9.1 Краткий конспект лекций по дисциплине «Управление безопасностью дорожного движения в Европейском
Союзе » для студентов дневной обучения по специальности 1 -26 02 05 «Логистика» -вторая ступень высшего
образования.
СОСТАВИТЕЛЬ
Фрищин Б.В., доцент кафедры логистики и ценовой политики Учреждения образования «Белорусский государственный
экономический университет», кандидат экономических наук, доцент.
2015
Bogdan Frischin
bogdan_vf@yahoo.com
CONTENT OF THE SUBJECT
Topic 1. The legislation of the EU on decrease in risk factors at the organization of road safety
National strategies of EU countries for road safety Topic 3. Political measures and road
safety in EU countries Topic 4. Legislation of the EU on control of vehicles
Topic 2. Road safety in EU countries
The information systems used at the organization of road safety in EU countries
Topic 3. Categories of participants of the road and transport accidents
Road and transport traumatism and road safety in EU countries
Topic4. An assessment of closses
countries
fromroad
and
transport
traumatism
in
EU
LITERATURE
1. Racioppi F et al. Preventing road traffic injury: a public health perspective for Europe. Copenhagen, WHO
Regional Office for Europe, 2004.
2. Peden M et al., eds. World report on road traffic injury prevention. Geneva, World Health Organization, 2004.
3. Global status report on road safety. Geneva, World Health Organization, 2009.
4. Faces behind the figures. Voices of road traffic crash victims and their families. Geneva, World Health
Organization, 2007.
5. European Health for All database [online database]. Copenhagen, WHO Regional Office for Europe, 2004.
6. Sethi D, Racioppi F, Mitis F. Youth and road safety in Europe. Copenhagen, WHO Regional Office for Europe,
2007
7. Lafl amme L et al. Addressing the socioeconomic safety divide: a policy briefing. Copenhagen, WHO Regional
Office for Europe, 2009.
8. Edwards P et al. Deaths from injury in children and employment status in family: analysis of trends in class
specific death rates. British Medical Journal, 2006, 333:119.
9. Sethi D et al. Reducing inequalities from injuries in Europe. Lancet, 2006, 368:2243–2250.
10. EMEP/CORINAIR emission inventory guidebook – 2006. Copenhagen, European Environment Agency, 2006
(EEA Technical Report, No. 11/2006).
11. Sethi D et al. Progress in preventing injuries in the WHO European Region. Copenhagen, WHO Regional Office
for Europe, 2008.
12. Annual statistical report 2008. Brussels, European Road Safety Observatory, 2008.
13. European Road Safety Action Programme – mid-term review. Brussels, European Commission, 2006
(COM(2006)74 final).
14. The national road safety plan. Major elements of the plan. Tel Aviv, Committee for the Preparation of a National,
Multi-year Road Safety Plan, 2005.
15. Transport policy guidelines and transport network investment and financing programme until 2020. Government
transport policy report to Parliament, 2008. Helsinki, Ministry of Transport and Communication, Finland, 2008.
Topic 1.
National
strategies of
EU
countries for road safety
National road safety programs
European
countries
that
have
road
safetyprograms can
be selected into three groups:
• with the highest traffic safety (England ,
Sweden, Netherlands ) ,
• with an average level of traffic safety
(Norway , Germany, Finland)
• with the relatively low level of traffic
safety (France and Italy).
United Kingdom (Great Britain)
Strategic framework for road safety
Britain remains a world
leader on road safety and
that the relatively high risk
of accidents
amongst
some groups, such as
cyclists and children from
deprived areas, is quickly
reduced.
United Kingdom (Great Britain)
Strategic framework for road safety
Key themes for UK road safety:
• Making
it
easier for road users to do right
thing and
going with the grain of human behavior;
• Better education and training for children and learner
and inexperienced drivers;
• Remedial education for those who make mistakes and
for low-level offences, where this is more effective than
financial penalties and penalty points;
• Tougher enforcement for the small minority of
motorists who deliberately choose to drive
dangerously;
United Kingdom (Great Britain)
Strategic framework for road safety
Key themes for UK road safety:
• Extending
this
approach to cover
all
dangerous and
careless offences, not just focusing upon speeding;
• Taking action based upon cost-benefit analysis, including
assessing the impact on business;
• More local and community decision-making from
decentralization, and providing local information to
• citizens to enable them to challenge priorities;
•
Supporting and building capability by working with the
road safety community on better tools to support road
safety professionals.
