On the Road to Safety

On the road to safety

8 ISO Focus October 2009 © ISO Focus, www.iso.org/isofocus Comment ISO paves the road to traffic safety management systems

“ human catastrophe ” is the The future ISO 39001 will also tion of ISO Focus for the future ISO description often made of the help to improve the migration proc- 39001, including why they are partic- A global traffic safety situation, ess of traffic safety technology into ipating in its development. If we can with more than one million fatalities our vehicles. New vehicles across the achieve the same success with ISO each year. world, for example, will be equipped 39001 as we have with, for example with advanced safety systems to sup- ISO 14001, we can look forward to a The World Health Organiza- port the user to take the right action, major breakthrough of traffic safety tion (WHO) projects that by 2030, and if needed, to control the vehicle across the world. the fifth most common reason for loss in critical situations. This migration of health will be an injury generated process, which is the strongest trend While actions taken on the within the road transport system. This in traffic safety, will be market driv- country level will have a major impact forecast is not only catastrophic, but en and will spread quickly around on the development of traffic safety, also tragic since most of these deaths the world. This is expected to signif- swathes of organizations will play a can be avoided or, at the very least, icantly reduce the number of crashes growing role to diminish a major pub- dramatically decreased. Unfortunate- and injuries. lic health problem across the world. ly, there is not enough being done to Once again, ISO will be the meeting apply existing knowledge and man- point for such a process. age the actions taken. What’s more, “ We can look forward I encourage you all to come too much is either blamed on the indi- to a major breakthrough on-board – your participation will vidual, or on the ineffective measures ensure that all interests are well used. This inaction or lack of know- of traffic safety across represented. ledge can and must be changed. the world.”

While in the past traffic safety The importance of the new man- has been considered a matter between agement standard cannot be overesti- a country and its citizens, we now mated. It will have a modern view on understand that there is another level what we should be doing, that is, to of engagement in all societies. Today, eliminate health losses on the road. the transport industry, together with the What’s more, it will serve as a tool to automotive industry and a number of avoid ineffective solutions and to con- others, are collaborating within their centrate on the most important issues to organizations or between their organ- improve safety. It’s a milestone in the izations and their stakeholders. They history of traffic safety and will enable are cooperating on transferring knowl- thousands and potentially millions of edge, and bringing together evidence- organizations to secure their activities based strategies and countermeasures in the road transport system. that will improve their market situa- Claes Tingvall tion, increase safety at work, reduce Some 30 countries worldwide Chair of ISO/PC 241, Road traffic safety costs, etc. are involved in the development of management system the standard, and a number of liai- ISO’s endeavour to develop a son organizations including WHO, management system for all those stake- the World Bank, the United Nations holders that use the road transport sys- Economic Commission for Europe tem, or that have a major impact on the (UN/ECE), the Organisation for Eco- safety of road transport systems, is a nomic Co-operation and Develop- landmark initiative. By bringing togeth- ment (OECD)/International Trans- er all the common knowledge that has port Forum (ITF) and the Global Road been developed over the years, ISO’s Safety (GRSF). management system for road traffic safety is the answer to reducing inju- Some of these organizations ries and deaths on our roads. share their aspirations in this edi-

ISO Focus October 2009 1 © ISO Focus, www.iso.org/isofocus Guest View Mark L. Rosenberg

r. Mark Rosenberg is Director of the United Nations (UN) and helped to the Global Road Safety Forum, organize two sessions of the UN General Da programme of the Task Force Assembly focusing on this issue. for Global Health. He also serves as In 2008, the UN General Assem- President and CEO of the Task Force, bly passed a historic resolution calling for a non-profit public health organiza- the first ever global ministerial confer- tion working to build coalitions to pro- ence on road safety in Moscow, Russia, mote global health and human develop- in November 2009. GRSF also worked ment. Prior to leading the Task Force, to help Latin American and Caribbean Dr. Rosenberg served 20 years with the countries to collaborate to stop this epi- Centers for Disease Control and Pre- demic, and has brought together stake- vention (CDC), including early work in holders in the region for three Stake- smallpox eradication, enteric diseases, holders Forums on Road Safety. and HIV/AIDS. He was instrumental in GRSF also works to build capacity establishing CDC’s National Center for for road safety at the country level, and is Injury Prevention and Control (NCIPC) working to improve the safety of children and became the first permanent director on the roads of Uruguay, and explore ways in 1994, serving as Director and Assist- to help build the technical and manageri- ant Surgeon General until 1999. al capacity of developing country govern- Dr. Rosenberg has done research ments’ lead agency for road safety. and consulted widely – with the From its inception, the GRSF World Health Organization (WHO), aims to generate widespread demand for the United Nations Children’s Fund road safety, build political will, and mobi- (UNICEF), and the World Bank – on lize the resources needed to respond to the effective collaboration in global health, “ Road traffic deaths are global epidemic of road traffic injuries and and is the lead author of Real Collab- both predictable and deaths. It does this through building coali- oration : What Global Health Needs preventable. For this reason, tions, working closely with the UN General to Succeed (2009). Dr. Rosenberg is a Assembly, WHO, UNICEF, UN Development member of the Institute of Medicine, we should no longer call Programme, the World Bank, foundations, where he served seven years on the them accidents.” non-government agencies, and the private Board on Global Health. He was also sector. In 2008, the GRSF decided to focus co-editor-in-chief of the Internation- ISO Focus : What are the objectives of more on regional- and national-level coali- al Journal of Injury Control and Safety the Global Road Safety Forum ? tions and let the UN Road Safety Collabo- Promotion. Dr. Rosenberg : The Global Road Safe- ration (UNRSC) take the lead in organizing Dr. Rosenberg was educated at Harvard ty Forum (GRSF) is a programme of the road safety forums at the global level. University, where he received his under- Task Force for Global Health, a non-gov- The UNRSC has undertaken several graduate degree as well as degrees in ernment organization located in Atlanta, initiatives, including developing a series of public policy and medicine. He com- Georgia, USA. With the ultimate goal of manuals on good practice ; creating a web- pleted a residency in internal medicine saving lives and turning around an epi- based database on road safety legislation; and a fellowship in infectious diseas- demic that threatens to kill 75 million completing and updating a series of res- es at Massachusetts General Hospital, people by 2050, the GRSF has worked in olutions on road traffic signs and signals a residency in psychiatry at the Boston the role of advocate, facilitator, and con- adapted in the European region ; follow- Beth Israel Hospital, and a residency in vener of global and regional partnerships ing-up on regional stakeholder meetings ; preventive medicine at the CDC. and forums on road safety. GRSF helped and establishing of an annual World Day of to bring road safety to the attention of Remembrance for Road Traffic Victims.

4 ISO Focus October 2009 © ISO Focus, www.iso.org/isofocus

ISO Focus : Over 90 % of the will inevitably increase as a country deaths in road accidents occur in becomes more and more motorized. low-income and middle-income In fact, we know that this is not true. countries, which are also hardest For this reason, we try never to use hit by the financial pressure result- the word “ accident ” because accident ing from road traffic crashes. To implies that a collision or injury was what extent does enacting and completely unpredictable, and if it is enforcing appropriate legislation not predictable then it is not prevent- contribute to decreasing the con- able so why even try to prevent these siderable economic and social injuries and deaths ? costs caused by road traffic crashes ? What is your opinion on this, in “ 90 % of the fatalities terms of both developing and devel- are in poor and middle oped countries ? Can you please income nations.” comment on the benefits of Interna- tional Standards ? We believe that road traffic deaths are both predictable and pre- Dr. Rosenberg : Our biggest threat ventable. For this reason, we should in road safety is not from people who no longer call them accidents. To speed, not from people who drive emphasize that point, we developed a drunk, and not from pedestrians who fine system for getting rid of the word are not careful where they are going. accident : whenever someone uses it, we fine them a dollar. It used to be just Our biggest threat is from fatalism, When residents of Nairobi’s huge slum, the sense that nothing can be done to pre- Kibera, leave the slum for work in the city 25 cents but the cost has gone up. vent road traffic deaths and injuries, the they must cross multiple lane highways with But this fine system alone won’t sense that these are just a part of life that no provisions for safe pedestrian crossing. bring about the changes that we need. It

Photo by Jan Golinksi, UNFCCC

A woman getting ready to run across the highway with a baby strapped to her back. There are no provisions for pedestrians to cross.

ISO Focus October 2009 5 © ISO Focus, www.iso.org/isofocus

Guest View

has been demonstrated many times over First, it primarily affects devel- going to and from their work. The lack that the right policies and legislation, if oping countries – 90 % of the fatalities of attention paid to their needs not only rigorously enacted and enforced over a are in poor and middle income nations. results in needless deaths and injuries sustained period, can prevent road traffic What happens in these places happens but also in a vicious circle of poverty injuries. Enforcement of speed limits out of the sight of the developed coun- where the costs are borne by families and rules against drinking and driving, tries. In addition, the developed coun- of the victims who are most frequently enforcement of helmet and seat belt laws, tries are actually doing better and better the family’s wage earner. and policies for safe roadway construc- in terms of reducing road traffic injuries Fifth, we are fatalistic and have tion all have helped to reduce the social and deaths, and when this happens the become anesthetized, thinking that there and economic costs of road traffic crashes people in these countries tend to forget is nothing that can be done, that road traf- and injuries. This has been demonstrated in about this problem. fic incidents are just “ accidents,” just a both developed and developing countries. Second, road traffic injuries hap- part of development – the price of mobil- pen one or two at a time, thus not draw- ity we all must bear. ing the kind of attention that would be given to the crash of a jumbo jet with 300 people on board – even in a country “ We must take all road users like India where there may be as many into account, pedestrians, as 700 deaths per day – equivalent to as well as drivers, poor as two jumbo jets. Third, we have inadequate metric well as rich.” systems to accurately quantify the problem; estimates in many countries are as Sixth, the issue of safety falls much as ten times too low. The lack of through the cracks and no one ministry First UN Stakeholders Global Road Safety reliable metrics also hampers our abil- takes ownership of road safety. Most peo- Forum at the UN, New York City, April 2004. Photo by Jan Golinksi, UNFCCC ity to demonstrate the effectiveness of ple assume that road safety “ belongs ” to our interventions. the ministry of transport, but the priority One of the most dramatic and for the ministry of transport is usually road impressive demonstrations of this has Fourth, in many developing coun- construction and their goal is to move more been the impact of Sweden’sVision Zero. tries the majority of the victims are fre- goods and vehicles farther and faster. They It has demonstrated that a concerted effort quently vulnerable road users, very often are usually busy with this and don’t have that addresses the whole road safety sys- those too poor to have cars, and bilat- time for safety. When a transport ministry tem can both predict and prevent road eral aid agencies and governments cur- does pay attention to safety it is usually air traffic crashes. rently do not take the needs of the urban poor into account in their infrastructure safety, or railroad safety, or maritime safety About 35 years ago, there were development strategies ; instead they are – areas where governments often perceive 137 children killed on the roads in Swe- focused on improving motorized trans- a collective governmental responsibility ; den ; four years ago there were 11; three port and often ignore the impact of new not road safety where the responsibility for years ago there was one. The important roads on the vulnerable road users. Their safety is usually put onto individual drivers question for us is how do we describe the approach to building roads assumes the and road users. Sometimes when a min- types of policies and standards, the kind majority of road users are using motor- istry of transport does have responsibility of system management that brought this ized transport. for road safety, it is limited to developing about. If we could translate these into a set policies, not enforcing them. of International Standards that could be In Kenya, where we have been Ministries of roads usually focus on used by developing and developed coun- looking at this problem in more detail, building more roads or repairing damaged tries alike, they could avoid having to re- the majority of road traffic victims are roads, not building safe roads or upgrad- invent the wheel and save many lives. pedestrians and users of non-motorized transport, the urban poor looking for and ing old roads to make them safer. Police pay more attention to catching criminals ISO Focus : By 2015, road crashes and preventing violence than to catching will be the leading cause of death for traffic violators. And ministries of health children aged 5-14 in the developing these days have their hands full taking world. What are some of today’s major care of the infectious diseases – includ- obstacles towards road safety becoming HIV/AIDS, tuberculosis, and malar- ing a mainstream development issue ? ia – that have traditionally been the main What role could ISO standards play in overcoming some of these obstacles ? Front cover of the Global Road Safety Forum Report from the First UN General Dr. Rosenberg : There are a number of rea- Assembly meeting on the global road safety sons why road safety does not get onto the crisis and the First UN Global Road Safety agenda of most development agencies. Stakeholders’ Forum.

