Transportation and its Concerns in Africa: A Review

Saudi Women and Vision 2030: Bridging the Gap?

(1) Background, Travel characteristics of Saudi women contrast significantly from those in the west. This is not only because they have different culture, attitudes and preferences but also until recently, Saudi women were not allowed to drive. In 2018, they were granted the right to drive. It has been anticipated that enabling women to drive will improve their mobility and employability. (2) Methods: This study presents a qualitative study into factors affecting Saudi women’s travel decisions “before” and “after” enabling women to drive in the Kingdom. Two six “before” and “after” focus groups have been carried out to investigate the decision-making process associated with Saudi women’s travel, available options of travel and perception of Saudi women towards private car driving. (3) Results: The results reveal that main travelling options for professional and high-income women is a private driver in the “before” scenario and a ride-share option with a family member. In the “after” scenario, high income professional women prefer “drive own car” option. Moreover, many of the participants indicated that it is likely that they might keep private drivers as well. (4) Conclusion. The results from this research indicate that there has been significant change in travel characteristics, attitudes and behaviour of Saudi women since they were granted the right to drive. This is likely to have significant implications for decision and policy makers. Further research into potential impacts of the current situation on car ownership and use, impacts on public transport system, environmental impacts and sustainability is needed.

Magnitude and determinants of road traffic accidents in Northern Ethiopia: a cross-sectional study

OBJECTIVE

This study aimed to assess the magnitude and determinants of road traffic accidents (RTAs) in Mekelle city, Northern Ethiopia.

METHODS

A cross-sectional study was done using a simple random sampling technique.

SETTING

The study was done in Mekelle city from February to June 2015.

PARTICIPANTS

The study was done among drivers settled in Mekelle city.

MAIN OUTCOME MEASURES

The main outcome measure was occurrence of RTA within 2 years. A binary logistic regression was used to identify factors associated with RTA.

RESULTS

The magnitude of RTA was found to be 23.17%. According to the drivers' perceived cause of the accident, 22 (38.60%) of the accident was due to violation of traffic rules and regulations. The majority of the victims were pedestrians, 19 (33.33%). Drivers who were driving a governmental vehicle were 4.16 (adjusted OR (AOR) 4.16; 95% CI 1.48 to 11.70) times more likely to have RTA compared with those who drive private vehicles. Drivers who used alcohol were 2.29 (AOR 2.29; 95% CI 1.08 to 4.85) times more likely to have RTA compared with those drivers who did not consume alcohol.

CONCLUSION

Magnitude of reported road traffic accident was high. Violation of traffic laws, lack of vehicle maintenance and lack of general safety awareness on pedestrians were the dominant reported causes of RTAs. Driving a governmental vehicle and alcohol consumption were the factors associated with RTA. Monitoring blood alcohol level of drivers and regular awareness to the drivers should be in place. Holistic study should be done to identify the causes of RTAs.

Prospects and recommendations for risk mapping to improve strategies for effective malaria vector control interventions in Latin America

With malaria control in Latin America firmly established in most countries and a growing number of these countries in the pre-elimination phase, malaria elimination appears feasible. A review of the literature indicates that malaria elimination in this region will be difficult without locally tailored strategies for vector control, which depend on more research on vector ecology, genetics and behavioural responses to environmental changes, such as those caused by land cover alterations, and human population movements. An essential way to bridge the knowledge gap and improve vector control is through risk mapping. Malaria risk maps based on statistical and knowledge-based modelling can elucidate the links between environmental factors and malaria vectors, explain interactions between environmental changes and vector dynamics, and provide a heuristic to demonstrate how the environment shapes malaria transmission. To increase the utility of risk mapping in guiding vector control activities, definitions of malaria risk for mapping purposes must be standardized. The maps must also possess appropriate scale and resolution in order to become essential tools in integrated vector management (IVM), so that planners can target areas in greatest need of control measures. Fully integrating risk mapping into vector control programmes will make interventions more evidence-based, making malaria elimination more attainable.

Young Age as a Predictor of Poor Road Safety Practices of Commercial Motorcyclists in Oyo State, Nigeria

OBJECTIVE

This study examined the association between young age and poor road safety practices of commercial motorcyclists in Oyo state, Nigeria.

METHODS

A cross-sectional study of 371 commercial motorcyclists selected via a multistage sampling technique was conducted. Information on sociodemographic characteristics and road safety practices (possession of a valid license, helmet use, number of passengers carried per trip, and compliance with 10 selected traffic signs) was obtained with the aid of an interviewer-administered questionnaire. Individual road safety practice items were scored and a total score was obtained giving minimum and maximum obtainable scores of 0 and 35. Respondents with scores ≤ 17.5 (i.e., less than or equal to half of the maximum obtainable score of 35) were categorized as having poor road safety practices. Descriptive statistics, chi-square, and multiple logistic regression tests were conducted. Selected sociodemographic and occupation-related factors were controlled for in the logistic regression analysis.

RESULTS

All respondents were male, 80.1% had been riding for commercial purposes for less than 5 years, and 73.0% had other jobs in addition to commercial riding. Road safety practices were generally poor; that is, 84.4% of commercial riders were categorized as having poor road safety practices. Almost all (98.6%) respondents aged < 25 years compared to 84.3% of those aged 25 to <35 years and 76.8% of those ≥35 years had poor road safety practices. This difference was statistically significant. Following logistic regression, younger age (<25 years) remained predictive of poor road safety practices. Motorcyclists aged < 25 years had about 16 times higher odds of having poor road safety practices compared to those aged 35 years and more (odds ratio = 15.72, 95% confidence interval, 1.82-135.91).

CONCLUSION

Most studies conduct only bivariate analysis to test the association between age and road practices of commercial motorcyclists; however, we investigated the influence of potential confounding variables using multivariate analysis. Our findings confirmed young age as a predictor of poor road safety practices among our sample of commercial motorcyclists and emphasizes the need for road safety programs to target this category of riders. The current minimum age for obtaining a rider's license in Nigeria is 18 years; our findings suggest that it might be beneficial to increase the age at which riders in our study area can obtain a commercial rider's license to above 25 years.