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    <title>Transport Research International Documentation (TRID)</title>
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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>WHY WE NEED A NATIONAL ROAD STRATEGY AND TARGETS</title>
      <link>https://trid.trb.org/View/507273</link>
      <description><![CDATA[A National Road Safety Strategy and road safety targets are needed for the UK, because there are still major road safety problems there, despite the progress achieved during recent years. It is especially important that the limited resources available for road safety, from national and local government, are coordinated and focused into feasible and realistic goals through a national strategy. There are 3600 deaths, 43,000 serious injuries, and 280,000 other injuuries reported per year, but it seems likely that thousands more are injured. The general trend is for casualties to fall though traffic is rising, but casualties to cyclists have risen recently, and those to motorcyclists have fallen less than average. Casualties are still too high, and RoSPA would like to see major improvements to driver incompetence and behaviour; measures should focus on drivers. There also should be strong emphasis on road safety education and training. If well managed, local transport plans should help local authorities to improve road safety. The accident prevention strategy should state the most pressing safety problems, which of them have practical solutions, what solutions can be made acceptable to the public, how they can be delivered effectively, how much can be achieved, and what is the cost-benefit to the nation.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
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      <title>DEVELOPING THE NATIONAL ROAD SAFETY STRATEGY AND TARGET</title>
      <link>https://trid.trb.org/View/507274</link>
      <description><![CDATA[This paper first describes the process during the last two years for developing British road safety strategy and targets. It then surveys the analysis and modelling work to be used to set the actual national road safety strategy and targets. An important aim has been to involve people outside Government departments. The current target was based on a long review process and detailed analysis, but was an inter-departmental exercise. It was seen as essential to involve early those who contributed to success in reducing casualties during the last decade. Three consultation and discussion documents were published to seek views and present a future framework. The problem areas still needing attention are excessive and inappropriate speed, drinking and driving, novice drivers, protecting vulnerable road users, and reducing slight injuries. The Safety Targets and Accident Reduction (STAR) Steering Group has been set up to contribute to developing a road safety strategy; its members are drawn from a wide range of organisations, including RoSPA and the Transport Research Laboratory (TRL). A group was also set up to progress statistical forecasting and analysis to produce options for a national target. Baseline forecasts were derived, and possible new policies were considered under eleven headings. Work is still in progress.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507274</guid>
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      <title>MAKING THE NETWORK SAFER</title>
      <link>https://trid.trb.org/View/507275</link>
      <description><![CDATA[This paper shows how the Highways Agency (HA) proposes to manage the trunk road network in England and Wales, to meet the evolving new road safety strategy and targets and the requirements of Government policies published in 1998. The HA will continue to identify and target sites with poor accident records, but it also needs to develop other ways of establishing requirements and prioritising work. The whole road network needs surveying, to target those routes most needing improvement and make the best use of available funds. The HA's casualty reduction work has three parts: (1) continuing current work, including maintaining improvement standards, implementing safety schemes to address known specific problems, ensuring regular maintenance, and supporting national initiatives; (2) improving HA methods, especially by providing better road network information and using better monitoring and a more proactive partnership approach to understand more clearly why accidents occur; and (3) developing new ideas through the HA's research and development programme. The HA aims to develop a network-wide approach to safety, using mathematical models, setting objectives, and seeking better value for money. The measures include hard shoulders, the Motorway Incident Detection and Automatic Signalling (MIDAS) system, traffic calming, better carriageway edge markings, and the chevron and signing system.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507275</guid>
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      <title>DUMAS - DEVELOPING URBAN MANAGEMENT AND SAFETY</title>
      <link>https://trid.trb.org/View/507276</link>
      <description><![CDATA[DUMAS is a 1.2M ECU project with 10 partners from nine countries. It started in January 1997 and is scheduled to end in December 1999. The project brings together European experience and expertise on Urban Safety Management (USM), including practical examples from 10 towns. It considers the value of a town-wide strategic approach when considering safety and its integration into other urban strategies. The project falls into two parts, the Research Phase and the Town Studies. The initial task within the Research Phase was to produce a comprehensive summary of the current knowledge on Urban Safety Management. The project then considered four specific topics - Speed, Accident Data, Vulnerable Road Users and Traffic Management. The Research Phase has shown that while the concepts of USM are widely known and understood, their implementation has been limited. The DUMAS vision is that safety should be integrated into urban management. Virtually all urban activities have safety implications and these need to be understood. The importance of the interactions need to be made clearer to politicians and town managers, so that safety can be considered during the planning, and not just as an afterthought. The Research Phase has enabled us to develop frameworks that will give guidance to town planners and managers. These will provide a checklist of relevant issues which need to be addressed as part of the programme, with guidance as to how the processes need to be managed.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507276</guid>
