Journal articles on the topic 'Traffic Accident Commission'

Traffic accident increased periodically in alarming rate and it was a serious problem throughout the globe particularly in developing countries like Ethiopia. This research concerns on Analyzing Road Traffic Accident in Ethiopia from 2007/08-2017/18. The main objective of the study was to investigate the growth rate of road traffic accident, road network coverage and motorized vehicle, and relationship between them in the past elven (11) year. In order to address the required objective the study use secondary data collected from Ethiopia federal police commission, Ethiopia road authority and Ethiopia federal transport authority. Basically, descriptive and inferential statistical analysis approach was used to analyze the data. The finding of the study revealed that; in the past eleven year more than 291577 Road traffic accident, 912956km road network and 681000 motorized vehicles were developed. Due to Road traffic accident Ethiopia loses around 36.3 billion birr (estimated 1.3 billion $ in current exchange rate of 28 birr for 1$) in the past eleven (11) year in Ethiopia. In average annually Ethiopia loses around 0.9% of budget due to traffic accident in the past eleven year. Average annual growth rate of road traffic accident, road network development and motorized vehicle were 9.16%, 10.81% and 13.34% respectively. In Ethiopia in the past eleven (11) years more than 276491 road traffic accidents, 912956km road network and 681000 number of motorized vehicle were newly introduced since 2007/08 in the study period. The variation on road traffic accident, road network coverage in km and motorized vehicle between commencement of study period (2007/08) or Ethiopia millennium (2000E.C) with end of the study period (2017/18) were estimated around 25914, 82414 and 563003 respectively. Finally, the study intend that road traffic accident had no direct or indirect relation with growth of motorized vehicle and road network coverage in Ethiopia. To curb the problem faced due to road traffic accident the government and other stakeholder must careful the issues to minimize road traffic accidents in Ethiopia.

Road safety management begins with a detailed analysis of accidents, which is reflected in Article 24 of the Law of Ukraine “On Road Traffic” which states that when performing repairs and maintenance of roads, streets and railway crossings road maintenance organizations in the first place should take measures for road safety on the basis of accounting and analysis of road accidents, results of inspections and surveys of roads, streets and railway crossings, and especially in emergency and dangerous areas and in places of concentration of road accidents. The problem of reducing the accident rate and reducing the number of victims of road accidents during the maintenance of roads has so far been solved mainly by identifying areas (places) of concentration of accidents with the development of measures to improve road conditions and improve the organization of traffic on them and conducting annual commission spring and autumn inspections of the road network by representatives of road organizations and the police. However, the areas of concentration of road accidents were not fully covered on the road network of local significance due to the lack of accurate reference of the places of accident in the accident registration cards, as well as they were not identified on the streets and roads of cities and other settlements due to the absence of any criteria for their identification and therefore the maximum efficiency from introduction of management of sites (places) of concentration of road accident isn’t reached. The article analyzes the criteria for determining the areas of concentration of accidents on public roads in different periods, examines the dynamics of the number of areas of concentration of accidents and considers other modern opportunities for effective traffic safety management, in particular, inspection (inspection) of existing roads.

In Nigeria, literature on the integration of traffic of pavement condition and traffic characteristics in predicting road traffic accident frequency on 2-lane highways are scanty, hence this article to fill the gap. A comparison of road traffic accident frequency prediction models on IIesha-Akure-Owo road based on the data observed between 2012 and 2014 is presented. Negative Binomial (NB), Ordered Logistic (OL) and Zero Inflated Negative Binomial (ZINB) models were used to model the frequency of road traffic accident occurrence using road traffic accident data from the Federal Road Safety Commission (FRSC) and pavement conditions parameters from pavement evaluation unit of the Federal Ministry of Works, Kaduna. The explanatory variables were: annual average daily traffic (aadt), shoulder factor (sf), rut depth (rd), pavement condition index (pci), and international roughness index (iri). The explanatory variables that were statistically significant for the three models are aadt, sf and iri with the estimated coefficients having the expected signs. The number of road traffic accident on the road increases with the traffic volume and the international roughness index while it decreases with shoulder factor. The systematic variation explained by the models amounts to 87.7, 78.1 and 74.4% for NB, ZINB and OL respectively. The research findings suggest the accident prediction models that should be integrated into pavement rehabilitation. Keywords:

In this paper, data on road traffic casualties by age groups, from 2009 to 2013, will be used. Using published road traffic casualty statistics from the National Road Safety Commission of Ghana, a 2 ´ 8 contingency table is used to determine whether road traffic casualty and age group are independent. A one factor analysis of variance tests shall be used to conduct a comparative analysis of the rate of road traffic fatalities per 100 casualties across the various age groups in Ghana. A multiple comparison test, using the Fisher least significance difference (LSD) method, shall be conducted to determine which pairs of age groups are significantly different.The study will show that road traffic casualty is not independent of age group. The analysis of variance will show that there are significant differences in road traffic fatality indices (fatality per 100 casualties) among various age groups in Ghana. The risks of dying in a road traffic accident among children under 6 years and older population who are over 65 years are both significantly higher than those of other age groups. This points to the fact that, although smaller number of children under 6 years and older population who are over 65 years die in road traffic accidents each year, more and more people as a proportion of the recorded number of casualties, are being killed through road traffic accidents among these two categories of age groups. Thus, the probability of being killed in a fatal road traffic accident is significantly high in each of these two age groups.

The safety of road users is one of the most important elements of the functioning of every society. The data published by the European Commission shows that on roads in the EU in 2017 was 25.3 thousand deaths occuried in road accidents. To reduce the number of road accident victims, threats in this area should be identified and appropriate solutions implemented. The article presents factors in traffic accidents, elements of human mentality which have a significant impact on driving a vehicle, factors influencing a driver’s action in traffic and correlation of the system of safety management including the procedure of risk management. The article presents partial results of international scientific research carried out in Poland, Czech Republic and Slovak Republic. In the survey participated respondents from ten cities. Opinions were obtained from 642 people on the subject of individual personality factors determine the behaviour of vehicle drivers. Furthermore were presented respondents´ answers regarding legal changes relating to the proposal penalties for drivers participating in road traffic under the influence of alcohol and drugs. The article has been prepared within the frames of realizing a research project called „Simulator supporting police officers’ training in the implementation of activities during a road accident” no. DOB-BIO9/06/01/2018, which has received funding from the Polish National Centre for Research and Development.

On June 10, 2002 the European Commission adopted a proposal for a new Motor Insurance Directive. One of the goals of this proposal is to ensure that pedestrians and cyclists are covered by the compulsory insurance of the vehicle involved in the accident. Examples of legislation which has already sought to do so includes the French law (Loi Badinter in France) and Swedish law. It may be less well-known that Article 29bis of the Belgian Act of 21 November 1989 on the insurance against civil liability regarding the use of motor vehicles is another example of national legislation providing such coverage, not only of pedestrians and cyclists but also of motor vehicle passengers themselves. Belgian law provides a specific compensation for bodily injury and death incurred by every victim of a traffic accident involving a motor vehicle, with the exception of the driver. This is so regardless of whether the driver or the victim is at fault or not. This paper gives a brief overview of the key features of this compensation regime and its subsequent statutory changes and places it within the context of the case law.

