We know that road traffic injuries are the leading killer of young people globally and in low and middle-income countries (LMICs) the burden of road crashes on young lives is significantly higher compared to the rest of the world. However, we have seen a deficit of information, data and research into these parts of the world and so YOURS is gathering some of the available information and sharing it with our youth network. In our first focus, we look at Kenya in Africa and examine the health burden of road crashes in this part of the world.

Road traffic injuries (RTIs) are one of the leading causes of death and disability worldwide. In 2012, road crashes account for 1.3 milion deaths with millions more being injuried. In low and middle-income countries such as those in Africa (developing countries) it is estimated that over 200,000 deaths are in Africa alone creating a disproportionate burden on the continent compared to the rest of the world. In other words, Africa accounts for nearly a quarter of all deaths on the road. This fact is particularly shocking when we note that the region only has 2% of the world’s roads. As LMICs in Africa develop and road infrastructure is enhanced, the number of vehicles as well as vehicle speeds are expected to increase, resulting in increased RTIs and fatality rates in these settings.

Kenya, for example, has seen a sharp increase in the number of registered motor vehicles over the past 2 decades. Motorcycle use in Kenya has also significantly increased over the last decade. A study conducted in Nairobi showed that in just 3 years, motorcycle registration rose from 4136 in 2004 to 16,293 in 2007.

This, in addition to other factors, has led to a historically high burden of RTIs in Kenya when looking at Africa as a whole. In addition to the mortality and disability burden, RTIs have a significant economic impact. In Kenya, a study published by Odero and colleagues in 2003 revealed that as of 1991, RTIs were estimated to cost Kenyans as much as US$3.8 billion annually, corresponding to 5 percent of the annual gross national product. This is, however, thought to be only part of the picture because it does not include costs associated with lost productivity and other related costs due to the years of life lost.

As our coordinator of the African Region (Anglophone) Ms Sheila Atieno in our CORE Group puts it, ‘Deaths of young people in Africa is not only affecting the health of a whole generation but we are also loosing our workforce, this is not acceptable’.

One challenge facing road safety in Africa is the lack of data, research and comparative analysis on road traffic crashes and injuries. Though estimates quantifying the burden of RTIs in Kenya do exist, most of these studies date back to the late 1990s and early 2000s.There is therefore a very urgent need for more current estimates on the burden of RTIs in Kenya to accurately assess the scope and distribution of this burden such that interventions can be implemented to address it.

The above cited resource states that data from the Kenya traffic police revealed that over the 6 years, RTIs increased at an annual rate of 1 percent showing that vehicle passengers were the most affected by RTIs, accounting for almost half of all RTIs
reported between 2004 and 2009.  Notably, injuries to motorcyclists more than doubled. Analysis of the police data at the provincial level showed that though Nairobi saw the highest rate of RTIs and fatalities in the nation.

The study in Kenya  focused on disctricts of Thika and Naivasha and with an analysis key risk factors it found: Less than one third of drivers in Thika (30.37%) and Naivasha (21.29%) wore helmets whiledriving motorcycles, and there was also minimal usage of helmets by passengers in both districts. Reflective clothing usage shows a large disparity between the 2 districts: 24.85 percent of motorcycle drivers in Thika compared to 63.22 percent of drivers in Naivasha wore reflective clothing; this difference was statistically significant. Speed observational studies conducted in the Thika and Naivasha districts revealed overall speeding rates of 69.45 and 34.32 percent, respectively, in the 2 districts, and rates in Thika were almost twice as high as Naivasha.

The analysis shows that RTIs and fatalities mostly affect males between the economically productive ages of 15 and 45 years.
These individuals are also often the heads of households, and their mortality could have potentially long-term implications on not only the financial sustainability of the family but also their social well-being. Furthermore, this analysis reveals that RTIs (and related fatalities) continue to increase in Kenya, with motorcyclists (both drivers and passengers) as well as pedestrians among the most affected.

YOURS will be running workshops in Kenya very soon to train facilitators on these topics. You can read about one of the leading organizations in Kenya working specifically on youth and road safety issues: Youths for Road Safety Kenya. You can read the full report in the attachments as well as see a video from Ms Sheila Atieno.

Yesterday, the Road Safety Performance Index (PIN) part of the European Transport Safety Council (ETSC) published their 6th report. The publication entitled ‘A Challenging Start towards the EU 2020 Road Safety Target’ places a focus on three areas of road safety; the progress of countries in road safety across the EU27, recommendations for national road safety changes and the road safety problem facing young people.

This 6th PIN Report provides an overview of European countries’ performance in three areas of road safety. It builds on the five previous Road Safety PIN Reports published in June 2007, 2008, 2009, 2010 and 2011. The report compares developments in the numbers of road deaths, during the first year of the 2020 EU road safety target, and estimates the cost benefit to society. It also sets these one-year developments in the context of the reduction in road deaths observed since 2001, the starting point of the first EU road safety target.

