586:
For example, in the UK, Burrough, (1991) indicates that only one-third of the target reduction will be delivered by road safety engineering measures while
Koornstra ( 2002) indicates “The contribution of local road engineering to the fatality reductions between 1980 and 2000 are estimated to be 4% for Sweden, 10% for Britain, and 5% for the Netherlands”. Whereas TEC (2003), quotes a research from the Imperial College, London that indicates than the progress in medical technology and care made a significant contribution to the 45% fall of fatalities during the last 20 years, and account for 700 lives saved annually in the UK, and further puts forward that the lack of consideration of the benefits coming from the medical area, suggests that road safety is probably less effective that thought. It is remarkable that implicitly the author of the research doesn't consider medical activities as a component of a road safety management system.
303:
Valle (1992). The result was the design of the control apparatus for this situation, called “Road Safety System”, defined by its components. An informal test of its completeness can be done simply by consider this management system without any of its components, for example if we remove rescue we simply lose opportunities to save human life coming from activities in this area. It can be used as an outline to assess the completeness of national road safety programs.
249:". Vision Zero is conceived from the ethical base that it can never be acceptable that people are killed or seriously injured when moving within the road transport system. It centres around an explicit goal, and develops into a highly pragmatic and scientifically based strategy which challenges the traditional approach to road safety.
690:
Koornstra, 2002. SUNflower: A comparative study of the development of road safety in Sweden, the United
Kingdom, and the Netherlands Matthijs Koornstra (SWOV), David Lynam (TRL), Göran Nilsson (VTI), Piet Noordzij (SWOV), Hans-Erik Pettersson (VTI), Fred Wegman (SWOV), and Peter Wouters (SWOV). SWOV,
585:
The name “Road safety” have conveyed that in this field the activities need to concentrate on items that properly belong to roads and, by extension, to the roads authorities, keeping a reduced scope of activities in a number of different areas, in spite of their potentially significant contributions.
302:
The more extensive effort to obtain a comprehensive, holistic design of a road safety system, with the direct participation of 123 persons, representatives of different areas of activities, was done in Chile, (CONASET, 1993), utilizing the methodology for the design of social systems developed by Del
628:
in road safety, but it is more correct to recognize that road safety activities do not solve problems. For instance, when a safer road design is implemented, hopefully the number of crashes, or their seriousness, will go down, but they will not disappear. It is more correct to say the implementation
598:
The use of the word “accident” with its connotations of being and unavoidable event, weaken the resolve to intervene in order to reduce crashes and the resulting harm. Evans (1991) argues that the word “crash” indicates in a simple factual way what is observed, while “Accident” seems to suggest in
632:
This realization is important, because it changes the focus from a problem that will go away if we devote enough resources to it, to a situation requiring on-going management. This management in turn requires the development of scientifically based techniques, which will enable us to predict with
24:
a widely supported set of beliefs with no real basis. For example, the “accident-prone driver” was a belief that was supported by the data in the sense that a small number of drivers do participate in a disproportionate number of accidents, it follows that the identification and removal of this
589:
It reflects confusion between the space where this phenomenon occurs (mainly roads) and the design of the
Management systems to control it, in what “Roads” is only a 11% of the activities (one area out of nine in previous table).
25:
drivers will reduce crashes. A more scientific analysis of the data indicate that this phenomenon can be explained simply by the random nature of the accidents, and not for a specific error-prone attitude of such drivers.
262:
Vehicle speed is the most important regulating factor for a safe road traffic. It should be determined by the technical standard of both roads and vehicle so as not to exceed the level of violence that the human body can
697:
Murray CJL, Lopez AD, eds. The global burden of disease: a comprehensive assessment of mortality and disability from diseases, injuries, and risk factors in 1990 and projected to 2020. Boston, Harvard
University Press,
607:
Road safety recognizes that crashes, and their consequences, are multifactor events, Ogden (1996) indicates: “An approach based in notions of cause and blame is simplistic in the extreme”. In short, crashes have
290:
Modern Road Safety makes a distinction between the situation and the management systems necessary to control it, with prevention activities that largely exceeds the self-evident fields of the traditional
280:
If the users fail to comply with these rules due to a lack of knowledge, acceptance or ability, the system designers are required to take the necessary further steps to counteract people being killed or
577:
is handicapped by the terminology. Words have power to them that conveys impressions as well as meanings, phenomena that in this case results in sub-optimal approaches to prevention, as follows:
674:
274:
System designers are responsible for the design, operation and the use of the road transport system and are thereby responsible for the level of safety within the entire system.
267:
While the concept envisages responsibility for safety amongst the designers and users of the system, the designer has the final responsibility for "fail-safe" measures.
687:
Evans, L. (1991) Older drivers risks to themselves and to other road users. Transportation
Research Record 1325, 34-41. Transportation Research Board, Washington, D.C.
259:
The level of violence that the human body can tolerate without being killed or seriously injured forms the basic parameter in the design of the road transport system.