H ighway safety is a major priority for public use and for transportation agencies. Pavement roughness indirectly influence drivers' concentration, vehicle operation, and road traffic accidents, and it directly affect ride quality. This study focuses on analyzing the influence of pavement roughness on traffic safety using traffic, pavement and accident data on dual and single carriageway operated under heterogeneous traffic conditions in South-west, Nigeria. Traffic crash data between 2012 and 2015 was obtained from the Federal Road Safety Commission (FRSC) and International Roughness Index (IRI) data from the Pavement Evaluation Unit of the Federal Ministry of Works, Kaduna. Crash road segments represented 63 percent of the total length of roads. IRI values for crash and non-crash segments was a close difference of 0.3,This indicates that roughness is not the only factors affecting occurrence of traffic crashes but a combination with other factors such as human error, geometric characteristics and vehicle conditions. Crash severity was categorized into Fatal, serious and minor injury crashes. In all cases, the total crash rate increases with increase in IRI value up to a critical IRI value of 4.4 and 6.15 for Sagamu-Ore road and Ilesha-Akure-Owo road respectively, wherein the crash rate dropped. The conclusion is key in improving safety concerns, if transportation agencies keep their road network below these critical pavement conditions, the crash rate would largely decrease. The study concluded that ride quality does not directly affect traffic crash rate. Keywords: Pavement conditions, traffic safety, International Roughness Index, crash rate, carriageway.

Lagos state is the commercial and financial capital of Nigeria. It is a coastal city with a population of 12 million and covers 2000 square kilometers. The road network extends over 2700 km with a vehicle density of 740 vehicles per kilometer. It consumes over 85% of petroleum products imported into the country. It has no rail or sea mass transit system and all movements of people and goods are by road. This has created a major traffic Management challenge and government intervention is the establishment of the Lagos State Traffic Management Authority( LASTMA). To understand the structure, strength, and weaknesses of the authority, the enabling law and accident statistics, were obtained from the Authority, the Nigerian Police, and the Federal Road Safety Commission. Questionnaires were administered to drivers unions and the general public. The results were analyzed and it was discovered that conflicts across agencies, corruption and high handedness exist. It was also established that the authority has to a great extent succeeded in improving orderliness on Lagos roads. LASTMA needs to pursue an aggressive public enlightenment to change driver’s behaviors.

The main purpose of the article is to draw attention to the occurrence of the phenomenon directly affecting maritime safety and consisting in driving, navigating and steering the vessel in water traffic by the manager of the vessel who is intoxicated or drunk. This constitutes a danger and hazard to the vessel, its crew and passengers on board, and may also lead to a maritime accident or incident involving other vessels. In addition, the lack of specific implementing regulations concerning the procedure in the event of ascertaining the above offence, with the simultaneous obligation to penalize such behavior, imposed by the legislator on bodies statutorily delegated to detect and prosecute, results in only a partial solution of the described problem. In this article, the author uses literature on maritime safety, interpretation of legal regulations in force in this respect and data obtained from maritime administration bodies and the State Commission for Investigation of Maritime Accidents.

The beneficial effects of road lighting are often seen as very important. They relate to reducing road accidents and some forms of crime but also enhance the social safety of residents and pedestrians and the amenity for residents. Road traffic in developing countries is much more hazardous than in industrialized countries. Accident rates in ‘low’ income countries may be as much as 35 times higher than in ‘high’ income countries. Thus, it might be much more cost-effective to light roads in the developing world than in the industrialized world. Fighting light pollution is more pressing in developing countries as most of the major high-class astronomical observatories are there. Astronomical observations are disturbed by light from outdoor lighting installations, part of which is scattered in the atmosphere to form ‘sky glow’. The International Lighting Commission CIE has published a Technical Report giving general guidance for lighting designers and policy makers on the reduction of the sky glow.

AbstractPrevention of pollution from maritime traffic has been a major item for the Baltic Sea States since the beginning of their environmental co-operation in the 1970s. To ensure maritime safety in the Baltic Sea region, which is well-known for its narrow straits, shallow depths and archipelago areas, the Helsinki Commission has decided on a great number of measures during the past 20 years. In the last decade maritime transportation has been growing steadily, reflecting the intensified cooperation in the Baltic Sea region and a prospering economy which also leads to growing environmental risks. This was manifested again on 29 March 2001 with the Baltic Carrier accident. The Helsinki Commission promptly reacted by holding an extraordinary meeting on the request of the Danish Government on 10 September 2001 in Copenhagen. At the meeting, the Contracting Parties, represented through the ministers responsible for maritime transportation and the environment, and a representative from the EC agreed on a package of measures, further described below.

To reduce the number of road accident victims the European Commission has encouraged the European member states to implement a series of actions in this field. These actions include the development of intelligent and integrated safety systems as well as educational and training initiatives. Educational initiatives include the training of the drivers to improve their ability and sense of responsibility. In addition to the direct use of the vehicle, the training includes the recognition of the traffic signs. Since the recognition may be influenced by both the position of the signal and the weather conditions, the authors have studied the possibility of evaluate the drivers' perception of road signs by means of a virtual environment tool able to perform different operative conditions. A series of tests was conducted to evaluate the visualization tool created and its ability to replace other recognition tests. This paper reports first tests results.

Obstructive sleep apnoea syndrome (OSAS) is a highly prevalent chronic respiratory disorder with prevalence among adult males of ≥10%. The most common daytime symptom associated with OSAS is excessive sleepiness, which in more severe manifestations can result in sleepiness at the wheel while driving and probably contributes to the substantial increase in accident risk among patients with OSAS. Fortunately, current evidence indicates that successful therapy of OSAS, particularly with continuous positive airway pressure, can bring the accident risk down to levels similar to an equivalent general population. The recognition of the increased driving accident risk in OSAS prompted the Transport and Mobility Directorate of the European Commission to establish a working group on this topic in 2012, which ultimately led to a revision of Annex III of the EU Driving Licence Directive, which is subject to mandatory implementation by European Union member states by December 2015. This directive specifies that patients with moderate or severe OSAS associated with significant daytime sleepiness should be prohibited from driving until effective therapy is established. These new regulations are designed to balance the legitimate objective of public safety with not penalising OSAS patients who are complying with effective therapy. Successful implementation of regulations on driving in OSAS patients must also include measures to educate relevant stakeholders including patients, medical personnel, traffic police and employers in the transport industry. The key objective is to encourage patients with possible OSAS to seek diagnosis and treatment and not to inhibit OSAS patients from coming forward.

Abstract In the United States, the AMA Guides to the Evaluation of Permanent Impairment (AMA Guides) is used in state and federal workers’ compensation systems and in automobile casualty and personal injury arenas. The AMA Guides is used in similar ways internationally. Most workers’ compensation jurisdictions in Canada use the AMA Guides formally by statute or regulation or accept its use informally as a standard tool to rate impairment. In Australia, the AMA Guides is used in both federal (Australian Commonwealth) and individual states’ (or territories’) compensation schemes; two tables show how almost all states in Australia have legislated various editions of the AMA Guides for use in workers’ compensation and motor traffic accident compensation schemes. New Zealand's Accident Compensation Commission (ACC) previously used the AMA Guides, Fourth Edition; beginning in July 2011 ACC uses the sixth edition. Hong Kong uses the AMA Guides as a reference in evaluating workers’ compensation and motor vehicle claims; Malaysia uses the AMA Guides officially in adjudication; and impairment rating in Asian countries such as Taiwan, Korea, and Singapore are influenced by the philosophy and principles of the AMA Guides. South Africa uses the AMA Guides, Sixth Edition, to determine serious injury, and other editions are used in South Africa's workers’ compensation schemes. Many countries in Europe and the Middle East use the AMA Guides as a reference for determining impairment and in workers’ compensation and social welfare schemes.