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      <title>TOWN AND CORRIDOR STUDIES IN SOMERSET (DEVELOPING TRANSPORT STRATEGIES IN A RURAL COUNTY)</title>
      <link>https://trid.trb.org/View/507277</link>
      <description><![CDATA[In 1994 Somerset County Council embarked on an integrated transport study of Taunton, the county town with a population of about 50,000 people. The aim was to evolve a transport strategy to the year 2011, the end date of the emerging Structure and Local Plans. This strategy would inform decision making and priority setting in transport. It would also form a 'package' bid in the annual Transport Policies and Programme (TPP). The study took into account the need to integrate land use planning and transport. The location of new development in Taunton was in part informed by the transport study and vice versa. Officers from planning and transport disciplines have worked closely together throughout the process. The town study programme was quickly expanded to include the 15 Somerset towns. Two smaller settlements, Dunster and Cheddar, were added to the list due to the specific tourism related transport issues affecting them. The corridors broadly follow existing corridors of movement, both road and rail. They cover the whole of the hinterland of the county's rural communities and settlements, including those not covered by town studies. To reflect the true patterns of transport demand and movement, they extend beyond the boundaries of Somerset. The combination of the Town and Corridor Study areas mean that 100 per cent coverage will be achieved. As the study programme developed Primary Objectives were evolved with elected Members. These were subsequently formally approved by the Council's Environment Committee. These objectives guide the studies and are non-negotiable. All potential solutions to transport problems emerging from the studies are measured against these objectives.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507277</guid>
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      <title>CRIME &amp; DISORDER BILL: COMMUNITY AND ROAD SAFETY</title>
      <link>https://trid.trb.org/View/507278</link>
      <description><![CDATA[This paper reviews the UK Government's Crime & Disorder Act, and discusses how far it fits into the philosophy of Trafford Metropolitan Borough Council for providing community services, and how this affects the work of Trafford's Road Safety Unit. The Act establishes crime and disorder strategy groups, and makes local authorities responsible for implementing strategies to reduce crime and disorder in their areas. This paper outlines the results of the Crime & Disorder Audit in Trafford, and shows how its strategy will be based on the Audit Agencies developing it in partnership with the Greater Manchester Passenger Transport Executive, British Transport Police, Railtrack, and Metrolink. Transport safety is one of the strategy's five topic areas. Crime prevention is an important part of the work of the Road Safety Unit. In 1997, Trafford set up two policy discussion groups, one concerned with children and young people, and the other with community safety. Trafford has issued a mission statement "Putting the Community First", whose key themes are economic and community regeneration, children and young people, community safety, environment and health, and quality access and communications. Through its projects, the Road Safety Unit has been able to influence and assist several other local community initiatives.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507278</guid>
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      <title>STAFFORDSHIRE'S STRATEGIES AND TARGETS</title>
      <link>https://trid.trb.org/View/507279</link>
      <description><![CDATA[This paper describes some of the Travelwise road safety strategies and targets adopted by Staffordshire County Council in England. Its author hopes that its readers may find some practical information that can be applied in their own areas. The Council's overall aim is to improve the quality of life of the people in its county. Its strategy states that lifelong learning is vital to its people and can help to: (1) make road safety education and training opportunities available to all children through the County Road Safety Plan; (2) target training at vulnerable road users, pre-drivers, and inexperienced drivers; and (3) deliver a publicity and education programme to raise awareness of key road safety and 'green travel' issues. The key objectives of the Council's cycling strategy are to improve safety, facilities, and access for cyclists, and promote cycling as an environment-friendly alternative to the car and as a sustainable mode of reaching the countryside. In addition, the Council's walking strategy will give greater priority to pedestrian movement by identifying safe, convenient, attractive pedestrian route networks, extending pedestrian schemes in town centres, traffic calming, better pedestrian facilities such as priority, and improved footways. The Council's Safer Routes to School package has seven objectives.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507279</guid>
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      <title>THE DEVELOPMENT OF EDINBURGH'S WALKING STRATEGY</title>
      <link>https://trid.trb.org/View/507280</link>
