Approved for use at approval session 2, 2010
APEC Project Proposal (BMC Approved December 2010)
Please submit to APEC Secretariat via your Program Director (PD)
Title of Project: Road Safety Measures for Heavy Vehicles in APEC Transport Supply Chains
Source of funds (Tick  one)
[] Operational Account
[ ] APEC Support Fund
[ ] TILF Special Account
Name of Committee and Working Group / Sub-fora / Task Force: Transportation Working Group
Proposing APEC Economy: 1) Australia
Co-sponsoring APEC Economies : 2) Malaysia; 3) New Zealand; 4) Singapore; and 5/ Thailand
Total cost of proposal:
Approximate amount being sought from APEC :
Overall: US$80,000
Travel: US$20,000
Labour costs: US$ 59,500
Hosting: Self Financing
Publication & distribution:
US$500
US$ 120,000
Self-funding by category in USD:
Labour costs (clerical and secretarial staff
remuneration): $40,000
Total:
$40,000
Travel ($20,000)-Malaysia, Thailand, Vietnam
airfare –
11,100
per diem (official UN rate, incl. accommodation and
“additional payment”) –
8,900
Labour costs:
Consultant’s fees
59,500
Publication & distribution:
500
Expected start date: 1 March 2011
Expected project duration: 12 months
Project Overseer Information and Declaration
Name: Joe Motha (Peter Siripol to support as Project Coordinator)
Title: General Manager
Organization: Department of Infrastructure and Transport
Postal address: GPO Box 594, Canberra ACT 2601, Australia
Tel: 61 2 6274 7960; Fax: 61 2 6274 6803
Email: joe.motha@infrastructure.gov.au; peter.siripol@infrastructure.gov.au
I declare that this Project proposal has been prepared in line with the Guidebook on APEC Projects. If
approved for APEC funding, I agree to implement the project in line with APEC project requirements.
--------------------------------------------------------Date: 1 December 2010
Approved for use at approval session 2, 2010
APEC Project Proposal
Please provide your answers in point form or as succinctly as possible below each paragraph
heading.
Note: The project in an industry perspective is provided at Attachment A.
A.
Relevance to APEC
1. Briefly describe the project in one or two paragraphs. What are you seeking APEC funding for?
The project seeks APEC funding to empower developing economies to develop their own road safety
measures for heavy vehicles in APEC transport supply chains. Improving heavy vehicle safety offers the
potential to greatly improve supply chain productivity through lower costs relating to road crashes.
These costs include costs to families, communities and businesses resulting from loss of life and
temporary and permanent injuries, insurance costs, downtime and delay, training costs for replacement
workers and equipment, and infrastructure damage and replacement costs. Overall project outcomes will
support development of a more efficient and advanced infrastructure and logistics network which will
facilitate clearance of goods and services across and within borders.Specific issues to be addressed by this
project will include:
-
Strategies for the social marketing of road safety measures – particularly best practices – which
have resulted in positive change and offered the prospect of further improvements.
Approaches to planning, funding and priority setting for road infrastructure and network
operations and management.
Standards for safety in vehicles and safe use of vehicles, including use of emerging technologies
such as digital tachographs and GPS-based tracking systems which enable safe driving and
operating practices to be monitored.
2. Describe the key objectives of the project. (Usually no more than three.) For shorter-term projects
such as workshops or training, describe the objectives for participants: “By the end of the training,
participants/trainees will be able to…”
The key objectives of the project are three fold:
Objective 1: To identify, through research and case studies, road safety issues relating to heavy vehicles in
selected APEC economies and the economic impacts on the supply chain of heavy vehicle crashes. In
addition, identify any barriers that exist to improving safety. This will include, to the extent possible, any
gender-related barriers and the collection of gender-disaggregated data.
Objective 2: To raise awareness of options to address road safety strategies relating to heavy vehicles,
planning and funding approaches, and standards and technologies to improve safety and address
variations in cross-border standards that impede the smooth flow of goods, services and people.