The need to develop and adopt legal standards for safety management was identified at the Conference of General Directors of Civil Aviation dedicated to the global strategy of aviation safety (Montreal, March 20-22, 2006) and additionally supported by the recommendations of the Safety Conference (Montreal, March 29 - April 1, 2010). The year 2006 saw the introduction of issues related to the safety management system to the Convention’s annexes. The existing fundamental rules related to SMS were included in the annexes: 1 - Personnel licensing, 6 - Operation of Aircraft, 8 - Airworthiness of Aircraft, 11 - Air Traffic Services, 13 - Aircraft Accident and Incident Investigation, and 14 - Aerodromes. In addition, due to the dynamic development of aviation and, at the same time, the growing need to create the highest standards in the field of safety management systems, the Air Navigation Commission established the Safety Management Panel (SMP) to develop the content of Annex 19. After several years of reconciliation and consultation, this document was finally adopted by the ICAO Council in 2013. It has become the ipso facto document that provides the basis for creating an effective safety management system, as it is compatible and also adapted to the most effective practices indicated in the ICAO Doc 9859 Safety Management Manual. Annex 19 sets out the responsibility of States, the safety management system and the collection of information related to safety. The National Civil Aviation Safety Programme and the structure of this system were also dealt with. The whole idea is to support states in the process of hazard identification and risk management. The purpose of the article was: to highlight selected elements of the risk management process in a practical dimension, to present the principles for assessing the degree of risk by an air navigation service provider, and to identify ways of improving this process. Searching for an answer to the main research problem contributed to achieving this goal. The research problem was expressed in the form of a question: How does the air navigation service provider manage the risk under the air traffic safety management system in order to achieve compliance with regulatory requirements and to achieve the assumed parameters (indicators) in the area of safety? With regard to the main research problem, the following research hypotheses were formulated: 1. I believe that an air navigation service provider undertakes an assessment of the degree of possible danger in civil aviation to identify hazards in air traffic as part of a safety management system. 2. I suppose that the air navigation service provider manages the risk in a manner consistent with the provisions of law and by using procedures included in normative documents.

Since human error accounts for more than 70% in the causes of maritime accidents, the analysis of human error mode will benefit the scientific analysis and evaluation of maritime traffic safety management, to get the nature security finally. With the application of Failure mode, effects, and criticality analysis （FMECA）, this paper sums up ten specific human failure modes. After the analysis of the modes based on materials from British Maritime Commission, it uses the Criticality Analysis （CA） to analyze the major mode of high hazard. The result has important guiding significance and value on refining the main hazards of maritime accidents, and the nature of maritime management.

The European Commission pursues a strategic action plan using the “Safe System” approach. The function, layout and design of roads shall be coordinated in such a way that human error is compensated, and possible accidents no longer cause fatalities or serious injuries. Four fields of action are defined: people, vehicles, roads and laws. This study aims to model the process involved in road safety management in Austria based on the System-Theoretic Process Analysis (STPA) and to identify areas of improvement that also meet these goals. This is intended to create the basis for a method that can also be applied in practice to meet the “Safe System” approach. The traffic authorities or road owners are responsible for monitoring and enforcing road safety in Austria. Their main instrument is the Road Safety Inspection (RSI) that focuses primarily on road traffic planning aspects. This study proposes a method for including human-road-vehicle interactions in RSI. The STPA-based analysis showed how the road safety management and RSI can be improved to provide more comprehensive, accurate and relevant information about hazards at various levels of the safety management structure. The results can be used for improving the safety of all road users.

Abstract Background: The Bruton tyrosine kinase (BTK) inhibitor zanubrutinib,has demonstrated greater selectivity for BTK versus other TEC- and EGFR-family kinases in biochemical assays and favorable pharmacokinetic/pharmacodynamic properties in preclinical studies. In a phase 1 clinical trial, zanubrutinib showed complete and sustained 24-hour BTK occupancy in both blood and lymph node biopsies from patients treated at 160 mg twice daily (bid; Tam et al. Blood 2016;128:642), and was associated with durable responses in patients with non-Hodgkin lymphoma (Tam et al. Blood 2017;130:152). Here, we present initial safety and efficacy data from a phase 2 trial of zanubrutinib in patients with relapsed or refractory mantle cell lymphoma (R/R MCL). Methods: Conducted in China, BGB-3111-206 (clinicaltrials.gov NCT03206970) is a pivotal, single-arm, open-label, multicenter phase 2 study. Patients with R/R MCL aged 18-75 years and with 1-4 prior treatment regimens received zanubrutinib 160 mg bid until disease progression (PD) or unacceptable toxicity. The primary objective is to evaluate the efficacy of zanubrutinib as measured by overall response rate (ORR) assessed by an Independent Review Committee (IRC). Response was assessed with PET-CT scans (in subjects with FDG-avid disease) and CT or MRI scans (in subjects with FDG non-avid disease) at each response assessment and for confirmation of complete response (CR) per the International Conference on Malignant Lymphoma (Lugano) criteria (Cheson, 2014). Key secondary endpoints included progression free survival (PFS), time to response (TTR), duration of response (DOR) and safety. Treatment-emergent adverse events (TEAEs) were assessed according to NCI CTCAE v4.03. Results: As of 27 March 2018, 86 patients with R/R MCL were enrolled and treated. Patient characteristics are summarized in the Table. Over one-half (52.3%) of patients were refractory to their last prior therapy. Median follow-up was 36 weeks (range,1-56) at the data cut. Twenty-one patients discontinued zanubrutinib (13 for PD; 6 for TEAEs; 1 withdrew consent; and 1 per investigator's discretion). One patient was not evaluable for response due to a lack of central pathologic confirmation of MCL. Of the 85 evaluable patients, ORR per the IRC was 84% (n=71; Table), with CR reported in 59% of patients (n=50). The estimated event-free rate for responders was 90% at 24 weeks after response. In total, 12 patients have progressed; the estimated PFS rate was 82% at 24 weeks. The most frequent (≥15%) TEAEs due to any cause included decreased neutrophil count (31.4%), upper respiratory tract infection (29.1%), rash (29.1%), decreased platelet count (22.1%), and decreased white blood cell (WBC) count (17.4%). Grade ≥3 TEAEs due to any cause reported in >2 patients included decreased neutrophil count (11.6%), lung infection (5.8%), anemia (4.7%), and decreased WBC count (3.5%). Petechia/purpura/contusion and hematuria were each reported in 4 patients (4.7%, all grade 1/2); major hemorrhage (serious or grade ≥3 bleeding or central nervous system bleeding of any grade)was reported in 1 patient (1.2%); no cases of atrial fibrillation/flutter or tumor lysis syndrome were reported. Six patients died within 30 days of last study treatment, 1 from PD, 4 due to Grade 5 TEAEs and 1 due to a Grade 5 event that was not treatment emergent. TEAEs leading to discontinuation of zanubrutinib included (n=1 each): infection, pneumonia, lung infection, interstitial lung disease, and twoGrade 5 TEAEs (cerebral hemorrhage and road traffic accident). Conclusions: Zanubrutinib was shown to be highly active in patients with R/R MCL, as demonstrated by a high rate of CR documented by PET-based imaging. Zanubrutinib was generally well-tolerated, consistent with previous reports of zanubrutinib treatment in patients with various B-cell malignancies. Disclosures Song: Peking University Cancer Hospital (Beijing Cancer Hospital): Employment. Zhou:Affiliated Cancer Hospital of Zhengzhou University: Employment; Health and Family Planning Commission of Henan Province: Patents & Royalties: Scientific and technological innovative talents "51282" Project leaders; Henan Cancer Hospital: Consultancy, Employment; Natural Science Foundation of China: Research Funding. Jin:College of Medicine, Zhejiang University: Employment; The National Natural Science Foundation of China: Research Funding. Guo:BeiGene (Shanghai) Co., LTD: Employment. Wang:BeiGene (Shanghai) Co., LTD: Employment. Hilger:BeiGene (Beijing) Co., Ltd.: Employment, Equity Ownership. Huang:BeiGene (Beijing) Co., Ltd.: Employment, Equity Ownership. Novotny:BeiGene (Beijing) Co., Ltd.: Employment, Equity Ownership. Osman:BeiGene USA: Employment, Equity Ownership. Zhu:Beijing Cancer Hospital: Employment.

