Road Safety Country Overview – United Kingdom

Total Page:16

File Type:pdf, Size:1020Kb

Road Safety Country Overview – United Kingdom Traffic Safety Basic Facts 2013 - Main Figures Traffic Safety Basic Facts 2015 RoadUrban Areas Safety Country Overview United Kingdom Road Safety Country Overview – United Kingdom Structure and Culture Basic Data Table 1: Basic data of the UK in relation to the EU average Basic data of the UK EU average - Population: 65,38 million inhabitants (2016)[2] 18,1 million (2015) - Area: 243.820 km2 (2015) 159.663 km2 (2015) (0,7% water) (2015)[4] 2,94% water (2015) - Climate and weather conditions (capital city; (2015) 2015): - Average winter temperature (Nov. to April): 5,1°C 6,9°C - Average summer temperature (May to Oct.): 16,6°C 17,1 °C - Annual precipitation level: 602 mm 691,5 mm - Exposure: 529.508 million vehicle km [1](2015) 168.260 million vehicle km (2015) The United Kingdom has a - 0,59 vehicles per person (2015)[2] 0,57 (2015) high population density. Sources: [1] IRTAD; [2] EUROSTAT; [3] national sources; [4] CIA Country characteristics Table 2: Characteristics of the UK in comparison to the EU average Characteristics of the UK EU average - Population density: 268 inhabitants/km2 (2015) 115 inhabitants/km2 [1] (2013) - Population composition (2015) [1]: 17,7% children (0-14 years) 15,6% children 64,6% adults (15-64 years) 65,9% adults 17,7% elderly (65 years and over) 18,5% elderly (2013) - Gross Domestic Product (GDP) per capita: €26.763 (2013) €39.461 (2013) [1] - 83,1% of population lives inside urban area 72,6% (2015) (2017)[3] - Special characteristics: mostly rugged hills and low mountains [3] Sources: [1] IRTAD; [2] EUROSTAT; [3] national sources; [4] CIA - 2 - Road Safety Country Overview – United Kingdom Structure of road safety management The governments and administrations of Britain, Scotland, Wales and Northern Ireland formed separate strategies. The following key actors are responsible for Road Safety (RS) policy making: Table 3: Key actors per function in the UK Key functions Key actors 1. - Department for Transport, - Formulation of national - Driver and Vehicle Licensing Agency RS strategy - Driver and Vehicle Standards Agency - Setting targets - Vehicle Certification Agency - Development of the RS - Traffic Commissioners for Great Britain programme - Road Safety Scotland Committee Structure - Department of the Environment - NI - Road Safety Scotland 2. Monitoring of the RS - Driver and Vehicle Licensing Agency, The UK has one of the best development in the - Department for Transport, road safety records in the country - Traffic Commissioners for Great Britain 3. Improvements in road - Department for Transport world. infrastructure - Highways England - Municipalities and Counties - Central Security Services Wales - Transport Scotland - Department for Regional Development NI 4. Vehicle improvement - Driver and Vehicle Standards Agency - Vehicle Certification Agency - European New Car Assessment Programme (Euro NCAP) - Centre for Connected and Autonomous Vehicles - Police Service of Northern Ireland 5. Improvement in road - Traffic Commissioners for Great Britain user education - Driver and Vehicle Licensing Agency, - Driver and Vehicle Standards Agency - Road Safety Wales - Driving Standards Agency (DSA) - Department of Health, Social Service and Public Safety - Department of the Environment 6. Publicity campaigns - Department for Transport, - Driver and Vehicle Licensing Agency, - Driver and Vehicle Standards Agency, - Vehicle Certification Agency, - Traffic Commissioners for Great Britain - Institute of Road Safety Officers - Road Safety Units Scotland - Northern Ireland Fire and Rescue Service 7. Enforcement of road - Driver and Vehicle Licensing Agency, traffic laws - Traffic Commissioners for Great Britain - Wales Road Casualty Reduction