Objective 3: To develop and make available to all economies a compendium of road safety measures for
heavy vehicles in the transport supply chain industry with a view to promoting best practice
implementation approaches and alignment of standards as well as learning from success stories. The
compendium will include measures to address driver fatigue, a Safety Code of Practice for Heavy
Approved for use at approval session 2, 2010
Vehicles, and address issues relating to improving driver efficiency through a Professional Driver
Training Program, initially for developing economies.
A workshop on project findings will be arranged as part of a meeting of the APEC Transportation
Working Group to put in place a process to assist developing economies to build capacity in the supply
chain including appropriate measures in their national road safety strategies and action plans.
3. In less than half a page, briefly describe how the project directly responds to APEC’s key priorities
and your fora’s work plan /medium term plan.
The project is in response to directives from APEC Leaders and Transportation Ministers. The project
also meets the TPT-WG’s priorities relating to the APEC Supply Chain Connectivity Framework.
At their meeting on 8 February 2010 in Melbourne, Australia, Regional Transport Ministers or their
representatives from Australia, Malaysia, New Zealand, Singapore and Thailand agreed that Australia
with Malaysia, New Zealand, Singapore and Thailand develop a project to document and exchange
information on case studies and local experience on road safety measures and safety standards for heavy
vehicles.
The project responds to Chokepoint 7 (variations in standards across the border re road safety standards)
of the APEC Supply Chain Connectivity Framework, endorsed by APEC Leaders in 2009. In 2009,
APEC Leaders committed to accelerate APEC’s work in strengthening economic growth and consequent
economic integration in the APEC region. This work will be undertaken through a comprehensive
approach that focuses on trade liberalisation ‘at the border’; improving the business environment ‘behind
the border’; and enhancing supply chain connectivity ‘across the border’. In particular, the project will
demonstrate how national logistics initiatives can minimise the impacts of government policies and
regulation on industry.
In their Yokohama Declaration in November 2010, APEC Leaders emphasised their commitment to the
APEC Supply Chain Connectivity Framework Action Plan with a view to achieving an APEC-wide target
of a ten per cent improvement in supply chain performance by 2015. This target is to be achieved in
terms of reduction of time, cost, and uncertainty of moving goods and services through the Asia-Pacific
region, taking into consideration the circumstances of individual economies.
4. For applications under the TILF Special Account: Briefly describe how the project will contribute to
APEC trade and investment liberalization and facilitation with reference to specific parts of the Osaka
Action Agenda.
The project seeks funds under the APEC Support Fund Human Safety and Security Sub-fund on the basis
that it would result in capacity building in heavy vehicle safety, particularly for APEC developing
economies. The project essentially involves research and sharing information and experience relating to
ECOTECH aimed at achieving sustainable growth and equitable development while improving economic
and social well-being.
Approved for use at approval session 2, 2010
B.
Project Effectiveness
5. Describe the project’s methodology in 1-2 pages.
This section should include how the project will be monitored and assessed. For each step, include:
a. How it will be carried out
b. How member economies and beneficiaries will be involved
c. Any risks involved and how they will be managed
d. Associated outputs for each step
Methodology
Phase One (March-April 2011) – Scoping and needs assessment



To commence the project, the Project Overseer will lead a consultative process with the
successful consultant to ensure effective coordination with stakeholders (government and
industry) and ABAC Australia, covering: scoping for the project and timeframe; research
approach on the roles of heavy vehicles in the transport logistics industry, focusing on key
developing and developed economies; existing road safety costs, measures to address road safety
issues and barriers to implementing measures; and designing a survey with a view to developing
appropriate case studies. Key government and industry stakeholders in selected developing
economies will also be consulted in developing the project scope and survey design.
A robust evaluation process based on the APEC Framework for Project Evaluation will be
established from project commencement. Evaluation issues will include: the results of the
project; the extent to which the project contributed to capacity building; and effectiveness of
information sharing on best practices and lessons learned.
The project will be considered mainly by LEG, with inputs from the Intermodal ITS Experts
Group (IIEG) in regard to technologies for heavy vehicle safety.
Risks for desired Phase One outcomes may include:
-
Possible delay in the provision of a questionnaire, due to the consultant’s inability to comply
with the timetable or poor quality questionnaire
Tardy or poor replies by economies
Lack of interest by IIEG.