The present study is a critical approach to the Canada Law Reform Commission document concerning homicide. This study deals with two particular aspects of the law of homicide. In the first chapter we suggest the creation of a special category of homicide, the « homicide passionnel », for the following reasons : first of all the substantive defences, like intoxication, self-defence, diminished responsibility and provocation are too narrow. Especially with provocation, the application of the objective test is detrimental to the more vulnerable population which lacks educational and financial resources. Secondly, we cannot compare the robber who kills by using his weapon with the person who kills in a state of excitement, jealousy or anger. Besides, many foreign laws have recognized this category of « hot-blood » homicide. So, we think that is time for Canada to abolish the defence of provocation (s. 215 Cr. C.) and create this specific offence. In the second chapter, we suggest criminalization of homicide by negligence. Actually, we can see the difficulty judges have in convicting someone for criminal negligence when the death of a person is due to trafic « accident ». Many foreign criminal codes have created this offence. We find it fair to impose the duty of the reasonable person on those who take certain risks by using motor vehicles or other machines for their benefit or spare time.

Abstract Background In 2011, the European Commission adopted the European framework for the National Roma Integration Strategies (NRISs) 2020, which focussed on four areas: education, employment, health and housing. In 2012 Spain approved its Strategy 2012–20, one of the central aims of which is to reduce social inequalities in health that affect the Roma population. Our objective was to analyze changes in health inequalities between the Roma population and the general population in Spain in the years 2006 and 2014. Methods The Spanish National Health Surveys (NHSs) 2006 (n = 29 478) and 2012 (n = 20 884) and the NHS of the Spanish Roma Population 2006 (n = 933) and 2014 (n = 1155) were compared. This study considered the variables included in NRIS 2012–20: self-perceived health, tobacco use in men, traffic accidents in men and women, obesity in women and gynaecological visits. Results Despite the adoption of the NRIS 2012–20, there were no observed improvements in health between 2006 and 2014 in the Roma population. Nor was there a reduction in inequalities in health concerning the general population in Spain. Also, there was no reduction in the health inequalities by gender for the two populations. Conclusions Health is determined in part by social factors including education, employment, housing and also by anti-Roma discourses and discrimination. Improving the health of the Roma population requires a multi-sectoral approach with a gender perspective.

AbstractIntroduction:The number of deaths due to trauma from road traffic accidents (RTAs), and from the use of firearms either for homicide or armed robbery, ethnic conflicts, and other events, such as flooding, explosions from petroleum products, and religious violence, is on the rise in Nigeria. This preliminary study is a comparative analysis of the frequency of deaths caused by RTAs and the deaths caused by the use of firearms during armed robbery. The study sought to identify the number of traumatic deaths caused by RTAs or armed robbery as well as the number of victims who sustained injuries in the process of RTA or armed robberies.Methods:An indigenous, non-governmental organization (NGO) network was used to abstract data for the frequency of RTAs associated with death or injuries and for deaths caused by armed robberies and was supplemented with data obtained from the Nigerian police.Results:For RTAs, the victims included drivers, passengers, and pedestrians. In 3,032 cases of RTAs, the total number of deaths was 1,239 (29.1%): one Nigerian dies for every three to four crashes. The total number of deaths due to RTAs was significantly higher than was the number of deaths due to the use of firearms in commission of robbery.Police reports relative to the use of firearms during armed robberies indicate that of a total of the 652 victims who were killed, 348 (68.1%) were the armed robbers, 134 (26.2%) were bystanders, and 29 (5.7%) were policemen.Conclusions:The enormity of the problems of traumatic deaths from RTAs and armed robberies in a developing country has been highlighted.

While investigating traffic accidents that took place during darkness hours on unlighted area of carriage way, investigating authorities are interested in reasons that, from a technical point of view, could lead vehicle to run down a pedestrian or a stationary obstacle, to a collision of vehicles. Furthermore, while performing research on technical condition of a vehicle lighting system using modern equipment, forensic autotechnician experts are faced with problems related to the lack of skills in using such equipment. Moreover, while solving certain issues related to the technical state of lighting system, posed questions are not fully disclosed by forensic autotechnician experts, “narrow” conclusions are made, so far as during examining technical state of vehicle lighting system, most forensic autotechnician experts do not apply to State Standard DSTU 3649:2010 requirements. This article details the order of actions of specialists, forensic experts while performing research on technical state of the vehicle lighting system using the modern OMA 684D device. The minimum values of headlamp intensity for certain types of headlights bulbs in according to Rules ECE UNO (Economic Commission for Europe the United Nations Organization) requirements are described. Recommendations for use of DSTU 3649:2010 are given while performing research technical condition of vehicle lighting system. To obtain result values in candelas, as required by DSTU 3649:2010, the calculation of the translation of the values of headlamps light intensity from luxes to candelas is offered. Minimum and maximum values of the headlamps light intensity for certain types of light distribution according to DSTU 3649:2010 are also indicated. The decoding of headlight types with values of light intensity is given. For better perception of the correctness of the research results, images of the control points location depending on the type of light distribution are indicated.

Due to the motivations of climate change, the health impacts of poor air quality, and the importance of cities for economic growth, transport policy at all levels of governance places emphasis on reducing and managing urban traffic and congestion. Whilst the majority of urban traffic is created by personal travel, freight vehicles make a relatively large contribution per vehicle to congestion, pollution and severe accidents. The European Commission (EC 2011) estimates that 6% of all EU transport carbon emissions are from urban freight. For these reasons, a well-structured portfolio of measures and policies oriented towards more sustainable and efficient management of supply chain activities carried out in urban areas is needed, in order to reduce negative externalities related to urban mobility and improve economic performance. In recent years, there has been enthusiasm amongst commentators that shared-resource economic models can both create new commercial opportunities and address policy problems, including in the transport sector. Within the city logistics subsector, this new model is exemplified by the emergence of Urban freight Consolidation Centres (UCCs). UCCs replace multiple ‘last-mile’ delivery movements, many of which involving small consignments, by a common receiving point (the consolidation centre), normally on the periphery of a city, with the final part of the delivery being shared by the consignments in a small freight vehicle. Such arrangements can represent a good compromise between the needs of city centre businesses and their customers on the one hand (i.e. high availability of a range of goods) and local and global sustainability objectives on the other. At the same time, by sharing logistics facilities and delivery vehicles, UCCs offer added-value services to both urban economic actors, such as retailers, and network logistics providers. However, UCCs add to the complexity of logistics chains, requiring additional contracts, communications and movement stages. These arrangements also introduce additional actors within the supply of delivery services, notably local authorities present as promoters and funders, rather than simply as regulators, companies specialised in the UCC operation, and companies, which provide specialist technologies, such as electric delivery vehicles. UCCs therefore also represent an example of multi-stakeholder collaboration. Drawing on the results of a 2013 survey in Bristol (United Kingdom) and a further survey carried out in 2015 in Cagliari (Italy), the present paper will provide an in-depth comparison of the differences in the perceptions of urban freight users and stakeholders towards UCCs. Retailers involved in the survey carried out in Bristol showed high satisfaction with the delivery service provided by the UCC. Different topic areas (e.g. timeliness, reliability, safety) are examined through analyses of both qualitative and quantitative data. The survey carried out in Cagliari investigated the inclination of potential users to join a UCC scheme. The comparison between the two cities considers factors such as the nature of business holding (e.g. SME versus multiple retailers), operational practices (e.g. pattern of deliveries) and operating subsector (e.g. food versus no food). An analysis on the barriers to the implementation of UCCs in Bristol and in Cagliari is provided at the end of the paper.