Partnership - Police Departments and Authorities - Ministry of Justice - Association of Chief Police Officers (ACPO) 8. Other relevant actors - Royal Society for the Prevention of Accidents - Safety Organisations e.g. Parliamentary Advisory Council for Transport Safety (PACTS) - Road Safety observatory - Police, hospitals, courts, and local councils. - 3 - Road Safety Country Overview – United Kingdom - Road Safety GB - Road Safety Academy - Road Safety Foundation - Greater London Authority - Scottish Campaign against Irresponsible Driving - EuroRAP - National College of Policing Sources: national sources Attitudes towards risk taking - Drivers in the United Kingdom are more supportive for stricter legislation on speeding and drink-driving compared to drivers in other countries. - The perceived probability of being checked is much lower than the ESRA-average. Table 4: Road safety attitudes and behaviour of drivers United ESRA Kingdom average % of drivers that show Self-reported driving behaviour behaviour at least once In the past 12 months, as a road user, how often did you drive without respecting a safe distance to the car 49% 60% in front? In the past 12 months, as a road user, how often did 22% 38% you talk on a hand-held mobile phone while driving? In the past 12 months, as a road user, how often did you drive faster than the speed limit inside built-up 56% 68% areas? % of drivers that disagree British drivers are more Supporting stricter legislation supportive for stricter with the following What do you think about the current traffic rules and legislation on speeding and penalties in your country for each of the following 69% 61% drink-driving compared to themes?: drivers in other countries. The penalties are too severe: for speeding What do you think about the current traffic rules and penalties in your country for each of the following 89% 87% themes?: The penalties are too severe: alcohol Do you support the following measure?: 38% 41% Zero tolerance for alcohol (0,0‰) for all drivers % of drivers with answers Perceived probability of being checked in following categories In the past 12 months, have you been stopped by the 9% 31% police for a check? (once or more) On a typical journey, how likely is it that you (as a driver) will be checked by the police for respecting the speed limits (including checks by police car with a 21% 37% camera and/or GoSafe cameras)? (Very (big) chance) In the past 12 months, have you been checked by the police for alcohol while driving a car (i.e., being 5% 19% subjected to a Breathalyser test)? (once or more) Source: ESRA 2016 Legend (comparison of country attitude in relation to average attitude of other SARTRE countries): 2-9% better 10-19% better ≥ 20% better 2-9% worse 10-19% worse ≥ 20% worse - 4 - Road Safety Country Overview – United Kingdom Programmes and measures National strategic plans and targets The UK has separate road There are two separate road safety strategies in the UK: safety strategies for Great - The Strategic Framework for Road Safety, which was accepted in Britain and Northern Ireland. 2011 and covers Great Britain (i.e. England, Scotland and Wales). - Northern Ireland Road Safety Strategy to 2020 was accepted in 2010. Targets: - Great Britain has left the idea of targets, and uses forecasted scenarios (referred to 2005-2009 average): Table 5: Road safety targets for the UK Fatalities/ serious Year Fatalities injuries Central projection -37% -40% 2020 Low projection -46% -50% Central projection -39% -47% 2025 Low projection -51% -60% Central projection -41% -55% 2030 Low projection -57% -70% - Northern Ireland (referred to 2004-2008 average): Table 5: Road safety targets for Northern Ireland Serious KSI among KSI among Year Fatalities injuries children youngsters 2020 -60% -45% -55% -55% Priority topics: Great Britain’s overall