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the cornerstone of IRF's reflections on improvement in road safety

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Safe Mobility: <str<strong>on</strong>g>the</str<strong>on</strong>g> <str<strong>on</strong>g>cornerst<strong>on</strong>e</str<strong>on</strong>g> <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>IRF's</str<strong>on</strong>g> <str<strong>on</strong>g>reflecti<strong>on</strong>s</str<strong>on</strong>g><br />

<strong>on</strong> <strong>improvement</strong> <strong>in</strong> <strong>road</strong> <strong>safety</strong><br />

Harry Evdorides 1<br />

1 Internati<strong>on</strong>al Road Federati<strong>on</strong><br />

Member <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> Board <str<strong>on</strong>g>of</str<strong>on</strong>g> Directors (Geneva Office)<br />

Member <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> Permanent Technical Committee <strong>on</strong> Road Safety<br />

Abstract<br />

Road <strong>safety</strong> targets, such as <str<strong>on</strong>g>the</str<strong>on</strong>g> European Uni<strong>on</strong>'s goal <str<strong>on</strong>g>of</str<strong>on</strong>g> reduc<strong>in</strong>g fatalities by 50%<br />

by 2010, require susta<strong>in</strong>able acti<strong>on</strong>s with l<strong>on</strong>g-term impacts. It is felt that <str<strong>on</strong>g>the</str<strong>on</strong>g>se<br />

should effect a safe <strong>road</strong> transport system by provid<strong>in</strong>g all users with maximum<br />

protecti<strong>on</strong> aga<strong>in</strong>st human error. True, positive support to <str<strong>on</strong>g>the</str<strong>on</strong>g> users (such as<br />

<strong>in</strong>formati<strong>on</strong>, educati<strong>on</strong> and tra<strong>in</strong><strong>in</strong>g) and negative support (such as penalties) can<br />

make a significant c<strong>on</strong>tributi<strong>on</strong> to <strong>road</strong> <strong>safety</strong>. Such passive measures will, however,<br />

never be sufficient. Pro-active <strong>road</strong> <strong>safety</strong> measures are needed, supported by<br />

appropriate level <str<strong>on</strong>g>of</str<strong>on</strong>g> fund<strong>in</strong>g, and designed to improve <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>in</strong>frastructure and make it<br />

more forgiv<strong>in</strong>g <str<strong>on</strong>g>of</str<strong>on</strong>g> human error. Major changes must be made to <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong><br />

<strong>in</strong>frastructure <strong>in</strong> additi<strong>on</strong> to an improved level <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> ma<strong>in</strong>tenance. Fur<str<strong>on</strong>g>the</str<strong>on</strong>g>rmore,<br />

<strong>in</strong>stall<strong>in</strong>g and upgrad<strong>in</strong>g <strong>road</strong> equipment such as <strong>safety</strong> barriers and obstacle<br />

protecti<strong>on</strong>, mark<strong>in</strong>gs, signs, signals and light<strong>in</strong>g make a vital c<strong>on</strong>tributi<strong>on</strong> to a<br />

reducti<strong>on</strong> <strong>in</strong> <strong>road</strong> accidents and <str<strong>on</strong>g>the</str<strong>on</strong>g> unacceptable burden <str<strong>on</strong>g>the</str<strong>on</strong>g>y impose <strong>on</strong> society. To<br />

achieve this, appropriate <strong>road</strong> <strong>safety</strong> policy should be implemented. This should be<br />

built around <str<strong>on</strong>g>the</str<strong>on</strong>g> follow<strong>in</strong>g key po<strong>in</strong>ts: commitment, dedicated fund<strong>in</strong>g, susta<strong>in</strong>ability,<br />

supportive measures, cross border standardizati<strong>on</strong>, partnerships and dissem<strong>in</strong>ati<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g><br />

know-how. This paper presents <str<strong>on</strong>g>the</str<strong>on</strong>g> IRF’s view <strong>on</strong> <strong>road</strong> <strong>safety</strong> and it shows how <str<strong>on</strong>g>the</str<strong>on</strong>g>se<br />

may be implemented us<strong>in</strong>g <strong>road</strong> management c<strong>on</strong>cepts.<br />

Keywords: <strong>road</strong> <strong>safety</strong>, policy, management<br />

1


1. Introducti<strong>on</strong><br />

The Internati<strong>on</strong>al Road Federati<strong>on</strong> (IRF) is <str<strong>on</strong>g>the</str<strong>on</strong>g> lead<strong>in</strong>g global <strong>in</strong>dustry support<br />

organizati<strong>on</strong> for advocat<strong>in</strong>g, f<strong>in</strong>anc<strong>in</strong>g, plann<strong>in</strong>g, design<strong>in</strong>g, build<strong>in</strong>g, ma<strong>in</strong>ta<strong>in</strong><strong>in</strong>g<br />

and operat<strong>in</strong>g safe, efficient highway and <strong>road</strong> systems by provid<strong>in</strong>g support for <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

development <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong>s and highways worldwide through technology transfer,<br />

network<strong>in</strong>g opportunities and educati<strong>on</strong>al and management programmes. These<br />

coupled with timely advocacy, high-quality market data and effective<br />

communicati<strong>on</strong>s aimed at deliver<strong>in</strong>g specialized services and programmes designed<br />

to meet public and <strong>in</strong>dividual membership needs [1] .<br />

In this c<strong>on</strong>text, IRF recognizes that <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> network plays an <strong>in</strong>dispensable role<br />

<strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> movement <str<strong>on</strong>g>of</str<strong>on</strong>g> goods and <strong>in</strong> enhanc<strong>in</strong>g mobility. Mobility generates ec<strong>on</strong>omic,<br />

social, envir<strong>on</strong>mental and political impacts usually expressed <strong>in</strong> terms <str<strong>on</strong>g>of</str<strong>on</strong>g> costs and<br />

benefits. The benefits <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong>s largely outweigh <str<strong>on</strong>g>the</str<strong>on</strong>g>ir negative aspects. Never<str<strong>on</strong>g>the</str<strong>on</strong>g>less,<br />

<str<strong>on</strong>g>the</str<strong>on</strong>g>ir negative impact cannot be ignored, <strong>in</strong> particular <str<strong>on</strong>g>the</str<strong>on</strong>g> costs, <strong>in</strong> both social and<br />

ec<strong>on</strong>omic terms, <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> accidents. IRF deplores <str<strong>on</strong>g>the</str<strong>on</strong>g> high number <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> accidents<br />

and urges authorities to analyse <str<strong>on</strong>g>the</str<strong>on</strong>g>ir causes and f<strong>in</strong>d adequate soluti<strong>on</strong>s. Keep<strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

