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When you start to look at me a physical fatality

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A traffic collision , also called a motor vehicle collision MVC among other terms , occurs when a vehicle collides with another vehicle, pedestrian , animal , road debris , or other stationary obstruction, such as a tree, pole or building. Traffic collisions often result in injury, disability, death, and property damage as well as financial costs to both society and the individuals involved. A number of factors contribute to the risk of collisions, including vehicle design , speed of operation, road design , road environment, driving skills, impairment due to alcohol or drugs , and behavior, notably distracted driving, speeding and street racing. In , 54 million people worldwide sustained injuries from traffic collisions. While the death rate in Africa is the highest

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The Coronavirus, by the Numbers

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Responses to the Problem of Pedestrian Injuries and Fatalities. Summary of Responses. This guide examines the problem of pedestrian-vehicle crashes resulting in injuries and fatalities. It reviews the factors that contribute to such crashes. It then provides a series of questions to help you analyze your local pedestrian injury and fatality problem.

Finally, it reviews responses to the problem and what is known about them from evaluative research and police practice. Pedestrian injuries and fatalities are but one aspect of the larger set of problems related to travel and road safety. This guide addresses only the particular harms created by unsafe pedestrian behavior, vehicle and driver factors, problematic physical environments, and other special conditions. Related problems not directly addressed in this guide include:.

Some of these related problems are covered in other guides in this series, all of which are listed at the end of this guide. For the most up-to-date listing of current and future guides, see www.

Pedestrian-vehicle crashes are a major problem in the United States. In , the National Highway Traffic Safety Administration reported that approximately 4, pedestrians were killed and another 70, injured due to pedestrian-vehicle crashes.

The times and days pedestrians are most at risk of injury differ from those when they are most at risk of death. Most pedestrian injuries occur between 6 a.

For instance, most pedestrian injuries might occur between 3 p. Furthermore, pedestrian fatalities that occur at night could result from a combination of factors such as drunken drivers, drunken pedestrians, and poor visibility. Analysis of your communitys problem might reveal other explanations for temporal patterns of pedestrian injuries and fatalities. Finally, the majority of pedestrian injuries and fatalities happen to males between the ages of 25 and Pedestrian-vehicle crashes also tend to concentrate at certain places: 6.

The patterns mentioned above are general and based on research from several different communities. You should study the particular patterns in your own community, as they may vary from these general patterns.

Understanding the factors that contribute to your communitys problem will help you frame your own local analysis questions, determine good effectiveness measures, recognize key intervention points, and select appropriate responses.

No single factor is completely responsible for the problem of pedestrian-vehicle crashes resulting in injuries and fatalities. A combination of unsafe pedestrian behavior, vehicle and driver factors, problematic physical environments, and other special conditions all contribute to them. Local analysis may reveal unique situations, not on this list, that you may need to address. Local analysis should be based on the pedestrian-vehicle crash triangle Figure 1.

This triangle is a modification of the widely used problem analysis triangle see www. Simply stated, pedestrian-vehicle crashes occur when physical environments allow pedestrians to come into contact with moving vehicles.

If this occurs repeatedly, then a pedestrian-vehicle crash problem exists. The relative importance of each side of the triangle will vary from problem to problem. Fixing any one side may reduce the problems, in principle. Fixing more than one side should give greater assurance that the response to the problem will work. Figure 1 also lists multiple specific causes of pedestrian-vehicle crashes along each side of the triangle, as well as a set of special conditions you should consider.

Each of these is described next. Unsafe pedestrian behavior is a major factor in pedestrian injuries and fatalities.

In a recent study of 7, pedestrian-vehicle crashes in Florida, researchers discovered that pedestrians were at fault in 80 percent of these incidents. Pedestrian jaywalking. Specifically, jaywalking is often cited as a poor pedestrian behavior that leads to pedestrian injuries and fatalities.

Jaywalking is a general term for any form of illegal street-crossing by a pedestrian. In addition to jaywalking, other unsafe pedestrian behavior could also increase the risk of injury or fatality. According to a study of 5, pedestrians involved in traffic crashes, the following factors also contributed to pedestrian-vehicle crashes: Jaywalking is often considered to be an urban problem.

