VEDI ANCHE:
Vedi:
SafetyLit. The mission of SafetyLit is to provide a free comprehensive, easy-to-use, searchable, Internet-based bibliographic database of scholarly journal articles, technical reports,
and theses concerning all issues of safety arising from many professional disciplines and nations. The items will be indexed in a way that access to information by policymakers, practitioners,
researchers, and the general public will not be hindered by obscure professional jargon or arcane search terms.
the
Australasian College of Road Safety (ACRS).
Osservatorio Nazionale delle Autononomie Locali sulla Sicurezza Stradale nelle Aree Urbane ANCI-UPI
è stato istituito da Anci e Upi per favorire il coordinamento dei Comuni e delle Province sul tema della sicurezza stradale.
Esso rappresenta il luogo in cui gli enti territoriali elaborano strategie comuni al fine di perseguire gli obiettivi di contenimento dell’incidentalità stradale fissati nell’ambito dell’Unione Europea.
Educazione Stradale,
sito del Ministero dell'Istruzione, dell'Università e della Ricerca (Italia)
European Road Safety Observatory (ERSO).
"ERSO (the European Road Safety Observatory) has been first developed as a pilot stage during the period 2004 - 2008 within the RTD project SafetyNet. Since then, the content of ERSO has been integrated into the "Europa" Commission Road Safety website."
IRTAD International Traffic Safety Data and Analysis Group.
In 1988, the OECD Road Transport Research Programme established the International Road Traffic and Accident Database (IRTAD) as a mechanism for providing an aggregated database, in which international accident and victim as well as exposure data are collected on a continuous basis.
IRTAD includes both a database and a working group.
The IRTAD database includes accident and traffic data and other safety indicators for 29 countries.
The International Traffic Safety Data and Analysis Group (known as the IRTAD Group) is an on-going working group of the Joint Transport Research of the OECD and the International Transport Forum. It is composed of road safety experts and statisticians from renowned safety research institutes, national road and transport administrations, international organisations, universities, automobilists associations, motorcar industry, etc. Its main objectives are to contribute to international co-operation on road accident data and its analysis.
Forum of European Road Safety Research Institutes(FERSI).
FERSI was established in 1991 with the objective of encouraging collaboration between European road safety research institutes.
the International Traffic Medicine Association (ITMA).
Former "International Association for Accident and Traffic Medicine" (IAATM).
FETEVI, Federación Estatal de Técnicos de Educación Vial.
Associazione costituita in Catalogna nel 1999 e attiva in tutta la Spagna.
Fondazione ANIA per la Sicurezza Stradale (Roma)
Portale della Sicurezza Stradale del Piemonte, attivato dalla Regione Piemonte
(sito in italiano e inglese).
Istituto Superiore di Sanità:
Sicurezza Stradale: sito realizzato
nell'ambito dell'Accordo Quadro sulla sicurezza stradale sottoscritto tra l'Istituto
Superiore di Sanità e il Ministero delle Infrastrutture e dei Trasporti per
l'attuazione congiunta di programmi ed iniziative tese alla riduzione della
mortalità e della morbosità conseguenti agli incidenti stradali. Contiene dati,
documenti, ricerche e pubblicazioni dell’ISS sul tema della sicurezza stradale.
Osservatorio per l'Educazione Stradale e la Sicurezza, organismo della Regione Emilia-Romagna
Centro studi 3M per la sicurezza stradale contiene segnaletica, norme,
documenti, formazione
[[Sicurezza stradale
sito del Ministero Infrastrutture e Trasporti]] eliminato dal sito del Ministero
Rete di Sicurezza
portale sulla sicurezza stradale nella Provincia di Modena [sito molto ricco di informazioni e aggiornato]
FEVR, Fédération Européenne des Victimes de la Route / European Federation of Road Traffic Victims / Federazione Europea delle Vittime della Strada. Portale.
Associazione Italiana Familiari e Vittime della strada onlus (AIFVS). Portale.
Associazione Italiana Professionisti per la Sicurezza Stradale (AIPSS).
AIPSS è una organizzazione nazionale senza scopo di lucro con il mandato esclusivo di migliorare la sicurezza di tutti gli utenti della strada in Italia; la partecipazione all'Associazione è aperta a tutti coloro che intendono contribuire a tale mandato.
Associazione Sabrina Onlus
portale sulla sicurezza stradale dell'associazione Sabrina Onlus (vittime della strada)
bfu - Beratungsstelle für Unfallverhütung) / bpa-Bureau de prévention des accidents / upi - Ufficio prevenzione infortuni,
centro svizzero di competenza per la prevenzione degli infortuni al servizio della popolazione.
Gruppo Modena Strada Amica. Campagne per la sicurezza stradale, adesivi, poster.
European Transport Safety Council (ETSC) : is a Brussels-based independent
non-profitmaking organisation dedicated to the reduction of the number and severity of transport crash injuries in Europe (organizza convegni e
seminari, pubblica studi e documenti sulla sicurezza dei trasporti stradali, aerei e ferroviari).
Fundación MAPFRE.
FUNDACIÓN MAPFRE is an institution sponsored by the Spanish insurance group MAPFRE. The foundation’s aim is to contribute to achieving objectives of general interest to society.
FUNDACIÓN MAPFRE’s objectives are: to promote the Safety of people and their assets, focussing particularly on Road Safety, Medicine and Health [etc.].
Active mainly in Spain and Latin America.
Deutscher Verkehrssicherheitsrat e.V. (DVR) (German Road Safety Council).
The objective of this organisation is to support the measures that aim at improving traffic safety of all road users.
The organisation is composed of about 220 members , such as the Federal Ministry of Transport, Building and Urban Affairs and the transport-related Ministries of the Federal States, as well as the Road Safety Clubs, the German Statutory Accident Insurance, the automobile clubs, the insurance sector, the vehicle manufacturers, the industrial sector, the employers’ associations, the trade unions and the churches.
Die
Deutsche Verkehrswacht (DVW) gehört zu den ältesten und größten Bürgerinitiativen Deutschlands. Seit ihrer Gründung 1924 arbeitet sie für mehr Sicherheit und weniger Unfälle auf unseren Straßen – heute mit mehr als 70.000 ehrenamtlich Engagierten. Mit ihren Zielgruppenprogrammen, Aktionen und Veranstaltungen erreicht die DVW rund 2,5 Millionen Menschen pro Jahr.
Global Alliance of NGOs for Road Safety. With over 140 member NGOs active in more than 90 countries, the Global Alliance of NGOs for Road Safety was founded in response to demand from NGOs worldwide for a forum where NGOs can share best practices and collectively advocate for road safety and the rights of victims of road traffic injury.
Die
Unfallforschung der Versicherer (UDV) im Gesamtverband der Deutschen Versicherungswirtschaft (GDV)
forscht und berät seit über 50 Jahren zur Verbesserung der Sicherheit auf Deutschlands Straßen und zur Unfallvermeidung. Für dieses Ziel arbeiten die drei Fachbereiche Verkehrsinfrastruktur, Fahrzeugsicherheit und Verkehrsverhalten/ -psychologie interdisziplinär zusammen. Die UDV ist ein wichtiger Know-how-Träger und einer der größten Auftraggeber für universitäre und außeruniversitäre Verkehrssicherheitsforschung.
The UDV (German Insurers Accident Research) is part of the German Insurance Association (GDV).
Observatoire National Interministériel de Sécurité Routière ente governativo francese
OISEVI, Observatorio Iberoamericano de Seguridad Vial. Su objetivo central está basado en la coordinación de estrategias e iniciativas en Seguridad Vial a nivel regional a partir de la generación de información oportuna, objetiva y confiable que contribuya, efectivamente, a lograr una reducción en la siniestralidad vial en el territorio Iberoamericano.
Prévention routière associazione (F)
IBSR
Institut Belge pour la Sécurité Routière
ICTCT - International Cooperation on Theories and Concepts in Traffic Safety,
an association developed out of an international working group of safety experts with the aim to identify
and analyse dangerous situations in road traffic on the basis of criteria other than past accidents,
analogous to the methods of air and industrial safety.
Kuratorium für Verkehrssicherheit (A)
The
Road Safety Observatory aims to provide easy access to independent road safety research and information for anyone working in road safety and for members of the public. It provides summaries and reviews of research on a wide range of road safety issues, along with links to original road safety research reports (UK)
Sicurstrada (Fondazione Unipolis).
La Fondazione Unipolis ha messo al centro della propria iniziativa e del progetto Sicurstrada il tema della difesa degli utenti più vulnerabili della strada – pedoni e ciclisti, insieme agli anziani e ai giovani – e della mobilità sostenibile.
La fondazione fa capo al gruppo assicurativo Unipol.
Steunpunt Verkeersveiligheid / Policy Research Centre for Traffic Safety, Diepenbeek (B).
Centre of expertise in Traffic Safety. The Research Centres for Policy Relevant Research support the Flemish government by carrying out scientific policy research on top priority policy themes. The Centres are established as interuniversity collaboration of research groups and institutions.