Highway traffic accidents are a main community health problem unease ensuing millions fatalities and million serious injuries in the world each year. In the developing country like Ethiopia, is also the victim of road traffic accident or crush causing deaths, property damage and serious injuries. In order to analyses severity level of road traffic accidents, data is important to find out factors that are related to fatal, grievous, minor and non- injuries to gauge a fixed variables that contributes towards forecast the severity level of road traffic crashes. A lane traffic stream pound or impact happens when a vehicle slams into another vehicle, passerby, creature, or geological or building obstruction and result in injury, property harm, and lethal/demise. Path traffic control framework is, where basic information about the squash is recorded and saved for looming use. Expending that information the proposed examination have been extricated the contributing elements of street auto collision and create prescient model to foresee seriousness level for street car crash, wounds and fatalities utilizing information mining methods.. The main task of research is to make known the applicability of data mining techniques in emerging a model to support road traffic accident brutality analysis in preventing and extracting patterns that are corresponding with road accident in different ways of presentation methods. The road traffic accident historical data ,obtained from traffic Oromia police commission of East Shewa Zone, Oromia and police commission of Federal government of Ethiopia.

Road traffic accident has become a prevalent and re-occurring phenomenon in Nigeria which constitutes a menace in modern times. Although all the developed and developing countries have suffer from various degrees of road accidents the developing countries clearly dominates with Nigeria having the second highest road accident among the 193 ranked countries of the world. This research aimed at identifying and assessing road accident hot spots between 2012 and 2016 along Yola/Gombe road. Data was collected from the accident hot spots using GIS/GPS techniques. The data was used to map out these accident hot spots. It also assessed the nature, mode of occurrence and types of injuries associated with the accidents within the study area. It further assesses the types and condition of the vehicle with the highest involvement in the accident within the study area.. GIS and Remote sensing method were used to analyse and georeference the map by throwing the coordinates of the accident hotspots that were picked and Data was also collected from Federal Road Safety Commission. These were analysed statistically. Result was used in this research. The study shows that between 2012 and 2016 about 2846 accidents were witnessed, 1,027 people died, 9017 people sustained various degrees of injuries and 3,384 vehicles were involved in the accidents. The causes of accident were observed. The preventive measures were suggested. The study recommended the need to seriously view road traffic regulations seeing them as human induced problem that demand an urgent attention. Such action is aimed at preventing untimely deaths, social, and economic losses and impacts on average Nigerians.

Road safety engineering involves identifying influencing factors causing traffic crashes through accident data, carrying out detailed accident studies at different locations and implementing relevant remedial measures. This study was carried out to establish relationship between traffic accident characteristics (frequency and severity) and traffic and road design characteristics on a two-lane highway. Statistical models applied in traffic accident modeling are Poisson regression, Negative Binomial regression (NB), and Zero-Inflated Negative Binomial regression (ZINB).; Traffic flow and road geometry related variables were the independent variables of the models. Using Ilesha-Akure-Owo highway, South-West, Nigeria accident prediction models were developed on the basis of accident data obtained from Federal Road Safety Commission (FRSC) during a 4-year monitoring period extending between 2012 and 2015. Curve radius (CR), lane width (LW), shoulder factor (SF), access road (CHAR), average annual daily traffic (AADT), parentage heavy good vehicle (HGV) and traffic sign posted (TSP) were the identified effective factors on crash occurrence probability. Finally, a comparison of the three models developed proved the efficiency of ZINB models against traditional Poisson and NB models. Keywords— Traffic accidents. Single carriageway, accident prediction model, road geometric characteristics.

AbstractRoad traffic accidents (RTA) are commonly encountered incidents that can cause injuries, death, and property damage to members of society. Ethiopia is one of the highest incident rates of road traffic accidents. Report of Transport and Communication from 2012 to 2014, shows an increment in the number of traffic accidents in Ethiopia. Amhara region accounted for 27.3% of the total road traffic accident-related deaths in Ethiopia during the year 2008/9, which is the highest share among all regions in Ethiopia. The current research aims to model the trend of injury, fatal and total road traffic accidents in the Amhara region from September 2013 to May 2017. Monthly reported traffic accidents were obtained from the traffic department of the Amhara region police commission. The most universal class of models for forecasting time series data called Auto-regressive Integrated Moving Averages (ARIMA) models were applied to model the trends and patterns of road traffic accident cases in the Amhara region. The average number of observed injury RTA, fatal RTA, and total RTA were 27.2, 14, and 78.2 per month respectively. It was observed that a relatively large number of RTA’s are reported on Tuesday, Thursday, and Saturday relative to other days of the week. The data also reveals that more than 60% of accidents involve drivers between the ages of 18–30 years. ARIMA (2,0,0) (1,0,0) ARIMA (2,0,0) and ARIMA (2,0,0) (1,1,0) were fitted as the best model for total injury accidents, fatal RTA and total RTA data respectively. A 48 months forecast was made based on the fitted models and it can be concluded that road traffic accident cases would continue at the non-decreasing rate in the Amhara region for the predicted periods. Therefore, the findings of this study draw attention to the importance of implementing improved better policies and close monitoring of road trafficking to change the existing non-decreasing trend of road traffic accidents in the region.

The Summary: Nowadays, road safety and associated behaviors received a lot of attention. Road Traffic Accident (RTA) is a combination of many factors comprising roads designs, vehicle and environmental conditions and human behavior. Human behavior is the most prevalent contributing factor for road traffic accidents. This study aims to identify accident risk factors associated with driving behaviors among the drivers in Oman and its risk perception. The study comprised the use of both qualitative and quantitative methods. The qualitative method included interviews with focus group from the Ministry of Transportation in Oman. The quantitative approach included analysis of road traffic accidents in Oman, followed by a survey questionnaire distributed to a random selection drivers in Oman. Both qualitative and quantitative data were analyzed using constant comparative and statistical techniques. The results showed that gender, age, and experience have significant influence on attitude towards the commission of traffic violations and risk behavior. The young and male drivers were found to be significantly more involved in road accidents, and the 26-33 years age group and those with minimal driving experience of 1-5 years constitute the risk-taking attitudes group. The results of this study will be of interest to the local community and transport planning in the Sultanate of Oman and it will help reduce traffic accidents and improve driver behavior.

Abstract Extension of European Union causes increase of free transfer of people and goods. At the same time they raised the problems associated with the transport, e.g. congestion and related accidents on roads, air traffic delays and more. To increase the efficiency and safety of transport, the European Commission supports the introduction of intelligent transport systems and services in all transport sectors. Implementation of intelligent transport systems and services in the road transport reduces accident frequency, increases the capacity of existing infrastructure and reduces congestions. Use of toll systems provides resources needed for the construction and operation of a new road network, improves public transport, cycling transport and walking transport, and also their multimodal integration with individual car transport.