      <description><![CDATA[At present, 48% of journeys to work by citizens of Edinburgh are made by car, 30% by bus, and 12% by walking. 63% of these trips are shorter than 5km and 27% shorter than 2km. The former Lothian Regional Council published its "moving FORWARD" transport strategy in 1994, which was also adopted in 1997 by its successor, the new City of Edinburgh Council. The strategy set clear, challenging, achievable targets for modal shifts by the years 2000 and 2010. It also had accident reduction and air pollution reduction targets. Its walking strategy is to give priority to pedestrians, implement city centre traffic and environmental improvements, install traffic calming throughout the urban area, ensure that new development includes good access and design for pedestrians, make it safer for children to walk to school, and improve the links between walking and public transport. The strategy has specific plans for the City Centre Pedestrian Network, Princes Street and neighbouring streets, the Royal Mile, and 20mph zones. It also has proposals relating to footways along main pedestrian routes, entry treatments, 'stay safe' cover, and safe routes to school. It helped to reduce serious pedestrian accidents in Edinburgh by 42% between 1991 and 1996. An interview travel survey of Edinburgh households was conducted in 1998.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507280</guid>
    </item>
    <item>
      <title>THE ROLE OF THE ROAD SAFETY OFFICER</title>
      <link>https://trid.trb.org/View/507281</link>
      <description><![CDATA[This paper takes a lateral look at the role of road safety officers (RSOs) in the UK. This profession should use the opportunity presented by the changing transport agenda to deal effectively with issues where public perceptions may be mistaken and recognise that RSOs manage people. Safety culture is perhaps promoted best by making all road users aware of the risks to which they are exposed. Opportunities are provided by Government policies like the 'new deal for transport', local transport plans, Agenda 21, the Crime & Disorder Act, the Traffic Reduction Bill, and the National Cycling Strategy, and by side initiatives such as safer routes to school, transport between homes and schools, Travelwise, Shopmobility, home zones, and modal shift. Road safety officers are often frustrated by people's inappropriate beliefs relating to transport and safety, and need to address a cultural change where the attitudes and motives of people and how they use the road are decisive, not the claim that roads are dangerous. We need to realise that the main safety problem is not with children, and to refer to crashes, collisions, and incidents, rather than accidents. Areas addressed by RSOs include lack of experience of newly qualified drivers, road safety units as providers of more driver training, and bicycle training courses.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507281</guid>
    </item>
    <item>
      <title>THE ROLE OF THE POLICE IN THE ROAD SAFETY STRATEGY</title>
      <link>https://trid.trb.org/View/507282</link>
      <description><![CDATA[This presentation examines the role of the police service within the UK's overall road safety strategy; it is by the Chairman of the ACPO (Association of Chief Police Officers) Traffic Committee, and represents its views. It begins with some comments on the Government's Transport White Paper, which will have an important part to play in formulating the new strategy. It welcomes the White Paper but was at first disappointed that it made little mention of road safety. However, it now realises that the Department of the Environment, Transport and the Regions (DETR) is addressing safety issues very carefully, and is working closely with the DETR on the current strategy and its successor. Both ACPO's national Policing Strategy and the DETR support many specific aspects of road safety work. However, the Committee is concerned by the vagueness of the White Paper's proposals, especially in its 'Better Enforcement' section, on many strategic and operational issues. The presentation gives some examples. One key issue is funding, but the White Paper's funding formula does not mention the most significant elements, which relate to crime, disorder, and social needs. To avoid damage to other areas of work, any increase in road policing needs substantial extra funds, which do not seem to be emerging.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507282</guid>
    </item>
    <item>
      <title>REDUCTION IN CHILD INJURIES TO CHILDREN TRAVELLING IN CARS</title>
      <link>https://trid.trb.org/View/507283</link>
      <description><![CDATA[This presentation presents some accident statistics about children travelling in cars in Great Britain, and indicates some major steps that could be taken to reduce casualties; it outlines some work by Britax Exclusions Ltd on road safety. In 1996, 79 children under age 15 were killed while travelling by car and 1250 were seriously injured; there were over 15,000 casualties altogether, of which many could have been avoided. Of those killed, 28 were in front seats and 51 were in rear seats; the corresponding figures for those seriously injured were 423 and 827. Although these statistics do not state how many of the casualties were restrained or unrestrained, a survey by the Transport Research Laboratory (TRL) indicates an alarmingly low rate of restraint usage in rear seats. Major reductions in these casualties must be made in three ways. Children must be made more aware of how very effective correctly used child restraints are. Britax does this through its product literature, safety leaflets, educational and training video, general publicity, and its training centre advising retailers and safety personnel. It is crucial to train parents to install and adjust child seats safely; Britax has conducted a series of safety checks, and is making its products easier to use. Current legislation needs to be more effective.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507283</guid>
    </item>
    <item>
      <title>RAISING PUBLIC AWARENESS AND ENSURING PUBLIC OWNERSHIP</title>
      <link>https://trid.trb.org/View/507284</link>
