Kazuyuki Neki, Milly Lumumba, Sudeshna Mitra, S. Job
Speed has fundamental economic costs which are hidden for many stakeholders. On the other hand, the economic benefits of speed are highly visible and strongly promoted by benefiting stakeholders and indeed carefully considered in cost-benefit assessments by road operating agencies. Thus, the main purpose of this paper is to explore and present the benefits and costs of low speed roads in urban environments.
{"title":"Economic impact of 30km/h - Benefits and Costs of Speeds in an urban environment","authors":"Kazuyuki Neki, Milly Lumumba, Sudeshna Mitra, S. Job","doi":"10.33492/jrs-d-21-00028","DOIUrl":"https://doi.org/10.33492/jrs-d-21-00028","url":null,"abstract":"Speed has fundamental economic costs which are hidden for many stakeholders. On the other hand, the economic benefits of speed are highly visible and strongly promoted by benefiting stakeholders and indeed carefully considered in cost-benefit assessments by road operating agencies. Thus, the main purpose of this paper is to explore and present the benefits and costs of low speed roads in urban environments.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2021-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42918117","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Psychoactive substances affect driver behaviour in different ways, some of which can increase the risk of traffic crashes. This study investigated coroners findings for fatal road traffic crashes in Queensland for crash factors and driver behaviours associated with and without the presence of alcohol or illicit drugs. A total of 701 coroners reports for the period of 2011 to 2015 were analysed revealing 306 fatal incidents involving the detection of either alcohol or target illegal drugs (e.g., methamphetamine, THC [cannabis], cocaine or MDMA). Alcohol was most often detected (223 cases; 72.9% of the drug and alcohol sample and 31.8% of the entire sample), and a majority of fatalities involving alcohol (n = 114, 51% of alcohol cases) were at high range BAC levels (>.150g/100ml). Of these, 37 (32.5% of high range and 16.6% of alcohol cases) were detected with illicit drugs. Single vehicle and multi-vehicle crashes were evenly represented, although males were overrepresented in all crash types. Alcohol and poly drug consumption were more likely to be associated with single vehicle crashes (81.7% and 64.6% respectively), while detections of methamphetamines and THC in isolation without other substances were slightly overrepresented by multi-vehicle crashes (58.6% and 59.4% respectively). Single vehicle crashes usually involved speeding, loss of control and failure to negotiate a curve while multi-vehicle crashes were disproportionately represented by reckless driving and misjudging traffic conditions. Overall, an important theme to emerge was the contribution of illicit drugs and alcohol to the majority of single vehicle crashes, highlighting the increased risk of this type of crash for drivers who are positive with these substances.
{"title":"Characteristics of Fatal Road Traffic Crashes Associated with Alcohol and Illicit Substances in Queensland (2011-2015)","authors":"J. Freeman, A. Parkes, K. Armstrong, J. Davey","doi":"10.33492/jrs-d-20-00146","DOIUrl":"https://doi.org/10.33492/jrs-d-20-00146","url":null,"abstract":"Psychoactive substances affect driver behaviour in different ways, some of which can increase the risk of traffic crashes. This study investigated coroners findings for fatal road traffic crashes in Queensland for crash factors and driver behaviours associated with and without the presence of alcohol or illicit drugs. A total of 701 coroners reports for the period of 2011 to 2015 were analysed revealing 306 fatal incidents involving the detection of either alcohol or target illegal drugs (e.g., methamphetamine, THC [cannabis], cocaine or MDMA). Alcohol was most often detected (223 cases; 72.9% of the drug and alcohol sample and 31.8% of the entire sample), and a majority of fatalities involving alcohol (n = 114, 51% of alcohol cases) were at high range BAC levels (>.150g/100ml). Of these, 37 (32.5% of high range and 16.6% of alcohol cases) were detected with illicit drugs. Single vehicle and multi-vehicle crashes were evenly represented, although males were overrepresented in all crash types. Alcohol and poly drug consumption were more likely to be associated with single vehicle crashes (81.7% and 64.6% respectively), while detections of methamphetamines and THC in isolation without other substances were slightly overrepresented by multi-vehicle crashes (58.6% and 59.4% respectively). Single vehicle crashes usually involved speeding, loss of control and failure to negotiate a curve while multi-vehicle crashes were disproportionately represented by reckless driving and misjudging traffic conditions. Overall, an important theme to emerge was the contribution of illicit drugs and alcohol to the majority of single vehicle crashes, highlighting the increased risk of this type of crash for drivers who are positive with these substances.