This paper presents the investigation about a problem situation that Electric Distributor Companies are facing in Chile resulting from transit accidents. The number of vehicle crashes to power distribution poles and street lighting has grown. This situation causes discomfort to citizen and mainly to the neighbors due to power cuts and even on occasion , losses of human lives because of the accident that have occurred. Based on previous research, the accidents are not random nor chance dependent, but the majority of transit accident follow parameters or variables from the scenery where it occurs. In order to analyze the variables and the degree this variables affect the accidents, a model of Perceptron and Multipercetron Artificial Neural Networks and a Multiple Nonlinear Regression model are proposed. An empirical study was made; collecting data from a distributor company and from Chilean National Traffic Safety Commission, where the more frequent variables involved in accidents were determined to develop the mentioned models. These variables were investigated and also their influence on the occurrence of vehicle crashes to power distribution poles could be confirmed. With this data, the prediction of post crashes was developed, where through the application of the neural network and multiple nonlinear regression, revealed 95.7% of acceptable predictions. This study will bring benefits to power distribution companies considering a risk index in the streets, based on the number of crashes of poles per street; this will allow optimal decisions in future electrical distribution projects avoiding critical areas.

This research work focuses on spatio-temporal pattern of motorcycle accidents in Anambra state, Nigeria. The study used mostly secondary data, accident records which were obtained from Federal Road Safety Commission Awka, Anambra state (RS 5.30). The data on motorcycle accidents were obtained for a period of ten (10) years (2007-2016). Analysis of variance (ANOVA) technique was employed in the examination of the statistical significance of the variation among the local government areas of the state. The result indicates that there is a significant variation in the number of motorcycle accidents among the local government areas of the state (F29, 189 = 2.609; p<0.05). Again analysis of variance was employed in the examination of the statistical significance of the variation of motorcycle accidents over time (2007-2016) in Anambra state. The result indicates that there is a significant difference in the number of motorcycle accidents from 2007-2016 (F9, 200= 13.210; p<0.05). Multiple regression analysis was employed in the examination of some of the characteristics of the local government areas of the state. It was observed that, there is a joint prediction of motorcycle accidents by a combination of some of the characteristics of the LGA of the state (p<0.05), the result implies that other characteristics of the Local Government areas of the state played little influence on the number of motorcycle accidents that occurred in 2011. The need for re-orientation of the land use pattern in the study area, better road network characteristics, Government should set up more police patrols for the highways in order to enforce road traffic regulation including speed limits and the need to establish Federal Road Safety Corps archive where accident records will be kept, collated and processed are desirable.

Abstract Road traffic accidents involving coaches do not happen very often, but they are very dangerous because they affect a large number of passengers. Coaches (or intercity buses) are not equipped with safety belt harnesses. Valid regulations do not impose any obligation on coach manufacturers to provide intercity buses with either two- or three-point safety belts. This fact may result from the unawareness of risks and injuries that might befall the passengers with no safety belts during accidents. That is the reason why this work aims to compare the aftermath of coach accidents with no safety belts and the ones with safety belts. A detailed aim of this research is to analyse the results of dynamic loads during a frontal impact exerted on coach passengers travelling with and without (two- and three-point) safety belts. This objective was achieved by performing experimental studies and modelling which focused on the process of dynamic load transfer on the human body during a traffic accident. The research was conducted parallel on an adult and a child. The equivalent of a 50th percentile male was a hybrid III dummy (M50), whereas a child at the age of about 10 was represented by a P10 dummy. A numerical model was generated and verified in experimental testing in the scope of kinematics. Also, the comparison of the recorded courses of forces, acceleration, and moments was conducted. The results obtained from the tests were analyzed regarding the injury criteria for head, neck, and thorax. It was observed that both for the two-point safety system and the lack of safety belts, there were high values of acceleration recorded in the centre of gravity of the head. On the basis of the investigations conducted, it was ascertained that only a three-point safety belt system ensures the satisfaction of all injury criteria within admissible standards both in the case of criteria defined in the rules no. 80 and the rules no. 94 determined by the United Nations Economic Commission for Europe. It is the three-point safety belt system which should be obligatory in all intercity buses.

The main aim of this paper is to raise awareness of the necessity to estimate the external costs of transport, and in particular in urban area of Canton Sarajevo. It does not provide full extent of the costs as it focuses only on two components, air pollution and accidents. It focuses on the concise methodology for estimation of external expenses of air pollution from road and air transport and road traffic accidents, using official statistical data for modeling emissions (COPERT 4, Copert Street Level, IPPC Tier 3A methodology) and for accounting road traffic accidents. Statistical significance of correlation between traffic flow and measured concentration of pollutant at Otoka location is determined by Pearson’s correlation coefficient. Air pollution and traffic accidents are monetized according to the Synapse Energy Economics cost estimation of metric ton of CO2, and Nicholas School of the Environment, Duke University, for other pollutants, while estimation methodology for both air pollution and traffic accidents is done in line with Handbook on External Costs of Transport, European Commission.

Aim: Accidents are a common phenomenon on Nigerian roads and are attributed to individual, environmental and contextual factors such as excessive speeding, disobeying traffic laws, aggressive driving among others. This study investigated the predictive influence of demographic and personality traits on risky driving behaviour among traffic offenders in Osun state, Nigeria. Study Design: Cross-sectional survey design. Place of Study: Federal Road Safety Commission office and Redeemer’s University Osun State, South western Nigeria. Methodology: Two hundred and eighty three (283) traffic offenders were selected through systematic sampling technique from the population of traffic offenders docked by Traffic offenders Tribunal and formally screened using Driving Behaviour Survey (DBS) and Big-five Personality Inventory (BFI). Descriptive and inferential statistics was used for data analysis. Results: Personality traits jointly predicted risky driving behaviour. Extraversion, agreeableness, conscientiousness, and openness to experience significantly independently predicted driving. Extraversion, agreeableness, conscientiousness, neuroticism and openness to experiences jointly predicted anxiety based performance, exaggerated safety caution behaviour, and hostile aggressive behaviour. Demographics variable were observed to be weak predictors of risky driving behaviour among the traffic offenders. Conclusion: There was high incidence of risky driving behavior among traffic offenders; extraversion, agreeableness conscientiousness and openness to experience were factors predicting risky driving behavior. The study recommends psychological assessment for traffic offenders and applicants of driver’s license.

