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Pedestrian Injury in South Africa: Focusing Intervention Efforts on Priority Pedestrian Groups and Hazardous Places

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Pedestrian Injury in South Africa: Focusing Intervention Efforts on Priority Pedestrian Groups and Hazardous Places Pedestrian Injury PEDESTRIAN INJURY IN SOUTH AFRICA: FOCUSING INTERVENTION EFFORTS ON PRIORITY PEDESTRIAN GROUPS AND HAZARDOUS PLACES Sarah MacKenzie Institute for Social and Health Sciences, University of South Africa Mohamed Seedat Institute for Social and Health Sciences, University of South Africa Lu-Anne Swart1 Institute for Social and Health Sciences, University of South Africa Millicent Mabunda Institute for Social and Health Sciences, University of South Africa ABSTRACT In South Africa, as in other low- to middle-income countries, pedestrians account for the major proportion of road traffic injuries (RTIs). In order to inform our social responses to pedestrian injuries this chapter attempts to provide an overview of the human and environmental context within which pedestrian injuries occur and examines existing pedestrian safety efforts. More specifically, this chapter presents an analysis of pedestrian fatal injuries (00-00) and a review of current selected pedestrian safety efforts in South Africa. The interventions are reviewed against international benchmarks and analysed for local relevance and appropriateness. The analysis points to the need for re-defining target pedestrian groups for intervention and increased sensitivity for local specificities. Pedestrian safety measures must take cognisance of the local context of perceived and real crime, poverty and increased urbanisation and adopt a multidimensional approach. The inordinate focus on educational interventions must widen to include engineering measures that recognise pedestrians as significant road users. Likewise this analysis suggests that interventions ought to address the pedestrian fatalities- alcohol nexus, at risk behaviours and at-risk environments. Key-words: pedestrian injuries; pedestrian safety; prevention; South Africa To whom correspondence should be addressed. CRIME, VIOLENCE & INJURY PREVENTION IN SOUTH AFRICA CRIME, VIOLENCE & INJURY PREVENTION IN SOUTH AFRICA Pedestrian Injury INTRODUCTION The magnitude and severity of road traffic injuries (RTIs) is widely acknowledged. The World Health Organization (WHO) ranks road traffic injuries (RTIs) as the 11th leading cause of death, accounting for 2.1% of all global deaths (Peden, Scurfield, Sleet, Mohan, Hyder, Jarawan & Mathers 2004). In low- to middle-income countries in particular, pedestrians and cyclists account for the major proportion of RTIs (Peden et al. 2004). In high-income countries, such as the Netherlands, pedestrian deaths account for 10% of all road traffic fatalities. In the USA, this figure is 13%, in Norway 16%, in Australia 18%, and in Japan 27% (Mohan 2002). By contrast, in Mexico the percentage of deaths from traffic crashes involving pedestrians soars to 57% (Hijar, Kraus, Tovar & Carrillo, 2001), in India this figure is 42% and in Thailand 47% (Mohan 2002). In African countries, estimates of annual pedestrian fatalities as a result of RTIs range from 39% in Tanzania, to 64% in Kenya, and to 75% in Cote d’Ivoire (Odero, Garner & Zwi 1997; Peden et al. 2004). In South Africa, similarly high figures are recorded, where in 2003 the MRC-UNISA National Injury Mortality Surveillance System (NIMMS) revealed that pedestrians accounted for the largest percentage (39.5%) of traffic-related deaths (Matzopoulos 2004). The magnitude of the risk faced by pedestrians in low- to middle-income countries, such as those in South-East Asia, South America and Africa, is further evidenced by the pedestrian mortality rate in the major cities of these countries, which averages around 2-3 per 100 000 persons in Mumbai and Mexico City, and 10 in Sao Paulo (Mohan 2002). In 2004, South African mortality rates ranged from 12.4 per 100 000 in Pretoria to 19.3 in Cape Town (Mabunda, Swart & Seedat 2007). On the other side of the spectrum, in high-income cities, such as Tokyo and London, pedestrian fatalities rates drop to around 1 per 100 000. The effect of the high number of pedestrian injuries in low- to middle-income countries includes not only the physical consequences of disablement and death, but also carries a psychosocial burden of trauma for both the victims and their families (Sukhai, Noah & Prinsloo 2004). Moreover, the economic impact on a broader societal level clearly identifies pedestrian injury as a serious public health concern and intervention in this area as a major challenge. In South Africa, the impact on the economy of RTIs has been well documented (see Sukhai et al. 2004). In order to appreciate the full scope of the problem in South Africa and to refine ways of addressing this situation, a full understanding of the human and