6 ISO Focus October 2009 © ISO Focus, www.iso.org/isofocus

The future ISO 39001 can make it more likely that a country can develop the management capacity it needs. It will be important, however, to go beyond just writing the standard and really provide support for its implementation.

ISO Focus : How do you perceive ISO’s efforts to develop specific standards such as crash test dummies, air bags, motorcycle safety, tyre and rim The 1st Latin America and Caribbean Stakeholders’ Forum on Global Road Safety held in San performance, and driver licenses, just José, from left , Karla Gonzalez, Costa Rican Minister of Transport ; Oscar Arias Sánchez, to name a few, that may contribute to President of Costa Rica ; and Mark Rosenberg, Director of Global Road Safety Forum. improving road safety ? focus of public health ; they don’t have standards can help to lay out the roles and Dr. Rosenberg : It is important to look at time to take on a problem that, initially responsibilities of each ministry or sector all components of the system as a whole, at least, seems to be under the control of for road safety, they can help to draw on because every part matters. For example, other ministries. the potential contributions of each min- Uruguay recently passed a national law Seventh, and finally, all of these istry, rather than leaving this issue where requiring seat belts for all passengers in obstacles have an effect on politicians – it might never become a priority. all cars. But when we looked at the stock always faced with many competing pri- Finally, a set of International of cars, a majority of both old and new orities – that keeps them from seeing the Standards speaks to politicians because cars did not have the appropriate hard- road safety issue as an issue they want it gives them a clear target, a clear ration- ware for safely installing seat belts. to commit to and lead. Without politi- ale, and a proven-effective way of reach- So the legislation by itself would cal will, the issue does not rise high on ing that target. This is what will make have been ineffective ; or worse, it might the development agenda. them stand up and take notice. have led to installation of two-point ISO standards that are backed by data restraints in the rear seats which might and evidence can help to overcome every ISO Focus : What is your view on have actually increased the risk of serious one of these obstacles. Coming with evi- how ISO project committee ISO/PC injury to child passengers. This is a point dence of effectiveness, they can help bring 241, which is charged with developing that Claes Tingvall makes over and over : attention to the problem as a solvable prob- a road traffic safety management sys- all parts of the system contribute to the lem, with solutions that can work in devel- tem (ISO 39001), can contribute to outcomes we want so the standards must oping as well as developed nations. halting and reversing the current glo- address all parts of the system (see Com- International Standards suggest bal trend of increasing road traffic ment by Claes Tingvall on page 1). that the collection and analysis of road deaths and injuries? safety data are an integral part of any ISO Focus : What new International road safety system, and that even if they Dr. Rosenberg : If the future ISO 39001 occur one or two at a time, we know how Standards would the Forum like to see provides guidance on developing, nur- coming out of ISO ? Are there areas for to and must track these events ; and we turing, and sustaining a management which you would like to see more or dif- must do this accurately if we want to be system for road traffic safety, it will go ferent standards ? able to improve our systems. a very long way to stopping the current International Standards make it epidemic of road traffic deaths, an epi- Dr. Rosenberg : The Global Road Safety clear that we must take all road users into demic that is out of control and quickly Forum emphasizes the value of looking at account pedestrians, as well as drivers, getting worse in developing countries. the conditions that make our roads unsafe poor as well as rich. Standards, and the The lack of management capaci- for pedestrians as well as motorists. Pedes- results that they have helped to achieve ty is probably the single most important trians and vulnerable road users make up a in countries like Sweden, show that they missing ingredient in road safety in low- majority of the road traffic injury victims, can be incredibly effective. and middle-income countries. Countries but most infrastructure design is based on What could be stronger proof that often know what they ought to do, but the needs of the motorists and doesn’t take road traffic deaths don’t have to happen don’t have the capacity to do it. The lead the safety of pedestrians into account. There than the accomplishments of Vision Zero ? agency that is so often highlighted as an are frequently no provisions made to allow To translate the developments that made important component of road safety is pedestrians and non-motorized traffic to Vision Zero a reality into a set of stand- really a metaphor for management capac- cross dual or multi-lane roadways, and no ards is to put into everyone’s hands the ity, the critical link for successful imple- barriers to keep mini-buses off pedestrian tools and knowledge to guarantee that road mentation or for the effective delivery of pathways or sidewalks. It would be nice to traffic deaths can be prevented. If ISO effective road safety measures. see ISO standards for these conditions.

ISO Focus October 2009 7 © ISO Focus, www.iso.org/isofocus

On the road to safety

Taking action on road safety First Global Ministerial Conference on Road Safety

On 19-20 November 2009, the Government of the Russian Federation will host the First Global Ministerial Conference on Road Safety. The Ministerial by François Abram, former Conference – requested by the UN General Assembly – represents a historic opportunity to make progress on addressing an important public Technical Programme Manager, health problem. The Ministerial Conference is expected to convene as ISO Central Secretariat many as 1 000 participants including Ministers of Health, Transport, Education, Foreign Affairs and others ; representatives of United Nations ince the alarm sounded by His agencies; leaders from non-governmental and civil society organizations ; Excellency Fuad Mubarak Al-Hinai, representatives from private companies ; and many other of the world’s SPermanent representative of the leading road safety experts. sultanate of Oman to the United Nations, at the April 2004 UN General Assembly and The objectives of the Ministerial Conference are to : repeated by Mr. Kofi A. Annan, the then • Draw attention to the need for action to address the large and growing Secretary-General of the United Nations global impact of road traffic crashes, in particular in low- and middle- (UN), road safety has come to the top of income countries the international agenda. The World Health Organization • Review progress on implementation of the “World Report on Road Traffic was entrusted by the UN with leading Injury Prevention” and the UN General Assembly resolutions the campaign against road traffic crashes – and thus reduce the number of people • Provide a high-level global multisectoral policy platform to share killed and injured in road-traffic crashes information and good practices on road safety all other the world. Several international governmental organizations, such as • Propose a number of actions for the future, including a discussion of the the World Bank, and non-governmental resources needed to fulfill these actions. organizations, including ISO, joined The programme will feature statements from dignitaries, plenary forces to tackle this ambitious, difficult presentations on best practices and panel discussions on a wide range and complex task, which is nonetheless of road safety related topics. A road safety exhibit will also be held in necessary and urgent. conjunction with the Ministerial Conference. It is hoped that the outcomes of the Ministerial Conference will feed into preparations for a Decade of Action on Road Safety which may be decided upon by the UN General Assembly in About the author 2010.

François Abram served “ Road safety has come to low- and middle-income countries. It as Technical is crucial that governments commit to Programme the top of the international implementing a series of specific and Manager at ISO agenda.” attainable actions, including the setting On the road Central Secre- of ambitious road casualty reduction tariat for almost targets. The sharing of know-how and 40 years. Dur- A number of international initia- experience is also needed. ing his profes- tives have proved successful, among Now, a unique occasion to address sional carreer at nd to safety them the 2 UN Stakeholders Global these issues is coming up. The UN ISO, he was in Road Safety Forum 1) and a UN special General Assembly approved last year a charge of the transport sector, including session 2). Road safety campaigns have road vehicles, aerospace, shipping, Global Ministerial Conference on Road freight containers, and ensured close been organized in many regions and Safety, which will meet in Moscow, Rus- liaison with many international organi- countries worldwide. And the UN Road sia, in November 2009 (see Box above). zations. From 2004, he represented ISO Safety Collaboration (UNRSC), with It will no doubt be an opportunity for in the UNRSC contributing to the devel- some 60 organizations including ISO, the international community to review opment of ISO activities in the road has already met 10 times in various the progress made, and agree on a map safety area. Mr. Abram, who was an part of the world. for the coming years. active contributor of ISO Focus, provid- Despite the efforts made, road ed valuable support to the realization of crashes account for 1.3 million fatali- 1) Geneva, Switzerland, April 2007. this ISO Focus issue. Mr. Abram sends ties each year. The number of people his warmest thanks to all. killed is on the increase particularly in 2) New York, USA, March 2008.

ISO Focus October 2009 9 © ISO Focus, www.iso.org/isofocus

Main Focus

In the driver seat of best and place a huge strain on the health- practice WHO’s role in care services of many countries. ISO standards are powerful tools preventing road for promoting good practice. With the traffic injuries Catalyst for action support of the automotive industry and its The “ World Report on Road users, ISO has devoted a lot of effort to the Traffic Injury Prevention ”, published preparation of International Standards in jointly by the World Health Organiza- the field of vehicle design and equipment by Dr. Etienne Krug, Director, tion (WHO) and the World Bank (WB) (with more than 200 in the field of road Violence and Injury Prevention in 2004, helped catalyze action at an safety), and in close cooperation with and Disability, WHO international level towards addressing WP.29 – the World Forum for Harmo- the problem of road traffic crashes. It nization of Vehicle Regulations. oad traffic injuries are a major stresses the role of diverse sectors of ISO’s efforts to develop a road public health problem and a lead- society in the prevention of these inju- traffic safety management system (ISO ing cause of death, injury and dis- ries and describes the fundamental con- 39001) will constitute yet another R ability around the world. Nearly 1.3 mil- cepts of prevention, the magnitude and valuable contribution. The goal is to lion people die each year, and between impact of injuries, major determinants provide a structured, holistic approach 20 and 50 million more are injured as and risk factors, and effective interven- to road-traffic safety as a complement a result of accidents involving vehicles. tion strategies. The report serves as both to pertinent programmes and rules. The More than 90 % of the deaths occur in an advocacy tool and a technical docu- future ISO 39001 will employ a process low- and middle-income countries, which ment containing six major recommen- approach, including the plan-do-check- have less than half of the world’s vehi- dations on actions countries can take to act cycle and continual improvement. cles. Road traffic injuries are the lead- address the problem. It will provide an internationally har- ing cause of death for people between Following the report’s publica- monized tool for all interested in audit- 15 and 29 years of age. tion, the United Nations adopted resolu- ing the effectiveness of road safety Beyond the impact on those tion 58/289, entitled “ Improving global programmes, analyzing accident black directly affected, road traffic crashes road safety ”, which recognized the need spots and providing funding or award- have an enormous detrimental effect for the UN system to support efforts to ing prizes for road safety. on the economies of many countries. address the global road safety crisis. In addition to ISO 39001, ISO Globally, losses incurred as a result The resolution invited WHO, working is active in a multitude of areas such as of traffic injuries are estimated to be in collaboration with the UN regional intelligent systems, medical equipment, more than USD 518 billion, while at commissions, to act as coordinator on computerization of documents such as the national level they cost govern- road safety issues within the UN sys- driving licences, anti-counterfeiting ments between one percent and three tem. It also underlined the need to fur- tools, and fraud countermeasures and percent of their gross national product ther strengthen international coopera- control. At its meeting in Rome, Italy, in May 2009, the Commission for Global Road Safety approved the following recommendation : “ 2. Governments should commit to attain the Decade goal by implementing a five pillar Action Plan designed to (1) build management capacity, (2) influence road design and network management, (3) influence safety design, (4) influence road user behaviour and (5) improve post-crash care.” Here again, ISO is able to support these and other initiatives with the development of International Standards. The publication of ISO 39001, for example, will play a key role. It will serve to extensively promote the existing rules (standards and regulations) developed by competent organizations on a much The World Health Assembly endorses a resolution recognizing road safety as a pressing health broader scale than ever seen today. and development issue.

10 ISO Focus October 2009 © ISO Focus, www.iso.org/isofocus

On the road to safety

“ Pedestrians, cyclists and riders on motorized two- wheelers account for almost half of global road traffic deaths.”