<strong>road</strong> as safe as possible while ma<strong>in</strong>ta<strong>in</strong><strong>in</strong>g its major quality - mobility - is <str<strong>on</strong>g>the</str<strong>on</strong>g> ma<strong>in</strong><br />

challenge for <strong>road</strong> policy makers.<br />

Accidents are rarely <str<strong>on</strong>g>the</str<strong>on</strong>g> result <str<strong>on</strong>g>of</str<strong>on</strong>g> a s<strong>in</strong>gle factor. In <str<strong>on</strong>g>the</str<strong>on</strong>g> vast majority <str<strong>on</strong>g>of</str<strong>on</strong>g> cases,<br />

<str<strong>on</strong>g>the</str<strong>on</strong>g>y result from a series <str<strong>on</strong>g>of</str<strong>on</strong>g> random <strong>in</strong>cidents and events. It is for this reas<strong>on</strong> that<br />

substantial <strong>improvement</strong>s <strong>in</strong> <strong>road</strong> <strong>safety</strong> may be achieved <strong>on</strong>ly if all <str<strong>on</strong>g>the</str<strong>on</strong>g> comp<strong>on</strong>ents<br />

<str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> transport system (RTS) are addressed. In o<str<strong>on</strong>g>the</str<strong>on</strong>g>r words a holistic approach<br />

to <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>in</strong>teractive triangle <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> user, vehicle and <strong>road</strong> <strong>in</strong>frastructure is needed. This<br />

approach should c<strong>on</strong>sider that <strong>in</strong>frastructure <strong>improvement</strong>s, driver tra<strong>in</strong><strong>in</strong>g and<br />

vehicle <strong>safety</strong> performance c<strong>on</strong>tribute to <str<strong>on</strong>g>the</str<strong>on</strong>g> pursuit <str<strong>on</strong>g>of</str<strong>on</strong>g> improved <strong>road</strong> <strong>safety</strong> [1, 3] .<br />

Most work to date has focused <strong>on</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> human element (<strong>road</strong> user) and vehicle,<br />

with decisi<strong>on</strong> makers, all too <str<strong>on</strong>g>of</str<strong>on</strong>g>ten, assign<strong>in</strong>g resp<strong>on</strong>sibility to <strong>road</strong> users, tell<strong>in</strong>g<br />

<str<strong>on</strong>g>the</str<strong>on</strong>g>m to reduce speed, wear a seat belt, avoid alcohol, and so <strong>on</strong> [2] . These certa<strong>in</strong>ly<br />

valid requirements cannot, however, be <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>on</strong>ly focus <str<strong>on</strong>g>of</str<strong>on</strong>g> effort.<br />

For its part, IRF believes that substantial changes must be made to <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong><br />

<strong>in</strong>frastructure itself. This document highlights how <strong>in</strong>frastructure <strong>improvement</strong>s<br />

would be beneficial to <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>safety</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> all <strong>road</strong> users. Fur<str<strong>on</strong>g>the</str<strong>on</strong>g>rmore it gives a policy<br />

framework for <strong>road</strong> <strong>safety</strong> and a model for <str<strong>on</strong>g>the</str<strong>on</strong>g> implementati<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> policy.<br />

2. Safe Mobility: The need for a new approach [1]<br />

Road <strong>safety</strong> performance <strong>in</strong>dicators, such as <str<strong>on</strong>g>the</str<strong>on</strong>g> European Uni<strong>on</strong>'s goal <str<strong>on</strong>g>of</str<strong>on</strong>g> reduc<strong>in</strong>g<br />

fatalities by 50% by 2010, require l<strong>on</strong>g-term, susta<strong>in</strong>able soluti<strong>on</strong>s, with l<strong>on</strong>g-term<br />

impact. Such soluti<strong>on</strong>s cannot rely entirely <strong>on</strong> chang<strong>in</strong>g driver behaviour. A safe<br />

RTS should provide all users with maximum protecti<strong>on</strong> aga<strong>in</strong>st human error. True,<br />

positive support to <str<strong>on</strong>g>the</str<strong>on</strong>g> user, such as <strong>in</strong>formati<strong>on</strong>, educati<strong>on</strong> and tra<strong>in</strong><strong>in</strong>g, and negative<br />

1


support, such as penalties, can make a significant c<strong>on</strong>tributi<strong>on</strong>. However such<br />

passive measures will never be sufficient.<br />

Pro-active <strong>road</strong> <strong>safety</strong> measures are needed, supported by an appropriate level <str<strong>on</strong>g>of</str<strong>on</strong>g><br />

fund<strong>in</strong>g, and designed to improve <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>in</strong>frastructure to mitigate aga<strong>in</strong>st human error.<br />

Major changes must be made to <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> network itself. These may c<strong>on</strong>cern <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

c<strong>on</strong>structi<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> motorways, bypasses and separated highways. Fur<str<strong>on</strong>g>the</str<strong>on</strong>g>rmore it is<br />

important that <strong>road</strong> authorities c<strong>on</strong>sider an improved level <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> ma<strong>in</strong>tenance with<br />

associated operati<strong>on</strong>s aimed at reduc<strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g> number <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> accidents.<br />

In additi<strong>on</strong>, <strong>in</strong>stall<strong>in</strong>g and upgrad<strong>in</strong>g <strong>road</strong> equipment such as <strong>safety</strong> barriers and<br />

obstacle protecti<strong>on</strong>, mark<strong>in</strong>gs, signs, signals and light<strong>in</strong>g make a vital c<strong>on</strong>tributi<strong>on</strong> to<br />

a reducti<strong>on</strong> <strong>in</strong> <strong>road</strong> accidents and <str<strong>on</strong>g>the</str<strong>on</strong>g> unacceptable burden <str<strong>on</strong>g>the</str<strong>on</strong>g>y impose not <strong>on</strong>ly <strong>on</strong><br />

<str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> users but <strong>on</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> entire society.<br />

This is <str<strong>on</strong>g>the</str<strong>on</strong>g> th<strong>in</strong>k<strong>in</strong>g beh<strong>in</strong>d Safe Mobility. Today, it is <str<strong>on</strong>g>the</str<strong>on</strong>g> <str<strong>on</strong>g>cornerst<strong>on</strong>e</str<strong>on</strong>g> <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>IRF's</str<strong>on</strong>g><br />

<str<strong>on</strong>g>reflecti<strong>on</strong>s</str<strong>on</strong>g> <strong>on</strong> <strong>improvement</strong>s <strong>in</strong> <strong>road</strong> <strong>safety</strong>.<br />