      <description><![CDATA[This presentation shows how education can raise public awareness, ownership, and acceptance of road safety strategy, and discusses how the UK Government could help this process. There is not yet any such policy, latest estimates are that it will be available by Autumn 1999. Education includes compulsory training and high-profile campaigns by the Government and local authorities. It can also take the form of laws that must be enforced properly. The author is Executive Director of the voluntary organisation Brake, which is extremely concerned about the low priority given to road policing and the low penalties incurred for offences in the UK. Brake is to hold a meeting with its parliamentary supporters on 18 May 1999, to discuss how to achieve tougher enforcement and penalties together with several specific concerns. Brake will be campaigning for: (1) road policing to be made a core duty of police officers; (2) urgent increasing of the resources for road policing within police forces and the Vehicle Inspectorate; (3) a simpler penal system without the 'careless driving' offence, so that only dangerous driving offences remain; and (4) a new power to enable the police to impound unlicensed lorries, and a stricter licensing system for hauliers. Brake will then focus on educating road users about their responsibilities.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507284</guid>
    </item>
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      <title>THE POWERED TWO-WHEELER - A TRANSPORT SOLUTION IN NEED OF FAIR TREATMENT</title>
      <link>https://trid.trb.org/View/507285</link>
      <description><![CDATA[This presentation expresses the concerns of the British Motorcyclists Federation that the powered two-wheeler (PTW) plays an insufficient part in the UK Government's Integrated Transport Strategy, and discusses how the PTW can contribute to road safety targets. All motorcycles are PTWs, but PTWs also include scooters, mopeds, and power-assisted bicycles. PTWs should be included in transport plans because: (1) they are inexpensive and convenient; (2) they make more efficient use of road and parking space; (3) they can address problems of social exclusion in areas poorly served by public transport; (4) they relieve congestion and are less affected by it; (5) they can undertake journeys that are not practical for walking and cycling or flexible enough for public transport; (6) their fuel consumption and emissions, even for motorcycles, compare favourably with those of cars; (7) they are not intrusive if properly silenced; and (8) their safety problem is often overstated, and is in fact comparable to that of other vulnerable road users. PTW use shoud be treated as an alternative mode to the car, comparable to walking, cycling, and public transport. PTW casualties in the UK have declined, and a motorcycling safety working group recommended measures for training, the Highway Code, motorcycle safety features, and measures to make riders more conspicuous and reduce their accident severity.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507285</guid>
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      <title>NATIONAL ROAD SAFETY PLANS: INTERNATIONAL EXPERIENCE AND LESSONS</title>
      <link>https://trid.trb.org/View/507286</link>
      <description><![CDATA[This paper reviews implementation experiences of road safety action plans and programmes worldwide. These experiences offer insights into how to design, monitor, and evaluate national road safety programmes to implement them most successfully. The paper draws on the author's experience of advising on road traffic and safety issues in over 30 countries. Road accidents are a leading health problem in the world, and road traffic is still rising steadily. The annual fatality number is falling steadily in industrialised countries, but rising alarmingly in developing countries, with rates typically 10 to 30 times those in industrialised countries. National governments worldwide need to address the road accident problem vigorously and effectively. Road safety is a multidisciplinary problem needing effective coordination and activity in many sectors by many organisations. Industrialised countries have used at least nine effective ways of raising road safety. Priority areas for future action include the needs to: (1) involve the private sector; (2) share the problem with other groups; (3) encourage and if necessary enforce; (4) apply adequate funds; (5) realise that there is a problem; (6) generate pressure on politicians; (7) raise aspirations and targets; (8) support a global coalition to address the problem; (9) integrate safety activities effectively; and (10) create a 'safety culture'.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507286</guid>
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      <title>ROAD SAFETY STRATEGIES AND TARGETS IN EUROPE</title>
      <link>https://trid.trb.org/View/507287</link>
      <description><![CDATA[The European Transport Safety Council (ETSC) is a non-governmental organisation (NGO), based at Brussels and funded by the European Commission and other bodies. The ETSC promotes the need for adopting a road accident fatality reduction target in the European Union (EU) and targetted programmes at other levels. This paper outlines target setting in EU countries, and some other ETSC, EU, and national road safety initiatives. Targets for reducing accident casualties have been set by the UK, the Netherlands, Denmark, Sweden, Finland, and, recently, by France and Ireland. The Netherlands and Sweden are the only EU countries that have set targets beyond the year 2000. The long-term goal of Vision Zero in Sweden is that there will be no fatalities or serious injuries within the Swedish traffic system. The goal of the Dutch sustainable road safety programme is that, by 2010, fatalities and injuries should be 50% and 40% less than the 1986 figures, respectively. It has three key safety principles. The strategic areas in the ETSC's plan for EU road safety strategies are: (1) target setting; (2) establishing data systems; (3) identifying key casualty problem areas; (4) managing road users' exposure to risk; (5) accident and crash prevention; (6) reducing the consequences of injury; (7) research and programme evaluation; and (8) road safety management, especially resource allocation.  For the covering abstract see IRRD E101938.]]></description>
      <pubDate>Thu, 07 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/507287</guid>
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