The new “ Global Status Report on Road Safety ” finds that almost half of those killed on the world’s roads are not protected by the shell of a car. tion for road safety issues, taking into ISO, as a member of the UNRSC • Supporting assessments of the road account the needs of low- and middle- since 2005, brings a unique perspec- safety situation and existing nation- income countries. Further UN Gener- tive with its International Standards, in al facilities to address the problem al Assembly resolutions and a World particular with the development of an • Developing guidance and support for Health Assembly resolution have called International Standard for road traffic effective road safety interventions upon member states to prioritize road safety management systems. safety as a public health issue and take • Disseminating good practices The goals of the UNRSC are : effective steps towards reducing road • Providing capacity development on • To facilitate international cooperation traffic injuries. road safety issues • To strengthen global and regional • Advocating and encouraging the coordination among UN agencies United Nations Road demand for road safety Safety Collaboration • To implement UN General Assem- • Strengthening global and regional bly Resolutions 58/289, 60/5 and In accordance with the mandate coordination on road safety 62/244 conferred upon it by the General Assem- • Improving the safety of UN fleets for bly, WHO has worked closely with the • To implement the recommendations all road users. UN regional commissions to coordinate contained in the world report, there- the United Nations Road Safety Collab- by supporting national road safety oration (UNRSC), a group comprised of programmes. Pedestrians, cyclists UN and international road safety organi- A number of objectives to meet zations. The broad support for this collab- at risk the goals have also been identified, orative effort is reinforced by the swathes WHO has also recently completed including : and diverse range of organizations from the first global assessment of road safe- the transport, health and safety sectors.1) ty. The results, published in the “Global As of June 2009, the group is comprised 1) UN organizations, governments, non- Status Report on Road Safety”, confirm of approximately 60 agencies working in governmental organizations, donors, research that road safety is still a major public international or regional road safety. agencies and the private sector. health issue, particularly in low- and

ISO Focus October 2009 11 © ISO Focus, www.iso.org/isofocus

Main Focus

middle-income countries where road traffic fatality rates are highest. Providing the first global analysis of road traffic deaths according to the type of road user, the results show that pedestrians, cyclists and riders of motorized two-wheelers account for almost half of global road traffic deaths. The results presented here suggest that many countries, despite the international endorsement of the 2004 “World Report on Road Traffic Injury Prevention”, have yet to fully implement its recommendations, including the enforcement of be considered in international discus- comprehensive laws that address key sions, such as: risk factors and the establishment of systems to collect reliable data. • The need to give more attention to The standardized methodology protecting vulnerable road users employed in collecting data for the glo- • Strategies for making national road safe- bal status report means that the coun- ty legislation more comprehensive tries can use this information to com- pare their road safety situation with • Strengthening enforcement of these other countries. At a global level, such laws. assessments are important to enable the WHO has worked for many years international road safety community to at the national level to provide techni- measure global progress towards reduc- cal support to countries implementing ing traffic injuries. road safety programmes. For example, The timely publication of the glo- WHO works closely with governments bal status report will provide the plat- in Cambodia, Mexico, and Vietnam to form for discussion at the upcoming identify and address key risk factors in Ministerial Conference on Road Safe- road traffic injuries, including drink- ty, in Moscow, Russia, in November ing and driving and the use of helmets 2009. The report’s key findings should and seat belts. WHO will continue to work at both the international and national lev- About the author els. At the country level, this will involve using the data from the global status Dr. Etienne report to help identify where action is Krug is Direc- needed in particular countries, as well tor of of the as working with national governments to Department of provide the technical support for plan- Violence and ning and implementing responses. At Injury Preven- the international level, WHO will con- tion and Dis- tinue to work to facilitate cooperation ability (VIP) of and support road safety advocacy and the World policy efforts. Health Organi- zation, since his For more information about WHO’s appointment in October 2000. Dr. Krug work in road safety, see : www.who. holds a degree of Medical Doctor from int/violence_injury_prevention/ the University of Louvain near Brussels, road_traffic/en/ Belgium, his native country, and a Mas- To download the “ Global Status Report ters Degree in Public Health from Har- on Road Safety”, see : vard University, USA. Prior to joining WHO, Dr. Krug held www.who.int/violence_injury_ several positions working on violence prevention/road_safety_status/ 2009/ and injuries prevention and served as a en/ Director for Médecins Sans Frontières (MSF) in various low-income countries.

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On the road to safety

Rules of the road – Clear, The Vienna Conventions: compulsory and Convention on Road Traffic (1968) crucial Convention on Road Signs and Signals (1968) European Agreement supplementing by Eva Molnar, Director, the 1968 Convention on Road Transport Division, United Traffic (1971) Nations Economic Commission European Agreement supplementing for Europe the 1968 Convention on Road Signs and Signals (1971) e are all familiar with the appalling numbers of dead and Protocol on Road Markings, injured from traffic accidents. Additional to the European W Agreements supplementing the But to put these tragic numbers into per- spective, consider that unless the current 1968 Convention on Road Signs trend is reversed, the number of people and Signals (1973). killed in the next 15 to 20 years will equal that of the last 60 years’ major wars put together 1). Put another way, road crashes will claim three times more lives over From rules to respect the next 60 years than wars have done Just as we cannot play basketball since the end of World War II. This is without rules, we cannot participate in road clearly unacceptable. traffic without observing the rules. Most of the standard rules that From awareness to apply in road traffic come from the Vien- na Conventions. These are the multilat- political commitment erally recognized minimum rules, or the During the past decade, a great legal lingua franca, for traffic safety deal of effort has been concentrated on (see Box above). Among other provi- addressing this dire prognosis by raising sions, they include : awareness about the importance of road • A set of internationally agreed road safety. Has this goal been achieved? By traffic regulations and large, yes. But there is a difference between awareness and commitment. To • Road signs, signals and markings narrow and eventually eliminate this gap, • Uniform safety requirements for far more involvement from civil society driver’s licences, motor vehicles is needed. Citizens’ votes should reflect and other internationally accepted support for those who will take action. regulations. For this to happen, road safety awareness must penetrate the whole society. The Vienna Conventions exist to This is of course easier said than improve the efficiency and safety of road done. Here at the United Nations Eco- traffic. These conventions are regularly nomic Commission for Europe (UN/ revised and updated to introduce stricter ECE) we are attempting to reach the safety requirements and technological younger – and often most vulnerable – developments. These instruments pro- road users through the world of sports. vide governments with the legal basis As athletes are powerful role models for and the technical rules and regulations the young, collaboration between UN/ for their national highway codes. ECE and the International Basketball Federation (FIBA) is designed to instil a 1) Since the end of the Second World War in sense of respect for traffic rules in young 1945 there have been more than 250 major road users – similar to how athletes must wars, in which over 23 million people have respect the rules of their sport. been killed.

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Vehicle related legal Main Focus instruments Agreement concerning the Adoption of Uniform Technical Prescriptions Just over one third of the world has reduction targets ”. The objective is to for Wheeled Vehicles, Equipment and signed the conventions. The goal, howev- assist low- and middle-income coun- Parts which can be fitted and/or be er, is to make them universal, and a great tries in developing regional and nation- used on Wheeled Vehicles and the deal of work remains. In addition, many al road traffic casualty reduction tar- Conditions for Reciprocal Recognition countries that ratified the 1949 agreements gets, and to provide them with exam- of Approvals granted on the Basis of on road traffic and on road signs and sig- ples of good road safety practices that these Prescriptions (1958) nals have not joined the new, more mod- will help achieve the targets by 2015. ern 1968 conventions. Agreement concerning the As a minimum level, the expected out- Another challenge is to ensure the Establishing of Global Technical come of the project is that road safe- adequate implementation of the conven- Regulations for Wheeled Vehicles, ty improvement targets are set nation- tions. We are acutely aware that improved Equipment and Parts which can be ally, sub-regionally, and regionally so mechanisms to monitor implementation fitted and/or be used on Wheeled that changes – hopefully improvements should be developed. The UN/ECE Road Vehicles (1998) – can be monitored and the most effec- Traffic Safety Forum (WP.1) has put this tive interventions undertaken. Agreement concerning the Adoption issue on its agenda and expects to launch of Uniform Conditions for Periodical a simple and efficient monitoring mecha- Technical Inspections of Wheeled nism within a year. From wise words Vehicles and the Reciprocal to enabling environments Recognition of Such Inspection “We cannot participate (1997) Expert knowledge is crucial. But in road traffic without even the most experienced of experts are doomed to fail if there is no enabling observing the rules.” environment where they can fight their Road traffic rules address the With the rapid changes of the cen- daily battle for more efficient enforce- behavioural aspect of road safety. But tres of production in the world, there are ment, better roads and safer vehicles. road users also benefit from regulations countries that have become important This includes : and standards on other aspects, including parts of the automotive industry, but are • Strong leadership – with a real road infrastructure, vehicles, tyres and not yet full members of the World Forum, champion other vehicle parts, as well as protective and as such they have not yet signed the helmets for motorcyclists. relevant international agreements (see Regulations for vehicles and parts Box above) and do not yet enforce the are processed through a global negotiating life-saving regulations. About the author mechanism, the World Forum for Harmo- It is worth checking whether your nization of Vehicle Regulations (WP.29), country has signed these legal instru- Eva Molnar, managed by UN/ECE, which produces ments. If not, your intervention could an economist, is globally harmonized regulations. ISO, make a difference. the Director of in close cooperation with WP.29, pre- Transport in the pares International Standards in the field From expertise to United Nations of vehicle design and their equipment – Economic Com- with more than 200 for road safety. technical assistance mission for The value of the international pub- The broad and deep knowledge Europe (UN/ lic policy achieved through WP.29 is dem- base that has developed over the years ECE). Prior to onstrated by the fact that these technical helps us to understand the road safety this, she was the regulations are among the most effective challenge, which leads to better plan- Sector Manager tools for governments to improve vehi- ning and implementation of safety meas- for Transport in the World Bank, Europe and Central Asia Region and for several cle safety. Among these are regulations ures. But how widespread is this knowl- years a guest lecturer at the Budapest on brakes, tyres, lighting and signalling edge ? I am convinced that the core of University of Economics and Technical devices, safety belts, child restraint sys- road safety expertise should be locat- Sciences. Previously she worked as tems and crashworthiness. ed in the countries at national and sub- an infrastructure and management One would assume that once gov- national level, but we have still a long consultant for several years and for ernments agree upon these technical regu- way to go to before we have an army more than 10 years, she held different lations, consumers can be sure that prod- ready to fight for road safety. senior positions in the Hungarian ucts in official trade are made accordingly. Technical assistance to countries Transport Ministry. During this time, While this is usually the case – since indus- needs to be increased and strengthened. she was the CEO of Kapos Volan, a road try representatives actively participate in To this end, UN/ECE, together with the transport company in Hungary, as well the debates before governments decide – other regional commissions of the UN, as a member of the supervisory boards the sad truth is we cannot blindly trust in has launched a project entitled “ Improv- of different transport enterprises, like adherence to the rules and implementation ing global road safety : Setting region- the Austro-Hungarian railways, of the World Forum’s regulations. al and national road traffic casualty Raberbahn.

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On the road to safety

• Strong institutions with good gov- ernance, preferably with a national road safety council in charge of coordination • Adequate, predictable and reliable long-term funding.

Countries that have been the most successful in improving road safety can be considered as prototypes for the enabling environment. In these countries, the results are beyond road traffic safety. They can be proud of their well-function- ing roads and highway management, traffic police, healthcare systems, statistics and overall law enforcement. In addition, these countries have also given birth to a new area of consultancy, specialized in road safety. We have also seen that safe roads are efficient roads that reduce costs to commerce associated with delays and financial losses. Countries with high road safety standards are also countries with a high competitiveness index.

All the king’s horses and all the king’s men… …are needed to win the battle of degenerating road safety conditions. It is a shared responsibility that requires cooperation among several sectors and several institutions at both national and international levels. The UN/ECE working parties, particularly the Road Safety Forum (WP.1) and the World Forum (WP.29), will continue to offer a place where representatives of governments, busi- nesses and other international organizations, governmental and non-governmental alike, can openly discuss and share information to support road safety policies and regulations. by Eric Howard, Chair, about one percent to three percent of gross On behalf of UN/ECE, I can OECD/ITF Joint Transport national product (GNP). This exceeds the development assistance received global- confirm our commitment to continued Research Centre Working Group cooperation with ISO. ly by low- and middle-income countries. Behind the cold statistics lies the he “ Global Status Report on Road Its conclusions include : most important fact : the enormous human Safety”, published by the World • Injuries related to road traffic remain tragedy caused by road traffic crashes. THealth Organization (WHO), high- an important international public Behind each of these numbers is a fami- lights the effects of inadequate safety health problem, particularly for low- ly with lost hope for a better future, chil- levels on the world’s road networks. The and middle-income countries dren that must fight harder to gain access report, an assessment of road safety in • Significantly more preventative action to opportunities because of disabilities, 178 countries, concludes that approxi- is needed to make road travel safer. mothers that will need to work two or three mately 1.3 million people die annually, jobs because their husbands are dead or and between 20 and 50 million sustain The Organisation for Economic disabled, and parents that will never stop injuries. Globally, losses due to road acci- Co-operation and Development (OECD)/ weeping for lost children. dents are estimated at USD 518 billion, or International Transport Forum (ITF)

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Main Focus TOWARDS ZERO Ambitious Road Safety Targets killed and the Safe System Approach red on roads aroundble Each year around 1.2 million people are and 50 million are inju the burden of impact. the world. But crashes are largely preventa TOWARDS ZERO: Ambitious Road Safety Targets and much can be done to reduce pain they cause and their economics to reduce

