6.9.4. The impacts of accident countermeasures require careful assessment and in particular to ensure that safety measures – as with traffic capacity improvements –do not simply transfer problems. For example, it is evident that if there is a high incidence of pedestrian accidents at a site, then the segregation of pedestrians and traffic will reduce those pedestrian accidents. However, it is essential to ensure that (i) pedestrians are not penalised by imposing unreasonable diversions which may themselves generate accidents as people ignore the new and inconvenient facilities or (ii) no new accident hazards are created e.g. increases in new types of accidents such as vehicle-vehicle accidents due to inappropriate traffic signals to assist pedestrians.
6.10.1. Traffic regulation enforcement by the traffic police is essential to safe traffic operations but in many developing cities is ineffective. Enforcement is discussed in the context of traffic police training and equipment programs in Chapter 5 but key issues are:
a) Under-trained traffic police;
b) lack of police numbers;
c) lack of police mobility and equipment; and
d) traffic police corruption and perception that traffic police are often unfair.
6.11.1. Road safety is often stated as one of the objectives of traffic management components of Bank projects – for example, in Moscow and Mumbai (not yet approved), Dhaka (only recently approved), Seoul, Taegu, Bogota, Zimbabwe, Hanoi, Bangkok, etc. A number of projects include components although these are often less-thancomprehensive and usually include either (i) attempts to establish an accident data recording system and/or (ii) a "blackspot" program. However, as the “Safety Review” notes, there has been little, if any, systematic evaluation of past Bank project components and thus no impact analysis is possible. As with other aspects of traffic management, there is a clear need for more rigorous:
a) definition of safety objectives and targets at project appraisals;
b) systematic safety programs; and
c) monitoring of targets and indicators.
6.12.1. The conclusions of the Chapter may be summarised as:
A high proportion of traffic accidents occur in urban areas. A comprehensive urban road safety policy requires a multi-sectoral approach including programs for driver training and testing, education, publicity programs aimed at selected groups of road users, vehicle roadworthiness testing, securing funds for road safety actions, community participation and monitoring and research. Some form of multi sectoral "Traffic Safety Committee" is required to initiate and co-ordinate safety policies and accident reduction programs. While a comprehensive safety program is broader than traffic management alone, traffic management actions should be an integral and important part. The traffic management aspects of a safety program are likely to include actions in the following areas:
Data from accident sites are collected by the traffic police and, in developing cities, many data bases are incomplete due to under-reporting and poor quality of data. Accident policies and programs should be based on sound data analysis. Improved data bases are necessary and require improved police training and systems and changes in police attitudes to eliminate bias - often against low income road users. Accident Data Analysis
In many cities, accident analysis is reactive and confined to reported problem sites; there is no systematic, periodic transfer of data from the traffic police to the traffic management agency or systematic evaluation for program planning. Improved procedures are necessary. While analysis can be done manually with great effect (e.g. accident occurrence maps), data for both identification of accidents and for monitoring of
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