Image 1: “Oklahoma State Highway Re-imagined.” CC BY-SA 4.0 2015 by author, using Wikimedia image by Ks0stm (CC BY-SA 3 2013). Introduction This article is divided in three major parts. First a scenario, second its context, and third, an analysis. The text draws on ethnographic research on security practices in the United States among police and parts of the intelligence community from 2006 through to the beginning of 2014. Real names are used when the material is drawn from archival sources, while individuals who were interviewed during fieldwork are referred to by their position rank or title. For matters of fact not otherwise referenced, see the sources compiled on “The Complete 911 Timeline” at History Commons. First, a scenario. Oklahoma, 2001 It is 1 April 2001, in far western Oklahoma, warm beneath the late afternoon sun. Highway Patrol Trooper C.L. Parkins is about 80 kilometres from the border of Texas, watching trucks and cars speed along Interstate 40. The speed limit is around 110 kilometres per hour, and just then, his radar clocks a blue Toyota Corolla going 135 kph. The driver is not wearing a seatbelt. Trooper Parkins swung in behind the vehicle, and after a while signalled that the car should pull over. The driver was dark-haired and short; in Parkins’s memory, he spoke English without any problem. He asked the man to come sit in the patrol car while he did a series of routine checks—to see if the vehicle was stolen, if there were warrants out for his arrest, if his license was valid. Parkins said, “I visited with him a little bit but I just barely remember even having him in my car. You stop so many people that if […] you don't arrest them or anything […] you don't remember too much after a couple months” (Clay and Ellis). Nawaf Al Hazmi had a valid California driver’s license, with an address in San Diego, and the car’s registration had been legally transferred to him by his former roommate. Parkins’s inquiries to the National Crime Information Center returned no warnings, nor did anything seem odd in their interaction. So the officer wrote Al Hazmi two tickets totalling $138, one for speeding and one for failure to use a seat belt, and told him to be on his way. Al Hazmi, for his part, was crossing the country to a new apartment in a Virginia suburb of Washington, DC, and upon arrival he mailed the payment for his tickets to the county court clerk in Oklahoma. Over the next five months, he lived several places on the East Coast: going to the gym, making routine purchases, and taking a few trips that included Las Vegas and Florida. He had a couple more encounters with local law enforcement and these too were unremarkable. On 1 May 2001 he was mugged, and promptly notified the police, who documented the incident with his name and local address (Federal Bureau of Investigation, 139). At the end of June, having moved to New Jersey, he was involved in a minor traffic accident on the George Washington Bridge, and officers again recorded his real name and details of the incident. In July, Khalid Al Mihdhar, the previous owner of the car, returned from abroad, and joined Al Hazmi in New Jersey. The two were boyhood friends, and they went together to a library several times to look up travel information, and then, with Al Hazmi’s younger brother Selem, to book their final flight. On 11 September, the three boarded American Airlines flight 77 as part of the Al Qaeda team that flew the mid-sized jet into the west façade of the Pentagon. They died along with the piloting hijacker, all the passengers, and 125 people on the ground. Theirs was one of four airplanes hijacked that day, one of which was crashed by passengers, the others into significant sites of American power, by men who had been living for varying lengths of time all but unnoticed in the United States. No one thought that Trooper Parkins, or the other officers with whom the 9/11 hijackers crossed paths, should have acted differently. The Commissioner of the Oklahoma Department of Public Safety himself commented that the trooper “did the right thing” at that April traffic stop. And yet, interviewed by a local newspaper in January of 2002, Parkins mused to the reporter “it's difficult sometimes to think back and go: 'What if you had known something else?'" (Clay and Ellis). Missed Opportunities Image 2: “Hijackers Timeline (Redacted).” CC BY-SA 4.0 2015 by author, using the Federal Bureau of Investigation (FBI)’s “Working Draft Chronology of Events for Hijackers and Associates”. In fact, several of the men who would become the 9/11 hijackers were stopped for minor traffic violations. Mohamed Atta, usually pointed to as the ringleader, was given a citation in Florida that spring of 2001 for driving without a license. When he missed his court date, a bench warrant was issued (Wall Street Journal). Perhaps the warrant was not flagged properly, however, since nothing happened when he was pulled over again, for speeding. In the government inquiries that followed attack, and in the press, these brushes with the law were “missed opportunities” to thwart the 9/11 plot (Kean and Hamilton, Report 353). Among a certain set of career law enforcement personnel, particularly those active in management and police associations, these missed opportunities were fraught with a sense of personal failure. Yet, in short order, they were to become a source of professional revelation. The scenarios—Trooper Parkins and Al Hazmi, other encounters in other states, the general fact that there had been chance meetings between police officers and the hijackers—were re-imagined in the aftermath of 9/11. Those moments were returned to and reversed, so that multiple potentialities could be seen, beyond or in addition to what had taken place. The deputy director of an intelligence fusion centre told me in an interview, “it is always a local cop who saw something” and he replayed how the incidents of contact had unfolded with the men. These scenarios offered a way to recapture the past. In the uncertainty of every encounter, whether a traffic stop or questioning someone taking photos of a landmark (and potential terrorist target), was also potential. Through a process of re-imagining, police encounters with the public became part of the government’s “national intelligence” strategy. Previously a division had been marked between foreign and domestic intelligence. While the phrase “national intelligence” had long been used, notably in National Intelligence Estimates, after 9/11 it became more significant. The overall director of the US intelligence community became the Director National Intelligence, for instance, and the cohesive term marked the way that increasingly diverse institutional components, types of data and forms of action were evolving to address the collection of data and intelligence production (McConnell). In a series of working groups mobilised by members of major police professional organisations, and funded by the US Department of Justice, career officers and representatives from federal agencies produced detailed recommendations and plans for involving police in the new Information Sharing Environment. Among the plans drawn up during this period was what would eventually come to be the Nationwide Suspicious Activity Reporting Initiative, built principally around the idea of encounters such as the one between Parkins and Al Hazmi. Map 1: Map of pilot sites in the Nationwide Suspicious Activity Reporting Evaluation Environment in 2010 (courtesy of the author; no longer available online). Map 2: Map of participating sites in the Nationwide Suspicious Activity Reporting Initiative, as of 2014. In an interview, a fusion centre director who participated in this planning as well as its implementation, told me that his thought had been, “if we train state and local cops to understand pre-terrorism indicators, if we train them to be more curious, and to question more what they see,” this could feed into “a system where they could actually get that information to somebody where it matters.” In devising the reporting initiative, the working groups counter-actualised the scenarios of those encounters, and the kinds of larger plots to which they were understood to belong, in order to extract a set of concepts: categories of suspicious “activities” or “patterns of behaviour” corresponding to the phases of a terrorism event in the process of becoming (Deleuze, Negotiations). This conceptualisation of terrorism was standardised, so that it could be taught, and applied, in discerning and documenting the incidents comprising an event’s phases. In police officer training, the various suspicious behaviours were called “terrorism precursor activities” and were divided between criminal and non-criminal. “Functional Standards,” developed by the Los Angeles Police Department and then tested by the Department of Homeland Security (DHS), served to code the observed behaviours for sharing (via compatible communication protocols) up the federal hierarchy and also horizontally between states and regions. In the popular parlance of videos made for the public by local police departments and DHS, which would come to populate the internet within a few years, these categories were “signs of terrorism,” more specifically: surveillance, eliciting information, testing security, and so on. Image 3: “The Seven Signs of Terrorism (sometimes eight).” CC BY-SA 4.0 2015 by author, using materials in the public domain. If the problem of 9/11 had been that the men who would become hijackers had gone unnoticed, the basic idea of the Suspicious Activity Reporting Initiative was to create a mechanism through which the eyes and ears of everyone could contribute to their