Norway Road Safety Strategy 2014-2024
National Plan of Action
for Road Traffic safetyis
published every fourth
year, and is
Norway Road Safety Strategy 2014-2024
The Plan of Action is based on four levels:
•
•
Vision Zero - a vision of a transport system in which no one is killed or
severely injured;
Interim targets
 Reduction by 50% of the number of fatalities by 2024.
No more than 500 fatalities and serious injuries by 2024.Indicator
targets - targets for road
user behavior, the stock of vehicles and the road network;
•




Measures – measures that help to reach one or several of the indicator
targets
traffic volume
speed level
safety standard of the vehicles
use of electronic devices during driving
Italy
National Road Safety Plan Horizon 2020
• National Road Safety
Plan, Horizon 2020, is
being developed, in
accordance with the
actions and targets (50%
fatalities)
recommended by the
European Commission
• The main vision of the
Plan is “No child should
die on the road”.
Italy
National Road Safety Plan Horizon 2020
•
•
•
The previous Road Safety National Plan (2001-2010) set a
target to reduce the number of road fatalities by 50%
between 2001 and 2010 (in line with the EU target) and to
reduce the number of injuries by 20%. At the end of 2010,
the fatality target was not reached, but nevertheless
significant progress had been made during the last decade.
In general, all the categories of road safety measures
financed by the Plan 2001-2010 can be considered effective
or fairly effective. For example, for the three most popular
safety measures, i.e. "Roundabouts", "Redesign of
intersections" and "Restoration and rehabilitation of roads",
the observed injury road crashes reduction is more than
50%.
the Plan allowed the realization of more than 1 600 local
projects, co-funded by the Ministry of Transport.
Italy
National Road Safety Plan Horizon 2020
Targets:
• -50%
fatalities by
2020 (under
consideration)
(based on EU Road Safety target)
• mid-term target (under consideration) an average
annual reduction rate of fatalities of 7%,
corresponding to a reduction of 38% in 2017
• (with reference to 2010 fatalities).
Recommendations
for Belarus
•
• Preparation
Data
collection
analyses
Goal and strategy
•
Projects
•
Effects and prioritization
• Plan of action
• Implementation
Evaluation
•
and
Recommendations
for Belarus
• Strategic target
Example:
"50%
fewer
fatalities by 2020" (EU target)
• Operational (outcome) target Example:
In
2020, traffic accidents should cause no more
than 500 fatalities and 12,250 injuries."
(Netherland)
• Output target Example: "Number of police
• officers trained to recognize drivers affected by
narcotic or other psychotropic substances: 250 by
2014; 1000 by 2017" (Lithuania)
Topic 2. Political measures and
road safety in EU countries
The European Commission (EC) in late 2010 adopted the so-called
The main goal:
• to halve the number of fatalities in twice in Europe in the
next decade
The measures :
• improving vehicle safety
• security infrastructure
• ensuring safety behavior of participants of road traffic
1. Measures to ensure the safety of vehicles
 electronic stability of the vehicle
 warning system of departure vehicles with traffic lane
 Brake Assist
 safety belt reminder
 compulsory speed limiters for light commercial vehicles (vans)
 the optional introduction of advanced driver assistance systems, such as
warning of a possible collision

improvement of EU legislation in the sphere of
technical inspections and control procedures of
vehicles, and also about the mutual recognition
of the results of such inspections
2.Construction of safety road infrastructure
 financing only those infrastructure projects that meet
modern requirements of road safety and the requirements of
directives for the providing safety in tunnels
 Consideration of the possible
extension of the existing EU
legislation on the safety of road
infrastructure in the rural roads of
EU Member States.
The EU legislation established that the
security requirements must be observed
during the planning process, at the design
stage and during the development of road
infrastructure
3.