The specific goals of the Policy Research Centre for Traffic Safety are: data collection; short-term research on various policy matters; more fundamental scientific research on the subject of traffic safety.
SWOV - Dutch national road safety research institute (NL)
(Istituto nazionale olandese per la ricerca sulla sicurezza stradale).
Sito (anche in lingua inglese) con documenti sulle ricerche effettuate.
Ufficio Prevenzione Infortuni (CH).
"L'upi e' il centro svizzero di competenza per la prevenzione degli infortuni al servizio della popolazione".
Si occupa anche di sicurezza stradale.
United Nations Road Safety Collaboration
the University of North Carolina Highway Safety Research Center, Chapel Hill, North Carolina, USA
Sécurité Routière sito non governativo creato dal prof. Claude Got, contiene schede, documenti, informazioni.
MADD Canada, Mothers Against Drunk Driving / Les mères contre l'alcool au volant.
Mothers Against Drunk Driving (MADD Canada) is a charitable, grassroots organization that is committed to stopping impaired driving and supporting the victims of this violent crime. At the heart of MADD Canada is our volunteers who include not only mothers, but fathers, friends, business professionals, experts in the anti-impaired driving field and concerned citizens who want to make a difference in the fight against impaired driving.
NFPA, National Fire Protection Association (USA)
Agencia Nacional de Seguridad Vial, Argentina.
ISEV, Instituto de Seguridad y Educación Vial, Buenos Aires (Argentina).
El ISEV es un centro privado, dedicado al estudio e investigación en las materias de tránsito, transporte, educación y seguridad vial, cuyo objetivo es llevar a cabo acciones de asesoramiento, asistencia técnica y capacitación, del sector público y privado.
The
Monash University Accident Research Centre (MUARC)
is Australia’s largest injury prevention specialist. Our research, consultancy and training include safety in all modes of transport, in the workplace, in the community and in the home.
(Monash University, Victoria, Australia).
Vlaamse Stichting Verkeerskunde / the Flemish Foundation for Traffic Knowledge is committed to increase awareness about traffic and mobility in the region of Flanders, Belgium. On the one hand, it achieves this goal by organising permanent courses for professionals in the traffic sector – representatives, mobility officials, police, etc. On the other hand, the FFT develops projects and organises awareness campaigns for traffic participants of all ages, both during and after their schooling.
The Worldwide Ferry Safety Association is a not-for-profit dedicated to bringing innovation in training methods, as well as use of technology to provide notification for sudden hazardous weather, curb overloading, and enhance marine rescue technology.
ARCSS Agenzia Regionale Campana per la Sicurezza Stradale (Napoli).
Regione Veneto,
Programma Regionale di Prevenzione dei Traumi da Traffico (Venezia).
SICUREZZA DI CICLISTI E PEDONI (UTENTI DEBOLI, VULNERABLE ROAD USERS)
Margarita MartÍnez-DÍaz and Rosa Arroyo,
Is Cycling Safe? Does It Look like It? Insights from Helsinki and Barcelona.
Sustainability 2023, 15(2), 905 (25 p.) [formato PDF, 663 kB]. Open Access.
Cycling constitutes a clean, healthy, and low-cost mode of transport. Therefore, the promotion of cycling is currently one of the main goals of administrations around the word. Former
studies have shown that safety perception plays a fundamental role in the acceptance of bikes as a habitual mode of transport. In this context, this research aims to determine which variables
and actions can give rise to this feeling of safety and, therefore, collaborate in the modal shift towards a more sustainable mobility. For this purpose, different strategies have been
developed in two different contexts, Helsinki and Barcelona, using two different methodologies, namely expert interviews and analysis of survey data. Particularly, the methodology of
analysis used includes descriptive statistics and path analysis. Results point out that safety perception highly depends on trip purpose, as significant differences are observed for
daily users compared to those who cycle for sport reasons. Demographic characteristics (age, gender, etc.) and use patterns are also associated with different perceptions of safety
and different behaviors. However, for any cyclist, the quality of the available infrastructure significantly influences his/her safety perception. Thus, the provision of good quality
and well-structured cycling infrastructure is the most important initiative to promote cycling."
Dovilé Adminaité-Fodor, Graziella Jost,
How safe is walking and cycling in Europe?. PIN Flash Report 38.
European Transport Safety Council, Brussels, January 2020, 74 p. [formato PDF, 3,5 MB].
"The European Union (EU) is facing a multitude of interconnected demographic, public health and environmental challenges: the climate is changing; road deaths are stagnating; urbanisation is
increasing, air pollution is worsening, obesity is rising and the population is ageing. But there is an increasing recognition at local, but also national and EU level, that boosting the levels of
active mobility, particularly walking and cycling, can play an important role in overcoming many of these challenges. Such a policy will also have economic benefits. Based on conservative estimates,
even current levels of cycling in the EU produce benefits valued at around 150 billion euros per year. In contrast, the negative external costs of motorised road transport such as congestion, pollution
and climate change are estimated at 800 billion euros per year in a recent study for the European Commission. This report examines the most recent available data on the current safety levels of
cycling and walking across the EU and other countries that provide data to ETSC as part of its Road Safety Performance Index (PIN) programme".
Thomas Schweizer, Dominik Bucheli,
Fussgängerunfälle in der Schweiz 2008 - 2017. Faktenblatt 03 / 2018. Fussverkehr Schweiz, Zürich, 2018, 11 p. [formato PDF, 4,3 MB].
"Während die Zahl der schweren Strassenverkehrsunfälle in den letzten 10 Jahren insgesamt gesunken ist, konnte bei den Fussgängerinnen und Fussgängern bis 2013 leider keine
entsprechende Abnahme verzeichnet werden. Der Anteil der Fussgängerunfälle am Gesamttotal aller Unfälle nahm somit zu. Bei den Getöteten ist der Anteil der Fussgänger in den letzten
10 Jahren starken Schwankungen unterworfen. Seit 2014 bleibt aber der Anteil der Fussgänger an der Gesamtzahl der Verunfallten Personen konstant, desgleichen bei den Schwerverletzten."
Marco Dozza, Giulio Francesco Bianchi Piccinini, Julia Werneke (Chalmers University of Technology),
Using naturalistic data to assess e-cyclist behavior.
Transportation Research Part F 41 (2016) 217-226 (10 p.) [formato PDF, 1,8 MB]. Open Access.
"In Europe, the use of electric bicycles is rapidly increasing. This trend raises important
safety concerns: Is their use compatible with existing infrastructure and regulations? Do
they present novel safety issues? How do they impact other traffic? This study sought to
address these concerns, using instrumented electric bicycles to monitor e-cyclists' behavior
in a naturalistic fashion. Data was collected from 12 bicyclists, each of whom rode an
instrumented bicycle for two weeks. In total, 1500 km worth of data were collected, including 88
critical events (crashes and near-crashes). Analysis of these critical events identified
pedestrians, light vehicles and other bicycles as main threats to a safe ride. Other factors
also contributed to crash causation, such as being in proximity to a crossing or encountering
a vehicle parked in the bicycle lane. A comparison between electric and traditional
bicycles was enabled by the availability of data from a previous study a year earlier, which
collected naturalistic cycling data from traditional bicycles using the same instrumentation
as in this study. Electric bicycles were found to be ridden faster, on average, than traditional
bicycles, in addition to interacting differently with other road users. The results presented
in this study also suggest that countermeasures to bicycle crashes should be
different for electric and traditional bicycles. Finally, increasing electric bicycle conspicuity
appears to be the easiest, most obvious way to increase their safety."
Elliot Martin, Adam Cohen, Jan L. Botha, Susan Shaheen,
Bikesharing and Bicycle Safety.
Mineta Transportation Institute, San José, CA, March 2016, 94 p. [formato PDF, 3,2 MB].
"The growth of bikesharing in the United States has had a transformative impact on urban transportation. Major cities have established large bikesharing
systems, including Boston, Chicago, Denver, Minneapolis-Saint Paul, New York City, Salt Lake City, the San Francisco Bay Area, Seattle, Washington DC, and
others. These systems began operating as early as 2010, and no fatalities have occurred within the US as of this writing. However, three have happened in
North America-two in Canada and one in Mexico. Bikesharing has some qualities that appear inherently unsafe for bicyclists. Most prominently, helmet usage
is documented to be quite low in most regions. Bikesharing is also used by irregular bicyclists who are less familiar with the local terrain. In this study,
researchers take a closer look at bikesharing safety from qualitative and quantitative perspectives. Through a series of four focus groups, they discussed
bikesharing usage and safety with bikesharing members and nonmembers in the Bay Area. They further engaged experts nationwide from a variety of fields to
evaluate their opinions and perspectives on bikesharing and safety. Finally, researchers conducted an analysis of bicycle and bikesharing activity data, as
well as bicycle and bikesharing collisions to evaluate injury rates associated with bikesharing when compared with benchmarks of personal bicycling. The data
analysis found that collision and injury rates for bikesharing are lower than previously computed rates for personal bicycling. Experts and focus group
participants independently pointed to bikesharing rider behavior and bikesharing bicycle design as possible factors. In particular, bikesharing bicycles are
generally designed in ways that promote stability and limited speeds, which mitigate the conditions that contribute to collisions. Data analysis also
explored whether there was evidence of a "safety in numbers benefit" that resulted from bikesharing activity. However, no significant impact from bikesharing
activity on broader bicycle collisions could be found within the regions in which they operate. Discussion and recommendations are presented in the
conclusion."