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2021-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42614665","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Traffic crashes are one of the immediate and long-term serious problems all over the world including Vietnam. Speed is one of the direct causes of a crash. In recent years, Ho Chi Minh City has synchronously implemented many measures to manage speed, in particular, a pilot implementation of raised pedestrian crossing measures at many locations in the city. Technical efficiency assessment of this measure is necessary to help the city build more scientific evidence for scaling up successful measures. This study was conducted at four locations on Ton Duc Thang Street, District 1, with four vehicle groups including motorbikes, cars, trucks, and buses. The results indicate that this measure had a positive effect on V85 speed with four group of vehicles at 35.5km/h or more. The effectiveness was stronger for greater widths of raised pedestrian crossing i.e., more effective at 10.5m of raised pedestrian crossings width than 7.5m. This measure reduces V85 speed of vehicles by nearly 14% on 10.5m of raised pedestrian crossings width, and positive impacts are highest for cars (13.93%), and lowest for trucks (6.54%). While traffic volume and the surrounding context may impact on the result, they are not considered in this study. These results provide important scientific evidence for scaling up this measure city wide in the future.
{"title":"Safety Effectiveness Evaluation of Raised Pedestrian Crossings in Ho Chi Minh City","authors":"Vuong Tran quang","doi":"10.33492/jrs-d-21-00013","DOIUrl":"https://doi.org/10.33492/jrs-d-21-00013","url":null,"abstract":"Traffic crashes are one of the immediate and long-term serious problems all over the world including Vietnam. Speed is one of the direct causes of a crash. In recent years, Ho Chi Minh City has synchronously implemented many measures to manage speed, in particular, a pilot implementation of raised pedestrian crossing measures at many locations in the city. Technical efficiency assessment of this measure is necessary to help the city build more scientific evidence for scaling up successful measures. This study was conducted at four locations on Ton Duc Thang Street, District 1, with four vehicle groups including motorbikes, cars, trucks, and buses. The results indicate that this measure had a positive effect on V85 speed with four group of vehicles at 35.5km/h or more. The effectiveness was stronger for greater widths of raised pedestrian crossing i.e., more effective at 10.5m of raised pedestrian crossings width than 7.5m. This measure reduces V85 speed of vehicles by nearly 14% on 10.5m of raised pedestrian crossings width, and positive impacts are highest for cars (13.93%), and lowest for trucks (6.54%). While traffic volume and the surrounding context may impact on the result, they are not considered in this study. These results provide important scientific evidence for scaling up this measure city wide in the future.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2021-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43016006","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Formulating priorities for future road safety strategies requires supporting analysis to predict what the future crash population will look like and to assess how the countermeasures either already in place or planned will address the crash problems forecast. This analysis aimed to identify future priority action areas for light vehicle safety by identifying crash types that will not be fully addressed in the future by projected improvements in active and passive safety in the Australian light vehicle fleet. The future crash profile was modelled from 2017 to 2030 using crash data from 5 Australian jurisdictions overlayed with available evidence on vehicle safety feature fitment and effectiveness. The methodology can be applied to larger sets of safety technologies when sufficient evidence and supporting crash data become available. Three future vehicle safety priority areas were identified from the analysis: (i) fatal pedestrian crashes, (ii) single vehicle frontal crashes with objects, and (iii) front-to-front vehicle crashes both at intersections and midblocks, and front-to-side impacts at intersections including straight crossing path and right turn across path crash types. These crash types were projected to be the largest contributors to fatalities by 2030. Projections showed that remaining crash types in 2030 will be poorly addressed by current vehicle safety technologies such as autonomous emergency braking, lane departure warning and electronic stability control. Future vehicle safety policy priorities should address these crash types through the development of additional or enhanced vehicle safety technologies and where vehicle safety technology proves inadequate other countermeasures such as road infrastructure treatments and appropriate speed limit setting for high risk environments that address the key crash types remaining in the system.
