The case of sustainability on highway Roads


Road traffic carnage and injuries signify a NPM and global public health epidemic. Essentially, like any ‘rise of the commons’ problems undoubtedly attracting state enclosures due to epidemic that have stretched to crisis magnitudes.  Guess what, it’s predicted to worsen over the years ahead. Some say, it is the product of transport policies that put vehicles, highways and speed before people and road safety. However, the ‘vehicle first’ approach made current enclosure approaches to transport policy a threat to international efforts to tackle global environmental problems, including air pollution and climate change.

Perhaps, the ‘Rio+20’ summit was believed to provide opportunities to reframe transport policy priorities around two simple principles namely safety for people and sustainability for the planet. Failure to seize that opportunity will diminish the relevance of ‘Rio+20’ to one of the great development challenges of the 21st century.

The sheer scale of the road traffic injury epidemic is not widely recognised. Every year, some 1.3 million people die on the world’s roads – 3,500 every day. Another 50 million people are left with injuries, a large proportion of which are serious or even permanent disabilities. The vast majority of the victims live in the world’s developing countries, where road traffic injuries are holding back progress towards the Millennium Development Goals (MDGs). For millions of people, injuries sustained on roads are a source of poverty, debt and despair. Children and young people are among the main victims. In 2004, the last year for which comprehensive data is available, road traffic injuries claimed more lives among 5-14 year olds than major killer diseases such as malaria, diarrhoea and HIV/AIDS.

The future looks far worse than the present. Demographic, economic and human settlement trends point unequivocally to a marked increase in road traffic fatalities and injuries. In Africa, which has the world’s highest ratio of fatalities per vehicle, a growing and increasingly urbanised population means that more people will be placed in harm’s way. It is estimated the cumulative increase in fatalities to 2016 at 47,000. Another 90,000 people could be killed on India’s roads above current levels. Globally, there will be some 2 million road traffic fatalities annually by 2020 unless action is taken. With economic growth driving an increase in the number of cars on the world’s most dangerous roads, this projection could prove to be an understatement. The relentless increase in road deaths is symptomatic of a wider failure to put people and planet at the centre of transport policy. Outdoor air pollution kills as many people – 1.3 m annually according to the World Health Organisation – as road traffic injuries.

At a glance ‘There have been 12 cyclist deaths in London so far this year’. If this is happening here in the UK where neo-liberal enclosures are celebrity talks, one should not wonder the results in Africa, Asia etc. I refer to: Cyclist dies in Bow Roundabout lorry collision’.


Consequently, state enclosures are not hidden magic bullets for tackling the road traffic injury crisis but orderly provide a platform against this anarchy. The concept is vehicles need to be separated from vulnerable road users, such as pedestrians and cyclists. Speed or lay out has to be managed to reflect the safety features of roads.


One Response to “The case of sustainability on highway Roads”

  1. u1059279 Says:

    High way roads needs to be constructed and well structured again in order to minimise the amount of people dying.Are the cameras no longer working?

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