3. Develop<strong>in</strong>g a Safe Road Transport System<br />

An RTS is an entity composed <str<strong>on</strong>g>of</str<strong>on</strong>g> three <strong>in</strong>teractive elements: <str<strong>on</strong>g>the</str<strong>on</strong>g> user, <str<strong>on</strong>g>the</str<strong>on</strong>g> vehicle and<br />

<str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>in</strong>frastructure. Their relati<strong>on</strong>ship is regulated by a legislative framework. The<br />

<strong>in</strong>teracti<strong>on</strong> between <str<strong>on</strong>g>the</str<strong>on</strong>g> three parties creates a traffic situati<strong>on</strong>. The user may be<br />

characterised as ei<str<strong>on</strong>g>the</str<strong>on</strong>g>r ‘protected’ or ‘unprotected’. The ‘protected’ <strong>road</strong> users<br />

<strong>in</strong>clude <str<strong>on</strong>g>the</str<strong>on</strong>g> occupants <str<strong>on</strong>g>of</str<strong>on</strong>g> cars and public transport vehicles. The ‘unprotected’ <strong>road</strong><br />

users are <str<strong>on</strong>g>the</str<strong>on</strong>g> motorcyclists, cyclists and pedestrians. With regard to <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> vehicles,<br />

<str<strong>on</strong>g>the</str<strong>on</strong>g>se <strong>in</strong>clude both motorised and n<strong>on</strong>-motorised vehicles. F<strong>in</strong>ally <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong><br />

<strong>in</strong>frastructure should c<strong>on</strong>sider <str<strong>on</strong>g>the</str<strong>on</strong>g> entire <strong>road</strong> network toge<str<strong>on</strong>g>the</str<strong>on</strong>g>r with its furniture and<br />

immediate envir<strong>on</strong>ment.<br />

The key role <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> RTS is to <str<strong>on</strong>g>of</str<strong>on</strong>g>fer safe, efficient and envir<strong>on</strong>mentally friendly<br />

mobility, <strong>in</strong> particular to m<strong>in</strong>imise time and resources <strong>in</strong> c<strong>on</strong>nect<strong>in</strong>g human and<br />

organisati<strong>on</strong>al demand with exist<strong>in</strong>g supply <str<strong>on</strong>g>of</str<strong>on</strong>g> products and services <strong>in</strong> society. Two<br />

<str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> pr<strong>in</strong>cipal elements <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> RTS developed <strong>in</strong>dependently <str<strong>on</strong>g>of</str<strong>on</strong>g> each o<str<strong>on</strong>g>the</str<strong>on</strong>g>r, with<br />

vehicle ownership based <strong>on</strong> market forces, and <strong>road</strong>s <str<strong>on</strong>g>the</str<strong>on</strong>g>mselves built by nati<strong>on</strong>al,<br />

regi<strong>on</strong>al and local authorities <strong>in</strong> resp<strong>on</strong>se to social, political and ec<strong>on</strong>omic needs. No<br />

system approach, founded <strong>on</strong> compatibility and <strong>in</strong>teracti<strong>on</strong> was applied. The third<br />

element - <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> user - was hardly ever c<strong>on</strong>sidered. A general result <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> RTS<br />

development has been <str<strong>on</strong>g>the</str<strong>on</strong>g> assignment <str<strong>on</strong>g>of</str<strong>on</strong>g> resp<strong>on</strong>sibility for <strong>road</strong> <strong>safety</strong> to <str<strong>on</strong>g>the</str<strong>on</strong>g> user, <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

natural l<strong>in</strong>k between <strong>road</strong> and vehicle. This is reflected <strong>in</strong> current <strong>road</strong> and traffic<br />

legislati<strong>on</strong>.<br />

Yet research undertaken over many years c<strong>on</strong>firms that, however well educated<br />

and tra<strong>in</strong>ed, human be<strong>in</strong>gs are pr<strong>on</strong>e to make errors when at <str<strong>on</strong>g>the</str<strong>on</strong>g> c<strong>on</strong>trols <str<strong>on</strong>g>of</str<strong>on</strong>g> a vehicle.<br />

The errors are <str<strong>on</strong>g>of</str<strong>on</strong>g> two types: <strong>in</strong>tenti<strong>on</strong>al and un<strong>in</strong>tenti<strong>on</strong>al. An <strong>in</strong>tenti<strong>on</strong>al error is, for<br />

example, violati<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> speed restricti<strong>on</strong>s. An example <str<strong>on</strong>g>of</str<strong>on</strong>g> n<strong>on</strong>-<strong>in</strong>tenti<strong>on</strong>al error might<br />

be loss <str<strong>on</strong>g>of</str<strong>on</strong>g> c<strong>on</strong>trol <str<strong>on</strong>g>of</str<strong>on</strong>g> a vehicle through distracti<strong>on</strong>, hazardous highway surface<br />

2


c<strong>on</strong>diti<strong>on</strong>s, difficult wea<str<strong>on</strong>g>the</str<strong>on</strong>g>r c<strong>on</strong>diti<strong>on</strong>s or a comb<strong>in</strong>ati<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> such factors. Such errors<br />

may result <strong>in</strong> <strong>road</strong> accidents.<br />

Accord<strong>in</strong>g to current estimates, <str<strong>on</strong>g>the</str<strong>on</strong>g> number <str<strong>on</strong>g>of</str<strong>on</strong>g> people dy<strong>in</strong>g annually <strong>in</strong> <strong>road</strong><br />

accidents may rise to between 1 milli<strong>on</strong> and 1.3 milli<strong>on</strong> over <str<strong>on</strong>g>the</str<strong>on</strong>g> next ten to twenty<br />

years, with <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>in</strong>crease occurr<strong>in</strong>g <strong>in</strong> develop<strong>in</strong>g countries and countries <strong>in</strong> ec<strong>on</strong>omic<br />

transiti<strong>on</strong>. Accord<strong>in</strong>g to <str<strong>on</strong>g>the</str<strong>on</strong>g> World Health Organizati<strong>on</strong> (WHO), <strong>road</strong> traffic<br />

accidents will be <str<strong>on</strong>g>the</str<strong>on</strong>g> third lead<strong>in</strong>g cause <str<strong>on</strong>g>of</str<strong>on</strong>g> disease or <strong>in</strong>jury and <str<strong>on</strong>g>the</str<strong>on</strong>g> sixth lead<strong>in</strong>g<br />

cause <str<strong>on</strong>g>of</str<strong>on</strong>g> death <strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> world <strong>in</strong> 2020 [1] .<br />