Introduction of "smart technologies"
It will be offered new technical
requirements in the ITS Directive
(Directive
Intellectual
Transport
Systems) to provide free exchange of
data and information between vehicles
and between vehicles and the road
infrastructure
The EU Commission will accelerate the deployment of eCall
(automatic alert system, which is triggered in an accident and
through the channels of GSM- communication, transmits
information about the car and its coordinates to the nearest or
most convenient point of call)
4. The development of education and training of road
users
It is supposed to finalize the EU Directive on driving permits in the
following directions:
the formation of the minimum criteria for driversinstructors
consideration of the possibility of introducing a
probationary period after passing the driving test
consideration the possibility of introducing the
receptions of economical driving into theoretical and
practical tests in order to ensure a safer and more
ecological driving
5.
Increase the effectiveness of interventions
 national plans for road safety by the EU
Member States
 information campaigns in all countries of
the European Union
 penalties for drunk driving should be
accompanied by preventative measures. For
example, EC will consider the legislative
measures on compulsory use of alco-locks in
relation to the drivers wich were arrested for
drunk driving

legislative measures aimed at international
exchange of information in the area road
safety. These measures allow to identify and
apply sanctions to foreign violators
6.
Reducing road traffic injuries
European Union will implement the following:
establish common criteria for the identification of serious injury and
lung injury;
- will facilitate the exchange between
Member States of the EU by best practices
for emergency medical assistance in traffic
- accidents, and the collection of data on
injuries and their analysis in all EU countries
consider the possibility of
developing and installing devices on
vehicles , wich are intended for the
registration of events ("black boxes") to
conduct research and analysis of the causes
of accidents.
-
Topic 3. Legislation of the EU on
control of vehicles
The United Kingdom
The Legislative Framework for the work of Road
Safety & Vehicle Regulation Division is largely
contained under:
• The Transport Act (NI) 1967
• The Road Traffic (NI) Order 1981
• The Road Traffic (NI) Order 1995
• The Road Traffic Offenders (NI) Order 1996
• The Taxis Act (NI) 2008
• The Goods Vehicles (Licensing of Operators) Act
(NI) 2010
Legislation on speed
Speed limits for Cars and vehicles in different countries
Country
Built-up areas
km/h
Single
carriageway
s km/h
Dual
carriageway
s km/h
Motorway
s km/h
The United Kingdom
48
96
112
112
Norway
50
80
80
80-110
Italy
50
70
90
110-150
Belarus
60
90
90
120
Drink-driving
Blood Alcohol Content Drink Driving Limits By Country
Country
BAC (%)
The United Kingdom
0,08
Norway
0,02
Italy
0,05
Belarus
0,04
Seat Belts and Child Restraints
Legislation
Country
Legislation
The United Kingdom
Compulsory for occupants of all seats equipped with a seat
belt.
Children up to 3 years old in the front or rear seat MUST use
the correct child restraint. It is illegal to carry a child in a rearfacing child seat in a front seat with an active frontal airbag.
Children aged 3 and above, until they reach EITHER their 12th
birthday OR 135 cm in height MUST use the correct child
restraint in the front seat. In the rear seat they MUST use the
correct restraint where seat belts are fitted. Children over 135
cm in height, or who are 12 or 13 years old, must wear an
adult belt if available in the front or back seat.
Recommendations
for Belarus
•
•
•
More works need to be done to improve road safety
legislation globally, such as:
review current national legislation and regulations and
identify barriers to the implementation and enforcement
of effective road safety measures;
identify available resources, such as international
agreements, and evidence-based guidance and
recommendations on effective measures, to improve
legislation;
prepare action plans to strengthen national legislation
and regulations for the five main risk factors and for
post-crash care, including advocating for improvement.