Many countries have set target meet their targets? the number of casualties on their roads. and the Safe System Approach report “ Towards Zero : Ambitious Road imit to A focus on addressing the interac- e immediate and longer Are these countries on track to safety? What can be done in th Safety Targets and the Safeterm toSystem achievetraditional these approachestargets? Is thereto road a l ments tions between system elements – includ- nagement This report takes stock of recent develop and initiatives to meet increasingly ambitious Approach ”, a three-year study devely countries- to implement TOWARDS ing roads, vehicles and travel speeds – road safety targets. It highlights the ma ic case changes required in man effective interventions. It emphasises a strong focus on results and examines the econom of ZERO oped by representatives of 22 forcoun road safety investment.- It challengesm is essential to making the road transport the better performing countries to do more and strongly recommends the adoption a safe system approach with a long-ter Ambitious tries, the World Bank, the WHO, visionand of no fatalities on the roads. system fundamentally safer. s a major international The report constitute mall number Road Safety Targets and 1) be useful review of progress in developing safe system nd to all

the FIA Foundation , was launched at TRANSPORT RESEARCH CENTRE The safe system approach recog- approaches, now adopted in a s of countries. The report should the Safe System Approach to transport administrations a a “ High Level Road Safety Seminarstakeholders involved ” in improving road safety. nizes that the responsibility for safe oper-

jointly sponsored by the OECD/ www.internationaltransportforum.orgITF ation of the network is shared between Joint Transport Research Centre, in Par- www.oecd.org/publishing many individuals and organizations. -:HSTCSC=VUV^Z\: 2008 is, France, in September 2008. (77 2008 03 1 P1) This includes agencies and companies ISBN 978-92-821-0195-7 The OECD/ITF report considers • Invest in road safety that provide roads, set speed limits, recent road safety trends in OECD/ITF make laws, provide vehicles, make land countries and compares fatality trends • Foster commitment at the highest lev- use planning decisions affecting traffic across regions of the world. It reviews els of government. flows and roadside access, use the net- progress by countries against a published The OECD/ITF report acknowl- work, enter contracts for transport serv- ITF road safety target for 2012 and con- edges the considerable barriers to be ices, enforce compliance, employ driv- cludes that “ the fact that some countries addressed in most countries (for exam- ers, operate the emergency health sys- are on track to meet the target demon- ple, achieving legislative initiatives and tem and more. strates that targeted reductions in trauma tougher police enforcement) to win com- This breaks away from a “ blame can be achieved with adequate political munity and government acceptance of the road user ” emphasis and is a key fea- will, institutional organization and suf- required behavioural changes. These are ture of a safe system approach. ficient allocation of resources ”. It then not minor challenges. The OECD/ITF report calls for sets out best international road safety For the longer term, the report con- road authorities to develop a deep- practices applicable to the setting and cludes that a clear vision and strengthened achievement of ambitious targets. institutional management arrangements 1) The FIA Foundation was established in are needed, and that all countries should 2001 by the Fédération Internationale de l’Automobile (FIA), the non-profit federation embrace the safe system approach. “ The fact that some of motoring organizations and the governing The vision to be adopted is the body of world motor sport. countries are on track ultimate elimination of death and seri- to meet the target ous injury on the road. demonstrates that targeted About the author reductions in trauma can The safe system Eric Howard is be achieved.” approach an international The safe system approach is a strategic road safety advisor fundamental shift in road safety think- The report’s key recommenda- and is recog- ing, which is necessary to move towards tions include : nized as an ultimate elimination of death and serious expert on • Adopt a highly ambitious vision for injury. It reframes the ways in which road road safety strengthening safety is viewed and managed. road safety • Set interim targets to move system- Its aim is to support develop- management atically towards the vision ment of a transport system better able capacity within to accommodate inevitable human error. governmental institutions, the develop- • Develop a “safe system” approach, This is commonly achieved through bet- ment of effective road safety strategies considered essential for achieving ter management of crash energy, so that based on a safe system approach and the longer-term targets and thinking no individual road user is exposed to necessary change management skills crash forces likely to result in death or required to deliver this. • Exploit proven interventions for ear- serious injury. This follows 25 years experience at sen- ly gains While extensive efforts are ior executive management level within required to achieve alert and compliant government in Australia, including seven • Conduct sufficient data collection and road users, a key strategy is road network years as general manager, road safety analysis to understand crash risks and improvements (referred to as forgiving with VicRoads, the lead government current performance while guiding infrastructure). These upgrades are best road safety agency in Victoria, Australia. improvement undertaken in conjunction with reviews Eric Howard chaired the OECD/ITF • Strengthen the road safety manage- of posted speed limits, which should be JTRC Working Group which prepared ment system set in response to the level of protection the report, “Towards Zero: Ambitious offered by the road infrastructure and Road Safety Targets and the Safe System • Accelerate knowledge transfer modern vehicle safety features. Approach”, published in late 2008.

16 ISO Focus October 2009 © ISO Focus, www.iso.org/isofocus

On the road to safety er understanding of the relationships should be encouraged to play a much to behave safely despite education and between crash rates and levels of pro- greater role. information efforts. tection provided against fatal and seri- The safe system approach seeks Both approaches argue that as ous crash outcomes (including speed to consolidate the road safety improve- long as inappropriate behaviours are limits) on given stretches of road. This ments achieved in recent decades and likely, system designers must strive to requires a sound understanding of key to generate further gains. In doing so, protect all road users from the impact of factors involved in crash causation and it explicitly adopts a results-focused those behaviours. outcome severity. approach 2), forces reconsideration of A safe system approach is one The safe system approach seeks the nature of interventions, and relies where the community demands and to build upon opportunities for improved on a systematic refocusing of institu- expects safety improvements. This can alignment of road safety policy with oth- tional arrangements to implement those be summed up as a “ stronger safety cul- er societal goals. For example, impor- interventions. ture ” where the number of traumatic tant synergies exist with environmental events is constantly dropping. protection and energy conservation policies, with occupational health and safety policies that target safer work-related driving, and with broader transport and travel policies that seek to improve travel cost efficiency. Approaches that involve all system designers – motivating them to support improved system safety as well as providing tools to assist in that task – are essential.

Institutional management

Institutional management functions are key competencies within governmental road safety agencies because they impact the capacity to deliver change in the way the network operates, through both governmental and non-governmental actors. They underpin road safety success in a jurisdiction and offer an expla- nation for much of the observable differ- ences in road safety performance among otherwise similar jurisdictions. Overcoming the barriers to community and governmental acceptance requires competent government officers,

enabling legislation and systems, inter- Photo Pierre Granier agency coordination, clarity of the lead agency role, supportive funding, knowl- International trends The impact of the Swedish and edge transfer, and research and develop- Dutch road safety visions on other coun- ment. Practitioners also require suitable Sweden has pioneered and fol- tries has been profound : While the esca- tools to be available to guide the devel- lowed a safe system approach known as lated level of ambition (zero deaths and opment, implementation and monitoring Vision Zero since 1997, based on four serious injuries) represents a radical shift of necessary interventions. elements: ethics, responsibility, a phi- within the road sector, these targets can Then there are the many and var- losophy of safety, and creating mecha- be viewed as consistent with the safety ied needs of organizations outside the nisms for change. expectations acceptable in other modes government sector which face many of Vision Zero recognizes the need of transport (for example the aviation the same management challenges, and for programmes to curb inappropriate and rail sectors). What was initially seen user behaviours. Similarly, the innova- as radical and unachievable has increas- 2) Towards Zero: Ambitious Targets and the tive “sustainable safety” approach of the ingly become the benchmark for accept- Safe System Approach, OECD/ITF, (2008). Netherlands describes the road user as able road safety results 3). 3) Towards Zero: Ambitious Targets and the the weakest link in the transport chain, The safe system has been adopt- Safe System Approach, OECD/ITF, (2008). unpredictable and not to be relied upon ed by other countries, including Norway

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Main Focus

and the Australian states and territories. ISO’s contributions to The standard’s requirements would It is likely to form the basis for the next road safety be generic and intended for application Canadian road safety strategy slated to by all organizations regardless of type, take effect from 2011. The rationale for the development size or products and services provided. It is being considered for for- of the future ISO 39001 for road traffic The categories of companies and organi- mal adoption in other countries and has safety management systems is to provide zations that have been identified as most been actively promoted by members of organizations active in road safety with relevant are those influencing : the OECD/ITF JTRC Working Group in the means of increasing and promoting • The design, building and maintenance their professional roles, in recent road their related safety standards. The stand- of roads and streets safety capacity reviews, under the aus- ard will be set at a level of principles and systems, and will provide an opportunity pices of the World Bank Global Road • Design and production of cars, lor- to integrate safety into commercial and Safety Facility in countries including ries and other road vehicles includ- non-commercial decision making. Argentina, Armenia, Bangladesh, Bosnia ing parts and equipment and Herzegovina, Indonesia, Montene- For governments, ISO 39001 will gro, Serbia, and Ukraine. The WHO, the provide a further opportunity to engage • Companies working with the trans- FIA Foundation, the International Road more partners on safety. For public and port of goods and people Assessment Programme (iRAP) organi- private organizations, the standard will zation and the Global Road Safety Part- provide an important opportunity to pro- • Companies generating significant nership have also actively promoted the mote safety systems as a point of differ- flows of goods and people safe system. ence and excellence. • All organizations with personnel working in the road transport system. “ ISO standards have contributed to road safety improvement over the decades.”

Potential early adopters were identified as transport and haulage companies, rental car companies and local governments organizing the transport of goods and people. The extent of the application depends on factors such as the road- traffic safety policy of the organization, the nature of its activities, products and services, its location and the conditions in which it functions. The management system documentation would be tailored to the needs of the organization. Considerable effort is being applied in the development of the standard to maximize the alignment with the OECD/ITF report principles, particularly the important role of the World Bank country road safety management framework, endorsed in the report as pivot- al in achieving improved road safety outcomes. ISO standards have contributed to road safety improvement over the decades. The future ISO 39001 will substantially increase that contribution by providing high-level guidance for all organizations in the community wishing to play a part by directly contributing to the ultimate elimination of death and serious injury

Photo Pierre Granier on the world’s roads.

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On the road to safety

Championing safe, clean and affordable transport

by Tony Bliss, Lead Road Safety Specialist, Sustainable Development Network, World Bank Group

he World Bank Group has champi- oned road safety in low- and mid- Tdle-income countries for more than three decades. Unprecedented growth in motorization, and the adverse effects of road crashes are now bringing road safety to the forefront of the development agenda. As part of the World Bank Group’s transport business strategy for 2008 – 2012, Safe, Clean and Affordable Transport for Development, road safety is becoming mainstreamed in transport investment operations.

