Road Safety Benefits of Liquid Anti-Icing Strategies and Agents: Kamloops, British Columbia, Canada

2000 ◽  
Vol 1700 (1) ◽  
pp. 24-31 ◽  
Author(s):  
Graham Gilfillan
Keyword(s):  
British Columbia ◽  
Road Safety ◽  
Motor Vehicle ◽  
Percent Reduction ◽  
Arterial Streets ◽  
Vehicle Accidents ◽  
Weather Information ◽  
Second Year ◽  
The City ◽  
Snow And Ice

The Insurance Corporation of British Columbia (ICBC) formed a partnership with the city of Kamloops in September 1996 to undertake a 2-year project to test the effectiveness of liquid anti-icers in preventing motor vehicle accidents compared with traditional deicing techniques. ICBC provided $131,000 in financing to Kamloops over the 2 years. Costs included the conversion of city trucks for liquid dispensing, purchasing of liquid magnesium chloride (Freezgard GSL), and updated road weather information systems. G. D. Hamilton and Associates, an engineering and consulting firm in Vancouver, British Columbia, evaluated the safety benefits achieved during the 2 years. The results of the analysis show up to a 74 percent reduction in overall slush, snow, and ice collisions and associated insurance claims. In the previous 3 years, traditional deicing methods were used. The study area for 1996–1997 consisted of 46 km of arterial streets and 38 km of highways within the city of Kamloops. In the second year, 1997–1998, 148 km of arterial and collector roads were studied. However, the anti-icing agent was not applied to the highways in the second year, and the analysis further showed an increase of 84 percent in the overall slush, snow, and ice collisions and resulting claims. The ICBC Research Department evaluated accident claims reported to the Kamloops Claims Office for winter 1997–1998. The results of the analysis show a 6 percent reduction in overall claims on relevant snow days for an estimated minimum savings of $281,868.00 to ICBC for that year. A similar study was completed in 1998–1999 and showed an 8 percent reduction in overall claims on relevant snow days. For the 3-year program, 285 fewer claims were filed, an average of 95 fewer claims per year.

Premature Mortality Due to Suicide, Homicide, and Motor Vehicle Accidents in Health Service Delivery Areas: Comparison of Status Indians in British Columbia, Canada, with All other Residents

2005 ◽  
Vol 97 (3) ◽  
pp. 739-749 ◽  
Author(s):  
F. Stephen Bridges ◽  
Julie C. Kunselman
Keyword(s):  
British Columbia ◽  
First Nations ◽  
Motor Vehicle ◽  
Premature Mortality ◽  
Health Service Delivery ◽  
Vital Statistics ◽  
Motor Vehicle Accidents ◽  
Mortality Data ◽  
Years Of Life Lost ◽  
Vehicle Accidents

From each of 15 health regions, potential years of life lost (PYLL) before age 75 for Status Indians is compared for select causes of death with all other residents. Mortality data from 1991 to 2001 for rates of PYLL (standardized to the 1991 population) are from tables of the British Columbia Vital Statistics Agency and First Nations and Inuit Health Branch in 2002. PYLL rate differences and rate ratios were compared for two groups with significance of the former indicated by the 95% confidence interval. Overall, the rates of PYLL for suicide, homicide, and deaths due to motor vehicle accidents were about 224%, 340%, and 248% higher among Status Indians than all other residents. Rates of PYLL for homicide and deaths from motor vehicle accidents among Status Indian women exceeded those of other residents who were men. For suicide, Status Indian men ranked first and all other male residents of British Columbia ranked second.

Social Implications of Driver Disqualification: Reality and Road Traffic Laws

1975 ◽  
Vol 8 (2) ◽  
pp. 169-175 ◽  
Author(s):  
C. D. Robinson
Keyword(s):  
Social Factors ◽  
Road Safety ◽  
Motor Vehicle ◽  
Road Traffic ◽  
Major Health ◽  
Vehicle Accidents ◽  
Legal Sanction ◽  
Vehicle Operation ◽  
The Social ◽  
Low Probability

MOTOR vehicle accidents constitute one of the major health hazards in urban societies, and it has been widely argued that some drivers are worse accident risks than others due to factors such as personality, attitude or lack of ability. On this basis, it is reasonably tempting to suggest that the accident problem can best be solved by removing the unsafe motorist from the driver population. The present paper explores the legal sanction of driver disqualification in terms of its deterrent effects, and some social factors which limit these effects. In particular, four types of factors are examined which limit the effectiveness of this sanction: the low probability of apprehension of disqualified driving offenders; the uncertainty and inconsistency of punishment of these offenders; the attractiveness of this unlawful behaviour; and the inadequacy of alternatives to the unlawful behaviour. After consideration of these factors, it is evident that the penalty of licence suspension can have at best a minimal effect on road safety, and it is suggested that there is a need for a re-examination of the rationale underlying present traffic laws and penalties given the social value placed on motor vehicle operation.

