Road traffic accident in November 2008

Every day, more that 4 persons die and more than 70 are injured or disable for life.
November is a month which hundred thousand people travel from provinces to Phnom Penh for celebrate the Water Festival. According to the Road Traffic Accident Victim and Information System showed that the number of fatality dramatically increase during the nation holiday.

As the result of road traffic accident in November 2008 :

- 2041 casualties were reported that there are 120 persons died and 540 were severely injured;
- 78% of casualties were male and 38% of them aged between 15 - 24 years old;
- 58% of fatalities ere drivers and 15% were pedestrians;
- 78% of casualties were males and 38% of them aged between 15 and 24 years old;
- 96% of casualties cause by Human error;
- 52% of casualties cause by Speeding and it is the main cause of road traffic accident;
- 75% of road traffic accident involved with motor riders


In Phnom Penh,
- 547 casualties were reported, corresponding to 18% decrease compared to November 2007 and 1% increase compared to the previous month. Among them 31 died.


Water Festival

- The average daily numbers of casualties in the month were double during the water festival period (11th, 12th and 13th of November) with a peak of 137 casualties on the 12th.

- A total of 344 casualties were reported during these 3 days in 24 provinces. 11 of them died and 84 were severely injured.

- Highest number of casualties was observed in Phnom Penh (total of 94 and 5 of them died). More than 50% of them were injured between 17:00 to 22:00 pm.

In Kandal
- 68 casualties were reported. Almost 40% of them were injured between 16:00 to 17:00 pm.


Asian Highways

- More than 75% of fatalities in the country were involved in accidents along the Asian Highways.

- Significant increases of fatalities were reported on the national road 1 & 4 (double increases) and national road 5 (38%) compare to the previous month.

For more information please go to www.roadsafetycambodia.info

Groom Dies in Traffic When distributing Invitation Card with his Future Wife

Road traffic accident really a killer that never except any one

Phnom Penh: A next future groom was killed in a shock traffic accident when he was distributing his invitation card. The fatal traffic accident happened on Monday morning on Veng Sreng road in Dom Nakthom village, Steng Meanchey commune, Meanchey district. The dead worker known as Ang Veng, 27, lived in Phnom Penh’s Prampei Makara district. An eyewitness said that at the scene the victim overtook another motorbike in the same direction. Then his motorcycle touched that one, falling on the road. Meanwhile, a truck came and ran over and killed him immediately. According to his invitation card, Ang Veng plan to get married on March 5th. The driver escaped after the accident.

10 Passengers Die in Traffic Accident in Early Feb in K. Cham

Kampongcham Province: According to Kampongcham province traffic police, at least 10 people were killed in the road in early February in the west and east side area of Kampongcham town. The fatal traffic accidents caused by the breaking of traffic laws. The drivers drove in the high speed. Tbong Khmom district police chief Heang Hot said that one of the traffic accident happened on February 8th, killing two passengers. A motorbike contained four people, running into an electrical concrete pillar at around 11:30 a.m. in Dob Pram village, Chub commune. Deputy police chief Eang Hieng said that the traffic accident is still a hot issue.

Three Die, 15 Wound in Bus Overturn

Peusat Province: At least three passengers were killed and the other 15 were injured after a bus and lorry had crashed. The shock traffic accident happened on Sunday at around 2:30 P.M on the national route number 4 in Arong Srouch village, Kro Kor district’s Ansa Chombork commune between a bus and lorry in different direction, the traffic police said. Police said that the identity of the victims was unknown yet. Three people, included a driver, in the lorry were killed immediately. According to an eyewitness, the lorry was in the high speed. And arriving at the scene, it tried to overtake another vehicle, crashing the bus, falling from the road. None of passengers on the bus died, just getting injuries.

Motorcycle Driver Dies in Tractor Crash

Battambang Province: One man died immediately at the scene and the other man got seriously injured after their motorbike crashed strongly with a tractor at about 7:30 p.m. on Friday in Kork Roka village, Doun Bar commune, Battambang province’s Koh Kralor district, local traffic police said. The dead victim known as Brak Khyorng, 32, and the injured man Pen Chan, 37 live in Kork Roka village. An eyewitness said that the motor driver did not see the tractor because it was dark and the tractor has no light and the dust was swirling up. That why they ran into the tractor. Traffic police took the two vehicles into police custody.