The stakes are high Development aims to reduce poverty and promote higher living standards for all, with an emphasis on improved access to infrastructure services, health and education, and on people’s ability to participate in the economy and socie- “ Improved road safety Priority to high-risk ty. This inclusiveness is central to coun- countries try development strategies, which aim to management is the highest improve aggregate economic perform- priority in low- and middle- In addition to country investment ance, and address the priorities of edu- operations, recent World Bank activi- cation and health, as well as social and income countries.” ties include partnering with the World stakeholder participation. Poverty can Health Organization (WHO) to publish be understood as the inability to achieve first 30 years of this century, for example, the World Report on Road Traffic Injury basic prescribed standards in these pri- it is estimated that more cars will be pro- Prevention, supporting the Make Roads orities. In this regard, the sheer scale of duced in the world than during the first Safe campaign of the Commission for the historical and projected health losses hundred years of motorization. Global Road Safety and their proposal from road crashes alone puts road safety What’s more, road traffic inju- for a Decade of Action for Road Safety on the development agenda. ries will be the second biggest cause of 2010 – 2020, with a 50 % fatality reduc- By 2050, the world’s population healthy life years lost for men by 2030, tion target. is expected to reach nine billion people, and the biggest cause of healthy life years Among other World Bank activities from a current population of six billion, lost for children aged between 5 and 14, is the establishment of the Global Road with almost all this increase in low- and from 2015 to 2030. These sombre statis- Safety Facility to fund global, regional and middle-income countries and predominant- tics underpin the priority the World Bank country road safety capacity building ini- ly urban areas. Unless new measures are Group is now giving to improving road tiatives, and guidelines to implement the taken, higher rates of road traffic injuries safety performance in low- and middle- World Report recommendations through and death must be anticipated. Over the income countries. the conduct of road safety management ISO Focus October 2009 19 © ISO Focus, www.iso.org/isofocus

Main Focus

capacity reviews and related specification low- and middle-income countries will The development of ISO 39001 of lead agency reforms, investment strat- be to benefit from the lessons learned, to is very timely. It presents both opportu- egies and safe system projects.1) avoid the unnecessary and unacceptably nities and challenges. The opportunities Bold measures are being called for, high level of deaths and injuries expe- relate to the emphasis being given to the and the World Bank Group is committed rienced in high-income counties. This systematic management of road safety to making a sustained and effective con- will require a rapid and decisive shift to results. The core elements of a road safe- tribution. Meeting the 50 % reduction tar- the safe system approach, which aims to ty management system are the same for get for the proposed Decade of Action for eliminate road deaths and serious inju- any entity and relate to its goal and the Road Safety would save an estimated five ries, rather than chart a fatalistic pathway organizational functions and measures million lives and avoid 50 million serious that accepts these impacts as an inevita- delivered to achieve this goal. injuries, with a social benefit of USD three ble price of economic progress. Systematic management of road trillion. From this viewpoint, the success- safety requires actions that deliver improved ful implementation of the proposed Decade In comes ISO’s results in a dynamic, iterative process of of Action for Road Safety would be one of continuous improvement. The focus on the most significant global public health management system results drives the management system, achievements of the 21st century. standard holds it together and gives it purpose. The World Bank Global Road Safe- The reach and influence of ISO are This sustained level of organization and ty Facility is the first funding mechanism extensive. ISO plays a vital role in glo- ambition will be required in the public established to address the growing global bal development by promoting the adop- and private sectors and in civil society if road safety crisis. It provides significant tion of harmonized standards which help the fatality reduction targets for low- and support to strategic partners such as the reduce trade costs, expand trade flows, middle-income countries being proposed WHO, the Global Road Safety Partner- enhance environmental sustainability, for the Decade of Action for Road Safety ship, the International Road Assessment and improve life quality. ISO also con- are to be achieved. ISO 39001 will be a Programme, the International Road Fed- tributes to improving road safety through powerful tool to assist this process. eration, the Road Traffic Injuries Research its standards for vehicles and transport However, the challenges concern Network, the Global Traffic Safety Police supply chain management, and with the the tailoring of the tools to meet the dif- Network (RoadPol) and the Harvard Ini- launch of an ISO road traffic safety man- fering levels of organizational complex- tiative for Global Health. It is also fund- agement systems standard. ity across the broad road safety partnering capacity building initiatives at coun- ship evident within any particular country. try and regional levels to accelerate and “The development ISO 39001 should provide the impetus for scale up country road safety investment small and large organizational entities to operations. of ISO 39001 systematically improve their safety per- Over the last 50 years, road safe- is very timely.” formance. It should ensure that its func- ty management systems have evolved in tionality is user-friendly and adaptable to high-income countries. The challenge for The future ISO 39001 offers excit- the different scales of organizational struc- ing potential to support the achievement tures and resources encountered. of improved global road safety outcomes Over time it could evolve to meet over the coming decade and beyond. For more specialist needs, such as systematic About the author this reason, the World Bank Group and its network safety engineering policies and road safety partners are participating in practices and general deterrence road Tony Bliss is the development of ISO 39001, and are safety policing, as well as covering more the Lead Road deeply committed to its sustainable suc- familiar procedures for corporate vehicle Safety Special- cess. Improved road safety management fleet safety. These opportunities and chal- ist in the Sus- is the highest priority in low- and mid- lenges are currently being addressed, and tainable Devel- dle-income countries, and systematic pro- the World Bank Group and its road safe- opment Net- cedures are called for to address current work of the ty partners welcome this important ISO management capacity weaknesses. World Bank initiative and look forward to its speedy ISO 39001 concerns the manage- Group and is and effective implementation. ment of safety in a variety of organizational responsible for the development contexts including countries, states, prov- and promotion of multi-sectoral strate- inces and cities, as well as large and small gies to improve road safety results in corporations and other business, public 1) Bliss T & Breen J (2009). Implementing low- and middle-income countries. He and community entities. It is strategical- the Recommendations of the World Report on Road Traffic Injury Prevention. Country led the design and establishment of the ly aligned with the World Bank Group’s emphasis on road safety management sys- Guidelines for the Conduct of Road Safety Global Road Safety Facility, which is Management Capacity Reviews and the funding global, regional and country tems and promotion of the safe system Specification of Lead Agency Reforms, capacity building initiatives, and devel- approach which, in terms of its goal and Investment Strategies and Safe System oping associated policies, tools and pro- safety design principles, seeks to elimi- Projects. The World Bank Global Road Safety cedures. nate road deaths and injuries. Facility, Washington DC.

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On the road to safety

cient road safety proof motor carrier regulations. Additional- gramme poses a chal- ly, municipal governments are involved lenging yet profoundly in road maintenance, traffic engineering important task. and integrated safety initiatives with other community groups. Because of this shared responsi- The bility, partnership is not only a core val- partnership ue, but also a basic necessity for road safety delivery in Canada. For example, approach the collision database that is maintained Partnership is and operated at the federal level relies on the key to road safety information collected by the provinces, management in Cana- territories and their agencies, including da. Unlike many other police forces and hospitals. countries, the ability Much like the development of an to regulate road safe- ISO standard, many stakeholders have to ty is a responsibility work together in a participatory and col- shared by federal, pro- laborative manner to serve the best inter- vincial and municipal ests of the public. The Canadian Coun- levels of government. cil of Motor Transport Administrators A collaborative approach is imperative (CCMTA) is one of the mechanisms for Building the to improving safety. this cooperation, and the information and At the federal level, Transport Can- resource sharing that is needed to make world’s safest ada regulates the manufacture and impor- this happen. tation of motor vehicles and motor vehicle roads equipment, and regulates the safe operations of interprovincial bus and truck- ing companies. Transport Canada devel- by Dr. Kash Ram, Director ops safety standards, regulations and test General, Road Safety and Motor methods to ensure that all vehicles intro- duced into the Canadian market meet com- Vehicle Regulation, Transport prehensive safety requirements. Canada Transport Canada conducts About the author research programmes to continually raffic collisions are a leading cause enhance its regulations and runs a com- Dr. Kash Ram of death and long-term disabili- pliance programme to ensure that its reg- is Director Gen- Tty, making road safety a signifi- ulations are being respected by industry. eral of the Road cant social, health and economic issue. It also maintains a national collision data- Safety and Motor Vehicle On average, one person is killed eve- base and provides leadership and guid- Regulation ry three hours and one is injured eve- ance to the provinces and territories in Directorate of ry 2.6 minutes in Canada. That being the areas of programme development said, fatalities have been cut by more Transport Cana- and evaluation, research, analysis, and da. The Directo- than half from their 1973 peak, while knowledge sharing. Through federal, pro- the number of registered motor vehi- rate is responsi- vincial, territorial and municipal infra- ble for estab- cles has increased by almost 80 % dur- structure programmes, the federal gov- lishing safety standards for new and ing the same period. ernment contributes to the construction imported motor vehicles, and for enforc- Canada has nearly 900 000 kilo- and rehabilitation of roads, and advanc- ing these standards. The Directorate also metres of roads – enough to circle the es the usage of best practices regarding works with road safety partners to globe 22 times. These roads cover 10 design and road safety within infrastruc- advance the goals of Canada’s national provinces and three territories and range ture projects. plan for road safety. from small rural back roads that are not Provincial and territorial govern- Dr. Ram has a BASc in chemical engi- travelled frequently, to multi-lane high- ments administer driver and vehicle licens- neering from the University of Ottawa, ways in constant use. In addition, Cana- ing, collect collision and exposure data, an MASc in chemical engineering from da’s extreme weather conditions create a conduct research activities, and develop, the University of Waterloo and a PhD wide range of driving challenges. These implement and evaluate their road safety in fuel science and engineering from elements, and multiple levels of govern- programmes. They enforce traffic safety Pennsylvania State University. Dr. Ram ment with complementary jurisdiction laws via their police forces. They are also has held previous positions at Industry over roadways, road users and vehicles, responsible for road design, construction Canada, Environment Canada and mean that managing an effective and effi- and maintenance, as well as enforcement National Defence Canada.

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Main Focus

• To develop national models of motor vehicle transportation programmes.

The CCMTA is accountable to, and makes recommendations to, the Coun- cils of Deputy Ministers and Ministers responsible for Transportation and High- way Safety. The Council of Ministers has the responsibility for programme/project approval with CCMTA being responsible for carrying out its direction. CCMTA acts as a forum that helps prioritize initiatives, develop common directions, and mobilize the human, financial and material resources to improve road safety in Canada. It also facilitates the sharing of successes and lessons learned so that efforts are not duplicated. Other committees that report to the Councils of Ministers and of Deputy Ministers include the Vehicle Weights and Dimensions Task Force, Engineering and Research Support Committee and Policy and Planning Sup- port Committee. Transport Canada encourages and supports uniform national standards and guidelines for roadway design, and works towards this objective with its provincial, territorial and municipal partners through the Transportation Associa- tion of Canada (TAC). TAC is a national centre of transportation expertise, which mandate is to provide a neutral forum to gather and exchange relevant ideas and information on technical guidelines and best practices. Through ongoing research, TAC develops and improves guidelines and best practice documents for use by road engineering practitioners. Its focus is on safe, secure, efficient and environmental- ly and financially sustainable transportation services in support of Canada’s social and economic goals. In addition to working with other levels of government through CCMTA and TAC, Transport Canada supports a collaborative relationship with its regu- A platform for and research and development groups. lated bodies, particularly the 5 000 man- collaboration Its purposes are: ufacturers and importers of motor vehicles, tyres, and child restraints and boost- The CCMTA is a non-profit organ- • To share and exchange information er cushions. ization made up of representatives from The complexity of the issue, com- provincial, territorial and federal gov- • To promote awareness and education bined with competing requirements for ernments. It also has associate mem- of road safety resources at all levels of government, bers with expertise and interests in road requires that we collectively find effec- safety, including representatives from • To pursue harmonization of road user, tive solutions to improve road safety and the police, the healthcare community, motor carrier and driver and vehicle achieve our vision of having the safest industry, public safety organizations, licensing regulations and policies roads in the world.

22 ISO Focus October 2009 © ISO Focus, www.iso.org/isofocus

On the road to safety

An ambitious vision For example, some provinces now group promotes research and works with have regulations prohibiting the use of road safety practitioners on a national One of the major achievements hand-held cell phones while driving. and international level to encourage con- of CCMTA has been the development of Last year, the Canadian Global Road tinued development of guidelines, best a national vision for road safety. Can- Safety Committee, which is an organi- practices and implementation of well- ada’s inaugural vision was created in zation of road safety advocates, hosted known road safety treatments, such as 1996. That vision, which is in essence its first annual Day of Remembrance for roundabouts and rumble strips. a combined vision and road safety plan, road crash victims. In 2008, our focus Transport Canada is also initi- was subsequently updated in 2001. The was drinking and driving. This year, the ating a cultural change within its own current vision, entitled “Road Safe- focus of the day is raising awareness of organization. We are shifting from an ty Vision 2010”, addresses the major the impact of deaths and injuries result- operations-level approach to a system- traffic safety issues affecting Canadian ing from road collisions. wide approach, by implementing a safe- road users: use of seat belts and child ty and security management system restraints, impaired driving, speed and (SSMS) as a way to identify and miti- intersection-related collisions, high- “A collaborative gate risks before they occur. speed rural roadways, collisions involv- approach is imperative to ing commercial vehicles, high-risk drivers, and vulnerable road users. improving safety.” The contribution of Its overall goal is a long-term The vehicle : Regulations have International Standards aspiration of having “the safest roads in been developed to require additional the world”. The quantitative objective In collaboration with the Stand- safety features for new vehicles. For is to achieve a 30 % decrease in fatali- ards Council of Canada, Transport Can- example, a new regulation was tabled ties and serious injuries due to traffic ada contributes to improving road safe- this year, which requires that all new ty through active participation in the collisions by 2010. There are also sev- vehicles manufactured in or imported development of International Standards eral sub-targets to address the key road to Canada after 1 September 2011 be for road vehicles, and in the future, ISO safety issues noted above. This vision equipped with electronic stability con- International Standard for road traffic has spurred road safety stakeholders trol (a crash avoidance system). safety management systems. It is our across Canada to action. It has led to Infrastructure : Through the belief that ISO International Stand- significant improvements in road safety, Building Canada Fund and other infra- ards could contribute to the world- and decreases in fatalities and injuries. structure programmes, the federal gov- wide advancement of road safety and a However, there are still several persist- ernment is contributing to the construc- decrease in fatalities and injuries result- ent contributing factors to fatalities and tion and rehabilitation of Canada’s road ing from road collisions. serious injury, such as impaired driv- network. Transport Canada’s Road Safety ing, lack of seat belt use and excessive speed. The CCMTA is in the process of developing the successor plan to this vision.

