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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Adoption of EU directive on road infrastructure safety and development of additional standards to manage safety on Ireland's roads</title>
      <link>https://trid.trb.org/View/1454117</link>
      <description><![CDATA[This paper looks at the work undertaken in Ireland on updating and implementing design standards in compliance with the recent requirements set out in the EU Directive on Road Infrastructure Safety Management (RISM). These improved standards complement the actions in Ireland's Road Safety Strategy (RSS) that aim to reduce road deaths and serious injuries on our roads. Issues dealing with the practical problems associated with collecting large volumes of data, during drive through route inspections, are addressed. Solutions described herein and adopted have helped resolve some of the challenges associated with this type of data collection programme. Significant progress has been made in this area over a relatively short period. The RISM programme in Ireland has moved from data collection through analysis and review. Currently there is a programme underway implementing solutions on the ground. In tandem with the inspection programme, the principles behind forgiving roadsides have been catered for in the design process and new guidelines issued. This philosophy sits well with the move to a safe systems approach, as set out in the Road Safety Strategy, currently in operation in Ireland. The guidelines and standards developed in recent years are expected to deliver substantial safety benefits. However the priority for now is ensuring these standards are disseminated to designers and programmes like the road safety inspection programme (RSI) put into operation. Beyond the design standards introduced for motorways and major interurban routes, this paper includes a section on Ireland's new urban street standards. Other notable inclusions within the paper relate to the development of credible speed limits for the older legacy rural road network, in a progressive move away from a blanket speed limit based on road function. Ireland will continue to improve its road design standards and much of this work will be informed from Ireland's participation with research as administrated by Conference of European Directors of Roads (CEDR TG Road Safety)]]></description>
      <pubDate>Thu, 09 Feb 2017 12:08:08 GMT</pubDate>
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      <title>UN decade of action for road safety in the national road safety strategy until 2020: Polish approach</title>
      <link>https://trid.trb.org/View/1358833</link>
      <description><![CDATA[Poland continues to have the highest number of road deaths per one million population in the European Union, according to a 2012 European Commission report – in 2011 the rate in Poland was 109 fatalities compared to the EU average of 61 killed. Adopted by the government in 2005 Poland’s National Road Safety Programme GAMBIT 2005 was the response to the EU’s 3rd Road Safety Action Programme. Despite extensive road safety efforts, the goal of Programme will not be fully met mainly due to lack of political and operational leadership and poor cooperation between road safety bodies. Work on a new National Road Safety Programme for the years 2013-2020 began in 2012 and were carried out by the National Road Safety Council. The authors of the paper supported the works, so that new strategy draws on the experience from the previous programme GAMBIT 2005 and addresses the challenges brought by European Union programmes and UN programmes. As a results this strategy follows several key principles like: system-based approach to road safety management; setting final and interim targets; road safety improvement based on “Vision Zero” and “Safe system” with strategic interventions comprising the basic pillars of safety: road safety management, safe road, safe vehicle, safe road users, post crash response; focussing on the main road safety problems when identifying the priority interventions; integrated approach to the selection of specific measures based on the 3E principle. The mentioned above approach was implemented in new National Road Safety Programme adopted by the National Road Safety Council in 2013.]]></description>
      <pubDate>Tue, 23 Jun 2015 16:51:30 GMT</pubDate>
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      <title>EVALUATION OF NEW COURSE SYLLABUS FOR SKID TRAINING</title>
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      <description><![CDATA[After a debate which had been initiated because of negative effects shown by research results, ie that drivers had a greater number of accidents after completion of skid training, on 1 July 1999 a new course syllabus was introduced for skid training in Sweden. A research programme from VTI had proposed a new approach, with the emphasis on teaching pupils risk awareness instead of how to handle critical situations. Introduction of the new course syllabus was accompanied by an evaluation, with a before-measurement in 1996 and an after-measurement in 1999-2001. The aim of this evaluation was to describe the process which resulted in the new course syllabus being put into effect, and to evaluate the new course syllabus in terms of how the training content, message and implementation had been altered. In order to find how these aims had been satisfied, a package of five studies was carried out; a process description, a content analysis, an observation study, and two interview studies. In order that the results may be comparable between the two measurement events, the results were divided into three categories; skill (dealing with a critical situation that had already arisen), judgement (preventing the occurrence of a critical situation) and knowledge of vehicle and road characteristics (an understanding of how the characteristics of the vehicle and the road surface influence the driving situation). The course syllabus was developed by the Swedish Road Administration and the affected organisations (TOEP, Skidcar [Federation of Swedish Skid Tracks], STR and TR [Associations of Swedish Driving Schools]), and all the parties are pleased with the process, even though not all wishes had been satisfied. The results also show that this approach to skid training is the right one. While training had previously mostly concentrated on developing driving skill, it is now concerned with developing judgement, which agrees with the aspirations of the course syllabus. Distribution between the three categories has become more even, and work is still being done at the skid tracks in Sweden on changing over to the new course syllabus. (A)]]></description>
      <pubDate>Wed, 04 Dec 2002 00:00:00 GMT</pubDate>
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