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IntroductionThere is considerable uncertainty in estimates of traffic deaths in many sub-Saharan African countries, with the Global Burden of Disease (GBD) and the Global Status Report on Road Safety (GSRRS) reporting widely differing estimates. As a case study, we reviewed and compared estimates for Tanzania.MethodsWe estimated the incidence of traffic deaths and vehicle ownership in Tanzania from nationally representative surveys. We compared findings with GBD and GSRRS estimates.ResultsTraffic death estimates based on the 2012 census (9382 deaths; 95% CI: 7565 to 11 199) and the 2011–2014 Sample Vital Registration with Verbal Autopsy (8778; 95% CI: 7631 to 9925) were consistent with each other and were about halfway between GBD (5 608; 95% UI: 4506 to 7014) and WHO (16 252; 95% CI: 13 130 to 19 374) estimates and more than twice official statistics (3885 deaths in 2013). Surveys and vehicle registrations data show that motorcycles have increased rapidly since 2007 and now comprise 66% of vehicles. However, these trends are not reflected in GBD estimates of motorcycles in the country, likely resulting in an underestimation of motorcyclist deaths.ConclusionReducing discrepancies between GBD and GSRRS estimates and demonstrating consistency with local epidemiological data will increase the legitimacy of such estimates among national stakeholders. GBD, which is the only project that models the road-user distribution of traffic deaths in all countries, likely severely underestimates motorcycle deaths in countries where there has been a recent increase in motorcycles. Addressing police under-reporting and strengthening surveillance capacity in Tanzania will allow a better understanding of the road safety problem and better targeting of interventions.
BackgroundThere are large discrepancies between official statistics of traffic injuries in African countries and estimates from the Global Burden of Disease (GBD) study and WHO’s Global Status Reports on Road Safety (GSRRS). We sought to assess the magnitude of the discrepancy in Ethiopia, its implications and how it can be addressed.MethodsWe systematically searched for nationally representative epidemiological data sources for road traffic injuries and vehicle ownership in Ethiopia and compared estimates with those from GBD and GSRRS.FindingsGBD and GSRRS estimates vary substantially across revisions and across projects. GSRRS-2018 estimates of deaths (27 326 in 2016) are more than three times GBD-2019 estimates (8718), and these estimates have non-overlapping uncertainty ranges. GSRRS estimates align well with the 2016 Demographic and Health Survey (DHS-2016; 27 838 deaths, 95th CI: 15 938 to 39 738). Official statistics are much lower (5118 deaths in 2018) than all estimates. GBD-2019 estimates of serious non-fatal injuries are consistent with DHS-2016 estimates (106 050 injuries, 95th CI: 81 728 to 130 372) and older estimates from the 2003 World Health Survey. Data from five surveys confirm that vehicle ownership levels in Ethiopia are much lower than in other countries in the region.InterpretationInclusion of data from national health surveys in GBD and GSRRS can help reduce discrepancies in estimates of deaths and support their use in highlighting under-reporting in official statistics and advocating for better prioritisation of road safety in the national policy agenda. GBD methods for estimating serious non-fatal injuries should be strengthened to allow monitoring progress towards Sustainable Development Goal target 3.6.
Este Guia para Áreas de Trânsito Calmo apresenta estratégias para planejar, projetar, implementar e avaliar áreas de trânsito calmo. O guia pretende equipar comunidades e tomadores de decisão com as ferramentas adequadas para implementar áreas de trânsito calmo que se adaptem ao seu contexto específico.
BackgroundEvery year, road traffic injuries (RTI) account for over 1.25 million global deaths and more than 50 million injuries. Most of these deaths (90%) occur in low- and middle-income countries (LMICs). Despite such a high burden, LMICs have limited data on road safety and lack effective measures such as safe infrastructure, policies, road safety legislations and enforcement.DescriptionThis panel will focus on lessons learned from over a decade of implementing road safety programs worldwide. This panel will focus on the implementation challenges that have limited global progress on road safety. The speakers will focus on the current status of road safety globally, the need for an integrated approach to road safety, and the application of implementation science principles to improve the efficiency and effectiveness of road safety programs. The speakers on this panel have been involved in implementing different strategies to reduce the burden of RTIs in LMICs, and will use their talks to promote a discussion around innovative approaches to enhance road safety globally. Dr. Adnan Hyder will chair the panel.Presentations The current status of Global Road Safety: Dr. Abdulgafoor Bachani will discuss the status of road safety worldwide, highlight various global programs and frameworks, and discuss progress made to-date in the reduction of RTIs. An integrated approach to Road Safety: Dr. Soames Job will discuss the need for an integrated and multi-sectoral approach to road safety. He will highlight examples of success, and lessons that could be applied in LMICs. The implementation challenge: Dr. Nhan Tran will discuss the application of implementation science principles to understand ways in which we could enhance the efficiency and effectiveness of road safety programs globally.ConclusionThis panel will end with a discussion on strategies to improve road safety in LMICs.
Every year approximately 1.35 million people lose their lives due to road traffic crashes. In many road crashes, speed plays a key role. As a result, managing speed has taken on great importance in cities around the world. An effective method for reducing speed and improving road safety, especially in high-risk areas, has been to establish low-speed zones. This Low-Speed Zone Guide presents strategies for planning, designing, building, and evaluating low-speed zones. The guide intends to equip communities and decision-makers with the tools to implement low-speed zones that will suit their specific context.
Speed has fundamental economic costs which are hidden for many stakeholders. On the other hand, the economic benefits of speed are highly visible and strongly promoted by benefiting stakeholders and indeed carefully considered in cost-benefit assessments by road operating agencies. Thus, the main purpose of this paper is to explore and present the benefits and costs of low speed roads in urban environments.
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