Source: Khmernews

Survey: 20% of UK travelers go the wrong way

A new survey by transportdirect.info – the UK Government’s travel planning website, which claims to be Britain’s most comprehensive travel information and journey planning service – shows that at least one in five people are going the wrong way on familiar journeys.

Once they use transportdirect.info and discover alternative routes or modes of transport, 20% of people change their familiar route. One in six people ditch their car for the benefits of public transport and 20% of people change the time they travel.

Nick Illsley, chief executive of transportdirect.info says, “Millions of wise travelers use our service every year, either directly or through our partners. However millions more are missing out on faster, cheaper and more enjoyable journeys throughout Great Britain by not using transportdirect.info. On the commute alone this could mean that nearly six million workers are spending a total of 800 million hours each year going the wrong way. They are needlessly traveling longer or less comfortably than needed on their journey to and from work, often the most stressful part of the working day.”

transportdirect.info is a free, transport neutral, one-stop internet portal connecting people to places by providing up-to-the-minute, comprehensive information about travel options, ticket prices and timings for any journey in Britain.

Transport modes covered by the site include bus, coach, train, domestic plane, ferry, taxi, tube, tram, metro, car and foot – or any combination of these. It also offers live travel information with the latest information on roadworks and delays, advice on the cheapest rail fares, maps for detailed location and traffic information and a car park finder.

The site recognizes 30 million UK addresses, postcodes, places, public transport locations, amenities and attractions, including 2,500 railway stations and 330,000 bus stops, each located to within 1m accuracy.

Professor Glenn Lyons of the Centre for Transport & Society at the University of the West of England says, “People spend a lot of time traveling – about an hour a day overall…Many people have entered a travel rut as their route choices are merely down to the force of habit. It’s worthwhile experimenting once in a while – which can be assisted by journey planning with transportdirect.info – to discover new alternatives for familiar journeys.”

Source

Child with Road traffi c injuries

Introduction
In many places the road network is constructed without
considering children. Children, though, use the roads as
pedestrians, bicyclists, motorcyclists and occupants of
vehicles. Th ey may live close to a road, play on a road, or
even work on the roads. All these interactions with roads,
together with a range of other risk factors associated with
childhood, increase the susceptibility of children to road
traffi c injury.
Th is chapter examines the extent and characteristics of
road traffi c injuries for diff erent types of road users among
children aged 0–17 years, as well as their risk factors.
Proven and promising interventions, for the diff erent types
of road user, are discussed, along with their eff ectiveness
and cost-eff ectiveness. Th e chapter concludes with some
recommendations for preventing the growing toll of road
traffi c injury.
For the purpose of this report, a road traffi c crash is
defi ned as “a collision or incident that may or may not lead
to injury, occurring on a public road and involving at least
one moving vehicle”. Road traffi c injuries are defi ned as
“fatal or non-fatal injuries incurred as a result of a road
traffi c crash” (1). Although other defi nitions exist, a road
traffi c fatality is considered to be a death occurring within
30 days of a road traffi c crash (2).
Th is chapter focuses on children aged 0–17 years.
Comprehensive data, however, are not always available
across the whole age range. In particular, information is
oft en limited for children aged between 15 and 17 years.
Th ere are also problems of under-reporting of road traffi c
deaths and injuries, particularly in low-income and
middle-income countries, limitations that need to be
taken into account when interpreting the data.
Th e road is a dangerous place for children and young
people. However, road traffi c injuries do not have to be
the price children and their families pay for the increasing
mobility and independence of children as they grow up.
Th ere are proven and eff ective measures that can be put
into place to reduce their risks to a minimum.