Topic 4. Road safety in the EU
countries
Sweden - Vision Zero
Base: the ethical principle of the inadmissibility of death and their
received serious injuries on the roads
Principles: Ethics, The chain of responsibility, Safety philosophy,
Awareness of responsibility
Ways to reduce accidents:
- means of the seatbelt reminder (about 50% of
people die not fastened)
- ring decoupling instead of traffic lights
- safety lanes
- warning about leaving lane
- replacement of two-lane roads in the three-lane (2 +
1), with the installation of barrier fence for the
protection drivers from the opposing streams (in
- Sweden, there are 2,100 kilometers of such roads)
- alcolocks
Speed limits
when hitting by a car,
when hitting by a car, the
most people stay alive
majority of people are killed
safe car protects passengers at
speeds up to 65-70 km/h in a
frontal collision and at speeds
up to 45-50 km h in side
impact, on condition the use of
seat belts by all passengers
Results of the program:
reducing the number of deaths in 25-33% over 10 years
Finland - Program TARVA
Objective: estimation of influence of
measures for improving road conditions on
road traffic safety
allows to use resources as
efficiently as possible
Activity
Measures
Service of ECall
roads in system
winter
Results
-the general speed
limits – 20 km/h
-
-Reduction of
winter tires are
accidents
mandatory with victims
-system
placed
inside the
car device
for
emergency
calls
-The decrease
in injury
crashes by
28%
- Reduction of fatal
crashes by 49%
- Positive
environmental
impact The
decrease in the
number of
victims inside
the car by 5-10%
and the number
of all victims in
Finland by 4-8%
Belgium - Multimedia theatrical monologue
Project in the field of education, of promotion of traffic rules
Base: multimedia
monologue with live
performances for
young people and
adults
Objective: Preventing
accidents with
involving teenagers and
young adults
Principles:
- clear language
- animation
- dynamic feed of
information
- lack of moralizing
- discussion after viewing
Netherlands.
Advancing
Sustainable
Safety Base:
people make
mistakes and are
physically
vulnerable
Objective preventing
accidents minimizing
consequences
- predictability
- vigilance
Principles:
- functionality
roads
accidents with
T injuries - by
61%, of fatal accidents - by
h
70%
2 Increaseethe number of
people moving on foot and by
bicycle
R reduction
3 Significant
traffic flows
e in residential
areas
s the environmental
• Improving
situationroad
signs
u
• road narrows
l
• humps
t Architecture
• landscape
s
:
1 Reducing the total number of
traffic accidents by 27%, of
The program for reducing traffic accidents on the
roads
 Strategy and long-term program to improve road safety
 Road Safety infrastructure
 Technically equipped vehicles
 Education and propaganda campaign
 Driver training
 Transport enforcement activities
 Activities for the rehabilitation of perpetrators of road accidents
(repeated examinations at the rules of the road)
 Medical assistance after an accident
 Statistics and data collection on road accidents
. The information systems used at the
organization of road safety in EU
countries
The United Kingdom
•
•
Definitions
Road fatality: human casualty who sustained injuries which caused
death less than 30 days after the accident. Confirmed suicides are
excluded.
Serious injury: An injury for which a person is detained in hospital as
an “in-patient”, or any of the following injuries whether or not
they are detained in hospital: fractures, concussion, internal
injuries, crushings, burns (excluding friction burns), severe cuts,
severe general shock requiring medical treatment and injuries
causing death 30 or more days after the accident.
•
•
Slight injury: An injury of a minor character such as a sprain
(including neck whiplash injury), bruise or cut which are not judged
to be severe, or slight shock requiring roadside attention. This
definition includes injuries not requiring medical treatment.
Injury accident: accident in which at least one person is injured or
killed
The United Kingdom
• There are two main sources of safety information in the
United Kingdom:
• The national road accident reporting system, STATS19,
which includes information from police reports.
• Hospital episode statistics (HES).
Norway
Definitions
• Road fatality: person killed in a traffic crash or
deceased because of an injury within 30 days
after the crash.
• The police do not use MAIS3+ to classify
injuries, but this will be done in the future
when injury data is provided by hospitals. In
• the meantime, Norway will use a
transformation factor to supply MAIS3+ data.
Norway
•
Crash data are collected by the police and
consolidated at national level by Statistics
Norway and the Public Roads Administration.
There are plans to use hospital data in the future.
• Less severe crashes and injuries are often not
reported to the police, and may therefore be
under- represented in the figures (light injuries,
single bicycle crashes).
Italy
Definitions:
• Road
fatality
:
any
person
killed
immediately or
dying within 30 days as a result of a road crash
• Serious / slight injuries: In are not differentiated
by degree of severity. In the crash statistics,
injured persons reported field the current
process will be adapted to EU decisions. In
particular, Italy will adopt the MAIS3+ standard
for coding the level of injury (procedures are still
• to be defined).