{"title":"Identifying Future Vehicle Safety Priority Areas in Australia for the Light Vehicle Fleet","authors":"L. Budd, S. Newstead","doi":"10.33492/jrs-d-21-00001","DOIUrl":"https://doi.org/10.33492/jrs-d-21-00001","url":null,"abstract":"Formulating priorities for future road safety strategies requires supporting analysis to predict what the future crash population will look like and to assess how the countermeasures either already in place or planned will address the crash problems forecast. This analysis aimed to identify future priority action areas for light vehicle safety by identifying crash types that will not be fully addressed in the future by projected improvements in active and passive safety in the Australian light vehicle fleet. The future crash profile was modelled from 2017 to 2030 using crash data from 5 Australian jurisdictions overlayed with available evidence on vehicle safety feature fitment and effectiveness. The methodology can be applied to larger sets of safety technologies when sufficient evidence and supporting crash data become available. Three future vehicle safety priority areas were identified from the analysis: (i) fatal pedestrian crashes, (ii) single vehicle frontal crashes with objects, and (iii) front-to-front vehicle crashes both at intersections and midblocks, and front-to-side impacts at intersections including straight crossing path and right turn across path crash types. These crash types were projected to be the largest contributors to fatalities by 2030. Projections showed that remaining crash types in 2030 will be poorly addressed by current vehicle safety technologies such as autonomous emergency braking, lane departure warning and electronic stability control. Future vehicle safety policy priorities should address these crash types through the development of additional or enhanced vehicle safety technologies and where vehicle safety technology proves inadequate other countermeasures such as road infrastructure treatments and appropriate speed limit setting for high risk environments that address the key crash types remaining in the system.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2021-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44296690","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Despite significant improvements in road safety in Australia and developed countries over some decades, the downward trend in fatalities and serious injuries has slowed markedly, and even stalled. New strategies are needed to turn this trend around. Current road safety philosophy, the Safe System, has been effective, but needs broadening to increase the scope of solutions. The Safe System accepts that road users make errors and that the road system should be forgiving of those errors. This leads to countermeasures that emphasise limiting consequences of crashes like lowered speeds, crashworthy vehicles and roads. The problem is that conceptualising road-user error as inevitable ignores the fact that many road-user errors are caused by poor design of the road system including roads, vehicles and road rules. It means road safety overlooks productive avenues for prevention of road-user error and crashes. This paper discusses this issue with Safe System and provides examples of poor road system design that make it difficult for road users to behave safely. This includes poor road rules like inappropriate speed limits, inadequate road design such as poor signage and confusing lane-marking, inadequate vehicle design that limits vision or provides false visual information, as well as problems with driver-assistive technologies: cruise control, automated driving and warning systems. In each case the paper discusses how poor design fails to account for human capacities making it hard for road-users to behave safely. Importantly the paper looks at solutions to these problems and provides some new principles for Safe System.