Road accidents generally cost between 1 and 3 % <str<strong>on</strong>g>of</str<strong>on</strong>g> a country's Gross Nati<strong>on</strong>al<br />

Product (GNP). Typically <str<strong>on</strong>g>the</str<strong>on</strong>g> figure is about 1.0 % <str<strong>on</strong>g>of</str<strong>on</strong>g> GNP <strong>in</strong> develop<strong>in</strong>g countries,<br />

1.2 % <strong>in</strong> transiti<strong>on</strong> countries and 2.0 % <strong>in</strong> <strong>in</strong>dustrialized countries. Total global<br />

ec<strong>on</strong>omic cost is estimated at about US$ 500 billi<strong>on</strong> per year world-wide [1] . The<br />

European Uni<strong>on</strong> estimates <str<strong>on</strong>g>the</str<strong>on</strong>g> cost <str<strong>on</strong>g>of</str<strong>on</strong>g> a s<strong>in</strong>gle <strong>road</strong> death at EUR 1 milli<strong>on</strong>, based <strong>on</strong><br />

a fur<str<strong>on</strong>g>the</str<strong>on</strong>g>r life expectancy <str<strong>on</strong>g>of</str<strong>on</strong>g> 40 years, and associated c<strong>on</strong>tributi<strong>on</strong> to society and <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

ec<strong>on</strong>omy.<br />

Road accidents have both direct and <strong>in</strong>direct costs. Direct costs may <strong>in</strong>clude<br />

police, ambulance, hospital, sick leave costs and. are relatively easy to estimate.<br />

Indirect costs, cover<strong>in</strong>g loss <str<strong>on</strong>g>of</str<strong>on</strong>g> productivity and human suffer<strong>in</strong>g, are more difficult<br />

to assess.<br />

The vast majority <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> deaths occur to <str<strong>on</strong>g>the</str<strong>on</strong>g> young and those <strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> prime <str<strong>on</strong>g>of</str<strong>on</strong>g> life.<br />

Road accidents are also a lead<strong>in</strong>g cause <str<strong>on</strong>g>of</str<strong>on</strong>g> head <strong>in</strong>juries and acquired disability. Care<br />

for <str<strong>on</strong>g>the</str<strong>on</strong>g> disabled largely falls <strong>on</strong> families and friends. Household <strong>in</strong>come <str<strong>on</strong>g>of</str<strong>on</strong>g>ten<br />

decreases from <str<strong>on</strong>g>the</str<strong>on</strong>g> loss <str<strong>on</strong>g>of</str<strong>on</strong>g> a victim's earn<strong>in</strong>gs. The sudden and unnatural death or<br />

disability <str<strong>on</strong>g>of</str<strong>on</strong>g> a loved <strong>on</strong>e leaves families traumatised.<br />

To this end it is felt imperative that <str<strong>on</strong>g>the</str<strong>on</strong>g> number <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> accidents must be reduced<br />

by means <str<strong>on</strong>g>of</str<strong>on</strong>g> acti<strong>on</strong>s that are outl<strong>in</strong>ed below.<br />

4. Pr<strong>in</strong>ciples and Recommendati<strong>on</strong>s [1]<br />

To achieve safe mobility, IRF wishes to make <str<strong>on</strong>g>the</str<strong>on</strong>g> follow<strong>in</strong>g recommendati<strong>on</strong>s:<br />

4.1. Multidiscipl<strong>in</strong>ary approach<br />

The RTS should be developed and ma<strong>in</strong>ta<strong>in</strong>ed tak<strong>in</strong>g <strong>in</strong>to account <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>in</strong>teracti<strong>on</strong><br />

between user, vehicle and <strong>in</strong>frastructure. This requires cooperati<strong>on</strong>: between <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong><br />

builders and <str<strong>on</strong>g>the</str<strong>on</strong>g> vehicle manufacturers, and shared <strong>in</strong>formati<strong>on</strong> <strong>on</strong> new developments<br />

<strong>in</strong> each <strong>in</strong>dustry, both tak<strong>in</strong>g due account <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> limitati<strong>on</strong>s <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> user.<br />

This level <str<strong>on</strong>g>of</str<strong>on</strong>g> cooperati<strong>on</strong> proved crucial dur<strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g> phase-<strong>in</strong> period <str<strong>on</strong>g>of</str<strong>on</strong>g> Intelligent<br />

Transport Systems. All three <strong>in</strong>dustries should now extend this cooperati<strong>on</strong> to<br />

research <strong>on</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> protecti<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> vehicle occupants and unprotected <strong>road</strong> users, such as<br />

pedestrians.<br />

3


4.2. Focus <strong>on</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> user<br />

It is necessary that <str<strong>on</strong>g>the</str<strong>on</strong>g> focus <str<strong>on</strong>g>of</str<strong>on</strong>g> any acti<strong>on</strong> must be <strong>on</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> user. C<strong>on</strong>sequently<br />

<str<strong>on</strong>g>the</str<strong>on</strong>g> three govern<strong>in</strong>g pr<strong>in</strong>ciples <str<strong>on</strong>g>of</str<strong>on</strong>g> RTS design should be: improved mobility <str<strong>on</strong>g>of</str<strong>on</strong>g> people<br />

and goods; better quality <str<strong>on</strong>g>of</str<strong>on</strong>g> life; enhanced service to users.<br />

However it is important to c<strong>on</strong>sider that <strong>road</strong> users, as <strong>road</strong> taxpayers, are<br />

customers and must be treated as such. The relati<strong>on</strong>ship between <strong>road</strong> authorities and<br />

users should be based <strong>on</strong> a supplier-customer bus<strong>in</strong>ess model. This relati<strong>on</strong>ship<br />

should also be reflected <strong>in</strong> <strong>road</strong> design, which should take <strong>in</strong>to account <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

limitati<strong>on</strong>s <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> user who rema<strong>in</strong>s entirely resp<strong>on</strong>sible for respect<strong>in</strong>g civic<br />

obligati<strong>on</strong>s and <strong>road</strong> traffic regulati<strong>on</strong>s. Authorities need to address <strong>road</strong> <strong>safety</strong> by<br />

<strong>in</strong>troduc<strong>in</strong>g appropriate tra<strong>in</strong><strong>in</strong>g from an early age. They must also c<strong>on</strong>t<strong>in</strong>ue to<br />

engage <strong>in</strong> <strong>road</strong> <strong>safety</strong> campaigns, n<strong>on</strong>e<str<strong>on</strong>g>the</str<strong>on</strong>g>less rema<strong>in</strong><strong>in</strong>g aware that such campaigns<br />

have <strong>on</strong>ly short-term impacts <strong>on</strong> human behaviour.<br />

