A contemporary analysis of road traffic crashes, fatalities and injuries in Trinidad and Tobago

Bernard, Godfrey St.; Matthews, W B

doi:10.1076/icsp.10.1.21.14104

Cited by 22 publications

(30 citation statements)

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“…Thus, they are more likely to become involved in deaths in RTCs while working or commuting (Charbotel et al 2001). The fatalities were lower in females than in males, probably because females do not frequently go out after reaching a certain age especially after reaching puberty, as it is unacceptable to This study has also affirmed that deaths in RTCs most commonly involve pedestrians, passengers of public transport and motorcyclists, as reported by others (Nantulya and Reich 2002, Afukaar et al 2003, Bernard and Matthews 2003. These types of road users are generally people from poor socio-economic backgrounds (Peden et al 2001, Nantulya andReich 2002); therefore, an issue of equity is involved in the occurrence of RTCs and resulting fatalities and injuries (United Nations General Assembly 2003).…”

Section: Discussionsupporting

confidence: 81%

The pattern of deaths in road traffic crashes in Sindh, Pakistan

Shah

Soomro

2007

International Journal of Injury Control and Safety Promotion

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The objectives of this study were to examine the pattern and magnitude of deaths in road traffic crashes (RTCs) in Sindh province of Pakistan. This cross-sectional study used data obtained from government documents and content analysis of daily newspapers' reports on incidents of deaths in RTCs. Results showed that the total annual number of RTCs, fatal RTCs and deaths in RTCs were 2272 (+/-293), 1104 (+/-89) and 1321 (+/-136) respectively. On average, there were four deaths per day in RTCs. The victims were 85% male and the majority were between 15 and 49 years of age. Pedestrians, passengers, motorcyclists and drivers were most commonly the victims. Deaths in RTCs were double in rural areas compared to urban areas. The most common causes of fatal RTCs were by being hit by a vehicle, breakdown and collision of motor vehicles and speeding. The frequent involvement of the men of working age in RTCs may have serious social and economic implications; therefore, the prevention of RTCs, as far as possible, is imperative.

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Section: Discussionsupporting

confidence: 81%

The pattern of deaths in road traffic crashes in Sindh, Pakistan

Shah

Soomro

2007

International Journal of Injury Control and Safety Promotion

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“…(10) Second most common victims are poor pedestrians. This finding is similar to the findings of other studies which showed higher pedestrian injury (15) (16)(17) (12) . Together motorized two wheelers and pedestrians constitute major chunk of the total accident victims.…”

Section: Non Fatal Accidentssupporting

confidence: 83%

“…This finding is similar to the findings in other studies which showed higher pedestrian casualty. (15), (16), (17), (12) The most common type of vehicle accused of causing fatal accidents is the bus. This is followed by the lorry and car.…”

Section: Discussion: Fatal Accidentsmentioning

confidence: 99%

A RETROSPECTIVE STUDY ON THE DEMOGRAPHIC, GEOGRAPHIC PROFILE AND TREND ANALYSIS OF FATAL & NONFATAL ROAD TRAFFIC ACCID ENT IN TRICHY CITY, TAMIL NADU

Kulothungan¹

2015

jemds

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ABSTRACT:Introduction: Each year nearly 1.3 million people die as a result of a road traffic collision with more than 3000 deaths each day and more than half of these people are not travelling in a car. More than half the people killed in traffic crashes are young adults aged between 15 and 44 years. AIM: To analyse the profile of road traffic accidents that happened in Trichy city during the year 2011. OBJECTIVES: 1. To analyse the burden of road traffic accident cases reported in Trichy city over a period of one year 2. To determine the age and gender profile of fatal and non-fatal accidents. 3. To study the distribution of road traffic accidents by time and season of occurrence. MATERIALS & METHODS: STUDY DESIGN: Retrospective study. STUDY AREA: Trichy city. The traffic police department of Trichy traffic police headquarters was approached. The investigator and guide approached the office of the chief of Trichy city traffic police. After clearly explaining the purpose of this study to the chief stating that the data collected is only for the research purpose and will not be used for any other purpose, the data was collected. All the collected data were then entered in SPSS 17 and analyzed using the same software. Considering that the data were of categorical nature, descriptive statistics was used to describe the data. RESULTS & CONCLUSION: The fatal and nonfatal accidents follow a pattern in their incidence according to the week days and months in a year. However further in depth analysis is needed to analyse these pattern and to validate these findings. Overall the findings of this study will be useful for planning accident prevention programs in the future. KEYWORDS: Road traffic accidents, Helmet use, Helmet safety, Driving rules. INTRODUCTION:Each year nearly 1.3 million people die as a result of a road traffic collision with more than 3000 deaths each day-and more than half of these people are not travelling in a car.Twenty to fifty million more people sustain non-fatal injuries from a collision, and these injuries are an important cause of disability worldwide. Ninety percent of road traffic deaths occur in low-and middle-income countries, which claim less than half the world's registered vehicle fleet.Road traffic injuries are among the three leading causes of death for people between 5 and 44 years of age. Unless immediate and effective action is taken, road traffic injuries are predicted to become the fifth leading cause of death in the world, resulting in an estimated 2.4 million deaths each year. This is, in part, a result of rapid increases in motorization without sufficient improvement in road safety strategies and land use planning. The economic consequences of motor vehicle crashes have been estimated between 1% and 3% of the respective GNP of the world countries, reaching a total over $500 billion. Reducing road casualties and fatalities will reduce suffering; unlock growth and free resources for more productive use. (1)

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“…Transport related injury remains the leading cause of death and disability in children in most countries of the world (Anderson, 2001;Australian Institute of Health and Welfare, 2002;Bernard and Matthews, 2003;Wang et al, 2003;World Health Organisation, 2002). There can be few more convincingly effective interventions for the prevention of transport related injury in children than car seat restraints (Porter and Zhao, 1998;Zaza et al, 2001) yet in many countries, these restraints are not mandatory and use of these devices is rare (World Health Organisation, 2002).…”

Section: Introductionmentioning

confidence: 99%