Epidemiology of road traffi c injuries
According to the WHO Global Burden of Disease project,
in 2004 nearly 1.3 million people of all ages were killed in
road traffi c crashes around the world and up to 50 million
more were injured or disabled. Th e South-East Asia and
the Western Pacifi c Regions of WHO together accounted
for two thirds of all road traffi c deaths. However, the
highest rates of road traffi c death were in the African and
Eastern Mediterranean Regions. Globally, 21% of road
traffi c deaths were among children.
Th ere have been downward trends in the numbers of
road traffi c deaths and injuries over the last couple of
decades in several developed countries. Globally, though,
the outlook is disturbing. By the year 2030, road traffi c
injuries are predicted to be the fi ft h leading cause of death
worldwide (3) and the seventh leading cause of disabilityadjusted
life years lost (4). Th e South-East Asia, African
and Western Pacifi c regions are expected to see the most
signifi cant increases in road traffi c injuries. Of particular
concern is the fact that in India and China – each with
more than a sixth of the world’s population – the number
of road traffi c deaths is predicted to increase, by 2020, by
approximately 147% and 97%, respectively (5).

Mortality
In 2004, road traffi c injuries accounted for approximately
262 000 child deaths among children and youth aged
0–19 years – almost 30% of all injury deaths among
children (see Statistical Annex, Table A.1). Road traffi c
injuries are the leading cause of death among young people
aged 15 to 19 years (see Table 1.1). Globally, these deaths
on the roads account for nearly 2% of all deaths among
children. Th ere are signifi cant geographic variations,
however. In the South-East Asia Region, the proportion
of childhood deaths due to road traffi c injuries is 1.3%,
while in the Americas it is as high as 4.7%. Some 93%
of child road deaths occur in low-income and middleincome
countries (see Statistical Annex, Table A.1). In
2004, the South-East Asia and African Regions and the
low-income and middle-income countries of the Western
Pacifi c Region accounted for two thirds of all road traffi c
deaths among children.
Data shows that globally, the road traffi c death rate
among children is 10.7 per 100 000 population (see
Figure 2.1). In South-East Asia, however, the rate is 7.4
per 100 000 population, while in the African Region it is
19.9 per 100 000 population. Although the mortality rate
is not as high in Europe, road traffi c injuries still account
for around a fi ft h of all childhood injury deaths across the
European Union (6).
In addition to regional diff erences, there are also
variations according to the type of road user. In 70
countries – mainly middle-income and high-income
countries – that provide suffi ciently detailed mortality
data to WHO, about 33% of all child deaths around the
world are pedestrians, while 65% are car occupants or
bicycle or motorcycle riders (7).

Age
Globally, road traffic injuries are the leading cause of
death among 15–19-year-olds and the second leading
cause among 5–14-year-olds (see Table 1.1). Global road
traffic fatality rates increase with age (see Figure 2.2),
reflecting the way children of different ages use the road.
Children up to the age of nine years are more likely to
be accompanied by parents when they travel, either in
vehicles or as pedestrians, while older children tend to
travel more independently, initially as pedestrians and
later as bicyclists, motorcyclists and finally drivers. The
higher rates of injury among children aged 10 years
and over is a result of this increased mobility as well
as of their increased tendency to exhibit risk-taking
behaviours.
For all age groups, except for the 15–19-year age
group, road traffic fatality rates are greater in lowincome
and middle-income countries than they are in
high-income countries.
Surveys in fi ve Asian countries showed that road traffi c
injuries are the second leading cause of child mortality (see
Statistical Annex, Table B.1). In Bangladesh, for instance,
road traffi c injuries were the second most common cause
of injury deaths in children aged 1–9 years, whereas in
children aged 10–14 years they were the leading cause,
accounting for 38% of all child deaths. In those aged 15–
17 years, road traffi c injuries accounted for 14% of injury