4.3. The ‘forgiv<strong>in</strong>g’ <strong>road</strong><br />

Safe <strong>road</strong> design, <str<strong>on</strong>g>the</str<strong>on</strong>g> so-called ‘forgiv<strong>in</strong>g <strong>road</strong>’, m<strong>in</strong>imises <str<strong>on</strong>g>the</str<strong>on</strong>g> c<strong>on</strong>sequences <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong><br />

user errors and precludes those that might have disastrous c<strong>on</strong>sequences. The basic<br />

<strong>road</strong> design parameters should be tolerance and resistance <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> human body to<br />

mechanical forces.<br />

It is extremely important for <strong>road</strong> designers to take <strong>in</strong>to account <str<strong>on</strong>g>the</str<strong>on</strong>g> low physical<br />

tolerance <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> human body and <strong>in</strong>tegrate maximum protecti<strong>on</strong> for all <strong>road</strong> users.<br />

There should be no rigid structures, o<str<strong>on</strong>g>the</str<strong>on</strong>g>r dangerous elements, or unprotected z<strong>on</strong>es<br />

directly adjacent to a <strong>road</strong> or highway. Where rigid structures exist, for example <strong>on</strong><br />

bridges, <strong>safety</strong> features should be <strong>in</strong>troduced to enhance <strong>road</strong> user protecti<strong>on</strong>.<br />

Features such as <strong>safety</strong> barriers should take <strong>in</strong>to account <str<strong>on</strong>g>the</str<strong>on</strong>g> needs <str<strong>on</strong>g>of</str<strong>on</strong>g> all <strong>road</strong> users.<br />

The users <str<strong>on</strong>g>of</str<strong>on</strong>g> two-wheel vehicles such as bicycles or motorcycles are particularly<br />

vulnerable.<br />

This implies that more resp<strong>on</strong>sibility for <str<strong>on</strong>g>the</str<strong>on</strong>g> structure and safe functi<strong>on</strong><strong>in</strong>g <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

RTS should be shifted to <strong>road</strong> designers with a view to improv<strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g> quality and<br />

expand<strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g> capacity <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> networks. IRF str<strong>on</strong>gly encourages <strong>road</strong> authorities to<br />

<strong>in</strong>volve experts <strong>in</strong> human behavioural sciences when design<strong>in</strong>g new <strong>road</strong>s or<br />

modify<strong>in</strong>g exist<strong>in</strong>g <strong>on</strong>es.<br />

4.4. Highway design<br />

The highway design adopted must be optimal for <str<strong>on</strong>g>the</str<strong>on</strong>g> case under c<strong>on</strong>siderati<strong>on</strong>.<br />

Whilst IRF does not recommend that all trunk <strong>road</strong>s should be upgraded to motorway<br />

standard, it is never<str<strong>on</strong>g>the</str<strong>on</strong>g>less a fact that it is safer to drive <strong>on</strong> a motorway than <strong>on</strong> a twolane<br />

or rural <strong>road</strong>.<br />

4


4.5. High quality <strong>safety</strong> products<br />

Install<strong>in</strong>g and upgrad<strong>in</strong>g <strong>road</strong> <strong>safety</strong> features such as appropriate <strong>road</strong> surfac<strong>in</strong>g,<br />

crash barriers, protecti<strong>on</strong> aga<strong>in</strong>st <strong>road</strong> side obstacles, horiz<strong>on</strong>tal mark<strong>in</strong>gs, vertical<br />

signs, del<strong>in</strong>eators, signals and public light<strong>in</strong>g <str<strong>on</strong>g>of</str<strong>on</strong>g>fer <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> user <str<strong>on</strong>g>the</str<strong>on</strong>g> best possible<br />

protecti<strong>on</strong>, by us<strong>in</strong>g appropriate, high quality <strong>road</strong> equipment, accessories, materials<br />

and features. Equipment used should comply with regulati<strong>on</strong>s or, where n<strong>on</strong>e exist,<br />

to <str<strong>on</strong>g>the</str<strong>on</strong>g> highest <strong>in</strong>dustry standards.<br />

It is <str<strong>on</strong>g>the</str<strong>on</strong>g> resp<strong>on</strong>sibility <str<strong>on</strong>g>of</str<strong>on</strong>g> both <str<strong>on</strong>g>the</str<strong>on</strong>g> legal authority and designer to ensure that<br />

equipment <strong>in</strong>stalled is selected accord<strong>in</strong>g to its ability to protect <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> user and not<br />

accord<strong>in</strong>g to price level. All too <str<strong>on</strong>g>of</str<strong>on</strong>g>ten c<strong>on</strong>tracts are awarded solely <strong>on</strong> price. It is not<br />

<str<strong>on</strong>g>the</str<strong>on</strong>g> lowest but <str<strong>on</strong>g>the</str<strong>on</strong>g> best bid that should w<strong>in</strong>. The buyer must have <str<strong>on</strong>g>the</str<strong>on</strong>g> flexibility to<br />

take <strong>in</strong>to account technical advantages and lifecycle costs and an obligati<strong>on</strong> to<br />

respect appropriate ra<str<strong>on</strong>g>the</str<strong>on</strong>g>r than m<strong>in</strong>imum performance requirements.<br />

To this end IRF believes that basic <strong>safety</strong> requirements <strong>in</strong> terms <str<strong>on</strong>g>of</str<strong>on</strong>g> visi<strong>on</strong> and<br />

time resp<strong>on</strong>se should corresp<strong>on</strong>d to those <str<strong>on</strong>g>of</str<strong>on</strong>g> a senior citizen.<br />

4.6. Road fund<strong>in</strong>g<br />

Road <strong>safety</strong> requires an appropriate level <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> fund<strong>in</strong>g. Safety performance will<br />

not be improved if governments c<strong>on</strong>t<strong>in</strong>ue to allocate revenues from direct and<br />

<strong>in</strong>direct <strong>road</strong> taxes to <str<strong>on</strong>g>the</str<strong>on</strong>g> general treasuries. It is up to policy makers to ensure that<br />

adequate funds are dedicated to <strong>in</strong>vestment <strong>in</strong> <strong>road</strong>s and <strong>in</strong>to <strong>road</strong> user mobility,<br />

educati<strong>on</strong> and tra<strong>in</strong><strong>in</strong>g.<br />

Fund<strong>in</strong>g should also be available for regular ma<strong>in</strong>tenance and upgrad<strong>in</strong>g to<br />

ensure <str<strong>on</strong>g>the</str<strong>on</strong>g> l<strong>on</strong>g-term performance <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> <strong>safety</strong> features. Low-cost <strong>safety</strong> measures<br />

should be encouraged. These are low-cost <strong>improvement</strong>s and low-cost treatments at<br />

accident black spots that can br<strong>in</strong>g a major return <strong>on</strong> <strong>in</strong>vestment through a reducti<strong>on</strong><br />

