More people are driving cars and riding motorcycles in destinations around the world. Accidents can happen anywhere; however, in some destinations, accidents are more likely as there may be poor road surfaces, roads without shoulders, unprotected curves and cliffs, or no streetlights. Also, traffic laws and road signs may not be regularly followed.
Walk on a sidewalk or path instead of the road. If a path or sidewalk in not available, walk on the shoulder or side that lets you face oncoming traffic, so you are more likely to see a dangerous situation and react before an accident occurs
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The Day of Remembrance for Road Traffic Victims was first held in 1993 in the United Kingdom and organised since then by non-governmental organizations in a number of countries. It was created to give recognition to victims of road traffic crashes and for their loved ones.
Road Safety Week 2023 took place from 19 to 25 November 2023. Thank you to everyone who took part to talk about speed and challenge why so many people still think it's ok to speed when five people die on UK roads every day!
Help raise awareness of safe driving, riding, and walking practices with our suite of shareable materials. Download social graphics, videos, tip sheets, and more to help spread the word about the importance of sharing the road safely with others.
A Road Safety Audit (RSA) is the formal safety performance examination of an existing or future road or intersection by an independent, multidisciplinary team. It qualitatively estimates and reports on potential road safety issues and identifies opportunities for improvements in safety for all road users. The FHWA works with State and local jurisdictions and Tribal Governments to integrate RSAs into the project development process for new roads and intersections, and also encourages RSAs on existing roads and intersections.
Public agencies with a desire to improve the overall safety performance of roadways under their jurisdiction should be excited about the concept of RSAs. Road safety audits can be used in any phase of project development from planning and preliminary engineering, design and construction. RSAs can also be used on any sized project from minor intersection and roadway retrofits to mega-projects.
Most State DOTs have established traditional safety review processes. However, a road safety audit and a traditional safety review are different processes. It is important to understand the difference between the road safety reviews that are commonly performed and newer road safety audits. The main differences between the two are shown below:
Are you thinking about driving in another country? Road conditions, laws, and driving norms in other countries can be very different from those in the United States. Poor road maintenance, lack of signs, vehicle safety, and insurance coverage are just some things you should consider. And remember to buckle up, no matter where you are. Read about road safety in the Travel and Transportation section for your destination country before you go. Get information from the website of the foreign embassy or consulate, foreign government tourism offices, or from a car rental company in the foreign country.
The Bloomberg Philanthropies Initiative for Global Road Safety helps to implement a comprehensive package of activities proven to save lives. In partnership with international organizations and governments, it focuses on five key areas to improve road safety and save lives: strengthening national legislation; enhancing data collection and surveillance; changing road user behavior; improving road infrastructure; and upgrading vehicle safety.
In addition, partners have trained over 125,000 professionals in road safety strategies, including communications, police enforcement, and safe infrastructure design, launched more than 90 media campaigns, and crash-tested over 90 vehicle models across the Americas, Asia, and Africa. To date, nearly 3.7 billion people are covered by newly strengthened road safety laws with support from the initiative.
Road traffic safety refers to the methods and measures used to prevent road users from being killed or seriously injured. Typical road users include pedestrians, cyclists, motorists, vehicle passengers, and passengers of on-road public transport (mainly buses and trams).
The basic strategy of a Safe System approach is to ensure that in the event of a crash, the impact energies remain below the threshold likely to produce either death or serious injury. This threshold will vary from crash scenario to crash scenario, depending upon the level of protection offered to the road users involved. For example, the chances of survival for an unprotected pedestrian hit by a vehicle diminish rapidly at speeds greater than 30 km/h, whereas for a properly restrained motor vehicle occupant the critical impact speed is 50 km/h (for side impact crashes) and 70 km/h (for head-on crashes).