Chris Cherry (University of Tennessee),
E-bike Safety Research. TRB Bicycle and Pedestrian Safety Analysis, January 14, 2015, 17 slides [formato PDF, 3,37 MB].
Harry Rutter, Nick Cavill, Francesca Racioppi, Hywell Dinsdale, Pekka Oja, Sonja Kahlmeier,
Economic Impact of Reduced Mortality Due to Increased Cycling,
Am J Prev Med 2013; 44(1) 89–92 (4 p.) [formato PDF, 70 kB].
"Increasing regular physical activity is a key public health goal. One strategy is to change the physical environment to encourage walking and cycling, requiring partnerships with the transport and urban planning sectors. Economic evaluation is an important factor in the decision to fund any new transport scheme, but techniques for assessing the economic value of the health benefits of cycling and walking have tended to be less sophisticated than the approaches used for assessing other benefits. This study aimed to produce a practical tool for estimating the economic impact of reduced mortality due to increased cycling. The tool was intended to be transparent, easy to use, reliable, and based on conservative assumptions and default values, which can be used in the absence of local data. It addressed the question: For a given volume of cycling within a defined population, what is the economic value of the health benefits?
The authors used published estimates of relative risk of all-cause mortality among regular cyclists and applied these to levels of cycling defined by the user to produce an estimate of the number of deaths potentially averted because of regular cycling. The tool then calculates the economic value of the deaths averted using the “value of a statistical life.” The outputs of the tool support decision making on cycle infrastructure or policies, or can be used as part of an integrated economic appraisal. The tool's unique contribution is that it takes a public health approach to a transport problem, addresses it in epidemiologic terms, and places the results back into the transport context. Examples of its use include its adoption by the English and Swedish departments of transport as the recommended methodologic approach for estimating the health impact of walking and cycling."
Stuart Reid, Simon Adams,
Infrastructure and Cyclist Safety. (TRL Report PPR 580).
Transport Research Laboratory, Wokingham, Berkshire, October 2011, 54 p. [formato PDF, 593 kB].
"The Department for Transport commissioned TRL to conduct a literature review to consider the role of infrastructure in relation to the safety of cyclists and their interaction with other road users. It was undertaken as part of the wider research programme, Road User Safety and Cycling, being led by TRL. Overall, it proved problematic to draw firm conclusions from the literature. Taken as a whole, the most significant infrastructure-related risk factors for cyclists in single vehicle incidents on highways appear to be slippery roads (due to weather) and poor or defective road surfaces. For multi-vehicle collisions, the main infrastructure risk factors appear to be posted speed limits and encounters with other road users at junctions."
Mircea Steriu,
Raising the bar. Review of Cycling Safety Policies in the European Union,
ETSC (European Transport Safety Council), Brussels, 2012, 58 p. [formato PDF, 1,99 MB].
Esther Walter, Yvonne Achermann Stürmer, Gianantonio Scaramuzza, Steffen Niemann, Mario Cavegn,
Fußverkehr. (bfu-Sicherheitsdossier Nr. 11). bfu – Beratungsstelle für Unfallverhütung, Bern, 2013, 210 p. [formato PDF, 2,62 MB].
"Im Sicherheitsdossier «Fussverkehr» werden wissensbasierte Präventionsempfehlungen zur Steigerung der Sicherheit von Fussgängern auf Schweizer
Strassen erarbeitet." "Nel dossier sicurezza "traffico pedonale" sono state rielaborate su base scientifica raccomandazioni di prevenzione per aumentare la sicurezza dei pedoni
sulle strade svizzere."
Colin F. Clarke,
Evaluation of New Zealand’s bicycle helmet law,
The New Zealand Medical Journal, 10 February 2012, v. 125 No 1349 (10 p.) [formato PDF, 200 kB].
L'articolo analizza gli effetti controproducenti dell'obbligo del casco per i ciclisti introdotto in Nuova Zelanda nel 1994.
"The New Zealand helmet law (all ages) came into effect on 1 January 1994. It
followed Australian helmet laws, introduced in 1990–1992. Pre-law (in 1990) cyclist
deaths were nearly a quarter of pedestrians in number, but in 2006–09, the equivalent
figure was near to 50% when adjusted for changes to hours cycled and walked. From
1988–91 to 2003–07, cyclists’ overall injury rate per hour increased by 20%. Dr
Hillman, from the UK’s Policy Studies Institute, calculated that life years gained by
cycling outweighed life years lost in accidents by 20 times. For the period 1989–1990
to 2006–2009, New Zealand survey data showed that average hours cycled per person
reduced by 51%. This evaluation finds the helmet law has failed in aspects of
promoting cycling, safety, health, accident compensation, environmental issues and civil liberties."
Working Group on Pedestrian Safety, Urban Space and Health (PUSH),
Pedestrian Safety, Urban Space and Health. Summary Document. (Research Report).
OECD, International Transport Forum, Paris, 2011, 20 p. [formato PDF, 843 kB].
"This is a summary of the report Pedestrian Safety, Urban Space and Health. The report
was developed by a group of international experts representing 19 countries, under the aegis of
the Research Centre of the International Transport Forum at the Organisation for Economic Cooperation and Development (OECD).
Recognising its wide benefits, the purpose of this report is to emphasize the importance of
walking as an integral part of the transport system and the vital need for policies to promote walking at all levels of planning.
This summary document comprises the conclusions and recommendations, as well as the
table of contents of the full report, together with details of the experts who contributed to the work."
Henk Stipdonk, Martine Reurings,
The safety effect of exchanging car mobility for bicycle mobility. Substituting a small number of short car trips with bicycle trips.
(SWOV-report R-2010-18). SWOV Institute for Road Safety Research, Leidschendam, 2010, 30 p. [formato PDF, 708 kB]
"This report describes the analysis of the effect of exchanging passenger car mobility for bicycle mobility on the number of fatalities and serious
road injuries in the Netherlands. A precise calculation of this effect was not possible due to a lack of information, instead the report gives a first and rough approximation of the safety effect.
The analysis considers a substitution of 10% of car trips shorter than 7.5 km by bicycle trips."
International Technology Scanning Program,
Pedestrian and Bicyclist Safety and Mobility in Europe.
FHWA/US DOT (HPIP), Washington, DC, February 2010, 80 p. [formato PDF, 3,30 MB].
"In May 2009, a team of 12 transportation professionals
from the United States with expertise in bicycling and
walking visited five countries in Europe to identify
and assess effective approaches to improve pedestrian
and bicyclist safety and mobility. The countries visited—
Denmark, Germany, Sweden, Switzerland, and the United
Kingdom—were chosen because of their innovative
approaches to nonmotorized transportation, as well as
the potential transferability of their policies and practices.
The scan team gathered a considerable amount of
information on various strategies and approaches that
could be used to improve pedestrian and bicyclist safety
and mobility in the United States. This section highlights
the most important findings from the scanning study. The
“General Findings and Conclusions” section describes the
broader issues and themes that emerged on the scan and
provides a context for understanding the details provided in
the body of the report. The “Key Findings” section provides
details on specific topics and is organized around the 5E
approach (an expanded version of the 3E approach
commonly used in traffic safety improvements)."
Lars Leden, Charlotta Johansson (Luleå University of Technology),
The safety of elderly bicyclists. 12th WCTR, July 11-15, 2010, Lisbon, Portugal, 17 p. [formato PDF, 334 kB]
"Demographic changes show that the absolute number and portion of the population in Europe that can be categorized as older or very old will continue to grow over the next several years. One aim should be to keep them active and healthy for as long a time as possible. Exercise, for example cycling, plays an important role in this context but data shows that the elderly bicyclists are overrepresented in crashes when compared with their exposure to traffic. Senior cyclists. needs and preferences should be a base for developing a safe and joyful cycling environment. This project uses in-depth crash data analysis, questionnaires with senior cyclists, and questionnaires with experts to identify potential for improving elderly bicycling.
Elderly bicyclists have a significantly higher risk than younger age groups. The consequences are significantly more severe for elderly bicyclists compared to other age groups and increase with vehicle speeds. Elderly bicyclists are significantly more involved in crashes when intending to turn left compared to other age groups. 22% of elderly in fatal crashes intend to turn left compared to 8% for adults and 14% for children.