<str<strong>on</strong>g>of</str<strong>on</strong>g> accidents. Adequate levels <str<strong>on</strong>g>of</str<strong>on</strong>g> ma<strong>in</strong>tenance fund<strong>in</strong>g should apply throughout <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

entire life-cycle <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>in</strong>frastructure.<br />

In additi<strong>on</strong> to <str<strong>on</strong>g>the</str<strong>on</strong>g> above, a policy framework is needed to address <str<strong>on</strong>g>the</str<strong>on</strong>g> causes <str<strong>on</strong>g>of</str<strong>on</strong>g><br />

accidents associated with all three pr<strong>in</strong>cipal elements <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> RTS, i.e. <str<strong>on</strong>g>the</str<strong>on</strong>g> user, <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

vehicle and <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>in</strong>frastructure.<br />

5. A Policy Framework<br />

Policy may be c<strong>on</strong>sidered as a mechanism for achiev<strong>in</strong>g a c<strong>on</strong>sistency <str<strong>on</strong>g>of</str<strong>on</strong>g> decisi<strong>on</strong>mak<strong>in</strong>g<br />

between <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> owner and adm<strong>in</strong>istrator. In <str<strong>on</strong>g>the</str<strong>on</strong>g> c<strong>on</strong>text <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong>s, policy<br />

provides a framework with<strong>in</strong> which all decisi<strong>on</strong>-mak<strong>in</strong>g <strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> sector is undertaken.<br />

At its simplest, policy may be c<strong>on</strong>sidered as <str<strong>on</strong>g>the</str<strong>on</strong>g> what and <str<strong>on</strong>g>the</str<strong>on</strong>g> why relat<strong>in</strong>g to<br />

decisi<strong>on</strong>s <strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong>s sector [4] . Policy is primarily about outcomes and for <strong>road</strong>s is<br />

set at two ma<strong>in</strong> levels:<br />

5


• Government level, where political aims are def<strong>in</strong>ed, and legislati<strong>on</strong> and o<str<strong>on</strong>g>the</str<strong>on</strong>g>r<br />

<strong>in</strong>struments are adopted that force or encourage implementati<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> policy.<br />

• Organizati<strong>on</strong> (<strong>road</strong> adm<strong>in</strong>istrator) level, where local policy is formulated to<br />

reflect nati<strong>on</strong>al policy and to <strong>in</strong>terpret this <strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> light <str<strong>on</strong>g>of</str<strong>on</strong>g> local circumstances;<br />

plans and procedures can <str<strong>on</strong>g>the</str<strong>on</strong>g>n be put <strong>in</strong> place to implement this.<br />

Policy is normally def<strong>in</strong>ed <strong>in</strong> terms <str<strong>on</strong>g>of</str<strong>on</strong>g> a ‘framework’ that may <strong>in</strong>clude:<br />

• Missi<strong>on</strong>, which def<strong>in</strong>es <str<strong>on</strong>g>the</str<strong>on</strong>g> b<strong>road</strong> aims, through a summary def<strong>in</strong>iti<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> policy,<br />

and why <str<strong>on</strong>g>the</str<strong>on</strong>g> organizati<strong>on</strong> is aim<strong>in</strong>g to achieve <str<strong>on</strong>g>the</str<strong>on</strong>g>se.<br />

• Objectives, which support <str<strong>on</strong>g>the</str<strong>on</strong>g> missi<strong>on</strong> by sett<strong>in</strong>g specific goals to be achieved<br />

with<strong>in</strong> def<strong>in</strong>ed time frames; normally objectives are required to be specific,<br />

measurable, achievable, relevant to <str<strong>on</strong>g>the</str<strong>on</strong>g> missi<strong>on</strong> and time-based.<br />

• Standards, which provide <str<strong>on</strong>g>the</str<strong>on</strong>g> detailed operati<strong>on</strong>al targets to be achieved by<br />

<strong>in</strong>dividual units <strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> organizati<strong>on</strong>, and are sometimes supported by legislati<strong>on</strong>,<br />

regulati<strong>on</strong>s or decisi<strong>on</strong>s <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> courts.<br />

Although <strong>in</strong> practice policy frameworks are <str<strong>on</strong>g>of</str<strong>on</strong>g>ten def<strong>in</strong>ed much more loosely than<br />

this, Figure 1 shows a graphical representati<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> such a framework.<br />

Missi<strong>on</strong> Statement<br />

Objective Objective Objective<br />

Standard Standard Standard<br />

Figure 1 Structure <str<strong>on</strong>g>of</str<strong>on</strong>g> a policy framework (after [4] )<br />

The effectiveness <str<strong>on</strong>g>of</str<strong>on</strong>g> a policy may be assessed by means <str<strong>on</strong>g>of</str<strong>on</strong>g> performance <strong>in</strong>dicators.<br />

They help to quantify <str<strong>on</strong>g>the</str<strong>on</strong>g> degree to which objectives have been achieved, and to<br />

identify any c<strong>on</strong>stra<strong>in</strong>ts that are imped<strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g> achievement <str<strong>on</strong>g>of</str<strong>on</strong>g> objectives.<br />

Performance <strong>in</strong>dicators differ from <str<strong>on</strong>g>the</str<strong>on</strong>g> normal operati<strong>on</strong>al statistics produced by a<br />

<strong>road</strong> adm<strong>in</strong>istrati<strong>on</strong> as part <str<strong>on</strong>g>of</str<strong>on</strong>g> its everyday management activities. These relate to <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

impacts and percepti<strong>on</strong>s by <str<strong>on</strong>g>the</str<strong>on</strong>g> ‘customers’ <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> organizati<strong>on</strong>. As such, <str<strong>on</strong>g>the</str<strong>on</strong>g>y are<br />

targeted externally. Indicators c<strong>on</strong>sist typically <str<strong>on</strong>g>of</str<strong>on</strong>g> a few selected operati<strong>on</strong>al statistics<br />

that characterize performance <strong>in</strong> a way that customers can relate to and understand.<br />