As sustainable solutions for classes of road safety have not been identified, particularly low-traffic rural and remote roads, a hierarchy of control should be applied, similar to classifications used to improve occupational safety and health.[2] At the highest level is sustainable prevention of serious injury and death crashes, with sustainable requiring all key result areas to be considered. At the second level is real-time risk reduction, which involves providing users at severe risk with a specific warning to enable them to take mitigating action. The third level is about reducing the crash risk which involves applying the road-design standards and guidelines (such as from AASHTO), improving driver behavior and enforcement.[1]
Vehicle speed within the human tolerances for avoiding serious injury and death is a key goal of modern road-design, because impact speed affects the severity of injury both to vehicle occupants and to pedestrians. For occupants, Joksch (1993) found the probability of death for drivers in multi-vehicle collisions increased as the fourth power of impact speed (often referred to by the mathematical term v ("delta V"), meaning change in velocity). Injuries are caused by sudden, severe acceleration (or deceleration); this is difficult to measure. However, crash reconstruction techniques can estimate vehicle speeds before a crash. Therefore, the change in speed is used as a surrogate for acceleration. This enabled the Swedish Road Administration to identify the KSI risk curves using actual crash-reconstruction data which led to the human tolerances for serious injury and death referenced above.
Interventions are generally much easier to identify in the modern road-safety paradigm, which focusses on the human tolerances for serious injury and death. For example, the elimination of head-on KSI crashes simply required the installation of an appropriate median crash-barrier. Also, roundabouts, often with speed-reducing approaches, feature very few KSI crashes.
The old road-safety paradigm of purely crash risk is a far more complex matter. Contributing factors to highway crashes may be related to the driver (such as driver error, illness, or fatigue), the vehicle (brake, steering, or throttle failures), or the road itself (lack of sight distance, poor roadside clear- zones, etc.). Interventions may seek to reduce or compensate for these factors, or to reduce the severity of crashes. A comprehensive outline of interventions areas can be seen in management systems for road safety. Study conducted in Finland revealed that the fatality risk is increased most when a collision type is either pedestrian or meeting[clarification needed] of the vehicles.[8]
In addition to management systems, which apply predominantly to networks in built-up areas, another class of interventions relates to the design of roadway networks for new districts. Such interventions explore the configurations of a network that will inherently reduce the probability of collisions.[9]
Interventions for the prevention of road traffic injuries are often evaluated; the Cochrane Library has published a wide variety of reviews of interventions for the prevention of road-traffic injuries.[10][11]
Most injuries occur on urban streets but most fatalities on rural roads, while motorways are the safest in relation to distance traveled. For example, in 2013, German autobahns carried 31% of motorized road traffic (in travel-kilometres) while accounting for 13% of Germany's traffic deaths. The autobahn fatality-rate of 1.9 deaths per billion-travel-kilometres compared favorably with the 4.7 rate on urban streets and 6.6 rate on rural roads.[12]
Important people traversing crowded streets and alleys in ancient Rome (famous for its Roman roads) deployed minions to clear the way for their litters or (if allowed) carts and chariots.[13]Even the mighty preferred not to trample the bystanders.
In the 19th century the advent of powered vehicles inspired British road-safety law to impose speed limits and to require a person on foot carrying a red flag warning of the arrival of a frightening noisy mechanical contrivance.[14]
Subsequently, motoring lobby-groups pressed for the priority of motorized traffic, and safety laws drove playing children off the streets and ghettoized the likes of walkers, bicycles, wheel-chairs and scooters to the margins.[15][16]Concepts like shared space, living streets and woonerven developed to counter this paradigm.
On neighborhood roads where many vulnerable road users, such as pedestrians and bicyclists can be found, traffic calming can be a tool for road safety. Though not strictly a traffic calming measure, mini-traffic circles implanted in normal intersections of neighbourhood streets have been shown to reduce collisions at intersections dramatically[25] (see picture). Shared space schemes, which rely on human instincts and interactions, such as eye contact, for their effectiveness, and are characterised by the removal of traditional traffic signals and signs, and even by the removal of the distinction between carriageway (roadway) and footway (sidewalk), are also becoming increasingly popular. Both approaches can be shown to be effective.[26] 006ab0faaa