The Rate Of Registered Vehicles

Published Date: 02 Nov 2017

However as the road transportation is increasing, motor vehicle accidents on the road are dramatically increasing together and it is one of the most significant causes of death all over the world. Association for safe international road travel ([ASIRT], 2013) reported annual global road crash leads approximately 1.3 million people die in road accidents each year and average 3,287 deaths a day.

Globally, there are few similar patterns about MVAs (Motor Vehicle Accidents) are observed in all countries. Both low income country and high income country shows males are more likely to be involved in to MVAs than female. In India, there were only 15% of the female victims in 2007 which is resulted from low representation of female in the Indian work place and low chance to be exposed on the road. (Dinesh MOHAN, 2009, p2). 85 % of male victims are in the age group of 20 – 50 years are breadwinner therefore disability or loss of a breadwinner push a family in to poverty. (Vinand, Natulya and Michael pp.13-20). Even though there are other reasons are applied for this consequence in Canada, they also show higher rates of MVAs for male (12.8 per 100,000 populations) than female (9 per 100.000 populations). WHO (World Health Organisation [WHO], 2007) reported the reason of this result is males are more likely to take risks, compared to females. In most of the countries shows a common patterns in dissimilar of driving behaviours between male and female. Statistics of the MVAs occurred by the different gender shows men often have accident in road where it’s curved while female more likely to be involved in accident at cross junctions area. (Waylen&Mckenna (2002) cited in The Social Issues Research Centre [SIRC], 2004, p.4) Storie (as cited in The social Issues Research Centre [SIRC], 2004, p.4) suggested the reason is male’s MVAs are results of breaking legislation driving such as speeding, drink driving and ignoring traffic lights as for female, driving skills and mistake of judgement is main reason. This shows differences in between driving behaviour in male and female and highlights that the male is more tend to disobey the traffic legislation while female follow the legislation and care for the safety. (Cited in The Social Issues Research Centre [SIRC], 2004, p.11)

Besides there are another similarity found in all countries about the relationship between driver’s socioeconomic condition and their rates of MVAs. In any countries regardless of high or low income countries, Individual’s types of car are directly proportional to their income. If individuals earn higher income, they may have better car than who have low income. Therefore individuals who have low incomes are more likely to be exposed to risk of road accidents. (World Health Organisation [WHO], 2007).

Despite the similarities of MVAs pattern that observed globally, there are also differences for the distribution and determinants of motor vehicle accidents exist in countries especially between low income countries and high income countries. First of all, the rates of the MVAs are higher in the low and middle income countries than higher income countries. WHO (World Health Organisation [WHO], 2006) suggested that transportation for vulnerable road user in low income countries are very inadequate and therefore vulnerable road users are pushed to share the transport with many other passenger. As a result, when traffic incident happens, it brings of higher number of people who get injured or killed compared to high income countries where they are able to posses their own motor vehicle. Moreover, lack of protection and safety equipment in low income countries cause serious injuries when road accident occurs. Study carried by Vinand, Natulya and Michael (2003, pp.13-20) support the idea with statistics which shows that low and middle income countries have 20.7 death per 100.000 population and it is certainly higher than the average rate of 15.6 deaths per 100.000 population in high income countries.

Furthermore, comparison of provided each countries from high income and low income country sustain the idea of distribution and determinants of motor vehicle accident’s differences exist between low income countries and high income countries. India is example of the low income country and clearly shows the differences in comparison with example of high income country, Canada. As it mentioned above, globally the number of motor vehicle is increasing, both India and Canada also shows the increasing pattern in number of motor vehicle registered. However while India’s rates of MVAs are steadily increasing by each year proportionally, Canada’s annual number of MVAs are declined since 1979. (Statistics Canada, 2010)

As a result of steady increasing rates of MVAs in India , they suffers from the highest rates of deaths by MVAs in the world since around 120,000 people die and 127,000 people get serious injury in annually (sums up 250,000 people annually). Unfortunately, this record is not accurate and real rates of MVAs would be higher than the given record since many MVAs occurred in rural areas are not recorded. (The Alarming facts of road accidents in India, Indian orthopaedic Association p.2) Contribution of main factors that leads to death from road accidents in India includes India’s poor economic situation prevent the improvement of road infrastructure, and violation of the speed limits, drinking driving and refusal to use proper safety equipment. (WHO cited in India No.1 in road accident deaths, 2011). Unfortunately WHO (World of Health Organisation) reported India has no indication of decline in number of MVA in next few years. In comparison of rates of MVAs with Canada and India, Canadian Transportation Safety Board reported there are 160,000 road accidents occur annually which is only a half portion of Indian rates.

In addition, the study shows, in India, car drivers who involved in MVAs have relatively low rates compared to rates of vulnerable road users. Car drivers’ fatality rates are 3% in Delhi (capital city of India) and 15% on rural highways while 84% deaths in Delhi and 67% on highways for vulnerable road users. This pattern shows clear distinction with data collected from high income country where they have higher rates for car drivers. (Dinesh MOHAN, 2009, p2). In Canada, 38% of MVA deaths were caused by motor vehicle drivers in 2000 to 2004 while pedestrians were only responsible for 12% of MVA deaths. (Statistics Canada, 2010).