Integrated approach Our vision remains the same, but how we get there is evolving. Canada is moving towards a holistic approach, which integrates the driver, the vehicle, the road and environmental conditions, to achieve the most effective solutions. The driver : Awareness is key to implementing change. Transport Canada, in cooperation with others, is embarking on the development of a social marketing strategy to realize changes in behaviours and/or related attitudes. Canadi- an provinces and territories have also been involved in developing regulations and programmes to address key behaviours.

ISO Focus October 2009 23 © ISO Focus, www.iso.org/isofocus

One-stop-shop for a smooth ride

Hundreds of ISO standards Intelligent transport systems routinely contribute to Intersection support (ISO/TS 13184*), Cruise control (ISO 15622, ISO 22179) Collision / traffic warnings (ISO 15623, ISO/TS 15624) reducing injury and death on Manoeuvring aids (ISO 17386, ISO 22840*), Lane change aids (ISO 17387), the world’s roads. Below are Low speed following (ISO 22178) just a few examples. Priority systems for emergency vehicles (ISO 22951) Safety and emergency calls / notifications (ISO 24978, ISO/TR 25109*, ISO/ TR 26682*)

Driver risks Child restraint Visual demand (ISO 16673) ISOFIX (ISO 13216**) Suitability of information and control systems (ISO 17287) Reducing misuse risk (ISO 13215**) Performance evaluation (ISO/ PAS 13396*) Child seat detection system (ISO/TS 22239**)

Fuel safety (ISO 15501-1)

Tyres and rims Capabilities (ISO 10191) Wet grip (ISO 23671) Pressure monitoring (ISO 21750)

Pyrotechnic devices (e.g. for releasing Lights and signalling airbags, pretension of seatbelts) (ISO 303) Performance (ISO 19072**) End of life activation (ISO 26021) Brakes Functional safety (ISO 26262*) Quality assurance (ISO 15484) Tests (ISO 6597)

Airbag testing (ISO 12097) Protective glazing (ISO 3537, ISO 15082)

Seat belt anchorage (ISO/TR 1417)

24 ISO Focus October 2009 © ISO Focus, www.iso.org/isofocus

Injury prevention Vehicle impact (ISO 6487), Occupant restraint performance (ISO 6546) Injury risk assessment (ISO/TR 7861), Traffic accident analysis (ISO 12353**) Neck injury criteria (ISO/TR 13330*)

Heavy commercial vehicles Brakes (ISO 20918, ISO 21069) Obstacle detection (reversing) (ISO/TR 12155)

Pedestrian protection Head crash tests (ISO 14513, ISO 16850) Bicycles Biofidelity of leg crash tests Safety requirements (ISO 4210, ISO 8098) (ISO/TR 15766) Tyres (ISO 5775**)

Motorcycles Rider crash protection (ISO 13232**) Brakes (ISO 8710) Lights (ISO 11460)

Glossary TS – Technical Specification TR – Technical Report PAS – Publicly Available Specification Photo Alexane Rosa Photo * under development ** multi-part standard

ISO Focus October 2009 25 © ISO Focus, www.iso.org/isofocus

Main Focus

An ISO standard for road traffic safety management

oad accidents are one of the most common causes of injury Rand death. However, even serious events can be prevented by systematic and evidence-based interventions. ISO is therefore developing ISO 39001, a management system standard for road traffic safety. The standard targets all organizations wishing to reduce death and serious injury related to road travel. With ISO 39001, these organizations will have to comply with established safety indicators such as speed, vehicle condition and driver awareness. The standard will support organizations involved in designing and operating the road transport system by helping them define their own contribution to a safe road transport system, while communicating with other supplier of products and services. Vehicle manufacturers and suppliers to the automotive industry will be supported by interfaces that the rest of the road transport system can understand and define. The standard, which will be fully aligned with other ISO management standards, is being developed by ISO project committee ISO/PC 241, Road traffic safety management system, which met for the first time in June 2008. It is expected that ISO 39001 will be published within the next four years. ISO/PC 241 enjoys wide participation from some 30 country members and 10 organizations in liaison, including the World Health Organiza- tion, the World Bank, and the Interna- tional Road Federation among other important players.

In the next pages, four contributors from different fields and key organizations give us their views on the value of, and expectations for ISO 39001.

26 ISO Focus October 2009 © ISO Focus, www.iso.org/isofocus

On the road to safety

For many employees of Johnson & Johnson, the company vehicle is the workplace. Taking the safety and well- being of their employees very seriously, Gabriel Johnson & Johnson has implemented a Kardos global fleet safety programme known as SAFE Fleet to address and mitigate Lithium-ion (LI) road safety risks. battery from the The future ISO 39001 standard Mercedes-Benz S400 will be a value-added tool that is sure Hybrid. Fleet Safety Manager – to benefit existing fleet safety efforts (© Daimler Communication Europe, Middle East & Africa, and positively impact the safety of road users worldwide. Its completion and Department) Johnson & Johnson deployment is therefore enthusiasti- cally awaited.

Global road traffic safety management has become a paramount issue affecting the safety and well being ship agreements for road safety promo- of our societies. tion and risk and cost sharing The emergent challenge is to Hilton • Promote self-regulation on road safe- move away from ty issues among national, provincial and the old axiom that all accidents result Vorster local governments, organizations and the from human error and can be solved private sector by educating road users, towards an all-encompassing systematic approach • Provide guidelines, directives, for exam- that embraces all aspects of road traf- ple, target setting, collection, monitor- fic safety management to reduce errors Chairperson, International Road ing, evaluation and reporting of achievements and results on the above and counteract human mistakes. Federation (IRF) Safer Roads A harmonized and collaborative • Ensure harmonization and standard- approach is needed. And in today’s glo- Working Group ization of road traffic safety manage- balized world, where traffic continu- ment and promotion of issues on a glo- ously crosses borders, it must address An ISO Interna- bal basis. international needs and challenges. In tional Standard for this regard, the future ISO 39001, Road road traffic safety Among the contributions that traffic safety management systems – management sys- ISO could make is the establishment of Requirements with guidance for use, tems would : uniform definitions and requirements. has the potential to influence organi- For example, in South Africa a road zational efforts to prevent injuries and • Promote the fatality is considered to occur with- save lives. establishment of in six days of a crash, other countries The standard will assist organ- a lead agency/ state 10, 21 or 30 days. ISO standards izations throughout the world, wheth- organization in would facilitate international compari- er governmental, non-governmental or each country to son. It would set clear, comprehensive private sector, to identify opportunity advance road safety including : traffic and detailed road safety performance areas for road safety. It will also offer and safety legislation ; vehicle and driv- requirements. a foundation and framework to help er standards, road safety communication, Although ISO should take the them take the most effective actions education and promotion projects ; infra- lead in developing standards for data that directly address issues or gaps for structure safety audits, critical offences collection, evaluation and reporting, the betterment of road safety at the glo- law enforcement ; training and refresher IRF and other organizations are already bal level. The standard is expected to programmes for traffic personnel ; a traffic responsible for the collection and pro- gradually change organizations behav- information system for traffic records and vision of global road crash and traffic iour and approaches towards road safe- the collection, analysis and evaluation of statistics and related initiatives. ty, with the overall aim of reducing seri- road traffic issues ; research on road safe- ous injury and fatalities from road traf- ty matters ; road safety role-players and fic accidents. stakeholders and public/private partner-

ISO Focus October 2009 27 © ISO Focus, www.iso.org/isofocus

Main Focus

ed to systems, tools, equipments, prac- transparency, a holistic and systemat- tices and even research in all the areas ic approach, common definitions, and mentioned above. the possibility to exchange experienc- Care must be taken so that the es in the matter of road traffic safety. Dr. Rohit final International Standards allow sys- Its implementation could help compa- Baluja tematic adaptation to the needs, cul- nies demonstrate their commitment to ture and prevalent systems of the indi- this cause. More importantly, its wide- vidual countries, whether developed or spread adoption could help mold mind- developing. sets from all spheres to be increasingly conscious of road safety issues. The President, Institute of Road benefits are obvious, thus the idea of a management system standard for road Traffic Education, India traffic was born. My future expectations are for ISO to promote information and best Road traffic safe- practice seminaries to help disseminate ty management is ISO 39001, and that the standard can an integral part of be available and accessible to all, every- the different com- where in the world. ponents of traf- Hans fic management Skalin which include : driver training and assessment ; development of road user behaviour through aware- International Strategist, Vectura ness and education ; traffic engineering including audit of road safety, traf- Consulting AB, Sweden fic enforcement and accident investiga-

tion ; post-crash management ; standards Photo Pierre Granier for traffic control devices, road geomet- The idea of an rics and vehicles ; and finally, the leg- ISO International islation itself. Standard for road Developed countries have built traffic safety can their standards based on years of research be traced back to a through which they have developed an conversation I had inbuilt system of ongoing audit, keeping in 2006 with Ms. pace with technology in all the areas of Ziva Patir (former human, road and vehicle development. Chair of the ISO This is evident from the fact that only Technical Man- 9 % of the world’s road fatalities happen agement Board). Discussing the far- in developed countries, which have 52 % reaching consequences of road traffic of the globe’s registered vehicles. safety problems around the globe, which On the other hand, in low- and is one of the largest contributors to pov- middle-income group countries where erty, we considered the potential of a rapid development is in progress, espe- management system standard for tack- cially in road building, traffic manage- ling the problem of lack of road safety ment systems are hardly based on indi- in the world. vidual research. Rather, these are built Clearly, there is currently no from “ cut and paste ” standards and prac- global long-term systematic process tices from the developed world, with- approach to road safety. Moreover, out any practical adaptation. common definitions are lacking and Developing ISO standards on top management commitment is often each of the components of traffic man- absent. agement is crucial in order to attain An ISO management standard road safety management in low- and on road traffic safety would thus con- middle-income group countries, which stitute a valuable asset for saving lives, account for 90 % of global road fatali- suffering and a lot of unnecessary cost, ties. Such standards should be attribut- through international acceptance and

On the road to safety

The world’s best dummy by Ken Wiley, Dynamic Research Inc., WorldSID Phase II Project Manager, and the WorldSID Tri-Chair Committee 1)

rash testing of cars is a critical- ly important step in the design, C development, and fabrication of safer cars and the improvement of road safety. The crash dummy is the most important piece of equipment used in these tests, and no dummy is WorldSID rib better than the WorldSID 50 th percen- biofidelity tile male dummy. pendulum impact For the last 12 years, engineers test. and technicians from around the world have diligently worked to design, test and refine the 50 th percentile male World Side If a dummy is to provide engineers Improved anthropometry Impact Dummy, known as WorldSID. with information on potential human inju- and biofidelity Working under the direction of ISO tech- ries, it must accurately replicate the size, nical committee ISO/TC 22, Road vehi- weight, shape, and sitting posture of a Under contract to the US govern- cles, subcommittee SC 12, Passive safety typical human (referred to as “ anthro- ment, the University of Michigan Trans- crash protection systems, working group pometry ”), it must respond to impacts portation Research Institute performed WG 5, Anthropomorphic test devices, like a human body (“ biofidelity ”), and an extensive study to quantify the size, the WorldSID Task Group produced it must have a means of measuring, col- weight, shape, and sitting posture of typi- the first dummy harmonized for world- lecting and recording physical parame- cal human automobile drivers. The results wide use, and the most technically ters, such as impact forces, moments, of this study (UMTRI-83-53-1) formed advanced. deflections, rotations, and accelerations the basis for the WorldSID anthropom- The WorldSID 50 th development — all of which have been shown to be etry design. process has included four distinct revi- related to human injuries. As shown in the overlay photo, sions of the dummy. The initial proto- the WorldSID is a nearly exact match type was followed by a pre-production “ The WorldSID Task Group to the average mid-size male driver as model and a production model, and a revi- determined by UMTRI. The only dif- sion one model was recently completed. produced the first dummy ferences are in the legs, due to the fact Each version has incorporated improve- harmonized for worldwide that the WorldSID includes shoes (the ments based on extensive test experience UMTRI model does not), which posi- with the dummy. Testing has included use, and the most tions the dummy’s feet and legs slight- nearly 1 500 whole dummy biofidelity, technically advanced.” ly higher than the shoeless model. With vehicles, and component tests conduct- a WorldSID seated in a car, research- ed in 16 different test labs in at least 10 A recently completed multi-year ers can be confident that the dummy is different countries, including govern- WorldSID test programme conducted by a proper geometric representation of a mental agencies in Australia, Canada, the US National Highway Traffic Safety human driver. Japan, and the USA. Administration (NHTSA) involved mul- ISO/TR 9790:1999, Road vehicles tiple dummies used in durability, repeata- – Anthropomorphic side impact dummy – bility, reproducibility, biofidelity, and full- Lateral impact response requirements to 1) Klaus Bortenschlager, Partnership for scale crash tests. Results indicated good assess the biofidelity of the dummy, (see Dummy Technology and Biomechanics durability and improved anthropometry also ISO Focus, July/August 2004 issue) (PDB) ; Markus Hartlieb, Daimler ; Suzanne and biofidelity, leading NHTSA to con- specifies procedures for evaluating side Tylko, Transport Canada ; Jack Jensen, impact dummy biofidelity performance General Motors ; Akihiko Akiyama, Honda ; clude that in comparison to other dum- th Takeshi Harigae, Japan Automobile Research mies, “ the WorldSID 50 male dummy is using a series of laboratory tests. Studied Institute (JARI). an improved side impact test dummy.” in the evaluation are six different body

