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Small-scale hazards: The case of road traffic accidents229The effectiveness of traffic regulation enforcement inpromoting road safety has been documented in several lowandmiddle-income countries. For instance, through theintroduction of a new traffic code in January 1998 andheavier penalties for non-compliance, Brazil has succeededin increasing the use of safety equipment by motorcycle andcar drivers. 75 Accordingly, non-use of motorcycle helmetsdecreased from 62.5 per cent in 1997 to 13.9 per cent in2000. In Costa Rica, a public awareness campaign waslaunched between 2003 and 2004 to promote seat-belt use.This was supported by national television adverts and linkedto a national seat-belt law. The combined effect of thecampaign and enforcement resulted in an increase in seatbeltuse from 24 to 82 per cent. 76 In Khon Kaen Province inThailand, authorities introduced legislation making helmetwearing mandatory for motorcyclists. Together with anawareness campaign, the legislation led to a 90 per centhelmet wearing rate, a 40 per cent reduction in head injuriesand a 24 per cent reduction in motorcycle injuries in 1996. 77Good governance and anti-corruption measures are particularlyimportant in improving the enforcement of traffic androad safety regulations. 78Evidence suggests that partnerships between communitygroups, civil society and organizations and the police canhelp in enforcing traffic regulations. Barriers to partnershipsexist on both sides, with accident victims often anticipatingunfair police treatment. Drive Alive, a non-governmentalorganization (NGO) working on road safety in South Africa,aims to reduce traffic accident deaths and injury througheducation campaigns, lobbying for stricter legislation againstimpaired driving and advocating increased traffic laws. 79 Inthe US, Mothers against Drunk Driving (MADD) has grownsubstantially since being founded in 1980. Among otherobjectives, this non-profit organization seeks to stop drunkdriving and related injuries. 80 More broadly, four differentkinds of community involvement in road traffic policing havebeen identified: 81• partnerships between community groups and localauthorities to help identify road hazards;• volunteer traffic wardens and school patrols;• formal partnerships between the police and citizengroups (here, citizens partner police in road trafficmonitoring exercises);• higher political attention to advocacy for road safety.Building institutions and awareness for roadsafetySensitizing road users as well as relevant decision-makersabout the causes and consequences of traffic accidents andrelevant risk reduction strategies is a key starting point forimproving road safety. Once available, information on trafficaccidents needs to be communicated to relevant actorsthrough appropriate and effective media. As noted earlier,the availability of road traffic accident data in developingcountries is limited, thereby also restricting levels of awareness.Furthermore, the design of policies and interventionsis constrained by the lack of adequate data and knowledgeon trends and impacts of traffic accidents.Country Mortality rate per 100,000 Car ownership per 1000individuals (1998–2003 average) individuals (2004)China 19.0 7Colombia 24.2 36Dominican Republic 41.1 44El Salvador 41.7 20Peru 17.6 30Nicaragua 20.1 13Kuwait 23.7 432US 14.7 459UK 6.1 499Implementation of road safety measures and policiesrequires the necessary institutional capacity and resources,which may be absent in poorer cities and countries. TheAsian Development Bank (ADB)–Association of SoutheastAsian Nations (ASEAN) Regional Road Safety Programme, forinstance, aims to build institutional capacity to addressissues of road safety in member countries (see Box 9.9). In abid to improve road safety in the region, the programmeidentifies key institutional constraints, most of which areshared in common with other developing countries of theBox 9.9 Association of Southeast Asian Nations’ ASEAN’sRegional Road Safety Strategy and Action Plan, 2005–2010Table 9.5Comparing nationalcar ownership andmortality ratesSource: Wells, 2007The Association of Southeast Asian Nations (ASEAN) Regional Road Safety Strategy andAction Plan recognizes key constraints impeding the development and implementation of interventionsand policies to improve road safety in member countries. These include inadequateawareness of the scale of loss on the part of decision-makers; gaps in the knowledge andexpertise of local professionals; limited collaboration and knowledge-sharing; and lack of multisectorand multidisciplinary plans to provide holistic approaches. Accordingly, the strategyfocuses on the following key areas:Analysis and understanding. Significant improvements are needed in all countries in termsof data collection, analysis and systems.Advocacy and/or awareness-raising. Getting international organizations, developmentpartners and ASEAN governments to recognize the seriousness and urgency of the problem –so that adequate funds are allocated and priority is given to improving road safety in theASEAN region – is important.Institutional strengthening. Improved safety management structures and data systems andmore effective coordination and funding mechanisms are needed to assist individual countries inimplementing safety improvements. Knowledge and skills of key professionals with road safetyresponsibilities must be upgraded through training.Cooperation. Regional activities and workshops must be developed to share knowledge anddocuments, disseminate best practices, develop a knowledge network, and share mechanismsamong ASEAN countries. Networks of special interest groups should be created to share,develop and exchange knowledge and experience in each sector.Collaboration. Greater private-sector, civil society and non-governmental organization(NGO) participation in safety activities should be facilitated, and their active involvement in thenational and regional road safety action plans should be encouraged, as should collaborationbetween central and local governments.Coordination. Road safety activity has to be orchestrated, developed and managed for it toachieve optimal effectiveness. Regional activity will need to be coordinated with in-countryinitiatives. Efforts of the private sector, NGOs, governments and international developmentpartners need to be harmonized, and this, if done well, will contribute significantly to improvingroad safety in the ASEAN region.Source: Asian Development Bank, www.adb.org/Documents/Reports/Arrive-Alive/default.asp