{"title":"Why do we make safe behaviour so hard for drivers?","authors":"","doi":"10.33492/jrs-d-20-00255","DOIUrl":"https://doi.org/10.33492/jrs-d-20-00255","url":null,"abstract":"Despite significant improvements in road safety in Australia and developed countries over some decades, the downward trend in fatalities and serious injuries has slowed markedly, and even stalled. New strategies are needed to turn this trend around. Current road safety philosophy, the Safe System, has been effective, but needs broadening to increase the scope of solutions. The Safe System accepts that road users make errors and that the road system should be forgiving of those errors. This leads to countermeasures that emphasise limiting consequences of crashes like lowered speeds, crashworthy vehicles and roads. The problem is that conceptualising road-user error as inevitable ignores the fact that many road-user errors are caused by poor design of the road system including roads, vehicles and road rules. It means road safety\u0000overlooks productive avenues for prevention of road-user error and crashes. This paper discusses this issue with Safe System and provides examples of poor road system design that make it difficult for road users to behave safely. This includes poor road rules like inappropriate speed limits, inadequate road design such as poor signage and confusing lane-marking, inadequate vehicle design that limits vision or provides false visual information, as well as problems with driver-assistive technologies: cruise control, automated driving and warning systems. In each case the paper discusses how poor\u0000design fails to account for human capacities making it hard for road-users to behave safely. Importantly the paper looks at solutions to these problems and provides some new principles for Safe System.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2021-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49413852","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Tumwine Fred Nkuruho, Cuthbert Isingoma, T. Senserrick
The Uganda Road Accident Reduction Network Organisation (URRENO) is a non-profit, non-government organisation (NGO) mandated in 1997. From a modest pilot project funded by the World Bank in 2003, it has become a leader in the development, implementation and advocacy for road safety education in primary schools across Uganda. Through URRENO efforts, the pilot program was adopted as the national curriculum and was shown to improve students’ road safety skills and behaviours and reduce their involvement in crashes from 15% to 5%. Many other related worthwhile initiatives followed, including: improvements in pedestrian facilities; integrated road safety publicity and enforcement campaigns; and expansion of road safety NGOs to supplement Government efforts. Lessons learned of value for like organisations include: striving to collect and analyse data to attain a project evidence base; building strong partnerships with influential individuals, community groups, businesses and Government stakeholders; adopting participatory approaches in which stakeholders and beneficiaries play significant roles in project implementation; and building capacities and empowering beneficiaries. URRENO continues in its efforts to strengthen and further roll-out the road safety education curriculum across Uganda, following evidence that transfers of trained teachers has contributed to decayed expertise and attention to road safety, particularly among schools in rural areas. URRENO will continue to strive to empower young people to learn and strengthen their capacity in road safety, to grow out of dependence and become independent safe road users.
{"title":"School Road Safety Education in Uganda: Progress and Lessons Learned","authors":"Tumwine Fred Nkuruho, Cuthbert Isingoma, T. Senserrick","doi":"10.33492/JRS-D-20-00266","DOIUrl":"https://doi.org/10.33492/JRS-D-20-00266","url":null,"abstract":"The Uganda Road Accident Reduction Network Organisation (URRENO) is a non-profit, non-government organisation (NGO) mandated in 1997. From a modest pilot project funded by the World Bank in 2003, it has become a leader in the development, implementation and advocacy for road safety education in primary schools across Uganda. Through URRENO efforts, the pilot program was adopted as the national curriculum and was shown to improve students’ road safety skills and behaviours and reduce their involvement in crashes from 15% to 5%. Many other related worthwhile initiatives followed, including: improvements in pedestrian facilities; integrated road safety publicity and enforcement campaigns; and expansion of road safety NGOs to supplement Government efforts. Lessons learned of value for like organisations include: striving to collect and analyse data to attain a project evidence base; building strong partnerships with influential individuals, community groups, businesses and Government stakeholders; adopting participatory approaches in which stakeholders and beneficiaries play significant roles in project implementation; and building capacities and empowering beneficiaries. URRENO continues in its efforts to strengthen and further roll-out the road safety education curriculum across Uganda, following evidence that transfers of trained teachers has contributed to decayed expertise and attention to road safety, particularly among schools in rural areas. URRENO will continue to strive to empower young people to learn and strengthen their capacity in road safety, to grow out of dependence and become independent safe road users.