The new reports places youth and road safety issues high on the agenda in Europe. Its three main areas of focus are:

• Mixed results in the first year of the 2020 target – reduction in deaths slows down
• Institutional Setups Fit to deliver Road Safety (Road Safety Management)
• Reducing road deaths among young people aged 15 to 30

For us, the report’s focus on young people offers organizations working for youth and road safety issues up-to-date and cutting edge data on the latest road safety situation relating to young people across Europe. The report also offers clear recommendations on improving road safety for young people across Europe through the road safety managment approach, that is, addressing all areas of road safety – awareness, education, infrastructure, appropriate laws, enforcement and policy.

Key findings from the PIN Report
Around 140,000 young people aged 15 to 30 were killed in road collisions in the EU27 over the past ten years. In 2010, 9,150 young people aged 15 to 30 were killed in road collisions, compared with 18,670 in 2001. Deaths among this age group decreased by 44% between 2001 and 2010, compared with 36% reduction in total deaths over the same period. Young people aged 15 to 30 represent 20% of the total EU population but 30% of all road deaths and this share has been reduced only slightly since 2001.

Young people, especially males, continue to have the highest number of road deaths per million population of any age group  Males account for 81% of all young people aged15 to 30 killed on the roads in the EU. 

Young people continue to experience particularly high risk on the roads, especially young males. On average, the road mortality rate is 69% higher for young people than the corresponding risk for the rest of the population (Fig. 16). For young males, mortality is 168% higher than for the rest of the population. Approximately one in four young people who dies in the EU does so as the result of a road collision, about twice as many as die from suicide.

Collisions involving a young driver or rider account for 37% of total road traffic deaths. For each young driver killed there are 1.2 passengers or other road users killed in the same collisions. Young drivers, especially males, are not just a danger to themselves; they also pose a greater risk to their passengers and other road users than other drivers do.

While young people must gain experience in order to use the roads safely, the process of gaining that experience exposes them and others to high risk. Governments and road safety actors must find the right balance between the need to tackle the overrepresentation of young people in road collisions and encouraging young people’s access to experience and mobility.

Member States must make the fight against road deaths among young people a priority if they want to achieve the EU 2020 road safety target and their national targets. The share of young people’s deaths among total deaths will increase as road safety of the rest of the population increases unless young people’s safety is similarly improved.

The country comparison shows that the differences between countries are large. Curbing deaths among young people therefore requires general road safety measures, coupled with specific measures, for example targeting young drivers and powered two-wheeler riders, in particular males, in countries where reductions in young people’s deaths on the road are lower than the EU average reduction. 

• The safety of young people compared to the rest of the population.
• Safety is a greater challenge for young males than for young females
• Enforcement, in particular against the three main killers.
• Safer infrastructure and safer vehicles 58
• Licensing
• Technologies to support enforcement
• Training and education
  

You can read more about PIN here. You can download the full report in the attachments.

Often referred as the ‘beautiful game’, football is truly on the radar around the world as people young and old sit back and enjoy the Euro 2012 football tournament. Whether you’re from Europe or not, scores of young people around the world are gripped by the tournament. This footballing extravaganza gives friends and families the chance to get together in their local pubs, clubs and venues to enjoy the moment with some drinks, but beware, drink driving is always a danger!

It is no secret that Europeans are passionate football supporters and when a national team is playing, a country is gripped by footballing mania with young people colouring themselves in their national football-kit colours. It is also no secret that Europe, just like many other continents, couple football with alcohol. Unfortunately, during these times, football and alcohol often leads to alcohol and driving. This occurrence has been the motivation behind recent road safety campaigns that coincide with the Euro 2012 to warn drivers of the dangers of drink driving. 

On page 16-17 of our Youth and Road Safety Action Kit, we place an important focus on one of the key risk factor leading to many road crashes; alcohol:

Even a small quantity of alcohol can have the following effects:

• Poor coordination: trouble doing more than one thing at a time, difficulty steering the car.
• Longer reaction time: reacting more slowly when something unexpected happens (a car approaching you from the side, people crossing the street).
• Poor judgment: trouble judging your and other people’s behaviour (including speed, distances, movement) and estimating risks.
• Reduction in concentration, memory, vision and hearing: focusing only on the road ahead, losing track of what is taking place in your peripheral vision area, missing out on things you see and hear.
• False sense of confidence and overestimation of abilities: feeling more confident and taking risks that you would not usually take.

This combination of reduced ability and more risk taking is a dangerous mix!

Why does alcohol have this effect?
Alcohol is a nervous system depressant or a ‘downer’. It has a numbing effect on the brain making it slower and less able to concentrate.

How much can I drink?
To stay safe do not drink at all when you will be driving. Research shows that a single drink increases the risk of death or serious injury by five times12. You do not have to be drunk for alcohol to affect your driving. Your driving abilities will be reduced even if you feel perfectly normal. If you are awake and can hold a conversation with your friends it does not mean that you can drive safely.

What can help reduce the concentration of alcohol in my blood?
The only remedy to alcohol is time, allowing your body to break down the alcohol. The liver breaks down alcohol at a rate of approximately one standard drink per hour. A standard drink is a drink which contains about 10 grams of alcohol. Restaurants usually serve alcohol in standard drink size glasses. Wine, however, is normally sold in 140 ml or 200 ml glasses. One 200 ml glass of wine contains approximately two standard drinks. Glasses used at home are likely to be bigger than the standard drink size. The labels on alcoholic drink bottles and cans sometimes show the number of standard drinks they contain.