approach reflects the principle of localism, and focuses on a more targeted approach to tackle the irresponsible few. - Make it easier for drivers to do the right thing; - Better education for children and novice drivers; - Remedial education after mistakes and low level offences; - Tougher enforcement for deliberate dangerous driving; - Cost-benefit analyses, including assessment of impact on business; - More local community decision making and information; - Effort on making better tools for road safety professionals. Northern Ireland has defined the following challenges: - Improving safety on rural roads; - Protect young drivers and motorcyclists; - Reducing inappropriate road user behaviour; - Improving and involving more knowledge about road safety problems. (Sources: IRTAD, 2015; national sources) - 5 - Road Safety Country Overview – United Kingdom Road infrastructure Table 6: Description of the road categories and their characteristics in the UK The UK uses high risk site Road type General speed limits for passenger cars (km/h) treatment, road safety audits Urban roads 48 and inspections to improve Rural roads 96 infrastructure. Motorways 112 Source: EC DG-Move, 2017 Special rules for: - Heavy goods vehicles: 96 km/h on motorways Guidelines and strategic plans for infrastructure are available in the UK. Table 7: Obligatory parts of infrastructure management in the UK and other EU countries Obligatory parts in the UK: EU countries with obligation Safety impact assessment: - 32% Road safety audits: yes 81% Road safety inspections: yes 89% High risk site treatment: yes 74% Sources: DG-TREN, 2010; national sources Recent activities of road infrastructure improvement have been addressing: no information Traffic laws and regulations Table 8: Description of the regulations in the UK in relation to the most common regulations in other EU countries Most common in EU Regulations in the UK [1] (% of countries) Allowed BAC1 levels: - General population: 0,8‰ (0,5‰ in
Recommended publications
  • Learning to Drive 112 Upper Parliament Street Nottingham Ng1 6Lp a Consultation Paper a Consultation on Learning to Drive
    DRIVING STANDARDS AGENCY THE AXIS BUILDING LEARNING TO DRIVE 112 UPPER PARLIAMENT STREET NOTTINGHAM NG1 6LP A CONSULTATION PAPER A CONSULTATION ON A CONSULTATION LEARNING TO DRIVE LEARNING TO © Crown copyright 2008 dsa.gov.uk/learningtodrive Printed in the UK containing at least 80% recycled fibre CONTENTS MINISTERIAL FOREWORD 3 Marking system 39 Independant driving 39 EXECUTIVE SUMMARY 5 Situational judgement 40 Manoeuvres 40 HOW WE ARE CONDUCTING 11 THIS CONSULTATION Modular assessment 40 Feedback 41 1. THE CASE FOR CHANGE 15 6. STEP 2: AN IMPROVED LEARNING PROCESS 43 The problem 15 Syllabus and student workbook 43 Factors which contribute to the problem 16 New in-car learning 44 The results 18 7. STEP 3: BETTER INFORMATION 47 2. THE STARTING POSITION 21 ABOUT DRIVING INSTRUCTORS AND Learning arrangements 21 IMPROVED INSTRUCTOR TRAINING What the national driving test Reform of instructor training 49 currently involves 21 Our European Union obligations 22 8. STEP 4: FURTHER OPTIONS FOR 51 European requirements for driving examiners 22 LEARNING AND QUALIFICATIONS The risk of learner disengagement 22 New learning options - pre-test 51 Attitude advisor 51 3. OUR APPROACH TO REFORM 25 Driver discussion groups 53 Goals 25 Theory training 53 Methods 25 Using simulators 53 An improved driving test 25 Learning materials 53 An improved learning process 26 Pre-driver education in safe road use 54 Better information about driving instructors Lifelong driver development - post-test 56 and improved instructor training 26 Further qualifications 56 Further options for learning and qualifications 26 Motorway driving 57 Further benefits 27 Driving for work 57 Compliance 27 Drivers who offend 58 4.