Normally, <str<strong>on</strong>g>the</str<strong>on</strong>g>y relate to key objectives from <str<strong>on</strong>g>the</str<strong>on</strong>g> policy framework. One use <str<strong>on</strong>g>of</str<strong>on</strong>g><br />

performance <strong>in</strong>dicators is as targets <strong>in</strong> an agency or service-level agreement between<br />

<str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> adm<strong>in</strong>istrati<strong>on</strong> and its parent m<strong>in</strong>istry. Such performance <strong>in</strong>dicators should<br />

be associated with, and c<strong>on</strong>cern, <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> user, <str<strong>on</strong>g>the</str<strong>on</strong>g> organisati<strong>on</strong>s <strong>in</strong>volved <strong>in</strong> <strong>road</strong><br />

<strong>safety</strong>, <str<strong>on</strong>g>the</str<strong>on</strong>g> society, <str<strong>on</strong>g>the</str<strong>on</strong>g> political authorities and <str<strong>on</strong>g>the</str<strong>on</strong>g> envir<strong>on</strong>ment [6] .<br />

6


With regard to a <strong>road</strong> <strong>safety</strong> policy framework IRF feels that <str<strong>on</strong>g>the</str<strong>on</strong>g> follow<strong>in</strong>g<br />

checklist should be c<strong>on</strong>sidered [1] :<br />

1. Commitment<br />

Governments should assign a high priority to preventi<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> traffic<br />

death and <strong>in</strong>juries <strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g>ir policy statements and mobilize resources and<br />

political commitment.<br />

2. Dedicated Fund<strong>in</strong>g<br />

Governments should develop susta<strong>in</strong>able fund<strong>in</strong>g for <strong>road</strong> <strong>safety</strong> through<br />

dedicated funds. Highway eng<strong>in</strong>eers must be ensured <str<strong>on</strong>g>of</str<strong>on</strong>g> fund<strong>in</strong>g for<br />

ma<strong>in</strong>tenance dur<strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g> entire life cycle <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>in</strong>frastructure.<br />

3. Susta<strong>in</strong>able soluti<strong>on</strong>s<br />

Priority should be given to l<strong>on</strong>g-term susta<strong>in</strong>able <strong>road</strong> <strong>safety</strong> measures<br />

carried out <strong>in</strong> accordance with strict envir<strong>on</strong>mental protecti<strong>on</strong> pr<strong>in</strong>ciples.<br />

4. Supportive measures<br />

Road <strong>safety</strong> and civic resp<strong>on</strong>sibility tra<strong>in</strong><strong>in</strong>g should be carried out from an<br />

early age. Governments must also c<strong>on</strong>t<strong>in</strong>ue to encourage <strong>road</strong> <strong>safety</strong><br />

campaigns, n<strong>on</strong>e<str<strong>on</strong>g>the</str<strong>on</strong>g>less rema<strong>in</strong><strong>in</strong>g aware that such campaigns <strong>in</strong>duce <strong>on</strong>ly<br />

short-term modificati<strong>on</strong>s <str<strong>on</strong>g>of</str<strong>on</strong>g> behaviour.<br />

5. Cross border cooperati<strong>on</strong><br />

Possible c<strong>on</strong>fusi<strong>on</strong> <strong>in</strong> <strong>in</strong>terpretati<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> sign<strong>in</strong>g should be reduced to a<br />

m<strong>in</strong>imum through cross border cooperati<strong>on</strong> and standardizati<strong>on</strong>.<br />

6. Partnerships<br />

Partnerships must be formed at local, nati<strong>on</strong>al and <strong>in</strong>ternati<strong>on</strong>al levels to<br />

br<strong>in</strong>g toge<str<strong>on</strong>g>the</str<strong>on</strong>g>r transportati<strong>on</strong> eng<strong>in</strong>eers, law enforcement bodies,<br />

<strong>in</strong>dustrialists and o<str<strong>on</strong>g>the</str<strong>on</strong>g>r <strong>in</strong>terested parties such as paramedical emergency<br />

services.<br />

7. Dissem<strong>in</strong>ati<strong>on</strong> ok know-how<br />

Efficient <strong>road</strong> <strong>safety</strong> c<strong>on</strong>cepts should be dissem<strong>in</strong>ated am<strong>on</strong>gst countries.<br />

Soluti<strong>on</strong>s must be carefully adapted to nati<strong>on</strong>al and local c<strong>on</strong>diti<strong>on</strong>s.<br />

8. Implementati<strong>on</strong> by means <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> Management Cycle<br />

To implement such a policy a high level plan or set <str<strong>on</strong>g>of</str<strong>on</strong>g> plans is needed. Such plans<br />

form a strategy. Strategy may be c<strong>on</strong>sidered as <str<strong>on</strong>g>the</str<strong>on</strong>g> how, who, where and when<br />

relat<strong>in</strong>g to decisi<strong>on</strong>s <strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong>s sector. Thus, strategy is about ‘process’ and<br />

subsequently it may be facilitated by <str<strong>on</strong>g>the</str<strong>on</strong>g> management cycle (see Figure 2).<br />

7


Def<strong>in</strong>e aims<br />

M<strong>on</strong>itor and<br />

audit<br />

Implement<br />

activities<br />

Management<br />

Informati<strong>on</strong><br />

(Data)<br />

Assess needs<br />

Determ<strong>in</strong>e<br />

acti<strong>on</strong>s<br />

Determ<strong>in</strong>e costs<br />

and priorities<br />

Figure 2 The management cycle (after [5] )<br />

The management cycle is a c<strong>on</strong>cept that specifies a series <str<strong>on</strong>g>of</str<strong>on</strong>g> well-def<strong>in</strong>ed steps <str<strong>on</strong>g>of</str<strong>on</strong>g><br />

comprehensive decisi<strong>on</strong>-mak<strong>in</strong>g activities by:<br />

• Def<strong>in</strong><strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g> goals be<strong>in</strong>g sought <strong>in</strong> c<strong>on</strong>necti<strong>on</strong> with <str<strong>on</strong>g>the</str<strong>on</strong>g> policy framework<br />

c<strong>on</strong>sidered.<br />

• Assess<strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g> current needs by means <str<strong>on</strong>g>of</str<strong>on</strong>g> data be<strong>in</strong>g collected to establish<br />

<str<strong>on</strong>g>the</str<strong>on</strong>g> gap between <str<strong>on</strong>g>the</str<strong>on</strong>g> present level <str<strong>on</strong>g>of</str<strong>on</strong>g> standards and that set out <strong>in</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> aim<br />

be<strong>in</strong>g sought.<br />

• Determ<strong>in</strong><strong>in</strong>g acti<strong>on</strong>s to achieve <str<strong>on</strong>g>the</str<strong>on</strong>g> goals be<strong>in</strong>g sought.<br />