Remedies
Selection of a competent and suitable consultant: The Project Overseer, in close consultation with the
APEC Secretariat and co-sponsoring economies, will apply a thorough consultant selection process to
Approved for use at approval session 2, 2010
ensure a competent consultant is selected. A panel with relevant experience and knowledge will be
appointed for the selection process and the process will draw on lessons learned from recent selection
processes. Particular attention will be given to evidence of proven achievements and references. Bidders
will be required to succinctly address the essential requirements of the project (value for money, delivery
in time and within budget), outlined in the Request for Proposal.
Planning and questionnaire: The Project Overseer will ensure that the consultant clearly understands the
project objectives, scope, beneficiaries and desired outcomes as a basis for questionnaire design, while
also considering the structure and content of the compendium. The questionnaire is intended to be
comprehensive, self-explanatory and user-friendly with clear instructions to facilitate useful responses.
Economies & beneficiaries: The Project Overseer will ensure close and effective collaboration with key
economies that participated in the Melbourne Ministerial meeting in February 2010: Australia, Malaysia,
New Zealand, Singapore and Thailand. Australia has been working closely with target economies
Malaysia, Singapore, Thailand and Vietnam on other TPT-WG road safety initiatives. These economies
provided support for this project at the last TPT-WG meeting in October 2010 in Tokyo and will continue
to actively participate in the project if it is approved by the BMC.
The Project Overseer, who is also Chair of the TPT-WG Land Experts Group – LEG), will also seek input
from LEG members and ABAC Australia which will in turn liaise with ABAC and other key industry
stakeholders. This project proposal has been developed in response to an initiative by ABAC Australia
and the proposal has received support from ABAC in target economies. ABAC Australia has been
providing recent ABAC meetings with progress reports on this project proposal.
A follow-up system will be put in place to improve questionnaire response. The consultant will be
required to undertake additional research, as necessary, to ensure sufficient information is obtained for
Phase One and subsequent actions.
Collaboration with IIEG: The Chair of LEG will collaborate with the IIEG Chair to that ensure inputs on
relevant vehicle safety technologies are considered and that progress of the project is considered at TPTWG (both in-session and out-of-session).
Phases Two and Three (May/June/July 2011)
Phase Two (May/June) will commence with the conduct of the survey; follow-up and analysis of survey
outcomes; preliminary assessment of case studies; and fleshing out compendium structure. A progress
report will be prepared for TPT-WG34 which will be held from 13 to17 June 2011, in Brisbane, Australia.
The measures selected for inclusion in the compendium will have regard to the particular circumstances
and needs of APEC economies. As far as possible, the measures will be evidence-based and supported by
appropriate references, details and examples. Photographs and diagrams will be included as far as
possible.
Member economies, beneficiaries and key stakeholders, including ABAC Australia, from Phase One will
continue to provide input to these two phases.
Approved for use at approval session 2, 2010
Phases Two and Three will involve follow-up for additional information from economies and additional
research and consultation with key stakeholders before proceeding to Phase Four.
In mid July 2011, the consultant will visit key developing economies (Malaysia, Thailand and Vietnam)
to follow-up input to the questionnaire, with a view to developing a framework for road safety measures
for heavy vehicles.
Phase Three will also provide language input to a draft Joint Statement for the 7th APEC Transportation
Ministerial Meeting (TMM7) to be held in September 2011 in the USA.
Risks: A major risk could be inadequate and/or poor quality responses to the questionnaire. Another risk
could be a delay in the delivery of the final report and compendium. In addition, the visits by the
consultant may not be as useful as expected.
Remedies: At TPT-WG34, the Project Overseer will facilitate a discussion on project progress at
meetings of LEG and IIEG and will encourage economies to provide timely and quality responses.
The Project Overseer will use TPT-WG networks and working relationships to follow up responses or
seek additional information or clarification with relevant economies by explaining the importance of
quality replies for the success of the project.
At all stages, the Project Overseer will work closely with the consultant to ensure the project schedule is
followed and the project outputs are delivered on time. Program Director Andrey Plam and the Lead
Shepherd will be kept informed of progress or issues relating to the project. Any issues will be addressed
as soon as possible to avoid escalation.