    [Show full text]
  • Witham (Specialist Vehicles) Ltd
    Witham (Specialist Vehicles) Ltd By order of the UK Ministry of Defence MASSIVE SALE BY TENDER Monday 18th May 2015 2pm Viewing: Wednesday 13th Thursday 14th Friday 15th and Saturday 16th MAY 8:30am to 5:00pm Approx 600 + LOTS to Include MOTORCYCLES Land Rovers, Cars, Etc. Etc. AIRPORT GROUND EQUIPMENT Refueling Units, Hydrogen Trolleys, Toilet Servicing Units, Water Vehicles, Runway Sweepers, Etc. TRUCKS and HGV`s inc. Seddon Atkinson Trucks, Leyland Daf Drops 8 x 6 Trucks, 4x4 trucks. HGV`s Etc. JOHNSON RS 8000 Sweepers, Etc. FODEN 6 x 6 Heavy Recovery Vehicles with EKA Underlift, Crane and Winches TRAILERS Various inc. Penman Wide Track,Drawbar, Skip/Container, Motor- cycle, Agricultural, Etc. PLANT AND EQUIPMENT Still R7080 Diesel Fork Lifts c/w side shift, fork posi- tioner, triple mast, low hrs, Ex Reserve, Tractors, Mowers, Diesel Water Pumps, Sprayers, Etc. Etc. ARMOURED and COLLECTOR VEHICLES to include CVRT Scorpion, CVRT Spartan, CVRT Samson, CVRT Sturgeon, CVRT Sultan, CVRT Shielder, Com- bat Engineer Tractor Ex Reserve and fully Recon direct from storage unused , Very Rare Mine Plough Ex Reserve Etc. MISC. EQUIPMENT to inc. Winches, Insulated offices, workshops, Generators, Workshop Heaters, Ransomes Mowers, Lube Units, Tools, CES and Recovery Equipment, Clansman Radio Equipment, Electronic and Test Equipment, Camping Equipment, Tentage, Cam Nets, Copper Cable and Scrap Copper, Watches, Compasses, Etc Etc APPROX 400 + LOTS OF VEH SPARES inc. Recon Engines, Gearbox- es,Transmissions, Axles, Bearings, Prop shafts, Hydraulic Rams, Electrical Parts, Batteries, CVRT and FV Spares, Land Rover, Bedford, Leyland Daf, Foden, Man, Renault, JCB, Pinzgauer, RB 44, Volvo, New and Used Tyres Etc.
    [Show full text]
  • Driving Standards Agency Annual Report and Accounts 2010-11 HC
    ARA 10-11 final Cover 4pp :Layout 1 21/6/11 13:42 Page 1 Driving Standards Agency Annual Report and Accounts 2010 - 11 and Accounts Agency Annual Report Driving Standards Driving Standards Agency Annual Report and Accounts 2010-11 HC1104 £16.25 2010-11 Annual Report and Accounts Corporate member of Plain English Campaign 360 Committed to clearer communication 13155 HC 1104 Cover / sig1 plateA Driving Standards Agency Annual report and accounts 2010-11 Presented to Parliament Pursuant to section 4(6) of the Government Trading Funds Act 1973 as amended by the Government Trading Act 1990 Ordered by the House of Commons to be printed on 30 June 2011 HC 1104 London: The Stationery Office £16.25 © Crown copyright 2011 You may re-use this information (excluding logos) free of charge in any format or medium, under the terms of the Open Government Licence. To view this licence, visit http://www.nationalarchives.gov.uk/doc/open- government-licence/ or e-mail: [email protected]. Where we have identified any third party copyright information you will need to obtain permission from the copyright holders concerned. Any enquiries regarding this document should be sent to us at DSA Headquarters, The Axis, 112 Upper Parliament Street, Nottingham, NG1 6LP. This publication is also available for download at www.official-documents.gov.uk and is available from our website at dft.gov.uk/dsa ISBN: 9780102971545 Printed in the UK by The Stationery Office Limited on behalf of the Controller of Her Majesty’s Stationery Office ID 2426517 07/11 Printed on paper containing 75% recycled fibre content minimum.