• Determ<strong>in</strong><strong>in</strong>g costs and priorities <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g> alternative acti<strong>on</strong>s through a rati<strong>on</strong>al<br />

system.<br />

• Implement<strong>in</strong>g activities to predef<strong>in</strong>ed standards.<br />

• M<strong>on</strong>itor<strong>in</strong>g to learn from past experience and audit<strong>in</strong>g to provide a physical<br />

check that <str<strong>on</strong>g>the</str<strong>on</strong>g> work has been carried out accord<strong>in</strong>g to quality c<strong>on</strong>trol<br />

procedures.<br />

At <str<strong>on</strong>g>the</str<strong>on</strong>g> core <str<strong>on</strong>g>of</str<strong>on</strong>g> this process <str<strong>on</strong>g>the</str<strong>on</strong>g>re exist data that enable rati<strong>on</strong>al decisi<strong>on</strong>-mak<strong>in</strong>g.<br />

Such a management cycle has more than <strong>on</strong>e applicati<strong>on</strong>s [5] but it would be<br />

advantageous if it were followed for <str<strong>on</strong>g>the</str<strong>on</strong>g> implementati<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> a <strong>road</strong> <strong>safety</strong> strategy. By<br />

us<strong>in</strong>g this management cycle all stakeholders <strong>in</strong>volved <strong>in</strong> <strong>road</strong> <strong>safety</strong> could have a<br />

comm<strong>on</strong> reference framework to coord<strong>in</strong>ate <str<strong>on</strong>g>the</str<strong>on</strong>g>ir roles and resp<strong>on</strong>sibilities both<br />

<strong>in</strong>ternally and externally (that is between <str<strong>on</strong>g>the</str<strong>on</strong>g>m).<br />

8


9. C<strong>on</strong>clud<strong>in</strong>g Summary<br />

This paper has outl<strong>in</strong>ed <str<strong>on</strong>g>the</str<strong>on</strong>g> IRF’s views <strong>on</strong> <strong>road</strong> <strong>safety</strong>. Fur<str<strong>on</strong>g>the</str<strong>on</strong>g>rmore it presented a<br />

reference framework for <str<strong>on</strong>g>the</str<strong>on</strong>g> implementati<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> <strong>road</strong> <strong>safety</strong> policy. The ma<strong>in</strong><br />

c<strong>on</strong>clusi<strong>on</strong>s may be summarized as follows. Road <strong>safety</strong><br />

• must focus <strong>on</strong> <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> users and protect <str<strong>on</strong>g>the</str<strong>on</strong>g>m from human errors<br />

• must not overlook <str<strong>on</strong>g>the</str<strong>on</strong>g> importance <str<strong>on</strong>g>of</str<strong>on</strong>g> both <str<strong>on</strong>g>the</str<strong>on</strong>g> <strong>road</strong> <strong>in</strong>frastructure itself and<br />

its ma<strong>in</strong>tenance to <str<strong>on</strong>g>the</str<strong>on</strong>g> reducti<strong>on</strong> <str<strong>on</strong>g>of</str<strong>on</strong>g> accidents<br />

• should receive adequate fund<strong>in</strong>g<br />

• should follow a policy that engages all stakeholders c<strong>on</strong>cerned <strong>in</strong> a<br />

coord<strong>in</strong>ated set <str<strong>on</strong>g>of</str<strong>on</strong>g> acti<strong>on</strong>s<br />

• should be based <strong>on</strong> a rati<strong>on</strong>al managerial approach.<br />

10. Acknowledgements<br />

The author wishes to thank <str<strong>on</strong>g>the</str<strong>on</strong>g> Internati<strong>on</strong>al Road Federati<strong>on</strong> (Geneva) and <strong>in</strong><br />

particular its Director General T<strong>on</strong>y Pearce and its Vice-Chairman Michael Bernhard<br />

for giv<strong>in</strong>g him <str<strong>on</strong>g>the</str<strong>on</strong>g> opportunity to present <str<strong>on</strong>g>the</str<strong>on</strong>g> IRF’s views <strong>on</strong> <strong>road</strong> <strong>safety</strong> to this<br />

C<strong>on</strong>ference. Thanks are also due to <str<strong>on</strong>g>the</str<strong>on</strong>g> Department <str<strong>on</strong>g>of</str<strong>on</strong>g> Civil Eng<strong>in</strong>eer<strong>in</strong>g <str<strong>on</strong>g>of</str<strong>on</strong>g> <str<strong>on</strong>g>the</str<strong>on</strong>g><br />

University <str<strong>on</strong>g>of</str<strong>on</strong>g> Birm<strong>in</strong>gham (UK) for <str<strong>on</strong>g>the</str<strong>on</strong>g>ir support.<br />

11. References<br />

[1] IRF. Safe Mobility An IRF discussi<strong>on</strong> paper, Internati<strong>on</strong>al Road Federati<strong>on</strong>,<br />

Geneva 2003<br />

[2] BERNHARD MICHAEL, ‘Please! Stop blam<strong>in</strong>g <str<strong>on</strong>g>the</str<strong>on</strong>g> driver!’, World Highways,<br />

October 2003, pp 43.<br />

[3]<br />

http://www.irfnet.org/<strong>on</strong>l<strong>in</strong>ecenter/<strong>in</strong>clude/service/7/data/80/<strong>safety</strong>_<strong>in</strong>_<strong>road</strong>_tunnels.<br />

htm, accessed <strong>on</strong> 21 September 2005.<br />

[4] ROBINSON R, Restructur<strong>in</strong>g Road Management, Notes, Week 2, Senior Road<br />

Executives Programme 2005, University <str<strong>on</strong>g>of</str<strong>on</strong>g> Birm<strong>in</strong>gham, UK.<br />

[5] ROBINSON R, U DANIELSON AND M SNAITH, Road ma<strong>in</strong>tenance<br />

management: c<strong>on</strong>cepts and systems. Bas<strong>in</strong>gstoke: Palgrave (formerly Macmillan<br />

Press), 1998<br />

[6] ROAD INFRASTRUCTURE MAINTENANCE EVALUATION STUDY<br />

(RIMES), F<strong>in</strong>al Progress Report, for EC-DG-VII RTD Programme, C<strong>on</strong>tract No.<br />

RO-97-SC 1085/1189, University <str<strong>on</strong>g>of</str<strong>on</strong>g> Birm<strong>in</strong>gham, UK, 1999<br />

9

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