As expected, elderly bicyclists are significantly more often impaired by bad sight and/or bad hearing as well as being impaired from taking medication in crashes compared to other age groups. Elderly bicyclists are less often in a hurry (5%) in crashes compared to other age groups (11%). Elderly bicyclists obey traffic rules no more and no less than other age groups. In darkness (incl. dawn and dusk), non-elderly adult bicyclists are significantly more often involved in crashes (37%) than elderly (11%).
The most stated safety-increasing measure according to the senior cyclists is construction of more cycle tracks. According to the expert questionnaire the most important preconditions were safety and a feeling of security when cycling, the existence of a network of roads for cycling including appropriate bike parking facilities and positive attitudes from users and non-users regarding travelling by bicycle. This is much in accordance with the opinions expressed by the senior cyclists."
Conor C.O. Reynolds, M. Anne Harris, Kay Teschke, Peter A. Cripton and Meghan Winters,
The impact of transportation infrastructure on bicycling injuries and crashes: a review of the literature.
Environmental Health 2009, 8:47 (19 p.) [formato PDF, 344 KB].
"Background. Bicycling has the potential to improve fitness, diminish obesity, and reduce noise, air pollution, and greenhouse gases associated with travel. However, bicyclists incur a higher risk of injuries requiring hospitalization than motor vehicle occupants. Therefore, understanding ways of making bicycling safer and increasing rates of bicycling are important to improving population health. There is a growing body of research examining transportation infrastructure and the risk of injury to bicyclists.
Methods. We reviewed studies of the impact of transportation infrastructure on bicyclist safety. The results were tabulated within two categories of infrastructure, namely that at intersections (e.g. roundabouts, traffic lights) or between intersections on "straightaways" (e.g. bike lanes or paths). To assess safety, studies examining the following outcomes were included: injuries; injury severity; and crashes (collisions and/or falls).
Results. The literature to date on transportation infrastructure and cyclist safety is limited by the incomplete range of facilities studied and difficulties in controlling for exposure to risk. However, evidence from the 23 papers reviewed (eight that examined intersections and 15 that examined straightaways) suggests that infrastructure influences injury and crash risk. Intersection studies focused mainly on roundabouts. They found that multi-lane roundabouts can significantly increase risk to bicyclists unless a separated cycle track is included in the design. Studies of straightaways grouped facilities into few categories, such that facilities with potentially different risks may have been classified within a single category. Results to date suggest that sidewalks and multi-use trails pose the highest risk, major roads are more hazardous than minor roads, and the presence of bicycle facilities (e.g. on-road bike routes, on-road marked bike lanes, and off-road bike paths) was associated with the lowest risk.
Conclusion. Evidence is beginning to accumulate that purpose-built bicycle-specific facilities reduce crashes and injuries among cyclists, providing the basis for initial transportation engineering guidelines for cyclist safety. Street lighting, paved surfaces, and low-angled grades are additional factors that appear to improve cyclist safety. Future research examining a greater variety of infrastructure would allow development of more detailed guidelines."
W.A. Leaf and D.F. Preusser,
Literature Review on Vehicle Travel Speeds and Pedestrian Injuries. (DOT HS 809 021 Final Report).
U.S. Department of Transportation, National Highway Traffic Safety Administration, Washington, D.C.,
1999, 71 p. [formato PDF, 230 KB].
"The relationship between vehicle travel speeds and resulting pedestrian injury was reviewed in the literature and in existing
data sets. Results indicated that higher vehicle speeds are strongly associated with both a greater likelihood of pedestrian crash
occurrence and more serious resulting pedestrian injury. It was estimated that only 5 percent of pedestrians would die when struck
by a vehicle traveling at 20 miles per hour or less. This compares with fatality rates of 40, 80, and nearly 100 percent for striking
speeds of 30, 40, and 50 miles per hour or more respectively. Reductions in vehicle travel speeds can be achieved through lowered
speed limits, police enforcement of speed limits, and associated public information. More long-lasting speed reductions in
neighborhoods where vehicles and pedestrians commonly share the roadway can be achieved through engineering approaches
generally known as traffic calming. Countermeasures include road humps, roundabouts, other horizontal traffic deflections (e.g.,
chicanes), and increased use of stop signs. Comprehensive community-based speed reduction programs, combining public
information and education, enforcement, and roadway engineering, are recommended."
N. Christie (University of Surrey), S. Cairns and H. Ward (University College London),
E. Towner (University of Newcastle-upon-Tyne),
Children’s Traffic Safety: International Lessons for the UK.
(Road Safety Research Report No. 50). Department for Transport, London, July 2004, 44 p. [formato PDF, 236 kB].
"Children’s Traffic Safety: International Lessons for the UK attempts to identify good
practice and innovation from other countries that could improve the traffic safety of
children in the UK. The key findings suggest that the UK has adopted good practice
in a number of areas but that current practice needs strengthening. A more
widespread approach to modifying the environment is required in the UK to
improve the safety of children as pedestrians or bicyclists, and barriers to
implementation need to be overcome. Clearer guidelines are needed for
implementing low speed limits near schools and in identifying these areas as
enforcement zones. In the UK there is a steep social gradient in child pedestrian
fatalities and at present there is no routine monitoring of the socio-economic status
of all road traffic casualties."
L.T.B. van Kampen,
Gewonde fietsers in het ziekenhuis. Een analyse van ongevallen- en letselgegevens (Cyclist hospital admissions; An analysis of crashes and injuries).
(R-2007-9). SWOV, Leidschendam, 2008, 57 p. [formato PDF, 676 KB].
"Early 2007 a report was published about the developments in the number of traffic injured who are admitted to
hospital (Van Kampen, 2007). It mentions two alarming developments for cyclists who are admitted to hospital after
a crash: 1) their number is increasing steadily, and 2) their injury severity is hardly decreasing, contrary to that
of injured car occupants. This study has attempted to find an explanation for these developments among cyclists
admitted to hospital. Data about cyclist injuries from the National Medical Registration (LMR) has been used for
detailed analysis. A distinction was made between injured cyclists in crashes with a motorized vehicle as a crash
opponent, the motor vehicle crashes, and those in crashes in which no motor vehicle was involved, the non-motor
vehicle crashes. An estimated 70% of the crashes in the latter category are single vehicle crashes, crashes
without a crash opponent, but this category also contains the bicycle-bicycle and the bicycle-pedestrian crashes."
P.L. Jacobsen,
Safety in numbers: more walkers and bicyclists, safer walking and bicycling.
Injury Prevention 9 (2003) 205-209 [formato PDF, 339 KB].
"A motorist is less likely to collide with a person walking and bicycling if more
people walk or bicycle. Policies that increase the numbers of people walking and
bicycling appear to be an effective route to improving the safety of people walking and bicycling."
(Free for registered users - free registration needed)
John Pucher, Lewis Dijkstra,
Promoting Safe Walking and Cycling to Improve Public Health: Lessons From The Netherlands and Germany,
Am J Public Health 93 (2003) 1509-1516 [formato PDF, 165 KB].
"We examined the public health consequences of unsafe and inconvenient walking and bicycling conditions in
American cities to suggest improvements based on successful policies in The Netherlands and Germany."
Roelof Wittink,
Promotion of mobility and safety of vulnerable road users.
Final report of the European research project PROMISING,
(D-2001-3), SWOV, Leidschendam, 2001, 100 p. [formato PDF, 4,42 MB].
"The European research project PROMISING aimed at developing
measures to improve both safety and mobility of vulnerable road
users. The potential for problem reduction was specified for four
target groups of vulnerable road users: pedestrians, cyclists,
motorised two-wheelers (i.e. motorcyclists and riders of mopeds)
and young car drivers."
Rob Methorst,
Vulnerable road users. Report on the knowledge base for an effective policy to promote the safe
mobility of vulnerable road users,
AVV Transport Research Centre, Rotterdam, 2003, 196 p. [formato PDF, 1,07 MB].
Studio commissionato dal governo olandese per contribuire a una politica di riduzione
degli incidenti stradali a danno degli utenti deboli.
Alena Erke, Rune Elvik,
Making Vision Zero real: Preventing pedestrian accidents and making them less severe
, (TØI Report 889/2007), Institute of Transport Economics TØI, Oslo, June 2007, 80 p. [formato PDF, 918 KB].
This report describes the risk of accidents and injuries for pedestrian and cyclists, fsctors affecting
the risk of these accidents, and measures to reduce the probability and severity of these accidents.
Nicole Muhlrad,
A short history of pedestrian safety policies in Western Europe,
Extra ICTCT Workshop, Beijing, 2007, 13 p. [formato PDF, 66 KB].
Observatoire National Interministériel de Sécurité Routière,
La sécurité des byciclettes de 1992 à 2001, étude sectorielle,
La Documentation Française, 2003, 66 p. [formato PDF, 775 KB].
A. Martin (TRL Limited),
Factors influencing pedestrian safety: a literature review (Published Project Report PPR 241),
TRL, 2007, 94 p. [formato PDF, 534 KB].
