Empirical Studies

At this juncture, it should be noted that some relevant studies have been surveyed in which road safety measures in general and public enlightenment programmes of FRSC in particular were examined have been adequately highlighted .

At national and international levels, various studies have found out that public enlightenment programmes have played a significant role in educating all road users with respect to their capabilities and limitations in the use of motor vehicles, the automobiles – their capacities, as well as, limitations and the highways on which they operate. The knowledge of these three traffic elements will make them good and considerate road users (Tay, 2001). Ameratunga, Hijar, and Norton (2006) summarise road safety publicity campaign as part of a set of activities put in place to raise awareness about new road safety laws, change attitudes (for example to improve public acceptance of road safety measures).

Studies undertaken by Olanrewaju and Falola (2006) and Osita (2011) reveal that drivers‘

education is a normative enterprise that grew out of man‘s problems. These problems were attributed to improper coordination among the three big traffic elements: namely the driver

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(human), the highway and the motor vehicle. Research evidence from American Automobile Association (1988) and UNDP (1994) indicate that the human element is responsible for 80 to 85 per cent of all traffic accidents.

Traffic violations, driving while intoxicated and lack of driving courtesy are the results of human actions. Unsafe highway and road conditions cause about ten per cent of all traffic accidents while mechanical deficiencies are responsible for nearly five per cent of all traffic problems. Also, commercial drivers‘ education has helped drivers and other individuals to learn how to use motor vehicles safely and efficiently. Public enlightenment programmes are important because it educates all road users (Thorton and Rossiter, 2007.

Better and considerate driving is apt to reduce the number of disasters on the highways (Santa and Cochran, 2008). As rightly pointed out by Odufuwa (2011) the FRSC‘s public enlightenment programmes have not only equipped road users but opened doors to new careers or vocations they would never have conceived of without such education.

According to Tay (2001) and Daramola (2003), the growth and development of a nation depends, largely, upon the capacity of its transport system to move persons and goods to desired locations safely.

Speed management is important in addressing road safety problems. WHO (2008 and 2009) maintains that speed is an important risk factor. The speed at which a vehicle travels determines the severity of the injury in any road traffic accident. The effect on crash risk comes mainly via the relationship between speed and stopping distance. The higher the speed of a vehicle, the shorter the time a driver stop and avoid a crash, including hitting other road users. Key measure to manage speed is setting speed, its enforcement and implementing traffic-calming measures. Also, impairment by alcohol is an important factor influencing both the risk of a road traffic crash as well as the severity and outcome of injuries that result from it. Alcohol consumption results leads to impairment, which increases the likelihood of a crash because it produces poor judgement, increases reaction time, lowers vigilance and decreases visual acuity. Alcohol consumption is also associated with excessive speed. Other risk factors include inadequate enforcement of traffic laws;

unsafe driving practices; driver distraction, including (mobile phone use); vehicle condition and defects: brakes, lighting and windscreen. Admittedly, most studies agreed that public enlightenment programmes on road safety are meant to change behaviour, as part of a

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package of measures (for example engineering and enforcement related to speeding). It is evident that the three golden rules form the basis for any road safety policy with regard to the behaviour of road-users (keep your speed down, wear your seatbelt, don‘t drink and drive) and the need for them to be obeyed.

On the relevance of cars‘ in-built safety mechanisms like seat-belt is the single most effective feature in a vehicle to reduce the severity of injury to the vehicle occupants that results from road traffic crashes. Increasing motorisation worldwide has brought increases in crashes and injuries to vehicle occupants, particularly in low- and middle-income countries. One of the most effective measures to protect occupants from injury in the event of a crash is the fitment and use of seat-belts and child restraints (WHO, 2010 and 2012).

They are proven to save lives and reduce injury severity, all vehicle occupants should be appropriately restrained when travelling in a motor vehicle. Seat-belts and child restraints are secondary safety measure; though effective, they do not reduce crash risk, for which other primary safety measures are needed, particularly to protect vulnerable road users.

Anyaoku (2009) as corroborated by Osita (2011) shows that though, majority of vehicles are fitted with seat-belts, not all occupants use them, even, the use of seat-belts and child restraints is still low. More needs to be done to convince political leaders, police authorities, individual drivers and passengers that seat-belts provide essential protection from injury and can reduce the consequences of a crash. Another contradicting research work carried out by Odeleye (2000) as cited by Idoko (2010) shows that seat-belts and child restraints may produce injuries. Although a seat-belt holds the body in place on the seat, it cannot prevent the head from being thrown around during a collision. A belted vehicle occupant can sustain a neck injury and the place where the seat-belt makes contact with the body during a collision may also result in minor injuries such as bruising (―the seat-belt sign‖) or more serious problems such as broken ribs. Wikipedia (2010) adds that this notwithstanding, the injuries that the belted occupant would have sustained had they been unbelted would have been much more severe. Children who are restrained in the rear of a vehicle with two-point lap belts can, under certain circumstances, sustain abdominal or lumbar spine injuries during a collision – the so called ―seat-belt syndrome‖. Although most new vehicles are now equipped with three-point lap and diagonal seat-belts in all seating positions to prevent this problem, it is important that emergency personnel recognise incidents where occupants have used lap belts (mechanisms of injury).

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