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2021-01-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46860402","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Fully licensed motorcyclists represented over two thirds of riders killed on New South Wales (NSW) roads from 2010 – 2014. An ongoing need to address crash risks among this cohort is recognised and there is strong support for post-licence rider training (PLRT) among rider advocates and stakeholders. This research, commissioned by Transport for NSW, examined the PLRT environment in NSW to assess the extent to which courses targeted specific rider skills and competencies. Before commencement of this research, key riding competencies were identified by Transport for NSW in consultation with motorcycle stakeholder groups, and included scanning, buffering, setting up brakes, basic motorcycle handling, cornering, and lane positioning. A desktop review of 40 available courses provided an overview of relevant course content, locations and costs. The review was supplemented by interviews with eight training providers to gather information on course structure, components, delivery, promotion and trainee characteristics. The collective information was used to identify which training options support riders’ risk management and promote improved safety outcomes. A wide range of courses was identified, and in most cases there was no standardised curriculum. Most courses appeared to support rider risk management and most also appeared to address roadcraft and defensive riding principles, albeit to varying degrees. Providers noted participant diversity in characteristics, needs and motivations for undertaking rider training, reflecting a need for a diverse range of course offerings including individualised training. Key groups were catered for including returning riders, female riders, inexperienced riders, commercial riders and aspirational racers.
{"title":"Review of Post-Licence Motorcycle Rider Training in New South Wales","authors":"R. Blackman, N. Haworth, H. Biggs, D. Wishart","doi":"10.33492/jrs-d-19-00069","DOIUrl":"https://doi.org/10.33492/jrs-d-19-00069","url":null,"abstract":"Fully licensed motorcyclists represented over two thirds of riders killed on New South Wales (NSW) roads from 2010 – 2014. An ongoing need to address crash risks among this cohort is recognised and there is strong support for post-licence rider training (PLRT) among rider advocates and stakeholders. This research, commissioned by Transport for NSW, examined the PLRT environment in NSW to assess the extent to which courses targeted specific rider skills and competencies. Before commencement of this research, key riding competencies were identified by Transport for NSW in consultation with motorcycle stakeholder groups, and included scanning, buffering, setting up brakes, basic motorcycle handling, cornering, and lane positioning. A desktop review of 40 available courses provided an overview of relevant course content, locations and costs. The review was supplemented by interviews with eight training providers to gather information on course structure, components, delivery, promotion and trainee characteristics. The collective information was used to identify which training options support riders’ risk management and promote improved safety outcomes. A wide range of courses was identified, and in most cases there was no standardised curriculum. Most courses appeared to support rider risk management and most also appeared to address roadcraft and defensive riding principles, albeit to varying degrees. Providers noted participant diversity in characteristics, needs and motivations for undertaking rider training, reflecting a need for a diverse range of course offerings including individualised training. Key groups were catered for including returning riders, female riders, inexperienced riders, commercial riders and aspirational racers.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2020-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44826939","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
R. Grzebieta, R. Czapski, F. Burlacu, C. Sakashita, R. F. Soames Job, A. Burlacu
This article outlines a capacity review of Romania’s national road infrastructure and road safety in general. Romania’s road fatality rate per 100,000 population has improved overall from a 2008 high of around 15 to the current 2019 value of 9.6. However, the rate has flat-lined with no real improvement for the last decade, stalling at around 9.7 over the period 2011- 2019 and around double the EU rate. Moreover, Romania’s total annual number of road deaths has remained at an average of around 1900 fatalities per annum over this period. Romania has been the worst performing country in the European Union (EU) in recent years, and one of the worst performing countries compared to Organisation for Economic Co-operation and Development (OECD) nations in terms of road safety. The review performed in 2016 found inadequate political leadership and commitment to effective actions to reduce road fatalities, fragmented government road safety activities across a number of regulatory entities, speed limits set at levels that exceed internationally accepted survivable limits, weak traffic law enforcement including a lack of speed enforcement cameras resulting in a failure of drivers to comply with speed limits, and a lack of structured programs to implement human error tolerant road infrastructure constructed according to Safe System principles. A series of recommendations from the capacity review were adopted (as described here) since 2016, although much remains to improve road safety in Romania.