Dinesh Mohan suggested the reason of low rates of fatality for car drivers is low level of car possession in India. India has 7% of people have their own vehicle while 50% in high income country.

Also the data shows that MVAs are more likely to occur in rural highways rather than city in India. National Crime Records Bureau maintains that drunken drivers are major reason for road incidents occur in India. NCRB reported 99% of the incident happened in rural area caused by drunken drivers and lack of polices who check drink driver in rural area is reason for this consequence. (Murali Krishnan, ‘India has the highest number of road accidents in the world’) The study of proportion of incidents by time of day in India, carried by Dinesh Mohan, also support the idea of drink driving contribute the numbers of MVAs occurs in India. In the late night time (21:00~24:00) is the lowest traffic volumes are appeared and generally it expected to be more MVAs occurs in peak day time. However late night time has highest chance of road incident to occur in India. Dinesh Mohan proposed this is related with influence of low traffic volumes on the driver’s driving habits. Since there are low traffic volumes, drivers tend to drive faster and often do drink driving. Similarly in Canada, even with the declining in rates of MVAs, driving under the influence of alcohols and rural road MVAs are major problem since there are 62% of collisions resulted in 2004. (Statistics Canada, 2010).

To prevent and reduce the rates of the MVAs caused by risk factor ‘drink driving’, both India and Canada implanted the few interventions. In Canada, between the 1970s and 1980s, significant progress was achieved in reducing the number of drunk drivers. (‘Canada a sober look at drinking and driving’, 2008). In that period of time, Canada government push ahead new strict laws and police forces strengthen the progress in charging fines for drunk driver. However the strategies show the limited progress in 1990s and they introduced more effective intervention to control drunk drivers. First effective strategy used to control drunk drivers is licence suspension. Licence suspension is major intervention used internationally but short term licence suspension applied for drivers with low blood alcohol concentrations (BACs) is unique to Canada. Short term licence suspension is removing drivers with low blood alcohol concentrations (BACs) from the road for 24 ~ 48 hour. This strategy is able to apply straight to drunk drivers on the road and minimise the risk of MVAs caused by drink driving. Effectiveness of short term licence suspension is clearly shown in report since this intervention removed double amount of drunk drivers compared to charging fines. (Effective strategies to reduce impaired driving, 2010).

Breathe testing machine is another effective intervention since Canadian police measure the driver’s level of alcohol in blood. If driver blow breathe in to the approved screen device (ASD), it measures the amount of alcohol in blood and check the legal limit. (Canada sober look at drinking and driving, 2008) However it was troubled since many impaired drivers refused to blow breath by making excuses or give unsuitable sample of breath. Thus Canada introduced new laws to strengthen the investigation of drunk drivers to reduce significant amount of MVAs on April 27, 2010. Therefore if driver who purposely provide a failing breath or refuse to blow a breath at check point or road side, they will be immediately charged of $500 fines, 90 day licence suspension and vehicle impounded for 30 days. (News release introduces Canada, 2010) In addition, police have right to take drunk driver to hospital or police station for further investigation such as providing urine or saliva sample for checking alcohol consumption levels. (Susan Munroe, New impaired driving laws). However even with the licence suspension and vehicle impounded, if driver regains their licence, they may repeat the drink driving and risk of MVAs in the road won’t ever change. To prevent these consequences, Canada government operate the alcohol education program for drink driver who caught for several times. This program is compulsory and cost $578. (Find a driving school, 2011)

Furthermore drink driver have to install the ignition interlock device in their vehicle. The device measures the alcohol level if driver blow breath in the device before they drive. If the alcohol level is higher than legal limit, vehicle won’t start and therefore it automatically reducing the risk of MVAs in the road. (Find a driving school, 2011)

As a result of their intervention and strengthen of legislation, according to Statistics Canada Study, Canada shows steadily declined rates of MVAs in past 20 years and rates is expected to continuously decline. (Canada .com, 2013)

Unfortunately, on the other hand, India doesn’t show any sign of decreasing patterns in rates of MVAs even with their interventions that applied to decrease drink driver and risk of MVAs. There was National Consultative Meeting on 21st April, 2006 and Indian Alcohol Policy Alliance (IAPA) which is organisation that tries to prevent drink driving, attend to find ways to strengthen the investigation for drunk driver on the road. The meeting suggested some few future possibilities could be carried in India to reduce the risk of drunk driving which is major risk factor for MVAs. The possibilities were includes sustained enforcement such as more frequent random breath testing in rural area, remedial programmes and create public awareness through campaigns. (Indian alcohol policy)

However since the rates of MVAs related with drink driving is not decreasing, it is clear that suggestion mentioned in meeting wasn’t very effectively applied in India.

India has basic laws for road safety including law enforcement for drink driving but it is extremely weak compared to high income countries. (The alarming facts of road accidents in India, 2011) Lack of awareness of government and police towards the drink driving problem directly effects to the increasing rates of MVAs in India. India’s less strict laws make Drunk drivers to become irresponsible for their MVAs and easily get away from serious road violation. Also drivers have lack of knowledge of incident risk factors since they can get a driving license easily. Moreover economically, low income countries like India can’t afford to strengthen the investigation on road and improves the intervention. (Indian orthopaedic association).