospitals and economic development. Road traffic injuries cost countries between
1% and 2% of their gross national product. UN General Assembly asked Member States to implement the recommendations of the World Report on Road Traffic Injury Prevention (WHO, 2004), and establish national lead agencies on road safety, along with action plans to reduce road traffic deaths and injuries. The Secretary-General wanted to improve global road safety in consultation with the regional commissions and other partners of the UN Road Safety Collaboration. The social costs of head injuries for survivors, their families and communities are high, in part because they frequently require specialized or long term care. Head injuries also result in much higher medical costs than any other type of injury, such that these injuries exert a high toll on a country’s health care costs and its economy.Road traffic injuries are a major public health problem and a leading cause of death, injury and disability around the world. Each year nearly 1.2 million people die and millions more are injured or disabled as a result of road crashes, mostly in the urban areas of developing countries. Road traffic injuries are the leading cause of death globally for those between 10 and 24 years of age. Many people around the world die in motorcycle collisions. Road traffic injuries are a major public health problem and a leading cause of death and injury. Each year nearly 1.2 million people die as a result of road crashes, and millions more are injured or disabled. In many low-income and middle-income countries, where motor cycles and bicycles are an increasingly common means of transport, users of two-wheelers make up a large proportion of those injured or killed on the roads. Motorcycle and bicycle riders are at an increased risk of being involved in a crash. This is because they often share the traffic space with fast-moving cars, buses and trucks, and also because they are less visible.
Causes are many but globally, there is an upward trend in the
number and use of motorcycles and bicycles, both for transport and recreational purposes. Indeed, most of the growth in the number of vehicles on the world’s roads comes from an increasing use of motorized two-wheelers. In developed countries, motorcycle fatalities typically comprise around 5% to 18% of overall traffic fatalities. In poor countries use of motorcycles and other two-wheelers is relatively high. India’s 69% of the total number of motor vehicles are motorized two-wheelers, considerably higher than in high-income countries and 27% of road deaths are among users of motorized two-wheelers; 70–90% in Thailand; and 60% in Malaysia. In European countries head injuries estimated 75% of deaths among motorized two-wheeler users; in some poor and developing countries head injuries estimated 88%.Prevention are many. Most road traffic injuries are preventable by increasing helmet, seat belt, and child restraint use; reducing drunk-driving and speeding; and developing appropriate infrastructure, such as improved road layout and design Road crashes are the leading cause of death in people ages 5 to 34 in the United States, the leading cause of death globally for children and young people ages 10 to 24, and the third leading cause of death globally among people ages 30 to 44. Every six second someone is killed or maimed on the world’s roads, including drivers, passengers, motorcyclists, bicyclists and pedestrians. can be done by two wheelers by speed limit, use of helmet, seat belts and child restraints, and driving without drinking. Poorly designed or insufficiently maintained road infrastructure, lack of road safety features and driving of old vehicles should be avoided practicably. Physical protection is vulnerable under developed countries. Asian countries, in particular, are expected to experience a helmets and Road Safety Manual. A helmet works in three ways. It reduces the deceleration of the skull, and hence the brain movement, by managing the impact. The brain does not hit the skull with such great force. It spreads the forces of the impact over a greater surface area so that they are not concentrated on particular areas of the skull. It prevents direct contact between the skull and the impacting object by acting as at least one bicycle helmet program is now running in Malaysia. About 4000 students in 50 schools and about 200 teachers have been involved in these efforts aimed at reducing head injuries among children using bicycles. UN Secretary-General Ban Ki-Moon appealed to use the WHO-World Bank World report on road traffic injury prevention as a framework for road safety efforts, and pay particular attention to the risk factors mentioned in it. The safety needs of vulnerable road users through improvements for public transport and separate road space for pedestrians and cyclists were essential. The First UN Global Road Safety Week held in April 2007, celebrated in hundreds of national events focused on youth, road safety and World Youth Assembly in Geneva. It aimed at addressing some key risk factors of drink driving, seat-belts, helmets, speed, visibility, etc.
Dr S R Mangang
President, ifop
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