{"title":"Adopting Recommendations of a Road Safety Management Capacity Review: addressing a tragic decade of road safety in Romania","authors":"R. Grzebieta, R. Czapski, F. Burlacu, C. Sakashita, R. F. Soames Job, A. Burlacu","doi":"10.33492/jrs-d-20-00259","DOIUrl":"https://doi.org/10.33492/jrs-d-20-00259","url":null,"abstract":"This article outlines a capacity review of Romania’s national road infrastructure and road safety in general. Romania’s road fatality rate per 100,000 population has improved overall from a 2008 high of around 15 to the current 2019 value of 9.6. However, the rate has flat-lined with no real improvement for the last decade, stalling at around 9.7 over the period 2011- 2019 and around double the EU rate. Moreover, Romania’s total annual number of road deaths has remained at an average of around 1900 fatalities per annum over this period. Romania has been the worst performing country in the European Union (EU) in recent years, and one of the worst performing countries compared to Organisation for Economic Co-operation and Development (OECD) nations in terms of road safety. The review performed in 2016 found inadequate political leadership and commitment to effective actions to reduce road fatalities, fragmented government road safety activities across a number of regulatory entities, speed limits set at levels that exceed internationally accepted survivable limits, weak traffic law enforcement including a lack of speed enforcement cameras resulting in a failure of drivers to comply with speed limits, and a lack of structured programs to implement human error tolerant road infrastructure constructed according to Safe System principles. A series of recommendations from the capacity review were adopted (as described here) since 2016, although much remains to improve road safety in Romania.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2020-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47692553","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Low- and Middle-Income Countries suffer the large majority (93%) of global road crash deaths and face particular challenges in managing this crisis. This paper presents global data and trends revealing underlying features of the problem for LMICs. LMICs are commonly grouped and described together in road safety commentaries, yet appreciation of the substantial differences between LICs and MICs is vital. While global deaths per 100,000 people have stabilized during the UN Decade of Road Safety, the population rate has increased in LICs (by 8.2%), while decreasing in HIC and MIC. LICs have less resources to address road safety and younger populations adding to risk. Wide variations on road safety performance exist within country income groups, with some of this variance occurring systematically between regions. Absolute numbers of deaths are increasing due to increasing population and increasing vehicle fleets in LMICs compared with HICs. The capacity of MICs, and especially LICs, to manage road safety is hampered by poor crash data to guide action as well less available funding and resources to achieve safer road engineering, safer vehicles, and protect the large proportions of vulnerable road users. Road crash deaths and injuries are retarding the economic growth of LMICs and investing road safety is a costeffective means by which LMICs can move towards becoming HICs. Vital opportunities for cost-effective savings of lives and debilitating injuries in LMICs include better management of speed (especially through infrastructure), improving safety infrastructure for pedestrians, increasing seatbelt use, and shifting travel from motorcycles to buses through provision of Bus Rapid Transit systems.