detection. In this vein, “If You See Something, Say Something™” was a campaign that originated with the New York City Metropolitan Transportation Authority, and was then licensed for use to DHS. The tips and leads such campaigns generated, together with the reports from officers on suspicious incidents that might have to do with terrorism, were coordinated in the Information Sharing Environment. Drawing on reports thus generated, the Federal Government would, in theory, communicate timely information on security threats to law enforcement so that they would be better able to discern the incidents to be reported. The cycle aimed to catch events in emergence, in a distinctively anticipatory strategy of counterterrorism (Stalcup). Re-imagination A curious fact emerges from this history, and it is key to understanding how this initiative developed. That is, there was nothing suspicious in the encounters. The soon-to-be terrorists’ licenses were up-to-date, the cars were legal, they were not nervous. Even Mohamed Atta’s warrant would have resulted in nothing more than a fine. It is not self-evident, given these facts, how a governmental technology came to be designed from these scenarios. How––if nothing seemed of immediate concern, if there had been nothing suspicious to discern––did an intelligence strategy come to be assembled around such encounters? Evidently, strident demands were made after the events of 9/11 to know, “what went wrong?” Policies were crafted and implemented according to the answers given: it was too easy to obtain identification, or to enter and stay in the country, or to buy airplane tickets and fly. But the trooper’s question, the reader will recall, was somewhat different. He had said, “It’s difficult sometimes to think back and go: ‘What if you had known something else?’” To ask “what if you had known something else?” is also to ask what else might have been. Janet Roitman shows that identifying a crisis tends to implicate precisely the question of what went wrong. Crisis, and its critique, take up history as a series of right and wrong turns, bad choices made between existing dichotomies (90): liberty-security, security-privacy, ordinary-suspicious. It is to say, what were the possibilities and how could we have selected the correct one? Such questions seek to retrospectively uncover latencies—systemic or structural, human error or a moral lapse (71)—but they ask of those latencies what false understanding of the enemy, of threat, of priorities, allowed a terrible thing to happen. “What if…?” instead turns to the virtuality hidden in history, through which missed opportunities can be re-imagined. Image 4: “The Cholmondeley Sisters and Their Swaddled Babies.” Anonymous, c. 1600-1610 (British School, 17th century); Deleuze and Parnet (150). CC BY-SA 4.0 2015 by author, using materials in the public domain. Gilles Deleuze, speaking with Claire Parnet, says, “memory is not an actual image which forms after the object has been perceived, but a virtual image coexisting with the actual perception of the object” (150). Re-imagined scenarios take up the potential of memory, so that as the trooper’s traffic stop was revisited, it also became a way of imagining what else might have been. As Immanuel Kant, among others, points out, “the productive power of imagination is […] not exactly creative, for it is not capable of producing a sense representation that was never given to our faculty of sense; one can always furnish evidence of the material of its ideas” (61). The “memory” of these encounters provided the material for re-imagining them, and thereby re-virtualising history. This was different than other governmental responses, such as examining past events in order to assess the probable risk of their repetition, or drawing on past events to imagine future scenarios, for use in exercises that identify vulnerabilities and remedy deficiencies (Anderson). Re-imagining scenarios of police-hijacker encounters through the question of “what if?” evoked what Erin Manning calls “a certain array of recognizable elastic points” (39), through which options for other movements were invented. The Suspicious Activity Reporting Initiative’s architects instrumentalised such moments as they designed new governmental entities and programs to anticipate terrorism. For each element of the encounter, an aspect of the initiative was developed: training, functional standards, a way to (hypothetically) get real-time information about threats. Suspicion was identified as a key affect, one which, if cultivated, could offer a way to effectively deal not with binary right or wrong possibilities, but with the potential which lies nestled in uncertainty. The “signs of terrorism” (that is, categories of “terrorism precursor activities”) served to maximise receptivity to encounters. Indeed, it can apparently create an oversensitivity, manifested, for example, in police surveillance of innocent people exercising their right to assemble (Madigan), or the confiscation of photographers’s equipment (Simon). “What went wrong?” and “what if?” were different interrogations of the same pre-9/11 incidents. The questions are of course intimately related. Moments where something went wrong are when one is likely to ask, what else might have been known? Moreover, what else might have been? The answers to each question informed and shaped the other, as re-imagined scenarios became the means of extracting categories of suspicious activities and patterns of behaviour that comprise the phases of an event in becoming. Conclusion The 9/11 Commission, after two years of investigation into the causes of the disastrous day, reported that “the most important failure was one of imagination” (Kean and Hamilton, Summary). The iconic images of 9/11––such as airplanes being flown into symbols of American power––already existed, in guises ranging from fictive thrillers to the infamous FBI field memo sent to headquarters on Arab men learning to fly, but not land. In 1974 there had already been an actual (failed) attempt to steal a plane and kill the president by crashing it into the White House (Kean and Hamilton, Report Ch11 n21). The threats had been imagined, as Pat O’Malley and Philip Bougen put it, but not how to govern them, and because the ways to address those threats had been not imagined, they were discounted as matters for intervention (29). O’Malley and Bougen argue that one effect of 9/11, and the general rise of incalculable insecurities, was to make it necessary for the “merely imaginable” to become governable. Images of threats from the mundane to the extreme had to be conjured, and then imagination applied again, to devise ways to render them amenable to calculation, minimisation or elimination. In the words of the 9/11 Commission, the Government must bureaucratise imagination. There is a sense in which this led to more of the same. Re-imagining the early encounters reinforced expectations for officers to do what they already do, that is, to be on the lookout for suspicious behaviours. Yet, the images of threat brought forth, in their mixing of memory and an elastic “almost,” generated their own momentum and distinctive demands. Existing capacities, such as suspicion, were re-shaped and elaborated into specific forms of security governance. The question of “what if?” and the scenarios of police-hijacker encounter were particularly potent equipment for this re-imagining of history and its re-virtualisation. References Anderson, Ben. “Preemption, Precaution, Preparedness: Anticipatory Action and Future Geographies.” Progress in Human Geography 34.6 (2010): 777-98. Clay, Nolan, and Randy Ellis. “Terrorist Ticketed Last Year on I-40.” NewsOK, 20 Jan. 2002. 25 Nov. 2014 ‹http://newsok.com/article/2779124›. Deleuze, Gilles. Negotiations. New York: Columbia UP, 1995. Deleuze, Gilles, and Claire Parnet. Dialogues II. New York: Columbia UP 2007 [1977]. Federal Bureau of Investigation. “Hijackers Timeline (Redacted) Part 01 of 02.” Working Draft Chronology of Events for Hijackers and Associates. 2003. 18 Apr. 2014 ‹https://vault.fbi.gov/9-11%20Commission%20Report/9-11-chronology-part-01-of-02›. Kant, Immanuel. Anthropology from a Pragmatic Point of View. Trans. Robert B. Louden. Cambridge: Cambridge UP, 2006. Kean, Thomas H., and Lee Hamilton. Executive Summary of the 9/11 Commission Report: Final Report of the National Commission on Terrorist Attacks upon the United States. 25 Oct. 2015 ‹http://www.9-11commission.gov/report/911Report_Exec.htm›. Kean, Thomas H., and Lee Hamilton. The 9/11 Commission Report: Final Report of the National Commission on Terrorist Attacks upon the United States. New York: W.W. Norton, 2004. McConnell, Mike. “Overhauling Intelligence.” Foreign Affairs, July/Aug. 2007. Madigan, Nick. “Spying Uncovered.” Baltimore Sun 18 Jul. 2008. 25 Oct. 2015 ‹http://www.baltimoresun.com/news/maryland/bal-te.md.spy18jul18-story.html›. Manning, Erin. Relationscapes: Movement, Art, Philosophy. Cambridge, MA: MIT P, 2009. O’Malley, P., and P. Bougen. “Imaginable Insecurities: Imagination, Routinisation and the Government of Uncertainty post 9/11.” Imaginary Penalities. Ed. Pat Carlen. Cullompton, UK: Willan, 2008.Roitman, Janet. Anti-Crisis. Durham, NC: Duke UP, 2013. Simon, Stephanie. “Suspicious Encounters: Ordinary Preemption and the Securitization of Photography.” Security Dialogue 43.2 (2012): 157-73. Stalcup, Meg. “Policing Uncertainty: On Suspicious Activity Reporting.” Modes of Uncertainty: Anthropological Cases. Eds. Limor Saminian-Darash and Paul Rabinow. Chicago: U of Chicago P, 2015. 69-87. Wall Street Journal. “A Careful Sequence of Mundane Dealings Sows a Day of Bloody Terror for Hijackers.” 16 Oct. 2001.