The Project Overseer will develop a visit program for discussion with relevant officials in Malaysia,
Thailand and Vietnam. The program will cover specific questions and other related issues to advance the
project in an effective manner, with clear scope of desired outcomes. This process will ensure productive
outcomes of the visits.
Phases Four and Five [October – December 2011] – Workshop and project sustainability
Phase Four: A workshop on the draft report and compendium will be held in conjunction with TPTWG35 in October 2011, with a view to finalising findings and recommendations and exploring an
approach to sustain the project as an on-going task for the TPT-WG (LEG with IIEG). It is expected that
the workshop will be attended predominantly by members of the LEG, although all economies will be
invited. The Chair and Deputy Chair of the IIEG, ABAC Australia and other key stakeholders will be
invited to attend. Key industry stakeholders to be consulted and invited will include major logistics
companies such as Linfox and Toll Logistics. In addition, Europe-based agencies responsible for digital
tachographs1 and GPS-based tracking systems for truck safety will also be invited to collaborate.
Phase Five will involve a revision of the draft report to reflect TPT-WG35 comments and finalisation of
the report and compendium.
1
Tachographs are electronic data recorders that log driver and vehicle-related information and are a form of electronic logbook.
Digital tachographs were introduced in the European Union (EU) in 2006 in order to manage driver fatigue and driving hours.
Approved for use at approval session 2, 2010
Risks: TPT-WG35 which will bed down TMM7 directives and APEC priorities for the TPT-WG work
program may not take place until 2012.
Remedies: If TPT-WG35 is delayed, a final report will be considered out-of-session, with the workshop
to be conducted when TPT-WG35 is held, possibly in March 2012. TPT-WG35 will be in a position to
confirm the final report and compendium and work out an approach to sustain the project, with specific
capacity building measures to be established to assist developing economies in taking up findings to meet
their own requirements.
Monitoring and evaluation
All stages of the project will be closely monitored by the Project Overseer. The project will be evaluated
using several approaches. The questionnaire will be tested and evaluated by the Project Overseer and
other officers in the Project Overseer’s organization who have expertise in survey design and
implementation. The content of the compendium will be assessed and evaluated as the compendium is
developed. Specific content issues to be checked will include research evidence supporting relevance and
effectiveness of measures. Additionally, the overall project will be evaluated using feedback from
stakeholders in terms of the relevance and usefulness of information provided, quality of the project
workshop and degree of implementation by economies of measures in the compendium. This information
could be obtained through a follow-up survey of all economies as well as through feedback at TPT-WG
meetings.
6. In less than half a page, describe why APEC is the best source of funding for this project. What is
APEC’s comparative advantage versus other sources of funds? How does it build on previous APEC
activities (if applicable)?
The project is appropriate for APEC as it will address heavy vehicle safety and standards ‘across the
border’ to improve supply chain connectivity – and therefore economic growth – in APEC. The project
findings will enable developing economies to develop their own approaches for planning and funding
road safety improvements for heavy vehicles based on evidence of potential supply chain productivity
benefits. While individual transport modes are important, making them work together through an
efficient, seamless logistics system is even more important. Recent studies demonstrate that improving
overall multimodal transport performance would increase regional trade by up to some $500 billion per
year. Road safety is a key element in improving multimodal transport performance as it directly reduces
disruption and delays in supply chains as well as having indirect effects by reducing losses of key
personnel such as drivers through death or injury.
C. Project Efficiency
7. Complete the itemized budget for the project in the format at the end of this form. The budget should
illustrate the assumptions adopted (e.g. unit costs) for the computations. Remember to include all selffunding and to consult the list of eligible expenses in the Guidebook to APEC Projects. Advice on
budget formulation, including acceptable unit costs, can be sought from the APEC Secretariat.
See Annex on Itemized Budget.
8. Provide a timetable for the drawdown of APEC funding requested for the project, including details of
any requests for waivers or exceptions from the normal APEC financial rules with justifications.
(Examples are from tendering requirements; for advance payment; payment for translation.)