"A study has been undertaken by TRL on behalf of Transport for London (TfL) to review the
literature on the factors affecting pedestrian behaviour. In particular the review investigates
ways in which pedestrian behaviour might be influenced (in ways most acceptable to pedestrians and
other road users) to reduce the numbers of casualties on London’s roads."
Jean-Paul Coindet, Denis Verrier,
La sécurité dans les tunnels routiers en Île-de-France.
Institut d'Aménagement et d'Urbanisme Île-de-France, Paris, Décembre 2009, 63 p. [formato PDF, 2,32 MB]
"La sécurité dans les tunnels routiers est devenue aujourd’hui un enjeu national. La
prise de conscience de cet enjeu de la part des pouvoirs publics et de l’opinion
publique remonte au dramatique incendie dans le tunnel du Mont-Blanc qui en 1999 a coûté la vie à 39 personnes.
Les enquêtes et études qui ont suivi cet incendie ont montré l’extrême danger que
représentait un incendie de poids-lourds dans un tunnel. L’intégrité même de
l’ouvrage pouvait être atteinte, avec toutes les conséquences désastreuses pour les usagers se trouvant dans celui-ci.
Depuis 1999, la législation et la réglementation concernant la construction et
l’exploitation des tunnels routiers ont donc été revues dans l’optique d’un
renforcement de la sécurité, tant au niveau national qu’au niveau européen. Elles
s’appliquent aux ouvrages existants, en construction ou en projet. Les principaux
textes réglementaires régissant les nouvelles normes en vigueur sont la loi 2002-3
du 3 janvier 2002 relative à la sécurité des infrastructures et systèmes de transport et ses décrets d’application.
Ce renforcement de la sécurité se traduit aujourd’hui par la mise en oeuvre d’un
important programme de travaux de mise aux nouvelles normes des ouvrages
existants. Cette mise aux normes concerne tous les maîtres d’ouvrage (Etat,
collectivités locales et sociétés concessionnaires), mais uniquement les ouvrages de plus de 300 m.
L’Île-de-France est particulièrement concernée par cette mise aux nouvelles normes.
Les tunnels routiers y sont non seulement nombreux, mais surtout ils doivent écouler
un trafic extrêmement important pouvant aller au-delà de 200 000 véhicules par jour
avec un taux de poids-lourds pouvant dépasser les 10%. l’Etat a donc engagé un
programme de 5 ans pour un montant global de 600 M€. 22 tunnels sont ainsi
concernés pour une longueur totale de 45 km. La Ville de Paris développe également
son propre programme pour les tunnels dont elle a la maîtrise d’ouvrage, et ceci à
terme pour un linéaire de près de 15 km.
Jusqu’à présent les travaux n’ont occasionné que des fermetures nocturnes des
ouvrages et les mesures d’accompagnement mises en place (information des
usagers, itinéraires de déviation, … ) ont permis de limiter l’impact des travaux sur la
circulation automobile. La mise en place de ces dispositifs nécessitent une parfaite
coordination entre les principaux gestionnaires de voirie, à savoir l’Etat et les départements."
Kathleen Almand,
Safety and Security in Roadway Tunnels. Final Report.
TRB, Washington DC, March 2008, 102 p. [formato PDF, 5,84 MB]. Slides of the NCHRP workshop held on November 29 and 30, 2007.
Claus K. Larsen (Statens vegvesen/Norvegian Public Roads Administration),
Fire protection of tunnels - options and solutions, presentation.
Via Nordica 2008, Session "Safe tunnels for environment and transport", Helsingfors, 10 June 2008.
25 slides [formato PDF, 1,57 MB].
Alan Beard (Heriot-Watt University),
Issues in Tunnel Risk Assessment, Presentation. STOA Workshop "Assessment of the safety of tunnels" - 16 May 2007.
European Parliament, Science and Technology Options Assessment, 2007, 61 slides [formato PDF, 0,98 MB].
Alan Beard (Heriot-Watt University), David Cope (Parliamentary Office of Science and Technology, London),
Assessment of the Safety of Tunnels. Study. (IPOL/A/STOA/2006-26).
European Parliament, Science and Technology Options Assessment STOA, 2008, 62 p. [formato PDF, 566 kB].
"This paper is the final report for the STOA project ‘Assessment of the Safety of Tunnels’".
CETU Centre d'Etudes des Tunnels. "Service technique central, organisme du réseau technique et scientifique du ministère".
Centro studi del governo francese.
PIARC Technical Committee C3.3 Road tunnel operation / Comité technique AIPCR C3.3 Exploitation des tunnels routiers,
Integrated approach to road tunnel safety = Approche intégrée de la sécurité des tunnels routiers.
(Bilingual English-French). PIARC, Paris, 2007, 170 p. [formato PDF, 3,93 MB].
"This report proposes an integrated approach to road tunnel safety, which has been developed
in co-operation with the European research projects SafeT and UPTUN. General principles and current
perspectives on road tunnel safety are summarised, including practical tunnel project experience. An
international survey through PIARC C3.3 members was carried out. An overview is given of current best
practice in various countries."
Office fédéral des transports,
Sécurité dans les tunnels.
Rapport final sur le plan de réalisation (phase 2, étape A).
Bern, 24 janvier 2005, 53 p. [formato PDF, 652 KB].
EuroTAP : European
Tunnel Assessment Programme:
programma europeo per verificare la sicurezza
dei tunnel stradali. Contiene i risultati del test 2005. Per anni l’Italia è
stato l’unico paese europeo a opporsi alle ispezioni; nel 2005 il Ministero dei
Trasporti ha permesso agli esperti internazionali di esaminare alcuni tunnel a
gestione pubblica, ma non è stato dato l’accesso a quelli gestiti in
concessione a causa dell’opposizione dell’AISCAT (con l’eccezione della società
Autobrennero, che ha permesso la verifica sul tunnel di Franzensfeste già nel
2003). Vedi
Italy's tunnels: The door has opened slightly...
Direttiva
2004/54/CE del Parlamento Europeo e del Consiglio del 29 aprile 2004 relativa
ai requisiti minimi di sicurezza per le gallerie della Rete stradale transeuropea
(Gazzetta Ufficiale dell’Unione Europea, 30.4.2004, L 167/39 , 53 p. [file pdf, 282 kB]
Rettifica
della direttiva 2004/54/CE del Parlamento Europeo e del Consiglio, del 29
aprile 2004, relativa ai requisiti minimi di sicurezza per le gallerie della
rete stradale transeuropea (Gazzetta Ufficiale dell’Unione Europea, 7.06.2004, L 201/56 , 21 p. [file PDF, 402 KB]
EDUCAZIONE ALLA SICUREZZA STRADALE: SITI E MATERIALE DIDATTICO PER I GIOVANI E LE SCUOLE
SicuraMENTE, per una cultura della sicurezza stradale. Progetto e sito promosso dalla Regione Friuli Venezia Giulia (Italia)
Comprende corsi online, video, quiz.
Educazione alla sicurezza stradale, [numero monografico di]
Annali della Pubblica Istruzione, n.3/2011, 169 p. [formato PDF, 15 MB].
"I contributi qui raccolti presentano i risultati delle attività svolte nell’ambito
dell’Ufficio IV – Direzione Generale per lo Studente, l’Integrazione, la Partecipazione
e la Comunicazione, con l’obiettivo di modellare uno Studio approfondito
sulle tematiche dell’educazione stradale, da destinarsi agli Uffici
Scolastici Regionali, Provinciali, al Corpo docente e più in generale a tutti
coloro che si occupano della promozione e diffusione della sicurezza stradale
nelle scuole, ai sensi delle nuove norme del Codice della Strada di cui alla legge n. 120 del 29/7/2010.
Lo Studio di cui sopra intende fornire delle indicazioni finalizzate a rendere
sistematici, su tutto il territorio nazionale, gli interventi per la promozione e la
diffusione della sicurezza ed ha previsto l’approfondimento e lo sviluppo di una
serie di ambiti tematici (come dimostrato nello schema riportato più avanti) che
hanno riguardato: l’analisi degli aspetti significativi attinenti alla tematica dell’educazione stradale.
Questa parte del lavoro, svolta a partire da un’indagine conoscitiva su progetti
e iniziative in essere e sulla consultazione di referenti scolastici e di altri enti
e istituzioni competenti in materia, ha fornito le basi per l’approfondimento della tematica dell’educazione stradale;
la stesura di indicazioni operative per agevolare, anche sotto il profilo comunicazionale,
le azioni da parte degli Uffici Scolastici Regionali e delle Province
Autonome al fine di promuovere e sviluppare la progettualità scolastica nel
campo della sicurezza stradale, nonché favorire la partecipazione e il coinvolgimento
di tutte le categorie di utenza coinvolte, tra le quali, genitori e
famiglie, dirigenti scolastici, insegnanti, studenti, ecc.;
la predisposizione di «schemi-tipo» utilizzabili per i corsi e per altre iniziative
nel campo dell’educazione stradale sia per la Scuola Primaria che per quella secondaria;
l’esame di criteri e aspetti metodologici per la valutazione dei risultati delle
attività di educazione stradale in termini di appropriatezza, efficienza, efficacia
e nel rispetto dei principi di trasparenza ed economicità."