669:
Ashton, S. J. and G.M. Mackay (1979) Some
Characteristics of the Population who Suffer Trauma as Pedestrians When Hit by Cars and Some Resulting Implications, 4th
652:
670:
213:
A prerequisite for progress in this area is to introduce national programs with clear and quantifiable objectives, some examples are:
295:(Engineering, Enforcement, Education) approach, first introduced in 1925. Modern Management systems have the aims of be inclusive,
747:
724:
Silcock, David. Preventing death and injury on the world's roads. Transport
Reviews, Volume 23 Number 3, July–September 2003.
684:
Del Valle, Alfredo, 1992. Innovative planning for development: An action-oriented approach. University of
Pennsylvania, 1992.
629:
of correct policies, programs and measures will reduce numbers or consequences of crashes, but they will not be ´´solved´´.
742:
678:
Burrough P. Procedure for the Road Safety Audit of Truck Roads
Schemes. 10p. (UK Department of Transportation, London)
762:
277:
Road users are responsible for following the rules for using the road transport system set by the system designers.
681:
CONASET 1993, PolĂtica
Nacional de Seguridad de Tránsito. Comisión Nacional de Seguridad de Tránsito, Chile 1993.
256:
The traffic system has to adapt to take better account of the needs, mistakes and vulnerabilities of road users.
767:
737:
705:
241:
United States No more than 1.0 fatality for every 100 million vehicle miles traveled (VMT) by 2008
647:
721:
Ogden, K. W., 1996 SAFER ROADS, A guide to road safety engineering. Ashgate Publishing Limited.
713:
OECD Road Transport Research: Outlook 2000. CHAPTER V: ROAD SAFETY, (1997 ) Table V.1 Page. 17
710:
Ogden, K. W., 1996 SAFER ROADS, A guide to road safety engineering. Ashgate Publishing Limited.
440:
20:
as can be seen in the next table. Some of them can be referred to as professional folklore,
223:
16:
Progress in the area of prevention is formulated in an environment of beliefs, called
299:
to include explicitly all activities part of such system. Forming an integrated whole
756:
692:
657:
220:
0% growth in fatalities, (down from historical 5-7% annual growth), (CONASET, 1993)
714:
701:
642:
574:
246:
738:
Road Safety Management System - a successful system from a developing country
727:
TEC 2003. Traffic Engineering & Control June 2003, page 200. Hemming Group.
633:
confidence that safety resources are well-spent and likely to be effective.
17:
706:
Unsafe at any speed; the designed-in dangers of the American automobile
310:
definition i.e. it is supposed that is parts form an integrated whole.
307:
232:
245:
Sweden has developed a new concept to improve road safety called "
217:
97:
Advanced technology, systems analysis, sociology, communications
196:
Successive cycles of decrease of health risks and traffic risks
176:
The three E's doctrine, screening of accident prone drivers
193:
Rapid increase of health risk with decreasing traffic risk
94:
Traffic engineering, traffic medicine, advanced statistics
718:
OECD Economic Evaluation of Road Safety Measures (2000).
270:
Vision Zero: system designer has primary responsibility
122:
Transitional problem, passing stage of maladjustment
599:addition a general explanation of why it occurred.
693:http://www.swov.nl/rapport/Sunflower/Sunflower.pdf
190:Gradual increase in traffic risks and health risks
179:Combined samples of measures for diminishing risks
199:Continuous reduction of serious road accidents
125:Individual problem, inadequate moral and skills
653:Work-related road safety in the United States
8:
393:B-5 Supervision of vehicle inspection shops
173:Vehicle codes and inspection, school patrols
306:Please note than the following table is a
162:Programmed efforts, authorised politically
624:Old approaches emphasize the concept of
156:Separate efforts on trial and error basis
528:H6 Register of instructors and examiners
312:
27:
454:C7 Rest areas for drivers and bus stops
159:Co-ordinated efforts on voluntary basis
476:G2 Comprehensive rehabilitation system
429:C Management Of Roads And Public Space
421:F-5 Civil responsibility of the state
226:, 40% reduction in fatalities for 2010
673:International Conference, Gothenburg.