environmental context is needed, coupled with an assessment of existing intervention efforts. CRIME, VIOLENCE & INJURY PREVENTION IN SOUTH AFRICA CRIME, VIOLENCE & INJURY PREVENTION IN SOUTH AFRICA Pedestrian Injury To begin the discussion that follows, Mabunda et al.’s (2007) analysis of pedestrian injuries that occurred between 2001 and 2004 in South Africa is presented. They found that the huge majority (76%) of these fatalities were male pedestrians, consistent with the trends reported in both other low- and high-income countries (Harruff, Avery & Alter-Pandya 1998; LaScala, Gerber & Gruenewald 2000; Odero et al. 1997; Holubowycz 1995). In contrast to age distributions seen in high-income countries (Assailly 1997; Rivara 1990), and comparable reports in low- to middle-income countries (Nantulya & Reich 2002; Odero et al. 1997), almost half (47%, n = 2 886) of the pedestrian fatalities were young adults between 20-39 years of age and another 26% (n = 1 591) were older adults between 40-59 years. Further to this, Mabunda et al. (2007) identified three groupings of pedestrian fatalities based on age, gender, the use of alcohol, day and hour, namely: first, children, adolescents, and young adult pedestrians killed primarily during the week in the afternoons and evenings (38.3%); second, female and elderly pedestrians involved in traffic accidents primarily in the morning between 06h00 and midday (34.4%); and third, male pedestrians who had high levels of alcohol concentration (27.3%). Importantly, Mabunda et al.’s (2007) profile of South African pedestrian fatalities recognised the omission of specific environmental descriptors related to the scene and circumstance of the injuries in the recorded pedestrian injuries. A review of intervention efforts in South Africa in light of international trends by MacKenzie, Seedat, Mabunda and Swart (2006) is then presented. Their review refers to international literature that shows while education programmes have tended to dominate pedestrian safety initiatives, the trend is now moving towards comprehensive strategies that incorporate engineering components as more appropriate for long-term success in pedestrian injury reduction. Although limited, multifaceted interventions are taking place in South Africa and other African countries. This approach is supported by South African researchers, such as Ribbens (1996), who has acknowledged the need for enhanced engineering strategies and the provision of pedestrian facilities in South Africa in a proactive manner that emphasises prevention over post-injury intervention in order to create a user-friendly pedestrian environment. The review of pedestrian interventions emphasises the broader context in which injury occurs, recommending that interventions should reach beyond the issue of road safety by taking into account the context of crime, urbanisation and poverty in which pedestrians in these countries find themselves. This chapter aims to first present a summary of the key findings and conclusions from both contributions, followed by a discussion. The first CRIME, VIOLENCE & INJURY PREVENTION IN SOUTH AFRICA CRIME, VIOLENCE & INJURY PREVENTION IN SOUTH AFRICA Pedestrian Injury aim pf the discussion is to determine whether existing intervention efforts in South Africa are appropriate to the identified target groups in Mabunda et al.’s (2007) study, and the second is to ascertain what information and action is further required to combat the problem. This must be done in a way that takes into account those who are most at risk and the types of intervention that have been judged as most effective. The limitations of available data and the shortcomings of existing South African intervention strategies in this regard are discussed. TWo Contributions to tHe area of PEDestrian SAFETY in soutH afriCA CHARACTERISING FATALLY-INJURED PEDESTRIANS IN SOUTH AFRICA Research in high-income countries has identified children, followed by the elderly, and intoxicated people as the highest risk groups of pedestrians (Assailly 1997; Fontaine & Gourlet 1997; LaScala et al. 2000). For example, the greatest risk to schoolchildren from bus-related injuries was found to be as pedestrians after alighting from a bus in New South Wales, Australia (Cass, Ross & Lam 1997); injury to pedestrians was the most frequent cause of multiple trauma (54%) among children 0-16 years in a large Spanish urban area (Sala, Fernandez, Morant, Gasco & Barrios 2000); in California a motor vehicle versus pedestrian accident study reported that these accidents were common and the high mortality rate among the elderly indicated the need for more aggressive and effective prevention efforts (Peng & Bongard 1999); a study from Canada showed that children’s greater exposure to traffic was associated with higher injury rates (MacPherson, Roberts & Pless 1998); and a study of older people’s lives in the inner city in Sydney,
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