Educazione Stradale,
sito del Ministero dell'Istruzione, dell'Università e della Ricerca (Italia)
Carpeta "La Educación Vial en Educación Infantil".
La finalidad de este material es desarrollar un instrumento útil y una programación que permita al alumno ir descubriendo la diversidad de los elementos viales que configuran su entorno, desarrollando las claves necesarias para su interpretación, y permitiendo que cada vez sea menos dependiente del adulto cuando circula por las vías públicas, creando a la vez actitudes en su manera de actuar como peatón y/o usuario de los diferentes transportes.
(Per scaricare il materiale è necessaria la registrazione gratuita).
Trânsito Com Vida (Traffico con Vita). Portale.
"A inserção da Educação para o Trânsito no currículo regular das escolas de Ensino Fundamental é determinada pela Legislação Federal (Código de Trânsito Brasileiro) e recomendado pelo Ministério da Educação (Parâmetros Curriculares Nacionais). A fim de colaborar com as escolas na prática pedagógica em sala de aula e/ou laboratório de informática, nosso portal oferece material para o professor e material para os alunos com a interface gráfica e educacional diferenciadas, jogos e uma discussão que envolve três contextos de aprendizagem (Riscos no trânsito; Transporte e qualidade de vida; Ética e cidadania), além de ferramentas de um fórum para discussão entre os alunos e o professor."
Portale dedicato alla educazione alla mobilità, con sezioni dedicate agli alunni, agli insegnanti e ai genitori (in lingua portoghese, Brasile).
GITAS – Giovani Informati
su Traffico, Ambiente e Salute sito della Provincia di Modena dedicato alla sicurezza stradale e alla mobilità
sostenibile
SICUREZZA DELLA MOBILITA' CASA-SCUOLA / SAFE ROUTES TO SCHOOL
SAFEWAY2SCHOOL, the European traffic safety research project (2009-2012).
The aim of this project, funded by the European Commission within the 7th Framework Research Program, is to make the school roads in Europe safer for children, from home to school and back.
Ruth Kaufmann-Hayoz, Heidi Hofmann, Oliver Tschopp, Martina Blaser (IKAÖ, Bern) und Rolf Steiner, Katja Schori, Rolf Albisser, Rolf (verkehrsteiner, Bern),
Der Verkehr aus Sicht der Kinder: Schulwege von Primarschulkindern in der Schweiz (La circulation du point de vue des enfants: Les trajets
scolaires des élèves du primaire en Suisse / Traffic and children: Primary school children’s routes to school in Switzerland),
Bundesamt für Strassen, Bern, Juli 2010, 181 p. [formato PDF, 6,76 MB].
"For several years now, the topics of children’s appropriation of public spaces and children’s mobility
behavior have been increasingly investigated in planning and transportation sciences and in the
fields of developmental psychology and education (e.g., Haefeli & Kaufmann-Hayoz, 2009). The
goal of the present research study was to contribute towards improved consideration of children’s
interests in traffic planning practice. The study aimed to (a) produce a practice-oriented summary
of the diverse research findings in the different disciplines, (b) collect representative and up-to-date
data, and (c) provide illustrative, specific descriptions of typical conditions regarding primary school
children’s routes to school in Switzerland. The research questions focused on traffic hazards on
the way to school and how they are perceived by children and parents, how children travel the
route to school (especially means of transport chosen and reasons for the choice), type and
amount of children’s everyday physical activity, and possible measures to improve the relationship
between children and traffic, especially on routes to school."
Guide pour la sécurité des transports scolaires. A l’usage des décideurs locaux et de leurs partenaires,
Conseil National des Transports, La Défense Cedex, Mars 2010, 123 p. [formato PDF, 1,29 MB].
"Ce guide a été élaboré dans le cadre du Conseil National des Transports, en relation avec les services de chaque administration concernée. Il a été mis à jour en mars 2010."
Hervé Ruffieux, Christian Ary Huber, Walter Bill, Heinz Leu,
Percorso casa-scuola. Misure per una maggiore sicurezza sul percorso casa-scuola,
upi - Ufficio prevenzione infortuni, Berna, 2008, 44 p. [formato PDF, 1,86 MB].
"La presente documentazione intende mostrare le misure tecniche, organizzative e di pianificazione per incrementare la
sicurezza sul percorso casa-scuola. La pubblicazione e' destinata a chiunque si vede in un qualche modo confrontato con
la sicurezza del percorso casa-scuola (autorita', polizia, commissioni scolastiche, genitori, pianificatori ecc.) e
vuole essere un manuale per la pianificazione e l'arredo di tragitti casa-scuola sicuri. Il bambino «a misura di traffico»
non esiste, pertanto gli impianti stradali dei percorsi casa-scuola devono essere pianificati e arredati a misura di
bambino."
School Transportation Group,
An Analysis of North Carolina Guidelines and Criteria for Establishing School Walk Zones,
North Carolina Department of Transportation, Division of Bicycle and Pedestrian Transportation,
November 2001, 141 p. [formato PDF, 2,19 MB].
"The North Carolina Department of Transportation (NCDOT), Division of Bicycle
and Pedestrian Transportation initiated a project to research the potential for development
of standardized school walk zone policies for the state. The School Transportation Group
of the Institute for Transportation Research and Education at North Carolina State
University (ITRE), and the University of North Carolina Highway Safety Research Center
(HSRC) were selected to undertake the study. The resulting effort included the following
activities: 1. The compilation of the existing policies of North Carolina public schools for walk
zones, descriptions of the school commute pattern through surveys of all North
Carolina Local Education Agencies (LEA.s); analysis of North Carolina
pedestrian/motor vehicle crash data; and focus group meetings with parents and
school officials who have local transportation policy and operations responsibilities;
2. The review of school walk zone guidelines, policies, and practices developed by
other states and municipalities, and; 3. The definition of focus areas and development of specific recommendations."
Safe Routes to School Program, Montana Department of Transportation (US)
SafeRoutes, National Center for Safe Routes to School (US)
[Complete] Safe Routes to School guide, developed by the Pedestrian and Bicycle Information
Center (PBIC) with support from the National Highway Traffic Safety Administration (NHTSA), Federal
Highway Administration (FHWA), Centers for Disease Control and Prevention (CDC) and Institute of
Transportation Engineers (ITE). This guide is maintained by the National Center for Safe Routes to
School at www.saferoutesinfo.org. February 2007, 199 p. [formato PDF, 38 MB].
Safe Routes to School Guidebook, Montana Department of Transportation,
June 2007, 154 p. [formato PDF, 10,4 MB].
Marla R. Orenstein [et al.] (UC Berkeley Traffic Safety Center),
Safe Routes to School: Safety and Mobility Analysis. Report to the California Legislature.
California Department of Transportation and Institute of Transportation Studies, University of California, Berkeley , January 2007, 75 p. [formato PDF, 2,64 MB].
"This report evaluates the SR2S program for a number of mandated issues:
(i) The effectiveness of the program in reducing crashes, injuries and fatalities
involving children in the vicinity of the projects; (ii) The impact of the program
on levels of walking and bicycling to school; and (iii) The safety benefits of the
program in comparison with other highway safety programs."
Sally Cairns (University College London),
Achieving safer school travel in the UK. Paper for an international symposium about ‘School Zone Safety’,
convened by the Korean Association for Safe Community, 24 August 2005, Seoul. 13 p. [formato PDF, 79 kB].
"This paper summarises the current UK approach to improving child road safety,
focusing particularly on measures to enhance the safety of the school journey."
SICUREZZA STRADALE DEGLI ANZIANI, ANZIANI ALLA GUIDA
Matthew RJ Baldock, James P Thompson, Jeffrey Dutschke, Craig N Kloeden, VL Lindsay, JE Woolley,
Older Road Users: Emerging Trends. Research Report AP-R530-16.
Austroads, Sydney, October 2016, 142 p. [formato PDF, 4,1 MB]. [Free download, free registration needed].
"This report identifies trends in crash involvement amongst older road users (aged 75+).
The project incorporated a literature review; analysis of 10 years of crash data from every jurisdiction in Australia and New Zealand;
analysis of three years of detailed hospital injury data for older road users in South Australia; analysis of the contributing factors in older
road user crashes examined using the Centre for Automotive Safety Research in-depth investigation method; consultations with
representatives of all jurisdictions in Australia and New Zealand; and a summary of relevant sections of road safety strategies in a sample
of international jurisdictions.
The report provides policy recommendations and describes crash countermeasures relevant to older road users."
