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How US Cluster Bombs Banned by Most Countries Ended Up in Yemen

Mother Jones

On April 29, three adults and a child came across some fist-sized canisters on the ground outside of Baqim, a Yemeni town controlled by Houthi rebels. To the 10-year-old boy among them, they “looked like toys.” Out of curiosity, they picked up the cannisters, which then exploded. All four were injured; a nurse told Human Rights Watch that the child was wounded in the stomach, and one of the adults received injuries to his face, torso, thigh, and crotch. Considering the kind of damage that cluster-bomb submunitions can cause, they’re lucky to still be alive.

Fighter jets from the Saudi Arabia-led coalition have been carrying out strikes against Houthi rebels since late March, when Yemeni President Abdu Rabu Mansour Hadi fled the country. Now, according to two recent Human Rights Watch investigations, they are also using cluster munitions, some supplied by the United States. The first HRW report was published on the heels of mounting concern over the growing toll of civilian casualties from the air campaign—more than 1,800 people have been killed as of late May; at least 135 of them were children. The second report found evidence that US-supplied cluster munitions deployed near populated areas are harming civilians.

Here’s a look at why American cluster bombs, which have been banned by more than 100 countries, are being used in Yemen.

How cluster bombs work: Cluster bombs can be dropped from aircraft or fired from rockets, mortars, and artillery. When they open in mid-air, as many as several hundred submunitions, or bomblets, spread out over a wide area and explode. While the weapons are designed to target military installations and convoys, anyone nearby can be struck. Bomblets that fail to detonate or self-destruct can become de facto land mines. Bombs like those found in Baquim, explains Megan Burke, director of the Cluster Munition Coalition “remain on the ground until someone or something comes along and triggers that explosion.”

Why they’ve been banned: Cluster munitions were first deployed in 1943, when Soviet forces dropped them on German tanks. Due to the danger they pose to noncombatants, they were banned by the Convention on Cluster Munitions, a 2008 treaty signed by 116 nations. Tens of thousands of civilians—a third of them children—have been maimed or killed after encountering the unexploded ordnances in Afghanistan, Cambodia, Kosovo, Iraq, and beyond.

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How US Cluster Bombs Banned by Most Countries Ended Up in Yemen

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Here’s why narrower streets are safer

follow the narrow brick road

Here’s why narrower streets are safer

8 Oct 2014 2:39 PM

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Here’s why narrower streets are safer

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If you could change one thing about your city, to make it a safer and more pleasant place, what would you pick?

My first answer was solar-powered hover-buses, but it turns out that the real deal is much simpler than that. The one single thing we could actually do to limit traffic fatalities and make cities more bike- and pedestrian-friendly is *drumroll* …. restrict the lanes on our busiest streets to 10 feet wide.

I know, it’s way less cool than a diesel-free levitating commute, but on the other hand, it would actually work.

City planner Jeff Speck, also known (by me, as of this moment) as the wizard of walkability, summed it up quite pithily for CityLab:

When lanes are built too wide, many bad things happen. In a sentence: pedestrians are forced to walk further across streets on which cars are moving too fast and bikes don’t fit.

Right now, the busiest roads in cities feature lanes between 10 and 12 feet wide. But 12 feet is just absurdly wide, Speck points out. The standard in cities used to be 10 feet; it’s only recently they’ve been expanded, under an assumption that wider lanes will put cars farther away from the things and people they might hit.

But that premise ignores the fact that drivers will change their behavior in different environments. Think about it: When you’re driving down a wide, straight road with a generous buffer on all sides, you are more likely to nudge past the speed limit. Whereas a narrow road, hemmed with trees, separated bike lanes, and other traffic-calming features, might be more likely to make you slow down and keep a sharper lookout for fellow bipeds.

So far, so logical. And there are reams of studies to back up this assumption, including one authored by Rutgers professor Robert Noland, who determined that wider lanes were responsible for approximately 900 extra traffic fatalities each year.

And not only do narrower lanes lead to fewer accidents — they also mean the accidents that do occur are much less likely to be fatal. Speck again:

According to a broad collection of studies, a pedestrian hit by a car traveling 30 m.p.h. at the time of impact is between seven and nine times as likely to be killed as one hit by a car traveling 20 m.p.h. This tremendously sharp upward fatality curve means that, at urban motoring speeds, every single mile per hour counts.

Meanwhile, a multi-lane street with lanes cut down from 12 feet to 10 feet leaves plenty left over for protected bike lanes. Sounds like a win-win to me.

Source:
Why 12-Foot Traffic Lanes Are Disastrous for Safety and Must Be Replaced Now

, CityLab.

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Here’s why narrower streets are safer

Posted in Anchor, FF, G & F, GE, LG, ONA, Safer, solar, solar power, Uncategorized | Tagged , , , , , , , , | Comments Off on Here’s why narrower streets are safer