Approved for use at approval session 2, 2010
An indicative timetable for the drawdown of APEC funding for the project is provided below. However, it
must be noted that this is indicative only and a final payment schedule would be subject to negotiation
with the selected consultant. No advance payment is requested.
Phase
Timeline
Component
PreAward
October – November 2010
Preparation of a full project proposal, following BMC2
approval of the project concept note; consultation with key
stakeholders, including the APEC Secretariat.
January-February 2011
If approved, consultancy selection and APEC contract
signing.
March-April 2011
Commencement of Phase One: planning; scoping;
confirming timeline; questionnaire preparation; and
compendium structure.
Phase
One
Payment: $15,000
Phase
Two
May/June/July 2011
Circulate the questionnaire in early May for replies by midJune; follow up and analyse survey outcomes; preliminary
status assessment and case studies; progress report to TPTWG34 in June 2011 in Brisbane, Australia.
In mid-July 2011 the consultant to travel ($20,000) to target
economies – Malaysia, Thailand and Vietnam – to follow up
inputs to the questionnaire, with a view to developing a
framework for road safety measures for heavy vehicles.
Payment: $15,000
Phase
Three
August/September 2011
Further analysis and draft report; language input to the 7th
Transport Ministerial Meeting (TMM7), USA in September
2011.
Expected deliverables: draft report and compendium.
Payment: $20,000
Phase
Four
October 2011
Workshop on the draft report and compendium in
conjunction with TPT-WG35 in October 2011, with a view
to exploring an approach to sustain the project as an ongoing task for the TPT-WG (LEG with the IIEG).
Phase
Five
November/December 2011
Revision of the draft report to reflect TPT-WG35 comments
and finalisation of the report and compendium.
Approved for use at approval session 2, 2010
Expected deliverables: final report and compendium.
Payment (final): $10,000
Total Payment: $60,000 (including $500 communitation
cost) + $20,000 (Travel Cost)
9. In 2-3 paragraphs, highlight how the project offers APEC maximum value for money. In what ways
will the project maximize the cost-efficient use of resources?
The project will offer APEC maximum value for money by addressing barriers outlined in Chokepoint 7
(road safety standards) and with potential to also address Chokepoint 1 (coordination among government
agencies on policies affecting logistics) of the APEC Supply Chain Connectivity Framework previously
endorsed by APEC Leaders and re-affirmed in their Yokohama Declaration in November 2010. The
project also responds to a directive by APEC Transport Ministers. The Framework will continue to be an
APEC priority, and together with other measures, will contribute to economic growth and consequent
regional economic integration. The project will be undertaken with cost-efficient use of resources. The
Project Overseer will ensure the necessary preliminary work (project scoping; methodology; consultation
preceding visits to certain economies; thorough collaboration with economies and with ABAC Australia
and business advisory councils in other economies on measures for sustainability) in an attempt to
optimise inputs for the project. Progress will be reported to key TPT-WG meetings and will provide input
to TMM7. Additionally, a thorough consultant selection process will be put in place to ensure the project
is delivered on time and within budget and with regard to value for money.
Electronic means will be used to minimise the use of paper and other resources in the course of
consultations and project work.
10. For longer-term projects, explain who the direct project beneficiaries are and what the intended
benefits will be. Include an explanation of how the project outputs from Q.5. will benefit the project
beneficiaries. This should be no more than 1 page.
For shorter-term projects such as workshops or training, state who will be invited to participate (both
as experts or participants) and why. This should be no more than half a page.
Beneficiaries
The project will enable key government and industry (heavy vehicle and logistics) stakeholders,
particularly in developing economies, to have a systematic plan for road safety – and thus transport
productivity – by using a mix of behavioral, infrastructure and regulatory measures to achieve safer
vehicles, roads, drivers and operators.
For Australia, the road network has played a vital role facilitating economic and social development.
More recently, the rapidly growing freight task combined with vehicle growth has placed considerable
strain on roads. Studies have shown that a one per cent increase in efficiency will save Australia’s
economy around $1.5 billion in costs associated with transport logistics. In addition, the change in the
Approved for use at approval session 2, 2010
composition of transport demand – in particular, the shift of the transport task to roads – is contributing to
increased levels of congestion in capital cities.