    [Show full text]
  • Appendix C. List of Consultees
    Appendix C. List of Consultees C.1. Introduction C.1.1 This appendix provides a list of the organisations consulted under section 42, section 47 and section 48 of the Planning Act 2008 . C.2. Section 42(1)(a) Prescribed Consultees C.2.1 Prescribed consultees are set out under Schedule 1 of the Infrastructure Planning (Applications: Prescribed Forms and Procedure) Regulations 2009 ; these are outlined in Appendix Table A below. Any variation from the list of organisations set out in Schedule 1 is clarified within column 3 of the table. C.2.2 The Planning Inspectorate provided a list of prescribed consultation bodies in accordance with Regulation 9(1)(b) of the EIA Regulations and Advice Note three 1 (see Appendix A ), referred to as the “Regulation 9 list”. Those consultees included in the Reg 9 list are included in Table A, B and C. Those consultees that were not previously identified as a prescribed consultee as per Schedule 1 are identified with asterisk (*), and were consulted in the same way as the Schedule 1 consultees. C.2.3 The list of parish councils consulted under section 42 (1) (a) is outlined separately in Appendix Table C. The list of statutory undertakers consulted under Section 42 (1) (a) is outlined separately in Appendix Table B . C.2.4 Organisations noted in Appendix Tables A, B and C were issued with a copy of the Section 48 notice, notifying them of the proposed application and with consultation information, including the consultation brochure and details of how to respond. Appendix Table A: Prescribed Consultees Variation from the schedule where Consultee Organisation applicable The proposed application is not likely The Welsh Ministers N/A to affect land in Wales.
    [Show full text]
  • Scotland's Road Safety Framework to 2020
    Go Safe on Scotland’s Roads it’s Everyone’s Responsibility Scotland’s Road Safety Framework to 2020 Go Safe on Scotland’s Roads it’s Everyone’s Responsibility Scotland’s Road Safety Framework to 2020 The Scottish Government, Edinburgh 2009 © Crown copyright 2009 ISBN: 978-0-7559-5818-4 The Scottish Government St Andrew’s House Edinburgh EH1 3DG Produced for the Scottish Government by RR Donnelley B56793 6/09 Published by the Scottish Government, June, 2009 Any further queries relating to the Road Safety Framework should be directed to: Bus, Road Safety and Local Roads Policy Division Road Safety Team Area 2F (Dockside) Victoria Quay Edinburgh EH6 6QQ Telephone 0131 244 0848 Scottish Government/CoSLA Joint Foreword There is no doubt that excellent progress has been made towards achieving current road casualty reduction targets for 2010, set jointly with the UK Government and the Welsh Assembly. Figures for Scotland in 2007 show that the number of people killed or seriously injured was 45% below the level of the mid 1990s, the number of children killed or seriously injured was 67% below, and the slight casualty rate had declined by 35%. However, every death and every serious injury on the roads is one too many. We need to maintain the huge effort made by many people in Scotland towards making our roads safer. Indeed, we need to take stock and see what more we can do. It is for this reason that the Scottish Government initiated this Road Safety Framework for Scotland to 2020. An Expert Panel was set up to help steer the direction of this Framework and it has made an excellent contribution to the debate.