Main Focus

regions including the head, neck, shoul- community, the design details have been der, thorax, abdomen, and pelvis. documented in ISO 15830:2005, which Based on the ISO/TR 9790 rat- consists of four parts under the gener- ing scale the WorldSID rating is 8.0 al title, Design and performance speci- (“ Good ” on the 10-point scale). By fications for a 50 th percentile male side comparison, other side impact dummies impact dummy (WorldSID). currently in use, USDOT-SID, ES2-re, This documentation, consisting EuroSID-1, and ES-2, have much lower of nearly 500 pages plus 400 fabrication ratings ranging from 2.3 to 4.6 (biofi- drawings and CAD files, includes all of delity details can be found in the 2009 the design details, material specifications Enhanced Safety of Vehicles article by and performance standards required for Scherer et al). the fabrication of the WorldSID. ISO 15830 also includes an extensive user manual and detailed step-by-step seat- Extensive data recording ing position procedures. system The WORLDSID’s biofidelity is the best of In addition to the technical items Human injuries are complex events any side impact crash test dummy to date discussed above, one should not under- dependent upon a variety of parameters. and far exceeds the performances of others. estimate the importance of worldwide Head injuries can be caused by linear dummy harmonization. Humans are With the data system self-con- and rotational accelerations, while chest physically similar worldwide, so it is tained inside the dummy, WorldSID is injuries tend to depend upon rib deflec- logical to have a single crash dummy to free to move within the car during a test tions. Leg bone fractures, on the other test vehicle safety. However, cars sold in without the encumbrances of the large hand, are related to forces and moments. different regions of the world currently electronic umbilical cords required with The WorldSID Task Group took advan- utilize different safety designs because older systems that utilise external data tage of the latest advances in miniatur- they are tested with different dummies. recorders. More data sensors distribut- ized electronics to design an extensive The introduction of a single universal ed around different body regions provide electronic data collection and recording dummy for regulatory and consumer researchers with an increased understand- system for installation in the WorldSID. testing in all regions enables manufac- ing of crash dynamics. The WorldSID data collection system can turers to focus and coordinate design record these types of potentially injuri- resources to improve occupant safety ous loadings using a dispersed array of Design and performance rather than engineering different safety up to 224 electronic sensors, which are specifications designs using different dummies. in turn wired to data recorders mounted Even a dummy can see that. within the dummy. Even a technically superior dummy is of little use to the technical community if it is not well documented, easy-to-use 1 and available. To ensure that the World- 5 SID is available to the worldwide research

4 1. WorldSID during a full scale car air bag test. 2. WorldSID side impact biofidelity sled test. 3. WorldSID without a suit. 4. WorldSID with test suit. 5. Overlay of the WorldSID geometry and the UMTRI model.

On the road to safety

road traffic. Their maintenance has been assigned to the UN Economic Commis- sion for Europe (UN/ECE) Transport Division in Geneva, Switzerland. The conventions make provision for both an international driving per- mit (IDP) and a domestic driving per- mit (DDP). The IDP serves as a means of mutual recognition. Issued by the holder’s home country issuing authority, it requests another country, which has ratified the conventions, to allow An example of ISO-compliant driving licence. Above: front (portrait) side. the holder to operate a motor vehicle Below: back (non-portrait) side. as authorized domestically. The IDP is essentially a transla- tion of the DDP, using a globally recognized format and standardized vehicle categories. This facilitates global recognition and acceptance, regardless of the character sets, languages and vehicle category authorizations that appear on the DDPs. According to the convention, a UN member state may disqualify the holder of an IDP from driving in their territory by an appropriate recording in the designated area of the IDP.

“ Many countries are using ISO/IEC 18013 in their licence requirements.”

The problems and concerns report- ed with the current IDP include : tions stated on the licence (e.g. wearing • Lacks integrity and can be easily cop- Spotting the fake – glasses/contact lenses). ied, altered or simulated, making it A new kind of Confirmation that the licence difficult for law enforcement authori- was issued to the holder by the author- ties to detect fraudulent licences from driving licence ity reflected on the licence is a critical genuine documents requirement for law enforcement and for its recognition by another authority. • In many countries, the IDP is issued Based on the integrity of the by non-governmental authorities such by Loffie Jordaan, Convenor, licence document, other applications have as automobile associations, which do and Gerrit Fischer, Project developed over time. In some countries, not query their respective government Editor of working group the driving licence became the de fac- motor vehicle agencies to establish if to identification document for financial the DDP presented is still valid ISO/IEC JTC 1/SC 17/WG 10, transactions and border crossings, just Motor vehicle driver licence and to name a few. • There is no registry or directory of related documents national motor vehicle agency addresses to enable inquiries and exchange driving licence serves as confir- International vs. of information among the agencies mation of the holder’s ability to domestic aimed at verifying the validity of a A operate a vehicle safely in traffic. presented IDP It certifies that the holder has been tested The United Nation Conventions by an appropriate authority, was found to on Road Traffic 1) have been drafted and • Does not incorporate the ISO machine- be competent, and is authorized to drive ratified by numerous member states of assisted data storage technologies the class (size and type) of vehicle per- the United Nations (UN) with the objec- mitted on the licence under the condi- tive of promoting safety in international 1) Geneva (1949) and Vienna (1968).

Top Reference Edge

0 MIN Zone I .

M Main Focus MAX 1

Zone II

0 0

0 MIN

x MAX

a i

M M

• Suspension or cancellation of a DDP t traffic law enforcement and other traf-

Zone III c should result in the automatic sus- fic safety processes can be improved

S pension or cancellation of the IDP, I This part of ISO/IEC 18013 also

however, current issuing practices Min 22.00 Dimensions in millimetres allows issuing authorities to customize

do not facilitate this Max 35.00 machine-readable data for domestic use. Apart from international interchange, • The IDP holder may circumvent dis- Schematic layout of an IDL (not to scale). the use of an IDL as a domestic driving qualifications entered on their origi- licence allows domestic standardiza- nal IDP by obtaining a new IDP IEC 18013 serves as a common platform tion. It also creates a domestic infrastructure capable of processing IDLs • Validity of the IDP is currently lim- for human-readable information and for issued by other issuing authorities ited to a maximum of one to three machine-assisted storage, retrieval, read- years, depending on the UN Conven- ing and verification of data. • Part 3 : Access control, authen- tion followed. tication and integrity validation How it works (2009). Prescribes requirements for implementing mechanisms that con- ISO/IEC 18013 consists of four An innovative concept trol access to data recorded in the parts: machine-readable technology on Enter the ISO/IEC 18013 multi- • Part 1 : Physical characteristics and an IDL, verifying the origin of an part standard on Information technolo- basic data set (2005). Specifies a min- IDL, and confirming data integrity. gy – Personal identification – ISO-com- imum mandatory data set, a common Certain machine-readable technolo- pliant driving licence. Its objective is layout for ease of recognition, and gies are vulnerable to being read with- to allow the issuance of one document minimum security requirements. It out the knowledge of the cardholder, which would serve both as an IDP and allows for optional supplementary and to other means of unauthorized as a DDP. In addition, the standard facil- data elements (specific to national, access (by entities other than driving itates global harmonization and inter- community or regional needs) licence or law enforcement authorities). operability of driving licences. Controlling access to IDL data stored In practical terms, ISO/IEC 18013 • Part 2 : Machine-readable technol- in machine-readable form protects has several benefits. It decreases the pro- ogies (2008). Prescribes require- the data on the card from being read duction cost of licences since vendors, ments for the implementation of remotely by electronic means with- who typically serve multiple issuing machine-readable technology on an out the knowledge of the cardholder. authorities, can standardize on produc- ISO-compliant driving licence (IDL) Identifying falsified driving licenc- tion processes. It serves as a common Storing IDL data in machine-readable es, or alterations to the human-read- standard underlying the regional and form supports international interchange able data on authentic driving licenc- domestic exchange of driving privileg- by speeding up data input and eliminat- es, presents a major problem for law es. And in today’s world, where drivers ing transcription errors. Consequent- enforcement authorities, both domes- regularly cross national borders, ISO/ ly, the automation and productivity of tically and in the context of international interchange. Verifying the authenticity of an IDL and confirm- About the authors ing the integrity of the data recorded allows driving licence and law Loffie Jordaan Gerrit Fischer enforcement authorities to distinguish is Convenor of is an industrial between authentic IDLs and falsified working group engineer, who or altered ones WG 10, Motor after a short aca- vehicle driver demic career • Part 4 : Test methods (under devel- licence and and contracting opment). When published, will pre- related docu- stint, founded scribe compliance test requirements ments, within Fischer Consult- for the machine-readable data content, ISO/IEC JTC 1, ing in 1988. as well as for the mechanisms to con- Information Following trol access to this data as specified in technology, numerous con- part 2 and part 3 respectively. subcommittee SC 17, Cards and sulting appointments by motor vehicle personal identification. After complet- administrations in South Africa and the “ ISO/IEC 18013 ing a degree in industrial engineering in USA, he is recognized as an expert in 1995, Mr. Jordaan became involved in the field of driving licences. facilitates global consulting to motor vehicle administra- He currently serves as Project Editor of harmonization and tions. He has since, in this role, advised ISO/IEC JTC 1/SC 17/WG 10, Motor clients in Namibia, South Africa and vehicle driver licence and related interoperability of the USA. documents. driving licences.” 32 ISO Focus October 2009 © ISO Focus, www.iso.org/isofocus

On the road to safety

Adoption and use ISO/IEC 18013 currently plays a role in various countries’ driving licence programmes. Amongst others, many countries are using ISO/IEC 18013 in their licence requirements including the following: • The USA and Canada: ISO/IEC 18013-1 forms the basis of the domestic USA/Canadian standard for driving licences – the American Associa- tion of Motor Vehicle Administrators (AAMVA) DL/ID card design standard. Although the AAMVA DL/ID card design standard incorporates unique domestic requirements, it allows issuing authorities to issue a card compliant with ISO/IEC 18013

• Several African countries use ISO/IEC 18013. The Namibian driving licence fully complies with parts 1 and 2 of ISO/IEC 18013. South Africa has a how, and facilitating its entry into new long history of synchronizing their Intelligent markets, resulting in significant social driving licence with the ISO/IEC and economic returns. requirements. The most recent pro- solutions – duction contract requires full compliance with ISO/IEC 18013. In its Next generation Detecting unsafe road procurement documentation, Kenya warning and situations required driving licence cards to be compliant with ISO/IEC 18013 control systems The technical committee developing standards for ITS is ISO/TC 204, • A number of European countries are Intelligent transport systems (see box considering the incorporation of an overleaf). Within ISO/TC 204, working integrated circuit into their driving by Steven E. Shladover, lead group WG 14, Vehicle/roadway warn- licences. The standard according to USA expert to ISO/TC 204, ing and control systems, is especially which data must be stored is still to WG 14, Vehicle/roadway dedicated to improving safety of road be specified by the European Com- warning and control systems transport by detecting and responding mission. Leading members of the to potentially unsafe interactions among Association of European Vehicle and ot only can intelligent transport vehicles, or between vehicles and the Driver Registration Authorities have systems (ITS) make travel more roadway infrastructure. indicated a preference to implement Nreliable and convenient, and reduce WG 14’s standardization proc- parts 2 and 3 of ISO/IEC 18013 for traffic congestion, fuel consumption and ess is based on a fundamental technical this purpose. carbon emissions, they can also signifi- understanding of road vehicles’ mechan- cantly improve road safety. ical and electrical systems, roadway Compliance with ISO/IEC stand- ITS refers to the application and infrastructure design and operations, ards is voluntary. Use is at the sole dis- integration of information technology remote sensor and wireless communi- cretion of the motor vehicle authority. to urban and rural surface transpor- cation technologies, and the technical But adopting ISO/IEC 18013 has demon- tation. By harnessing rapid techno- and economic maturity of all relevant strated benefits in administering driving logical advances, ITS can considera- subsystems. privileges and consequently in improv- bly enhance the performance of a road However, the capabilities and ing road safety. transport system. preferences of drivers are the ultimate International standardization of determinants of the safety gains that can ITS enables the integration and interop- be realized from use of vehicle/roadway erability of new technology with exist- warning and control systems. Therefore ing infrastructure. In this manner, Inter- WG 14 also has to apply knowledge national Standards are contributing to of the human factor aspects of these spreading this technology and know- systems to determine what attributes