396:B-6 Supervision of maintenance shops
366:E-4 Inspection of transport services
360:E-2 Technical conditions of vehicles
341:A-6 Licensing of practical examiners
326:A-1 Training of professional drivers
238:United Kingdom 33% reduction for 2000
7:
335:A-4 Training of driving instructors
91:Car and road engineering, psychology
516:H2 Drivers and infractions register
321:A Drivers, Training & Licensing
205:From: OECD Road Transport Research
165:Decentralisation, local management
139:Basic statistics, answers on “What”
29:Evolution of road safety paradigms
487:D Management Of Transport Services
363:E-3 Technical conditions of roads
252:Vision Zero: strategic principles
153:Organisational form of safety work
14:
525:H5 Preventive indicators register
513:H1 Integrated information systems
497:D3 Permanent grading of personnel
412:F-2 Efficient infraction systems
347:A-8 Permanent grading of drivers
145:Cost/benefit ratio of means “How”
469:G Accident Control And Insurance
387:B-3 New vehicle’s certification
344:A-7 Driving schools supervision
102:Terms used about unwanted events
409:F-1 Prosecution of infractions
377:B Management Of Vehicle Quality
51:Decennia of dominating position
544:I Education And Communications
503:D5 School children’s transport
500:D4 Dangerous loads and stowing
473:G1 Comprehensive rescue system
314:Road Safety Management System
229:Denmark 40% reduction for 2000
1:
381:B-1 Technical specifications
338:A-5 Licensing of instructors
71:Control of motorised carriage
509:H Research & Information
329:A-2 Training of car drivers
74:Mastering traffic situations
418:F-4 Accident investigation
369:E-5 Pedestrian enforcement
119:Premise concerning unsafety
784:
539:
484:
426:
374:
317:
142:Causes of accidents; “Why”
80:Managing transport system
390:B-4 Technical inspection
85:Main disciplines involved
457:C8 Pedestrian facilities
357:E-1 Drivers enforcement
128:Defective traffic system
491:D1 Remuneration systems
451:C6 Road safety elements
436:C2 Signs & markings
399:B-7 Mechanics Training
182:Networking and pricing
170:Typical countermeasures
136:Data ideals in research
77:Managing traffic system
557:I4 Students protection
554:I3 Didactical materiel
235:65% reduction for 2005
748:World first car death
479:G3 Insurance coverage
463:C10 Land use planning
460:C9 Bicycle facilities
433:C1 Traffic management
415:F-3 Law modification
384:B-2 Safety equipment
332:A-3 Driver’s testing
551:I2 Teachers training
534:H8 Users information
531:H7 Accidents studies
522:H4 Accident register
519:H3 Vehicles register
315:
30:
648:Traffic psychology
603:Cause of accidents
494:D2 Work conditions
313:
286:Management systems
63:1980/85 - present
28:
763:Automotive safety
566:
565:
405:F Judicial Action
209:National programs
203:
202:
148:Multidimensional
114:Suffering, costs
60:1965/70 - 1980/85
57:1925/35 - 1965/70
775:
626:problem-solving
316:
31:
783:
782:
778:
777:
776:
774:
773:
772:
753:
752:
734:
666:
639:
622:
620:Problem-solving
605:
596:
583:
571:
288:
211:
111:Crash, casualty
88:Law enforcement
12:
11:
5:
781:
779:
771:
770:
765:
755:
754:
751:
750:
745:
740:
733:
732:External links
730:
729:
728:
725:
722:
719:
716:
711:
708:
699:
695:
688:
685:
682:
679:
676:
665:
662:
661:
660:
655:
650:
645:
638:
635:
621:
618:
604:
601:
595:
592:
582:
579:
570:
567:
564:
563:
562:
561:
558:
555:
552:
549:
541:
538:
537:
536:
535:
532:
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526:
523:
520:
517:
514:
506:
505:
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498:
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492:
483:
482:
481:
480:
477:
474:
466:
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458:
455:
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449:
448:C5 Maintenance
446:
445:C4 Black spots
443:
437:
434:
425:
424:
423:
422:
419:
416:
413:
410:
402:
401:
400:
397:
394:
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388:
385:
382:
373:
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367:
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361:
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349:
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131:Risk exposure
129:
126:
123:
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116:
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112:
109:
106:
103:
99:
98:
95:
92:
89:
86:
82:
81:
78:
75:
72:
69:
65:
64:
61:
58:
55:
54:1900 - 1925/35
52:
48:
47:
44:
41:
38:
35:
13:
10:
9:
6:
4:
3:
2:
780:
769:
766:
764:
761:
760:
758:
749:
746:
744:
741:
739:
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735:
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700:
696:
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689:
686:
683:
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677:
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667:
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659:
658:Haddon Matrix
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644:
641:
640:
636:
634:
630:
627:
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617:
615:
611:
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600:
593:
591:
587:
580:
578:
576:
573:The field of
568:
559:
556:
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353:E Enforcement
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343:
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328:
325:
324:
323:
322:
318:
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304:
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294:
285:
279:
276:
273:
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268:
261:
258:
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250:
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96:
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45:
42:
39:
36:
33:
32:
26:
23:
19:
702:Nader, Ralph
631:
625:
623:
613:
609:
606:
597:
588:
584:
572:
560:I5 Campaigns
548:I1 Curricula
543:
508:
486:
468:
441:Safety audit
428:
404:
376:
352:
320:
319:
305:
301:
296:
292:
289:
269:
266:
251:
244:
212:
204:
46:PARADIGM IV
43:PARADIGM III
21:
15:
768:Road safety
743:VISION ZERO
643:Road safety
581:Road safety
575:Road safety
247:Vision Zero
68:Description
40:PARADIGM II
757:Categories
664:References
37:PARADIGM I
569:Semantics
263:tolerate.
105:Collision
18:paradigms
637:See also
610:factors
594:Accident
281:injured.
108:Accident
614:causes
308:systems
233:Finland
187:Effects
34:ASPECTS
691:2002.
671:IRCOBI
698:1996.
218:Chile
612:not
297:i.e.
22:i.e.
439:C3
293:3 E
759::
704:,
616:.
224:EU
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