Gender
From a young age, boys are more likely to be involved in
road traffi c crashes than girls. Th e diff erence in incidence
rates between boys and girls increases with age until
children reach 18 or 19 years of age, when the gender gapis similar to that seen in adulthood (see Table 2.1). Overall,
the death rate for boys is 13.8 per 100 000 population,
compared to a rate for girls of 7.5 per 100 000 population. In
the high-income countries of the Eastern Mediterranean
Region the gender gap is greatest among young children
while in the regions of Europe, the Western Pacifi c and
the Americas the gap is more pronounced among older
children
Morbidity
Th e number of children injured or disabled each year as
a result of road traffi c crashes is not precisely known, but
has been estimated at around 10 million. Th is fi gure is
based on data from health-care institutions that suggest
that children make up between a fi ft h and a quarter of
those involved in a road traffi c crash and admitted to a
hospital (10 –12). However, community-based surveys
from Asia suggest that the fi gure could be much higher.
Th e surveys found that, for every child who died as a
result of a traffi c injury, 254 presented to a hospital facility
with injuries, four of whom where left with permanent
disabilities (13).
In children under the age of 15 years, road traffi c injures
rank as the eleventh cause of death and the tenth cause of
burden of disease among children (see Statistical Annex,
Table A.2). Globally, road traffi c injuries among this age
group account for 9482 disability-adjusted life years lost –
1.7% of the total disability-adjusted life years lost.
In general, there is a lack of data on morbidity,
particularly from low-income and middle-income
countries. Th is is partly because not all children injured
in road traffi c incidents are taken to hospital and partly as
a result of poor data collection systems.

Nature and severity of road traffi c injuries
Th e head and limbs are the most common parts of the body
injured in children involved in road traffi c crashes. Th e
severity of injuries will vary, depending on the age of the
child, the type of road user and whether protective devices
were used. A recent school-based survey conducted by
WHO looked at 13–15-year-olds in 26 countries. Of those
children reporting an injury involving a motor vehicle in
the previous 12 months, 10% had sustained a minor head
injury and 37% had fractured a limb.Th ese survey results are supported by a hospitalbased
study of injured children under the age of 12 years,
conducted in four low-income countries. Th e study found
that, among those suff ering road traffi c injuries, more
than a quarter had incurred a concussion or other head
injury, followed by various cuts, bruises, open wounds,
fractures and sprains
Source: World child prevention report

Child injuries in context

Background
Every child in the world matters. Th e landmark
Convention on the Rights of the Child, ratifi ed by almost
all governments, states that children around the world
have a right to a safe environment and to protection
from injury and violence. It further states that the
institutions, services and facilities responsible for the
care or protection of children should conform with
established standards, particularly in the areas of safety
and health. Safeguarding these rights everywhere is not
easy, but it can be achieved by concerted action. Children
are exposed to hazards and risks as they go about their
daily lives and are vulnerable everywhere to the same
types of injury. However, the physical, social, cultural,
political and economic environments in which they live
diff er greatly. Th eir particular environments are thus
very important.
Th is chapter provides an overview for the report. Th e
fi rst section sets the scene, examining why child injury is
important, how the issue relates to other concerns about
children, and why there is an urgency to tackle it. Th e
second section examines major features of the problem:
the multiple types and causes of injury to children, and
the associations between injury and age, gender and a
range of socioeconomic factors. Th e third section seeks
to show that child injury is preventable. It describes the
principles of injury prevention, the types of approaches
that are successful and the problem of adapting proven
interventions to diff erent settings. It also discusses the
cost and cost-eff ectiveness of interventions to prevent
child injury. Th e fi nal section summarizes some of the
obstacles in this fi eld and the approaches to overcoming
them.

What is an injury?
Th roughout the report, an injury is defi ned as “the
physical damage that results when a human body is
suddenly subjected to energy in amounts that exceed the
threshold of physiological tolerance – or else the result of a
lack of one or more vital elements, such as oxygen” (1). Th e
energy in question can be mechanical, thermal, chemical
or radiated.
As discussed in the introductory section, the focus of
this report is on unintentional injuries: traffi c injuries,
drowning, poisonings, burns and falls. For more
information on intentional injury, see the World report on
violence against children.

