Urban Transport in the OIC Megacities
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3.6.2. Road safety of megacities in developed countries
In terms of the comparison of the ratio between road deaths and vehicles, the developed countries
have better values than developing countries. However, road traffic injuries remain very relevant to
high income countries as well. The local authorities in developed countries play a key role in reducing
road casualties through their statutory functions and their local influence. Furthermore, they make
specific provision for vulnerable road user groups, encourage safer road user behaviour and enforce
traffic laws. Currently, the top performers globally with regard to road safety are the Netherlands,
Sweden and United Kingdom.
A lesson learned fromdeveloped countries with advanced road safety is that comprehensive and clear
legislation, enforcedwith appropriate penalties and accompanied by public awareness campaigns, has
been shown to be a critical factor in reducing road traffic injuries and deaths associated with speed,
drink driving, and the non-use of occupant protection measures (helmets, seat belts, and child
restraints). City visions focused on traffic safety are prominent in the agendas of these cities. For
example, New York City launched the ‘Vision Zero’ in 2014, arguing that traffic crashes can no longer
be considered mere "accidents," but rather as preventable incidents that can be systematically
addressed. This Vision Zero Action Plan is New York City's foundation for ending traffic deaths and
injuries on its streets. The plan involves improved street design, regulations and also public
participation (nyc.gov, 2015).
Pedestrians, cyclists and motorcyclists continue to be the most vulnerable users in developed
countries. Pedestrians are among the road users most vulnerable to traffic injury. It has become highly
challenging, especially for older and young people, to cope with the complex, sometimes hostile, traffic
conditions that characterize today’s cities and towns. Pedestrians suffer severe trauma from falls in
public spaces and in traffic collisions while crossing streets. The magnitude of the consequences of
falls is known to be underestimated. Older people have an elevated risk of severe injury and death
from both falls and traffic collisions. Lowering motorized traffic speeds reduces the frequency and
severity of crashes, especially those involving pedestrians. Reducing speed also contributes to
smoother traffic flow, and enhances in many ways the liveability and sustainability of cities (ITF,
2014).
The case of cycling is particularly interesting. Many local authorities in developed world megacities
are struggling to reduce accidents involving cyclists. Examples of interventions include speed
management acts as “hidden infrastructure” protecting cyclists, training and awareness raising among
drivers, and improved intersection design taking into visibility, predictability and speed reduction.
Authorities seeking to improve cyclists’ safety are trying to reorient policy focus on improving the
inherent safety of the traffic system, not simply securing cyclists in an inherently unsafe system.
However, evidence from Denmark shows that the risk of accidents and actual accidents fall drastically
when more people cycle. Car drivers pay a lot more attention on bicycles as their number increases
on the streets. In addition, bicycle helmet laws have been widely controversial. Opponents of helmet
legislation claim that people will use bicycles less if they are required to wear a helmet, and thus miss
out on the health benefits and enjoyment that may be derived from cycling. Others suggest that
potential safety initiatives (for example, separate bicycle paths and lower speed limits) may be passed
over in favour of helmet legislation (ITF, 2014; Gehl, 2010; Macpherson and Spinks, 2008).
3.6.3. Road safety of megacities in developing countries
Almost 85% of fatalities due to road accidents occur in low and middle income countries. India ranks
number one with 110,000 people killed every year, followed by China where 87,000 people killed
every year. In spite of various global efforts made to improve the road safety in developing countries,
road accidents, fatalities and injuries are not reducing. Among the main reasons behind this are the
limited institutional framework coverage and financial capacity as well as appropriate training of both
responsible authorities and drivers. According to older data, Uganda and Pakistan spent 0.09 USD per
capita (or 0.02% of GDP/capita) and 0.07 USD per capita (or 0.015% of GDP/capita) respectively on