On par with technology Main Focus ISO/TC 204, Intelligent transport systems, was created in 1993 to should be required and/or prohibited develop standards for transport • Low-speed following systems (ISO by the standards. information and control systems 22178) (TICS) in the emerging field of Full-speed range adaptive cruise con- intelligent transportation systems • trol (ISO 22179) – see box, page 35 Distracted drivers (ITS). • Forward vehicle collision mitigation In recent years, there has been ITS employs information technology systems* a growing recognition of the important (electronic sensing, wireless role that driver distraction plays in road communications, computing and Warning about parking collisions : vehicle crashes. However, it has been automatic control) to improve the difficult from societal and political per- performance of road transportation • Manoeuvring aids for low-speed oper- spectives to prevent drivers, through systems. The new committee ation (ISO 17386) law enforcement alone, from engaging would focus on improving the • Extended range backing aids (ISO/ in distracting activities. efficiency, capacity, safety and cost DIS 22840** ) Given that drivers are likely to effectiveness of road transport continue to be distracted (and fatigued operations, while bringing together Avoiding side crashes : or otherwise disabled), the most effec- all stakeholders to achieve • Lane keeping assistance systems* tive way of preventing crashes is through international consensus. automatic independent sensor and warn- One of the earliest working groups Warning about traffic signal ing systems that alert them to problems created within ISO/TC 204 was WG violations : that they will otherwise disregard. With 14, Vehicle/roadway warning and this in mind, WG 14 has been developing • Cooperative intersection signal informa- control systems. WG 14 develops standards that define performance require- tion and violation warning systems* standards for systems that warn ments and test procedures for virtually all drivers about potentially unsafe of the driver warning and control assist- For each of these systems, WG conditions, and which may also ance systems that have entered the mar- 14 has sought and achieved interna- assist them in controlling the ket or are nearing market entry. tional consensus regarding the mini- motions of their vehicles. mum necessary requirements and func- This innovative working group was tions that ensure their effectiveness and Forewarned, forearmed created at a time when these performance. Some of the key standards devel- systems were still in their infancy The International Standards aim oped (or being developed) by ISO/TC – not yet commercially available, to improve safety, while gaining driver 204/WG 14, which contribute to improv- and the subject of research and acceptance and remaining affordable to ing road traffic safety, tackle the fol- development by government, the potential purchasers of the systems lowing areas. industry and academic teams (technically and economically feasible). around the world. Yet another The WG has also defined testing pro- example of standardization on par cedures for key functions and perform- with technology! ance requirements, to verify compliance About the author with the relevant standards. The standardization work of ISO/ Steven E. TC 204/WG 14 provides a foundation Shladover is Warning about forward collision for the development and widespread lead USA expert hazards : marketing of vehicle/roadway warning to ISO/TC 204, and control systems, which will improve WG 14, Vehicle/ • Forward vehicle collision warning road safety. Technology suppliers can roadway warn- systems (ISO 15623) use these standards when offering their ing and control products to system integrators and orig- systems. Dr. Warning about side collision hazards : Shladover is a inal equipment manufacturers. The lat- • Lane departure warning systems (ISO ter can in turn take advantage of these Research Engi- 17361) neer at the Cali- standards when selling the systems to fornia PATH Program of the Institute of • Lane change decision aid systems end users through a common terminol- Transportation Studies of the University (ISO 17387) ogy and the meaningful and relevant assurance that ISO standards represent of California at Berkeley, which he joined • Curve speed warning systems* in 1989, after 11 years at Systems performance and capabilities. Control, Inc. and Systems Control Tech- Maintaining proper spacing to preced- nology, Inc. Dr. Shladover received his ing vehicles, thereby helping to avoid degree in mechanical engineering from forward collisions : the Massachusetts Institute of Technolo- * Preliminary work item (potential areas for gy (MIT), where he began conducting • Adaptive cruise control (ISO future work). research on vehicle automation in 1973. 15622) ** Draft International Standard.

ISO standard for cruise control systems promises safer and more enjoyable driving

by Elizabeth Gasiorowski-Denis, “ Conventional cruise control is very useful, but Editor of ISO Focus can become a source of irritation when used in moderate or heavy traffic,” said Yoshimi Furukawa, Convenor of the ISO working group that developed the standard. “ Traffic Ever driven a long distance using your cruise con- conditions can change quickly from slowing vehicles, or trol and still felt tired and stressed from constantly having close cut-ins by other vehicles. The FSRA not only takes to adjust the vehicle speed to match traffic flow ? An ISO action when the distance to the vehicle in front changes, it International Standard for full speed range adaptive cruise also resumes the speed when the road is clear.” control is expected to reduce driver fatigue and stress on The new standard covers the following aspects : long commutes by automatically maintaining a safe distance • Basic control strategy from the car ahead regardless of its speed. • Minimum functionality requirements Full speed range adaptive cruise control (FSRA) tech- • Basic driver interface elements nology improves the function of standard cruise control by adjusting the vehicle speed and distance to the vehicle ahead • Minimum requirements for diagnostics and reaction to without any action on the part of the driver. If needed, the failure system will slow the vehicle down to a standstill. Once the • Performance test procedures. road is clear, the system will re-accelerate the vehicle back ISO 22179:2009, Intelligent transport systems – Full to the set speed. The system applies to highway driving, both speed range adaptive cruise control (FSRA) systems – Per- under free-flowing and congested traffic conditions. formance requirements and test procedures, was developed ISO 22179:2009, Intelligent transport systems – Full by ISO technical committee ISO/TC 204, Intelligent trans- speed range adaptive cruise control (FSRA) systems – Per- port systems, and is available from ISO national member formance requirements and test procedures, will improve institutes. It may also be obtained directly from the ISO safety for all highway users by automatically adjusting Central Secretariat through the ISO Store (www.iso.org/ vehicle speed and, in so doing, enhance driving comfort isostore) or by contacting the Marketing, Communication and convenience. and Information department ([email protected]).

Main Focus

(“112 ” in Europe), provide a standard- Uncovering ized minimum set of data (and maybe additional useful information) and open eCall’s a voice link between the rescue serv- potential – ices and the occupants of the vehicle. The benefits of e-Call are clear and sig- the European nificant, particularly for incidents that take place in remote areas or far from experience the town centre. The “golden hour” is the first hour after an accident, where there is “ISO 24978 will help make a very strong correlation between get- by Bob Williams, former Head ting treatment quickly and mitigation of United Kingdom delegation information provided by the of deaths and injuries. to ISO/TC 204, Intelligent vehicle understandable by With eCall, emergency services will know exactly where the vehicle transport systems the emergency and rescue is located. This information will help ach year 40 000 people die on the services.” victims, disoriented, in shock, not sure roads in Europe, and more than of where they are, or injured, to receive 1.7 million are injured. This cas- help. And in a serious accident, the E occupants may not even be conscious. ualty rate compares to that of a major • If the vehicle is equipped with detec- war. European countries have therefore tors, learn the number of occupants By making this information rapidly and signed an agreement to halve the number automatically available to emergency • Speak to the occupants of the services, it will be possible for rescue of fatalities and injuries over a 10-year vehicle. period. Among the initiatives to be imple- teams to arrive more quickly and with mented is eCall, an innovative automat- adequate support. ic crash notification system. Immediate emergency While waiting for their arrival, the rescue services will be able to talk With eCall emergency servic- action to the vehicle’s occupants (if they are es can : How does it work? When sen- conscious), reassure them, ascertain • Be immediately alerted sors in a vehicle detect that there has the extent of their injuries, give them been a crash, or if an emergency button advice on what to do until help arrives, • Automatically receive location and is pressed, the vehicle will automati- and indicate how long it will take to key information about the vehicle cally contact the emergency services get to them.

The eCall system

Mobile network Most appropriate public operator(MNO) service answering point (PSAP)

Vehicle in incident Voice (Emergency 112) Minimum set of Minimum set of data (MSD) data (MSD)

On the road to safety

Putting it in motion of the vehicle. These commercial serv- tional Standards on eCall, where it would ices may use mobile phone networks, be necessary to also take into account However, establishing and intro- satellite phones or other connections. the different approaches to the network ducing eCall is a complex and lengthy Generally providing a much wider range support in other countries. process. of support services, on a subscription Furthermore, European standards First, the meta-data for the “ min- or charged basis, eCall is just one of to provide quality of service categorization imum set of data ” to be sent through the services they support. and other broad emergency services are eCall must be agreed upon. In Europe, also under development. Again, the this ”minimum set of data” is speci- intention is to offer these for adapta- fied in the European Committee for tion into the wider international com- Standardization (CEN) technical munity at a later date. specification CEN/TS 15722:2009, Road transport and traffic telemat- ics – ESafety – ECall minimum Building support set of data (MSD). CEN 15722, The standards, however, are contains information such as the only part of the story. While they vehicle VIN identification (ISO ensure interoperability, so that eCall 3779:1983), location, direction of can work in any country in Europe travel, vehicle motive type (petrol, and be understood by any emergen- diesel, gas, hybrid, electric), time cy services operator, there is also a of incident, number of passengers, need to obtain political and admin- and other data. istrative support in each of the 27 Its metadata content, on the EU countries. other hand, will be housed in reg- istries, such as those conforming to the Death and injury on Europe’s roads. ISO 24978:2009, Intelligent transport “ The development of systems – ITS Safety and emergency Standards are therefore necessary International Standards will messages using any available wireless to establish the operating requirements media – Data registry procedures. for both the pan-European eCall system help spread the benefits and for third-party support. High-level of eCall throughout the application protocols are also required “ The benefits of eCall are to make the system work. Standards world.” clear and significant.” for these three areas are at an advanced stage of development for Europe. In the Identified as one of the major ini- future, these may be proposed to ISO as tiatives designed to halve road deaths Developed by ISO technical a basis for the development of Interna- and injuries over a 10-year period, the committee ISO/TC 204, Intelligent European Commission – Directorate transport systems, ISO 24978 will General of the Information Society help make information provided by the About the author and Media (INFSO) – has been very vehicle understandable at the point of active in this respect, taking the lead to reception by the emergency and res- Bob Williams encourage and bring together emergen- cue services. is Group Senior cy services, automotive manufacturers, In Europe, it is envisaged that Consultant, CSI and mobile network operators, to obtain there will be both a pan-European sys- (Consultancy consensus to implement eCall. tem based on the use of mobile cell Services Inter- Now that the decisions have been phone telephony and the 112 emer- national) and made as to the shape and form of Euro- has been gency number system, and a third- pean eCall, there is now an implementa- involved in ITS party support system for vehicles that tion platform initiative, lead by DG INF- standardization are already equipped with commer- SO-eSafety, to get voluntary commitment in ISO, CEN cial support communication systems – and the Europe- from all parties, so that the Pan European where the third-party service provider an Telecommunication Standards Insti- system can be in place by 2012. may use different means to connect to tute for 17 years. He was, until recently, Although it will take several years the vehicle, sense and receive incident Head of the United Kingdom delegation before all cars are eCall equipped, the information, filter out non-emergency to ISO/TC 204. He convenes the work- effort, work and time spent is worth the calls, and will connect relevant calls ing group in CEN that is developing trouble, as it will result in significantly to the emergency services and provide eCall standards for Europe. He is the fewer deaths and injuries on our roads. them with the minimum set of data, author of Intelligent Transport Systems – The development of International Stand- and establish a voice link between the Standards, published by Artech House, ards in this area will help spread these emergency operator and the occupants 2008. benefits throughout the world.

ISO Focus October 2009 37