Italy
• In
Italy, road crash data
by three
police forces:
are collected
1. the National Road Police,
2. the Carabinieri
3. Local Police.
• The Italian National Statistical Institute (ISTAT) is
responsible for collecting and validating road
safety statistics on all injury crashes occurring in
Italy. All police forces are obliged to send ISTAT a
standard crash form for each injury crash
collected.
Italy
• Starting from 2007, some regions signed a
Memorandum of Understanding with ISTAT for
being in charge of collecting crash data on their
regional territory. This helped to improve the
collection and completeness of data. The system is
now working in 12 out of 20 regions.
• Statistics about property damage crashes released
by the National Association of Insurance
Companies.
Recommendations
for Belarus
Road safety data collection
•
Motor vehicle inspection
Possible sources of Road safety data
• Hospital statistics
• Insurance Companies
• companies that have company cars for
their staff
• agencies and companies interested in
improving road safety
• international database
Categories of participants
of the road and transport
accidents
The victims of the road accident
o Children and
the elderly
o
Pedestrians and
cyclists
o
Touristswho every day
o People
commute to work from
suburbs
among the victims of the road accident about 34 000 people are
younger than 14 years or older than 60 years.
33% of victims of the road accident, that is accounting about
40 000 deaths per yea
o Professional drivers
Road traffic is the leading cause of death among
children aged 5 to 14 years.
Each year, child’s deaths
account for about 5%
(about 5,000) of the total
The elderly
In the European Region for elderly it annually accounts for
more than 27,000 deaths from road accidents.
New strategies for ensuring
their mobility and security
should include the following:
- assessment of road infrastructure
and its proper maintenance,
- the possibility of using public transport,
- new technologies,
- improved vehicle design,
- adoption and implementation of
the relevant standards and regulations
Pedestrians, cyclists and motorcyclists
Pedestrians and bicyclists are about 20% of
the total involved in serious accidents in the
WHO European Region
The risk of death from accidents for persons using
motorized two-wheelers is the highest among
users of all modes of transport and on average it is
in 20 times higher than for users of cars.
In Baden, Austria, was introduced transport strategy, in
which huge attention is given to vulnerable road users.
This strategy involves the use of control measures for
traffic flows.
About 75% of all roads in the city are included in the zone
in which the permitted speed is 30 miles per hour or less.
Tourists
The road accident apparently are the leading cause of death and morbidity among tourists, as
this population is accounted for 50% of alldeaths at the road accident, 20% of hospital
admissions, 30% of emergency
department visits.
Road traffic injuries is one of the
major causes of death not only
among professional drivers, but it
is also among the persons who
daily trips between the suburbs
and the place of work
There are 41% of all deaths at the
road accident related to work,
including commuting to and from
work, were associated with the road
accident.
Road and transport traumatism and
road safety in EU countries
Every year around the world 1.3
road accidents and
million people die in
50 million are injured
By 2030, the number
of road
deaths will rise to 2.1 million or
3.2% of total mortality
Death case as a result of Road accident is
instantaneous the death of man on
the spot accident or death occurring within
30 days after an accident as a result of injury (WHO 2009).
Injury
- damage, requiring the provision of medical
care in the hospital
- damage, requiring hospitalization for at least 24 hours or more
Road accident
leading cause of death among young
people aged 10 to 24 years (in this age group are
is the
30% of the world's population)
the loss
of much larger number years of life, than as a result of malaria,
tuberculosis, or acquired immunodeficiency syndrome
(AIDS)
The most vulnerable road users
 pedestrians
 cyclists
 drivers and passengers of
motorized two-wheelers
about 46% of all road deaths
Indicators of mortality from road traffic injuries per 100 000 population the European Region of WHO, the CIS and the EU, 1980-2006
The mortality rate per 100 000 population
the CIS
the EU
European Region
Sources of statistics and indicators of deaths
and injuries on roads of Europe
 the traffic police
 health authorities
 department which is carrying the issuance of
death certificates
 insurance companies
Economic costs of road traffic injuries
Total economic
costs
o the cost of lost productivity and
Direct costs
emergency medical
o the rendering of
reduced consumption of injured people
care the initial treatment costs
o resources spent in connection with the o the cost of rehabilitation
o the cost of long-term
injury or accident
care and
treatment the cost of processing
insurance
o legal costs
o the costs of the employer