scholarly journals Collision Statistics: A Study in Toronto Road Safety

2016 ◽  
Vol 2 (1) ◽  
pp. 49-54
Author(s):  
Kevin Leung ◽  
Jerry Iu ◽  
Gabriel Gelgor ◽  
Arbri Halili
Keyword(s):  
Road Safety ◽  
Open Data ◽  
Residential Areas ◽  
Vehicle Collisions ◽  
Pedestrian Movement ◽  
Vehicle Traffic ◽  
Vehicle Accidents ◽  
Driverless Cars ◽  
Normal Ratio ◽  
The City

This study set out to determine the major causes of vehicle collisions in the City of Toronto and to propose solutions to the issue. We have made use of Toronto Open Data to gather statistics on wellbeing demographics, traffic, economics, and collisions. Data was analyzed and it was determined that six neighbourhoods deviated from the normal ratio of collisions to road volume. We researched these six neighbourhoods and determined that most accidents occur in commercial areas and the least accidents happen in residential areas. Residential areas are not areas where large amounts of people collect daily, but commercial areas are, and the high amounts of pedestrian movement within commercial areas coupled with vehicle traffic likely increases the chance of collisions. Vehicle accidents can be reduced in several ways, such as producing more PSAs, enforcing jaywalk prevention, reducing speeding and employing advents in driving technology such as driverless cars.

A Reassessment of Suicide Measurement

Crisis ◽  
2009 ◽  
Vol 30 (1) ◽  
pp. 6-12 ◽  
Author(s):  
D.P. Doessel ◽  
Ruth F.G. Williams ◽  
Harvey Whiteford
Keyword(s):  
Causes Of Death ◽  
Motor Vehicle ◽  
Years Of Life Lost ◽  
Health Prevention ◽  
Prevention Strategies ◽  
Vehicle Accidents ◽  
The Social ◽  
Evaluation Exercise ◽  
Two Measures ◽  
Circulatory Diseases

Background. Concern with suicide measurement is a positive, albeit relatively recent, development. A concern with “the social loss from suicide” requires careful attention to appropriately measuring the phenomenon. This paper applies two different methods of measuring suicide data: the conventional age-standardized suicide (count) rate; and the alternative rate, the potential years of life lost (PYLL) rate. Aims. The purpose of applying these two measures is to place suicide in Queensland in a historical and comparative (relative to other causes of death) perspective. Methods. Both measures are applied to suicide data for Queensland since 1920. These measures are applied also to two “largish” causes of death and two “smaller” causes of death, i.e., circulatory diseases, cancers, motor vehicle accidents, suicide. Results. The two measures generate quite different pictures of suicide in Queensland: Using the PYLL measure, suicide is a quantitatively larger issue than is indicated by the count measure. Conclusions. The PYLL measure is the more appropriate measure for evaluation exercise of public health prevention strategies. This is because the PYLL measure is weighted by years of life lost and, thus, it incorporates more information than the count measure which implicitly weights each death with a somewhat partial value, viz. unity.

Psychological Outcome of Motor Vehicle Accidents

2008 ◽  
Author(s):  
Yoshiharu Kim ◽  
Yutaka Matsuoka ◽  
Ulrich Schnyder ◽  
Sara Freedman ◽  
Robert Ursano
Keyword(s):  
Motor Vehicle ◽  
Motor Vehicle Accidents ◽  
Psychological Outcome ◽  
Vehicle Accidents

Resuscitative endovascular balloon occlusion of the aorta (REBOA) enables operative management of the peripartum trauma patient in hemorrhagic shock

2019 ◽  
Vol 3 (1) ◽  
Author(s):  
Kelvin Allenson ◽  
Laura Moore
Keyword(s):  
Maternal Death ◽  
Motor Vehicle ◽  
Operative Management ◽  
Balloon Occlusion ◽  
Motor Vehicle Accidents ◽  
Gravid Uterus ◽  
Intrauterine Pregnancy ◽  
Vehicle Accidents ◽  
Pelvic Hemorrhage ◽  
Endovascular Balloon Occlusion

Trauma related injury is the leading cause of non-obstetric maternal death.  The gravid uterus is at risk for injury, particularly during motor vehicle accidents.  Resuscitative endovascular balloon occlusion of the aorta (REBOA) is a means of controlling pelvic hemorrhage in the setting of trauma.  We report the use of REBOA in a hemodynamically unstable, multiply-injured young woman with viable intrauterine pregnancy.

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