The transport sector accounts for the third largest component of Australia’s carbon emissions – nearly 15
per cent after stationary energy and agriculture. Transport is the strongest source of emissions growth in
Australia with emissions in the transport sector having increased by nearly 27 per cent since 1990 – the
majority from road transport.
For other APEC economies, the project can help boost economies’ productivity by decreasing production
and distribution costs of goods and services and reducing infrastructure bottlenecks.
Transport and logistics providers will be able to improve their transport and logistics strategies and
efficiencies.
Government agencies will be aware of requirements relating to heavy vehicles in the transport and
logistics industry as a basis for funding and prioritising relevant infrastructure projects. The project will
enhance and facilitate government reform initiatives to improve productivity and safety. Measures could
include harmonisation of national regulations to improve heavy vehicle safety. This will reduce the
regulatory burden on transport logistics providers by streamlining regulatory arrangements.
11. In less than half a page, what steps will the project take to ensure that it benefits both men and women
and in particular does not disadvantage women? How do the project objectives benefit women?
The project will benefit both men and women in terms of a reduction in transaction costs and an increase
in safety for heavy vehicles whose drivers are predominantly men. A key aim of the project is to lower the
rates of road trauma in crashes involving heavy vehicles through best practices and lessons learned that
can be adopted by APEC economies. A reduction in heavy vehicle road deaths and injuries will save lives
and reduce injuries for drivers who are predominantly male, thus eliminating or reducing adverse
economic and other impacts on women and families.
12. Describe the plan for dissemination of the results and/or outputs of the project, including:

The target audience;

The number, form and content of any publications (NOTE: Publications that are merely a
collection of power point slides or presentation will not be funded by APEC. APEC encourages
electronic publication of project outputs and results, and can assist where appropriate with media
releases and development of articles);

Any intention to sell outputs arising from this project.
A final report on the project will be available in hard copy and on CD. The Project Overseer will ensure
that the project output will comply with the APEC Publications and Logo Guidelines and Copyrights.
Australia (project lead) will ensure the report is a living document with a mechanism to ensure that the
results of the report are followed up for feedback and future updates. The report will be available on the
websites of the TPT-WG and other major stakeholders, including industry logistics associations and
heavy vehicle associations. Copies of the CD will be distributed to industry stakeholders and road safety
researchers, as appropriate. In addition, feature articles on key findings and ways forward will be prepared
for industry newsletters. Members of the TPT-WG Road Safety Sub-group will be encouraged to
Approved for use at approval session 2, 2010
publicise project outcomes through their general media as well as publications on road safety and
publications relating to heavy vehicles.
E. Project Sustainability
13. In less than a page, describe how you will ensure the project will continue to have impact after the
APEC funding is finished. How will stakeholders and beneficiaries be supported to carry forward the
results and lessons from the project?
The project and compendium will provide an integrated package on road safety measures for heavy
vehicles in transport logistics chains which will address human factors (drivers, consignors,
manufacturers etc); regulatory frameworks; and planning, funding and prioritising infrastructure with
reference to road safety technologies. Benefits from this project will flow to both developing and
developed economies.
The project can be sustained after completion through the TPT-WG. It is anticipated that project
outcomes will continue to primarily contribute to the APEC Supply Chain Connectivity Framework
(Chokepoint 7 – variations in standards across the border re road safety standards) which is an APEC top
priority for economic growth and regional economic integration. At each TPT-WG meeting, economies
(developing and developed) will be requested to provide a progress report on the uptake of project
findings and recommendations.
Developing economies especially those involved in the pilot project from the Ministerial meeting in
Melbourne will be encouraged to consider putting in place some of the project findings and compendium
measures. The project will also benefit developed economies in terms of information sharing and lessons
learned for planning and improvement.
Stakeholders and beneficiaries (both government and industry) will continue to benefit from the project
recommendations and compendium for reforms and future initiatives on heavy vehicles. Progress of
project outcomes and follow-up actions will be listed as part of the TPT-WG work program for APEC
Leaders’ meetings.