Eric Dumbaugh, Yi Zhang, Wenhao Li (Texas A&M University),
Community Design and the Incidence of Crashes Involving Pedestrians and Motorists Aged 75 and Older. Final Report. (Report No. UTCM 11-03-67).
University Transportation Center for Mobility, the Texas A&M University, College Station, TX, April 2012, 38 p. [formato PDF, 1,65 MB].
"Contemporary community design practice has focused on strategies intended to make communities safe for families with children. Comparatively little attention has been given to its effects on older adults. This study employs a series of negative binomial regression models to understand how urban form may affect the incidence of total and killed-or-severely-injured (KSI) crashes involving older drivers and pedestrians. Intersections, strip commercial uses, big-box stores, and arterial thoroughfares pose crash hazards for older motorists, while big-box stores and arterials are problematic for older pedestrians. A network of lower-speed streets was found to be associated with reductions in crashes involving older motorists and pedestrians."
Emelie Eriksson Thörnell,
Relation between hazard perception and visual behaviour.
VTI, Swedish National Road and Transport Research Institute, (VTI notat 11A-2010), Linköping, 2010, 68 p. [formato PDF, 1,91 MB].
"The hazard perception test developed by Sagberg and Bjornskau (2006) measuring reaction times in relation to different hazardous situations in traffic, has been used inthe present study to analyze older drivers’ visual behaviour when passing/responding to the test.
The overall objective of this study has been to investigate the relation between hazard perception in traffic and visual behaviour among older drivers in comparison with ayounger age group. The purpose of the study was to provide knowledge on what traffic situations that are more difficult for older drivers to interpret or perceive as hazardous. The elderly were expected to have more problems in situations that included objects classified as context hazards. Context hazards consist of objects that are slowly moving on the side of the road, which poses a situation where the driver should be prepared for the potential behaviour of that object.
The study was composed of two groups of drivers, one group of middle-aged drivers, 35-55 years old, and one group of older drivers, 65 years old and above, who performed the hazard perception test wearing an eye tracker. Hazard interpretation level within age group and situation was investigated, and eye movement data analyzed in terms of fixation duration time.
Overall results showed that the older participants had more problems in interpreting situations classified as context hazards as risky, especially context hazards consistingof pedestrians or cyclists. The differences were nevertheless significant. In addition, when investigating total fixation time on the hazard objects, the differences between age groups were shown to be significant for one of the situations consisting of pedestrians, classified as context/hidden hazard. No significant differences betweenage groups were found in either of the other situations.
The conclusions are that the elderly tentatively should be exposed to context hazards composed by pedestrians or cyclist in future training schemes. Since there were no significant differences between age groups, more research is, however, needed in the area.
Also, since the class of context/hidden hazards, which showed significant differences in fixation time between age groups, was composed by only one situation, resembling situations should be investigated in order to verify these differences."
Lena Levin, Tania Dukic, Per Henriksson, Selina Mårdh, Fridulv Sagberg,
Older car drivers in Norway and Sweden. Studies of accident involvement, visual search behaviour, attention and hazard perception.
Stockholm, Swedish National Road and Transport Research Institute, VTI Rapport 656A, 2009, 90 p. [formato PDF, 1,35 MB].
"By investigations on risky situations in older people’s everyday travelling it is possible to minimize their suffering and death rates from road accidents. Older people will in the future, to a larger proportion than today have a driving license and access to a car, especially older women will be car drivers to a larger proportion than today and they will probably use their car as long as possible. At the same time, recent years’ accident figures have shown an increased risk in road traffic for older people. The patterns of accidents vary between different groups of older people and also between older drivers and drivers from other age groups.
The present project identifies hazardous situations for older drivers and analyses older drivers’ accident involvement and visual behaviour in complex traffic situations. Typical and atypical older driver accidents are identified. Three main methods have been used: 1) a thorough accident analysis of police reported accidents in Norway, 2) a literature study on existing research on older drivers’ behaviour (i.e. cognitive aspects on car driving) and accident involvement, and 3) experimental studies comprising visual and perception tests accomplished in Norway and Sweden and a field study on the road, accomplished in Sweden.
In the experimental study and in the field study it was found significantly more individual differences among the older than among the younger drivers in the samples from Norway and Sweden. From in depth analyses of fatal crashes in Norway during the years 2005-2007 it was found that tiredness was the most often suspected cause of the accident among the group aged 35-55 years (28 %) and the second most often suspected cause in the group aged 75+ (19 %). Illness could be the cause of the accident twice as often among the older drivers (28 %) as in the younger control group (14 %).
The definition of older people as a problem (e.g. risky car drivers), and as a homogeneous group based on chronological age, may obscure the differences between groups and individuals based on variations in health, gender, ethnicity, living or economy. There is nothing in the results that supports age based limitations for renewal of driving license for otherwise healthy older people. Instead the study strengthens arguments for further research and refining of methods for identifying hazardous behaviour in complex situations, i.e. testing of drivers in complex situations; behaviour due to temporary illness or tiredness; and in depth studies of drivers’ perspectives,
experiences and strategies to avoid road accidents. Furthermore research on intelligent technical systems (e.g. information access, and recommended route and speed) plus other adaptive systems in the vehicles that support older car drivers, are suggested. Also, how the ageing drivers give priority to and afford new technological solutions."
Petros Evgenikos (National Technical University of Athens),
Road safety and the elderly in Europe. 4th IRTAD Conference, Seoul, 16-17 September 2009, 8 p. [formato PDF, 272 kB].
"The objective of this research is the analysis of basic road safety parameters related to elderly people (> 64
years old) by the use of the EU CARE database with disaggregate data on road accidents, as well as of other
international data files (Eurostat, IRTAD, etc.). Data for ten years and 19 EU countries on road accidents
involving elderly people are correlated with basic safety parameters like the road user type, the road
network type, the casualty age and gender as well as the day of the week, the time of the day and the
season. This comparative analysis revealed a decrease of more than 30% in elderly fatalities in traffic
accidents within the decade 1997 - 2006 and it was also shown that in most European countries the elderly
- specifically those between 75 and 84 years old - are at greater risk of being killed in a road accident than
the average person. Additionally, more than one third of elderly fatalities were pedestrians and also elderly
people are proportionately more likely than middle-aged people to be killed in an accident in an urban
road. Contrary to middle-aged people, elderly are mostly killed during the morning, with three-fourths of
those during the week days. Specific countries with higher elderly accident fatalities for particular accident
types were also identified. The analysis results allow for an overall picture of the safety level of elderly
people in Europe, providing thus useful support to all decision makers working for the improvement of
safety in the European road network."
Ragnhild Davidse,
Assisting the older driver. Intersection design and in-car devices to improve the safety of the older driver.
SWOV, Leidschendam, 2007, 261 p. [formato PDF, 3,85 MB].
(tesi di dottorato, Rijksuniversiteit Groningen). "In this thesis, the main focus was on assistive devices that may improve and
prolong the safe mobility of older drivers".
Liisa Hakamies-Blomqvist, Anu Sirén, Ragnhild Davidse,
Old drivers – a review, Stockholm, Swedish National Road and Transport
Research Institute, VTI Rapport 497A, 2004, 100 p. [formatoPDF, 956 KB].
Studio sui rischi dei guidatori anziani, di fronte
all’invecchiamento crescente della popolazione nei paesi europei.
GUIDA IN STATO DI EBBREZZA O SOTTO L'EFFETTO DI DROGHE / DRINK AND DRUG DRIVING
E. Dupont, H. Martensen & P. Silverans,
Abaissement du taux d’alcool autorisé pour les conducteurs novices et les conducteurs de grands véhicules : 0,2‰.
IBSR, Observatoire pour la sécurité routière, Bruxelles, 2010, 28 p. [formato PDF, 1,25 MB].
La guida in stato di ebbrezza nel contesto internazionale. Paesi Europei a confronto.
Fondazione Filippo Caracciolo, Roma, maggio 2010, 68 p. [formato PDF, 3,95 MB].
"Lo studio si articola in tre parti. La prima è stata elaborata con lo scopo di confrontare rapidamente alcuni indicatori statistici in grado di tratteggiare il fenomeno della guida in stato di ebbrezza nei diversi Paesi europei.
La seconda ha cercato di illustrare le diverse discipline normative presenti nei Paesi europei, attraverso un ragionamento che ha preso in considerazione non soltanto gli aspetti teorici, ma anche le problematiche di più spiccato profilo pratico, come l’effettività della risposta punitiva e le diverse modalità di irrogazione della pena..
Infine, la terza parte dell’indagine ci ha permesso di conoscere le azioni poste in essere dagli Stati europei per contrastare il fenomeno della guida in stato di ebbrezza, che si affiancano alla previsione di pene e sanzioni amministrative per coloro i quali violano le disposizioni in materia di alcol e guida di veicoli. Le informazioni fornite sono state raccolte e vengono esposte nel quarto ed ultimo capitolo dello studio."
Drinking and Driving in Europe. An International Comparison.
Fondazione Filippo Caracciolo, Roma, May 2010, 68 p. [formato PDF, 4,30 MB].