Who is a child?
Th is report uses the defi nition of the United Nations
Convention on the Rights of the Child, Article 1: “a child
means every human being below the age of 18 years” (3).
Other concepts related to children, though, are more fl uid.
“Childhood” is a social construction, whose boundaries
shift with time and place (4, 5) and this has implications for
vulnerability to injury. A 10-year-old in one country may
be protected from economic and domestic responsibilities,
but in another country these tasks may be the norm and
considered benefi cial for both the child and the family (6).
Th us, childhood and developmental stages are intertwined
with age, sex, family and social background, school, work
and culture (6, 7). Rather than being rigidly measured,
they should be viewed through “context, culture and
competences”

Why is child injury important?
Childhood injury is a major public health problem that
requires urgent attention. Injury and violence is a major
killer of children throughout the world, responsible for
about 950 000 deaths in children and young people under the
age of 18 years each year (WHO Global Burden of Disease:
2004 update). Unintentional injuries account for almost
90% of these cases. Th ey are the leading cause of death for
children aged 10–19 years. Table 1.1 shows the contributions
that the various types of unintentional injuries make to the
leading causes of death among children. Road traffi c injuries
alone are the leading cause of death among 15–19-yearolds
and the second leading cause among 10–14-year-olds.
In addition to the deaths, tens of millions of children
require hospital care for non-fatal injuries. Many are
left with some form of disability, oft en with lifelong
consequences. Table A.2 in the Statistical Annex shows
the leading causes of disability-adjusted life years (DALYs)
lost for children aged 0–14 years, with road traffi c crashes
and falls ranking in the top 15 causes.
Th e burden of injury on children falls unequally. It
is heaviest among the poor with the burden greatest on
children in the poorer countries with lower incomes (see
Table A.1 and A.2 in the Statistical Annex). Within all
countries, the burden is greatest on those from low-income
families. Overall, more than 95% of all injury deaths
in children occur in low-income and middle-income
countries. Although the child injury death rate is much
lower among children from developed countries, injuries
are still a major cause of death, accounting for about 40%
of all child deaths (WHO Global Burden of Disease: 2004
update).

Resource: World Child Prevention report

School Chidren wearing helmet during bycling

By Kimvong
Friday, 13nd Feb 2009


After the regulation of wearing helmet for motor driver, trycle motor driver was enforced in the provinces and city, the helmet wearing rate properly increase in the hold country. After the mass media have aware of useful of helmet again and again the knowledge of motorist have change, they understand about their self esteem and cost of road traffic accident. Whilst the traffic police enforce on wearing helmet not only motorist use helmet but the school student they are also aware of road safety so that they decided to wear helmet although they are only cycling.

Based on statistic from Handicap International Belgium showed that before 2004 the number of children wearing helmet is ZERO but after 2004 this statistics increase up to 4% wearing helmet, up to now the number of children wearing helmet rapidly increase but there aren't any calculate about this statistics.

Children who are the passenger should wear helmet to protect the head in case of road traffic accident.
helmet for bicycle are also available now

Two Brothers Killed in Shock Land Traffic

More and more Cambodian die on the road

Kampongcham Province: Two brothers: Phen Thea, 30, and Phen Phat, 28, were killed in a traffic accident in Kampongcham province. The fatal traffic accident occurred on Sunday at 8:30 A.M in Angdoung Chros village, Kampongsiep district’s Ompel commune on the national rout number six. The wounded driver, who lives in Kratie province, escaped after causing the accident. The eyewitnesses said that at the spot, the speeding car overtook a gasoline containing truck. Then ran into the two men, who were driving their Viva motorbike in the different direction to their company in Kampongthom province. Kampongsiem district traffic police Ngen Hen said that the car and a driver assistant were taken into police custody.

Source

31 persons killed in road traffic accident just only 6 days during Chinese New Year

Written by Kimvong
05 Feb 2009

Road traffic accident during Chinese New year decrease in 2009

According to report from department of order, Ministry of interior showed that the number of traffic accident during Chinese New Year in 2009 decreased if compare to year 2008.

Number of fatality decrease from 46 persons in 2008 to 31 persons in 2009.
Generally, number of road traffic accident (RTA) rapidly increase during National Holiday or any celebrations if compare to normal day.

Why number of RTA increase in National Holiday?
This question is easy to understand if we take a few minute on the road and pay attention to the traffic flow on the road. During National holiday number of vehicles on the road are much more than normal day, number of long distant travelers more and on these day number of people drinking alcohol and driving are more than proper day.
One other reason of RTA is drive over speeding or driving with in appropriate speed.
Phnom Penh is the highest place than Battambong and kampong Cham province are higher record of road traffic accident during Chinese New year 2009

Based on National new also mention about road traffic accident as
Phnom Penh Post