Funding sources will be sought for a project proposal to examine a way to apply project findings to
selected supply chain trade corridors between economies with common borders, such as Singapore,
Malaysia and Thailand. This will not only benefit local industry stakeholders but also will help minimise
different standards and regulations and encourage alignment of vehicle standards and regulations across
the border (Chokepoint 7).
14. Please include the names and brief biographies of the main point(s) of contact responsible for this
project. Who will oversee the project—including any hiring of contractors—and drive it to success?
Mr Joe Motha (Australia) will be Project Overseer, with support from Peter Siripol as Project
Coordinator. The project will be undertaken by a consultant to be selected through a thorough selection
process in consultation with the sponsoring economies.
Joe Motha is a senior manager responsible for road safety in the Australian Government Public Service.
He has been involved in road safety research and policy for many years. Mr Motha has also been
involved in national and international high-level road safety meetings and conferences, including the First
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Global Ministerial Conference on Road Safety in Moscow in 2009. Mr Motha is Chair of the TPT-WG
Land Experts Group and a significant contributor to the work of the Road Safety Sub-group. He leads
two TPT-WG projects on road safety, one of which is the Compendium of Best Practices on Motorcycle
and Scooter Safety.
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APEC Project Itemized Budget
(Please tick .) This project is:

a seminar, symposium or short-term training course

a survey or analysis and research project

neither the above but involves the provision of equipment
Items
No. of Units
Unit Rate
APEC Funding
(USD)
Self
Financing
(USD)
Speaker’s Honorarium
(government officials
ineligible)
(no. of speakers)
Nil
Nil
Nil
- Translator’s Fees
(no. of pages)
Nil
Nil
Nil
- Short-term clerical
and secretarial staff
remuneration
(no. of hours)
Nil
Nil
Nil
- Consultant
(including Researcher)
Fees
(no. of hours)
$80
$59,500
$40,000
- Consultant’s
Secretary Cost
(no. of hours)
Direct Labour
744
Nil
Travel
(Speakers/Experts/
Researchers)
- Per Diem (incl.
accommodation and
“additional payment”)
- Airfare [Two people
for six days for
Malaysia; Thailand
and Vietnam]
(no. of persons and
days) 2 for 6 days
for Malaysia;
Thailand and
Vietnam
(no. of persons and
trips)
$8,900
$11,100
Approved for use at approval session 2, 2010
Items
No. of Units
Unit Rate
APEC Funding
(USD)
Self Financing
(USD)
Travel (Active
participants/
participants/trainees)
(only from traveleligible economies)
- Per Diem (incl.
accommodation and
“additional payment”)
(active participants)
(no. of persons
and days)
Nil
Nil
- Airfare (restricted
economy class)
(no. of persons
and trips)
Nil
Nil
Publication of report
(including distribution)
(no. of copies)
Nil
Nil
Equipment / Materials
(describe briefly what
is required and why)
(no. and type of
equipment)
Nil
Nil
Photocopying
(no. of copies)
Nil
Nil
Other items
(no. of days for
rental)
Communications
(Phone/ Fax/
Mail/Courier)
Hosting (pl. briefly
describe, e.g.,
conference room rental,
stationery)
Total
$500
(units as
appropriate)
(no. of days for
rental)
$80,000
$40,000
Approved for use at approval session 2, 2010
Attachment A: The project in an industry perspective
Improved transport logistics results in enhanced supply chain connectivity and productivity. Addressing
chokepoints and barriers in the logistics supply chain will allow for the smooth and safe flow of goods
and services and will make a major contribution to trade facilitation which contributes to regional
economic integration.
The transport logistics industry is an effective enabler of economic well-being, which in turn contributes
to trade facilitation. Recent studies demonstrate that improving overall multimodal transport
performance would increase regional trade by up to some $500 billion per year. While individual
transport modes are important, making them work together through an efficient, seamless logistics
system is even more important. The project findings will enable developing economies to formulate
their own approaches for planning and funding road safety improvements for heavy vehicles. Road
safety measures for heavy vehicles will play an important role in saving lives, timely and safe delivery
of freight, reducing costs, increasing productivity and stimulating economic growth.