Jan Ifver and Hans Rydgren,
Drink-driving and the 2007 target.
The Road Traffic Inspectorate, Borlänge, Sweden, June 2008, 20 p. [formato PDF, 672 kB].
"One area that is of considerable importance for road safety is drink-driving, i.e. driving under the influence of alcohol. In this area the Swedish Road Administration (SRA) has not taken effective measures to an extent enabling any significant positive effect to be seen in the statistics of deaths due to alcohol-related road accidents. In the period 1997–2006 active road users (i.e. drivers of vehicles and pedestrians) under the influence of alcohol were involved on average in about 20 per cent of all fatal accidents. This proportion increased between 1997 and 2001 from 18 to 24 per cent. It then fell slightly and in 2006 was 20 per cent.
Based on data from the SRA’s in-depth studies, we conclude in this study that both the number and the proportion of fatalities among passenger car drivers under the influence of alcohol rose between 1997 and 2003, falling thereafter. The number of fatalities among passenger car drivers under the influence rose from 43 in 1997 to 66 in 2003 and then fell to 46 in 2006. The proportion of such fatalities also rose, from 21 per cent in 1997 to 27 per cent in 2003, after which it fell to 23 per cent in 2006. According to the SRA’s 2006 annual report, on the other hand, the proportion of car drivers killed while under the influence of alcohol almost doubled between 1997 and 2005. However, the data in the annual report is not comparable over time, which makes this statement misleading.
In this report a number of measures against drink-driving are described which, according to the SRA’s annual sector reports, have been taken during the period.
Based on the SRA’s reports, the Road Traffic Inspectorate draws the following conclusions:
The activities aimed at reducing the number of road users under the influence of alcohol were insignificant in the initial years after the adoption of the short-term target;
As a result of OLA activities and the Don´t drink and drive project, the problem of alcohol received greater priority;
The use of alcolocks is still insignificant;
The activities aimed at increasing the use of alcolocks have been targeted mainly at groups that have the smallest proportion of drivers under the influence of alcohol (with the exception of the trials involving conditional withdrawal of the driving licence);
The extent of reporting of the results of the measures taken has been small;
The fact that results are not reported may be due to the fact that measurements of the extent of and changes in drink-driving are inadequate. The Inspectorate considers that systematic surveys of these factors need to be undertaken as soon as possible.
The general public are of the opinion that the penalties for drink-driving should be more severe and a majority of them think that the limit for drink-driving should be set at 0 per mil. The public thus have a very disapproving attitude towards drink-driving offences. This should be a good starting point for adopting effective measures."
René Mathijssen (SWOV),
Alcolocks: factors influencing implementation, participation and compliance.
Literature review contributed to the EU project Alcolock Implementation in the European Union. (R-2006-7).
SWOV Institute for Road Safety Research, Leidschendam, 2006, 25 p. [formato PDF, 294 kB].
"In 2004-2005, a series of alcolock field trials were conducted in four European countries, in the framework of the EU research project Alcolock Implementation in the European Union. This project was granted by the European Commission, Directorate-General for Energy and Transport (DG-TREN). As part of the project, SWOV conducted a literature review of alcolock programmes, aimed at identifying the most important factors influencing acceptance, implementation, participation and compliance. The results of the literature review can be considered as complementary to the results of the field trials.
Regarding the acceptance and implementation of alcolocks for drink driving offenders, the following factors play an important role and should be addressed accordingly:
The cost of alcolock programmes to participants; Increased recidivism rates after alcolock removal from the vehicle;
Opposition by the criminal justice system.
With respect to participation and compliance, the 'ideal' alcolock programme for drink driving offenders based on findings in the literature would be:
Mandatory, successful completion of the programme being a condition of full licence reinstatement;
Tailored to distinctive target groups (varying from first to alcohol-dependent offenders);
Flexible in duration; Not preceded by a (lengthy) period of hard suspension;
Administered by licensing authorities; Recorded on the driver's licence;
Regularly monitored, including medical assessments for alcohol-dependent drivers;
Combined with some kind of rehabilitation.
Commercial alcolock programmes seem to be easier to implement than offender programmes. In Sweden, after the introduction of a small-scale demonstration project subsidized by the government, implementation was successfully left to market parties. Alcolocks were promoted as a tool for quality assurance. Discomfort to the drivers and the risk of economic loss to the fleet owners were minimized by programming the alcolocks' software accordingly. At an early stage, discussions were arranged between public and private parties and interest groups (like trade unions), and actual alcolock users and their social environment were informed."
M.P.M. Mathijssen (SWOV),
Three Decades of Drink Driving Policy in The Netherlands. An Evaluation.
Paper at the ICADTS T2004, Glasgow, 8-13 August 2004.
6 p. [formato PDF, 115 kB].
René Mathijssen (SWOV),
Three Decades of Drink Driving Policy in The Netherlands. An Evaluation.
Presentation at the ICADTS T2004, Glasgow, 8-13 August 2004.
7 slides [formato PDF, 2,05 MB].
Charlotte Bax (SWOV, ed.), Otto Kärki (VTT), Claudia Evers (BASt), Inger Marie Bernhoft (DTF) & René Mathijssen (SWOV),
Alcohol Interlock Implementation in the European Union: Feasibility study.
Final report of the European research project. (D-2001-20).
SWOV Institute for Road Safety Research, Leidschendam, 2001, 165 p. [formato PDF, 3,52 MB].
"A Breath Alcohol Ignition Interlock Device (BAIID) is a breath
testing device connected to the ignition system of a motor
vehicle. It prevents an operator from starting the vehicle if the
breath alcohol concentration exceeds a predetermined threshold or fail level.
From November 2000 until September 2001, a consortium of
European road safety research institutes conducted a feasibility
study regarding the implementation of BAIIDs in EU drink-driving
policies. This is the final report of the feasibility study."
Drinking and Driving: a road safety manual for decision-makers and practitioners.
Geneva, Global Road Safety Partnership, 2007, 173 p. [formato PDF, 1,48 MB].
"The purpose of this manual is to inform readers of practical ways to develop coordinated
and integrated programmes to reduce drinking and driving (including riding
motorcycles) within a country. The manual is aimed at addressing drinking and driving
among drivers. Commercial drivers are an especially important group to address
in terms of drinking and driving because of the large number of passengers they
can carry and/or the number of kilometres they are likely to travel."
T. Assum, M.P.M. Mathijssen and S. Houwing , S.C. Buttress, B. Sexton, R.J. Tunbridge, J. Oliver,
The prevalence of drug driving and relative risk estimations. A study conducted in The Netherlands, Norway and United Kingdom.
Deliverable D-R4.2, 2005, 105 p. [formato PDF, 1,45 MB, zippato].
"The present study's intention was to examine, in three European countries, Netherlands, Norway and UK (Scotland), whether drivers
using one or more of eight defined drug groups have a higher accident risk than drivers not using these drugs; and to as far as possible quantify this risk."
Inger Marie Bernhoft,
Drugs, alcohol and traffic safety. A synthesis of results.
Deliverable D-R4.6, 2005, 60 p. [formato PDF, 628 KB, zippato].
Alcohol. European Road Safety Observatory, 2006, 28 p. [formato PDF, 284 kB].
"European Road Safety Observatory (2006) Alcohol, retrieved January 25, 2007 from www.erso.eu".
Dati sulla relazione tra consumo di alcool ed incidenti stradali.
EKOS Research Associates,
Impaired Driving Survey for Transport Canada/MADD Canada. Final report.
EKOS Research Associates Inc., Ottawa, June 2007, 69 p. [formato PDF, 424 kB].
"Transport Canada/MADD Canada commissioned EKOS Research Associates to conduct a study of public attitudes toward impaired driving. The main objective of this research was to measure the concerns, knowledge, attitudes and behaviour of Canadians on impaired driving issues. The study collected relevant information to determine where awareness needs to be heightened and knowledge needs to be increased. The study also provided detailed information about public views on the key impaired driving issues of alcohol ignition interlock systems, driving while impaired by illicit drugs and prescription drugs, and the lowering of the legal blood alcohol concentration (BAC) level from 80mg% to 50mg%.
The methodology for this study involved an initial baseline telephone survey of 1,500 Canadian drivers, ten deliberative focus group sessions held in five cities across the country, and a pen and paper survey given to focus group participants post-discussion. Prior to the deliberative focus group sessions, participants were sent background material containing information on alcohol ignition interlock systems, use of illicit and prescription drugs and driving, and lowering the legal BAC from 80mg% to 50mg%."
Ernesto U. Savona e Stefano Caneppele (a cura di),
Prevenire gli incidenti stradali alcolcorrelati. Guida alla progettazione locale e alla valutazione degli
interventi di prevenzione e controllo dell'incidentalità stradale alcolcorrelata in Provincia di Trento.
Provincia Autonoma di Trento, Trento, 2004, 72 p. [formato PDF, 952 KB].