In one study, the frequency of jaywalking was found to be a function of city size where jaywalking incidents increase as city population increases. The problem of jaywalking, however, is not limited to urban areas. Although researchers found urban areas to have three times more jaywalkers, suburban jaywalking can be a problem due to a lack of sidewalks that separate pedestrians and vehicles.

Photo 1: Pedestrians, vehicles, and the physical environment. The interactions of these three elements control the risk of pedestrian-vehicle crashes. Here, many pedestrians walking among moving vehicles in a low light wet environment suggest a hazardous situation.

Despite the link between jaywalking and pedestrian injuries and fatalities, jaywalking remains a low-priority police concern. One reason could be that police tend to lump pedestrian violations into general traffic violations which they often consider minor folk crimes. For instance, the widely touted jaywalking crackdown in New York City actually resulted in only 99 jaywalking tickets being issued for an entire year during the crackdown. This level of enforcement is miniscule considering the size of New Yorks pedestrian population.

One reason why police might be reluctant to enforce jaywalking violations is because it potentially exposes them to allegations of racial profiling. For instance, the city of Milwaukee, Wisconsin, has established a zero-tolerance program that aims to reduce quality-of-life violations such as speeding, excessive noise, and jaywalking. A one-year analysis of the program, however, showed that it appeared to have a disparate impact on Milwaukees minority population.

For instance, the police gave the majority of citations for quality-of-life violations, including jaywalking, to ethnic minorities in low-income, high-crime areas. In addition to jaywalkings being a low-priority police concern, it appears that law makers also view jaywalking as a low-priority problem. The current penalties associated with jaywalking reflect this low priority in some cities.

Although jaywalking contributes to many pedestrian injuries and fatalities, it does not necessarily follow that jaywalking is inherently risky behavior. If many pedestrians jaywalk without getting injured, the number of pedestrian-vehicle crashes might be high, but the risk of a crash for each jaywalking incident might be quite low.

There is little available research on jaywalkings risk rate. To calculate such risk, we would need to know the jaywalking crash rate and jaywalking frequency. With that said, the following sections describe several factors that, when identified, should help your agency move beyond solely enforcing jaywalking to reducing actual pedestrian-vehicle crashes that result in injuries and fatalities. Pedestrian perceptions of risk. Some pedestrians might be injured or killed because they are unaware of their own risk of being involved in a pedestrian-vehicle crash.

Often, pedestrians have perceptions of low risk when they frequently travel familiar routes. In fact, pedestrians who regularly use certain paths or crosswalks are likely to reduce the time they wait at pedestrian crossings. Distracted pedestrians are also at higher risk. For instance, pedestrians using a cell phone are less likely to look at traffic before crossing, to wait for traffic to stop, to look at traffic while crossing, or to walk briskly.

Pedestrian consumption of alcohol. Drunken driving is the cause of many traffic crashes throughout the world. Similarly, drinking contributes to unsafe pedestrian behavior that results in crashes with vehicles. Pedestrians who have been drinking run an even higher risk of getting killed in traffic, constituting between 39 percent and 60 percent of all pedestrian fatalities.

Nonetheless, impaired pedestrians can contribute to pedestrian-vehicle crashes because they likely have slower reaction time, have poor judgment, and are not likely assessing the safeness of walking conditions.

For instance, while pedestrians who have not drunk alcohol are more aware of increased walking risks, drunken pedestrians tend to be more oblivious to traffic conditions, poor lighting, and poor weather. Finally, the more one drinks, the higher the risk of being involved in a pedestrian-vehicle crash resulting in a fatality. One study found that out of pedestrian fatalities, 86 of those involved pedestrians who had been drinking, nearly all of whom had BACs of 0. Pedestrian perceptions of crossing devices.

Some pedestrians might not understand or be aware of signs that convey safe walking procedures. For instance, some pedestrians may jaywalk simply because they do not know where and when they have the right-of-way.

Pedestrian speed and pace of life. Pedestrian non-compliance with signs and signals is a significant factor in pedestrian-vehicle crashes nationwide. For instance, pedestrians move more quickly in big cities when compared with small towns.

Pedestrian speed versus crossing-device speed. Crossing devices that do not accommodate the rate at which urban pedestrians would like to travel may also encourage poor pedestrian behavior. For instance, if pedestrians have to wait a relatively long time for a walk signal, they are more likely to cross midblock to avoid delays. In addition, if a pedestrian is trying to go to the opposite side of an intersection after crossing one street, the pedestrian will need to cross the adjacent street.