By forming an integral part of addressing the APEC Supply Chain Connectivity Framework, the project
will lay the foundation for future initiatives to enhance road transport safety and productivity in the
region. In response to recent directives from APEC Transportation Ministers and Leaders, the project
will undertake a study of an integrated approach to cover: strategies for the social marketing of road
safety measures; approaches to planning, prioritising and funding road infrastructure and network
operations and management; and adopting standards (including technologies) for safety in vehicles and
the safe use of vehicles. Further details of this package are outlined below.
The project will primarily address Chokepoint 7 of the Framework relating to variations of standards
and regulations across the border by, among other aims, developing road safety measures for heavy
vehicles.
The project builds on the findings of a recent survey of road safety measures, following the
Regional Transport Ministerial Meeting in Melbourne, Australia in February 2010. Case studies will
be selected from APEC economies that have policies and programs on heavy vehicle standards and
infrastructure funding.
Heavy vehicles play a very important role in the transport and logistics industry. It is an enabler of
economic growth and way of life. For example, in Australia the transport and logistics industry is
worth an estimated $150 billion to the Australian economy. The industry is a critical part of the
Australian economy, generating 14.5 per cent of Australia’s GDP and providing more than 1 million
jobs across 165,000 companies. It is estimated that every 1 per cent increase in efficiency will save
Australia around $1.5 billion.
The project aims to share success stories and lessons learned relating to improved efficiencies and
safety through reform in regulatory and administrative arrangements for road transport logistics,
particularly in APEC developing economies.
A major deliverable is to provide a compendium, particularly for developing economies, to develop
their own road safety measures for heavy vehicles in APEC supply chains. This will be undertaken
through an integrated package covering strategies for the social marketing of road safety measures;
approaches to planning, funding and priority setting for road infrastructure; and the adoption of
standards for safety in vehicles and the safe use of vehicles.
Approved for use at approval session 2, 2010
The project will also demonstrate the results of the case studies to other APEC economies with a
view to sharing benefits of aligning approaches and policies on road safety measures. A workshop
on project findings will be held to ensure follow-up, feedback and future updates.
Benefits of the project will be evaluated in terms of outcomes in regard to safety standards and
planning and funding strategies for heavy vehicles to achieve an efficient and seamless logistics
system in target economies. The outcomes of the project will benefit other APEC economies.
Approaches for road safety measures for heavy vehicles
Social marketing of road safety measures
The general approach to road safety marketing (use of marketing principles to influence human
behavior for the social good eg public education campaigns) includes the following elements:
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Media: road safety marketing campaigns via TV, radio, billboards, Internet
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Integrated enforcement and publicity campaigns to influence road users to change their
behavior
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Key behavioral issues including: drink-driving, speeding, driver fatigue, seatbelt usage and
young driver risks
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Key social marketing initiatives to achieve positive road safety outcomes.
Planning, prioritising and funding for road infrastructure
A general approach for road infrastructure planning, prioritising and funding involves the roles of
different levels of government; responsibility for operation and maintenance of roads; and roles of
the private sector and government in financing, designing, constructing, operating and maintaining
road infrastructure.
Heavy vehicle developments
Key current and emerging challenges (economic, social and environmental) relating to heavy
vehicles in transport and logistics:
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Key initiatives for improvements in economic, social and environmental outcomes in the
use of heavy vehicles in the transport logistic industry (larger vehicle combinations such as
road trains and B-doubles; and chain of responsibility issues for all parties responsible for
heavy vehicle compliance relating to driver fatigue, speeding and overloading).
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Technology to improve transport safety: Cooperative Intelligent Transport Systems (ITS)
facilitate sharing of information between vehicles and between the roadside infrastructure to
improve road safety and traffic efficiency and includes vehicle to vehicle technologies
(V2V), vehicles to infrastructure technologies (V2I) and securing communications
bandwidth to enable these functions; and in-vehicle telematics (electronic monitoring,
management and regulation of vehicles, their devices and loads to improve safety, business
efficiency, environmental impacts and the interaction between vehicles and infrastructure).