Exercising, drinking coffee, taking cold showers, vomiting, fresh air, and other things can make you feel more alert but will not reduce your blood alcohol concentration.

Can I drink and drive as long as my breath doesn’t smell of alcohol?
No. Alcohol is actually odourless. It has no smell. What you think is the smell of alcohol is the odour of things that are added to alcoholic beverages. So if your breath doesn’t smell of alcohol it does not mean you have no alcohol in your body and that you are safe.

We understand that alcohol is often intertwined with football but as young people, we must advocate zero alcohol and driving because the truth is; alcohol and driving just do not mix! Drink driving crashes destroy lives and while we do not want to dampen the footballing spirit, it is crucial that as young people, we stick to this simple message to enjoy the contest spirit without unnecessary road injuries and fatalities. 

• If you drive to an event and drink, take a taxi home, you can always pick up your car when you have fully recovered (is it worth the risk? The answer will always be no). Be aware that in most places, the police will be on patrol because of the higher risk of drink drivers, not only do you risk legal penalties but also risk a crash that could kill you or others.
• If you are going out with friends, choose a designated driver who won’t drink at all and will drive you home at the end.
• You could even watch the match at home so you don’t have to travel in a car at all.

After all, why would you let good times go bad with drink driving? Keep safe and enjoy the football (if you are that way inclined!).

Let’s follow the example of those footballers who support road safety and keep safe on the road:

• Didier Drogba
• Senagalese Football Stars
• Tottenham Hotspurs and Orlando Pirates

The European Commission has issued a press release that calls for immediate action on the amount of road deaths in Europe in 2011. Last year, across Europe the amount of lives saved on slowed to 2% compared with a promosing EU-wide reduction of road deaths throughout the last ten years which was around 6% reduction of road deaths on average. What does this mean for young people?

Progress in cutting road fatalities significantly slowed last year (to -2%) compared with a very promising EU-wide reduction throughout the last decade (on average -6%), according to new figures published today by the European Commission. Worse still, some EU Member States, like Germany and Sweden, who have very strong safety records, now show a significant increase in deaths. In other Member States, like Poland and Belgium – already lagging behind in road safety – the number of deaths went up. The problem of motorcycles – where fatalities have still not fallen after more than a decade – still persists.

Vice-President Siim Kallas, with responsibility for transport, said, “These figures are a wake-up call. This is the slowest decrease in road deaths in a decade. 85 people still die on Europe’s roads every day. This is unacceptable. We will need to sharply intensify efforts at EU and national level to reach our goal of cutting road fatalities in half again by 2020. I am writing to ministers in all Member States to ask for information about national road safety enforcement plans for 2012. I want to be reassured that even in tough economic times this important work, which is so central to road safety, is not being scaled back. At EU level, I intend also to target specifically fatalities on motorcycles in 2012, we need to see the current trend reversed and these deaths start to fall.”

The table – “road fatalities per country” – shows progress since 2001, with EU-wide figures and a breakdown per country. It includes the most recent figures for 2011. Over the last decade, under the Road Safety Action Plan 2001-2011, major progress has been achieved. Road fatalities were cut by almost 45% and more than 125,000 lives were saved. EU road deaths decreased by on average 6% each year. And in some years the decrease has been as much as 11% (2010).

EU road safety action plan 2011-2020
In July 2010 the Commission adopted challenging plans to reduce the number of deaths on Europe’s roads by half in the next 10 years. Initiatives proposed in the “European Road Safety Policy Orientations 2011-2020” range from setting higher standards for vehicle safety, to improving the training of road users, and increasing the enforcement of road rules. The Commission is working closely with Member States to implement this programme. The road safety action plan sets out a mix of initiatives focussing on making improvements to vehicles, infrastructure and road users’ behaviour.

There are seven strategic objectives:

• Improved safety measures for trucks and cars
• Building safer roads
• Developing intelligent vehicles
• Strengthening licensing and training
• Better enforcement
• Targeting injuries
• A new focus on motorcyclists.

Detailed measures for each strategic objective are listed in MEMO/10/343. See also: MEMO/11/483

What happens next?
The work to implement the EU’s Road Safety Action Plan 2011-2020 will intensify. In addition, Vice-President Kallas announced his intention to intensify efforts relating to national enforcement and to vulnerable road users using motorcycles.

What does this mean for young people?
As we know, road traffic crashes are the biggest killer of young people across the world and it is no different in Europe. The slowing of the reduction of road crashes mean more young people are dying on Europe’s roads. The positive news is that we as young people, united in Europe are doing something about this. As is the motivation behind the European Youth Forum for Road Safety and the relentless actions of youth and road safety organizations around Europe.

Additionally, this report places an important focus on next month’s Fourth European Road Safety Day which has a special focus on Young People’s Involvement in Road Safety. The youth network for road safety in Europe is dedicated to changing the statistics in the European Commission’s warning and we continue to do our part to engage our peers in road safety and work to reduce deaths amongst young people on Europe’s roads.