However, the timing of crossing devices may not correspond to the walkers directional path see Figure 2. Therefore, after crossing one street, a rushed pedestrian may be less inclined to wait for a walk signal to cross the next street.

Some researchers have found that significantly fewer pedestrians jaywalked when there were short wait times to cross the second street. Pedestrian perceptions of enforcement risk. Some pedestrians may conform to walking regulations because of personal preference or habit, while other pedestrians calculate the risk of getting caught by police against the benefits of jaywalking.

Enforcing traffic laws is unpopular with officers because it is perceived as trivial and can lead to friction between citizens and police. Pedestrian unawareness of pedestrian laws and safety.

Another problem related to pedestrian laws is the possibility that pedestrians might be unaware of or misunderstand pedestrian laws that designate where and when they have the right of way. It is also possible that some drivers are unaware of their rights and duties or pedestrians rights and duties.

Furthermore, a test on pedestrian safety in one police department revealed that a large majority of officers had a difficult time identifying pedestrian safety laws and the rights and duties of both drivers and pedestrians. Given that some police officers have trouble identifying driver and pedestrian laws and rights, it is possible that many people in the general population are unaware of pedestrian laws and safe behavior.

Traffic collision

A: You will need to make a written request by email, regular mail or fax in order to obtain a copy of an IOSHA case file. Minimum size 8. For more information about required state and federal employment posters, please contact the Indiana Department of Labor at A: All employment applications must be submitted electronically to the Indiana State Personnel Department.

When two rookie cops are killed in a fiery crash near Richmond, Virginia, crime reporter Nichelle Clarke is sent in to investigate. People and evidence soon begin to disappear. Someone is one step ahead of her.

A mathematician who studies the spread of disease explains some of the figures that keep popping up in coronavirus news. By James Gorman. His goal is to design better ways to control outbreaks. In it he talks about the math of contagion involving not only physical diseases, but also ideas, rumors and even financial crises.

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Responses to the Problem of Pedestrian Injuries and Fatalities. Summary of Responses. This guide examines the problem of pedestrian-vehicle crashes resulting in injuries and fatalities. It reviews the factors that contribute to such crashes. It then provides a series of questions to help you analyze your local pedestrian injury and fatality problem. Finally, it reviews responses to the problem and what is known about them from evaluative research and police practice. Pedestrian injuries and fatalities are but one aspect of the larger set of problems related to travel and road safety.

YOUR mortality with COVID for dummies

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Rule in a minute animations now in 13 languages. Please click here for high resolution files of the icons. Note that you will be asked to agree to not change these icons nor the associated Life-Saving Rules text in any way before being able to download these files. Introduction to the Life-Saving Rules slide pack for organisations to adapt to their needs.

Will the UK really have the highest coronavirus death toll in Europe, as a US study suggests?

T he numbers seem catastrophic, overwhelming, beyond a magnitude that the human mind or heart can grasp: What do 60, — or even , — deaths look like? Those are roughly the lower and upper limits of projected fatalities in the U. Last month, when the lower estimate was ,, the White House recommended nationwide countermeasures.

They all have similar numbers. Now keep in mind, these numbers are likely going to do down once we understand the number of asymptomatic cases. I know yesterday I referenced an article where these numbers may be under representing death as well. But, if I had to guess right now, the case fatality rate will drop. You can adjust these numbers up or down based on your own health or other data please share with me any other data set you have found or if you simply want to already adjust for the presumed huge amounts of asymptomatic cases.

Center for Problem-Oriented Policing

My name is Ashok Kumar. I am from a middle class Hindu family that worships Hindu deities. I was the only child to my parents after 14 years their marriage. During my school days, when I see some rich children enjoying ice cream, biscuits, I used to suppress the desire of eating such costly items. During my college days I rarely watch movies. If at all I go I used to go lower class.

This toolkit will assist you in mass fatality management planning at the local level. The physical, mental, emotional, and spiritual demand placed upon mass fatality Under the Developing Your subsection you will find, for each of the ME/C decedent This will save everyone's time and get you off to a productive start.

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