{"title":"Features of Low-Income and Middle-Income Countries making Road Safety more Challenging","authors":"R. Job, W. Wambulwa","doi":"10.33492/jrs-d-20-00258","DOIUrl":"https://doi.org/10.33492/jrs-d-20-00258","url":null,"abstract":"Low- and Middle-Income Countries suffer the large majority (93%) of global road crash deaths and face particular challenges in managing this crisis. This paper presents global data and trends revealing underlying features of the problem for LMICs. LMICs are commonly grouped and described together in road safety commentaries, yet appreciation of the substantial differences between LICs and MICs is vital. While global deaths per 100,000 people have stabilized during the UN Decade of Road Safety, the population rate has increased in LICs (by 8.2%), while decreasing in HIC and MIC. LICs have less resources to address road safety and younger populations adding to risk. Wide variations on road safety performance exist within country income groups, with some of this variance occurring systematically between regions. Absolute numbers of\u0000deaths are increasing due to increasing population and increasing vehicle fleets in LMICs compared with HICs. The capacity of MICs, and especially LICs, to manage road safety is hampered by poor crash data to guide action as well less available funding and resources to achieve safer road engineering, safer vehicles, and protect the large \u0000 proportions of vulnerable road users. Road crash deaths and injuries are retarding the economic growth of LMICs and investing road safety is a costeffective means by which LMICs can move towards becoming HICs. Vital opportunities for cost-effective savings of lives and debilitating injuries in LMICs include better management of speed (especially through infrastructure), improving safety infrastructure for pedestrians, increasing seatbelt use, and shifting travel from motorcycles to buses through provision of Bus Rapid Transit systems.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":"1 1","pages":""},"PeriodicalIF":0.3,"publicationDate":"2020-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42926003","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Cambodia has one of the highest road crash rates amongst low-and middle-income countries (LMICs), with speeding a major contributor. Best practice speed management has been promoted internationally, and transfer of knowledge and best practices from high income countries (HICs) to LMICs has been recommended. However there is a need to take account of the physical, social and political environment of the LMIC concerned. The aims of this study were to analyse the context of speed management in Cambodia using the Road Safety Space Model (RSSM), and to recommend how best practice speed management could be implemented. Secondary sources were reviewed, and semi-structured interviews were conducted with 13 key informants with professional experience in speed management and enforcement in Cambodia. The interviews were recorded, transcribed, translated and thematic analysis was undertaken. The findings were interpreted using RSSM, within the categories of economic, institutional and social/cultural factors. Although there are Cambodian government initiatives to address speeding issues, many challenges were revealed. Recommendations are made, aligned with best practice recommendations for speed management. They include establishment of a functional road hierarchy and a review of provisions for different road users; a move away from the current complex vehicle-based speed limit scheme; improved databases to support enforcement, monitoring and evaluation; a review of current legislation and practices around fines and implementation of the licence points system; improvement of the spatial and temporal coverage of enforcement; public education to support enforcement; workplace safety measures to address speeding; and better coordination and funding across government agencies.
{"title":"A Qualitative Study of the Context of Speed Management in Cambodia","authors":"M. King, Sakony Pen","doi":"10.33492/jrs-d-20-00256","DOIUrl":"https://doi.org/10.33492/jrs-d-20-00256","url":null,"abstract":"Cambodia has one of the highest road crash rates amongst low-and middle-income countries (LMICs), with speeding a major contributor. Best practice speed management has been promoted internationally, and transfer of knowledge and best practices from high income countries (HICs) to LMICs has been recommended. However there is a need to take account of the physical, social and political environment of the LMIC concerned. The aims of this study were to analyse the context of speed management in Cambodia using the Road Safety Space Model (RSSM), and to recommend how best practice speed management could be implemented. Secondary sources were reviewed, and semi-structured interviews were conducted with 13 key informants with professional experience in speed management and enforcement in Cambodia. The interviews were recorded, transcribed, translated and thematic analysis was undertaken. The findings were interpreted using RSSM, within the categories of economic, institutional and social/cultural factors. Although there are Cambodian government initiatives to address speeding issues, many challenges were revealed. Recommendations are made, aligned with best practice recommendations for speed management. They include establishment of a functional road hierarchy and a review of provisions for different road users; a move away from the current complex vehicle-based speed limit scheme; improved databases to support enforcement, monitoring and evaluation; a review of current legislation and practices around fines and implementation of the licence points system; improvement of the spatial and temporal coverage of enforcement; public education to support enforcement; workplace safety measures to address speeding; and better coordination and funding across government agencies.","PeriodicalId":53198,"journal":{"name":"Journal of Road Safety-JRS","volume":" ","pages":""},"PeriodicalIF":0.3,"publicationDate":"2020-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43322203","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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