    [Show full text]
  • Safety Ratings 2018 Safety Ratings
    s Safety Ratings 2018 Safety Ratings CONTENTS 1 Overview _________________________________________________________________ 3 2 What are safety ratings? _____________________________________________________ 4 3 Who are they for? __________________________________________________________ 5 4 Why use safety ratings? _____________________________________________________ 5 4.1 Ratings as interventions ________________________________________________________ 6 4.2 Ratings as monitoring tools ______________________________________________________ 6 4.3 Ratings as intermediate outcome targets ___________________________________________ 7 5 Safety ratings in use ________________________________________________________ 8 5.1 Vehicle safety ratings __________________________________________________________ 8 5.1.1 Predictive vehicle safety ratings ___________________________________________________________ 8 5.1.2 Retrospective vehicle safety ratings ______________________________________________________ 16 5.2 Road network safety ratings ____________________________________________________ 19 5.2.1 Predictive safety rating protocols – Road Protection Scores __________________________________ 20 5.2.2 Retrospective safety rating protocols – Risk Mapping ________________________________________ 21 5.2.3 International Road Assessment Programme (iRAP) __________________________________________ 21 5.2.4 European Road Assessment Programme (EuroRAP) _________________________________________ 24 5.2.5 Examples of other national road assessment programmes
    [Show full text]
  • King Review of Low Carbon Cars
    The King Review The King Review of low-carbon cars of low-carbon cars Part II: recommendations for action Part II: Part recommendations for action ISBN 978-1-84532-437-7 9 781845 324377 March 2008 The King Review of low-carbon cars Part II: recommendations for action March 2008 © Crown copyright 2008 Published with the permission of HM Treasury on behalf of the Controller of Her Majesty’s Stationery Office. The text in this document (excluding the Royal Coat of Arms and departmental logos) may be reproduced free of charge in any format or medium providing that it is reproduced accurately and not used in a misleading context. The material must be acknowledged as Crown copyright and the title of the document specified. Any enquiries relating to the copyright in this document should be sent to: The Licensing Division HMSO St Clements House 2–16 Colegate Norwich NR3 1BQ Fax: 01603 723000 E-mail: [email protected] HM Treasury contacts This document can be accessed at: hm-treasury.gov.uk/king For enquiries about the publication, contact: Correspondence and Enquiries Unit 1 Horse Guards Road London SW1A 2HQ Tel: 020 7270 4558 Fax: 020 7270 4861 E-mail: [email protected] Printed on at least 75% recycled paper. When you have finished with it please recycle it again. ISBN 978-1-84532-437-7 PU510 Contents Page Foreword 1 Executive summary 3 Chapter 1 Context: the challenge for road transport 15 Chapter 2 Reducing vehicle emissions 23 Chapter 3 Cleaner fuels 39 Chapter 4 Consumer choices 59 Chapter 5 Research and development 81 Chapter 6 Maintaining momentum 99 Annex A Acknowledgements 101 Annex B Bibliography 105 The King Review of low-carbon cars Foreword by Julia King The King Review Part I set out a positive message about the challenge for road transport and examined the technology options likely to contribute to decarbonising road transport now and in the future.
    [Show full text]
  • Roads Are Often Crowded, Frequently in Poor Condition, Chronically Underfunded, and Are Becoming More Dangerous
    OVERVIEW America’s roads are often crowded, frequently in poor condition, chronically underfunded, and are becoming more dangerous. More than two out of every five miles of America’s urban interstates are congested and traffic delays cost the country $160 billion in wasted time and fuel in 2014. One out of every five miles of highway pavement is in poor condition and our roads have a significant and increasing backlog of rehabilitation needs. After years of decline, traffic fatalities increased by 7% from 2014 to 2015, with 35,092 people dying on America’s roads. CAPACITY & CONDITION With over four million miles of roads crisscrossing the United States, from 15 lane interstates to residential streets, roads are among the most visible and familiar forms of infrastructure. In 2016 alone, U.S. roads carried people and goods over 3.2 trillion miles—or more than 300 round trips between Earth and Pluto. After a slight dip during the 2008 recession, Americans are driving more and vehicle miles travelled hit a record high in 2016. With more traffic on the roads, it is no surprise that America’s congestion problem is getting worse, but adding additional lanes or new roads to the highway system will not solve congestion on its own. More than two out of every five miles of the nation’s urban interstates are congested. Of the country’s 100 largest metro areas, all but five saw increased traffic congestion from 2013 to 2014. In 2014, Americans spent 6.9 billion hours delayed in traffic—42 hours per driver. All of that sitting in traffic wasted 3.1 billion gallons of fuel.
    [Show full text]
  • The Permanence of Limited Access Highways*
    The Permanence of Limited Access Highways* Adolf D. M ay, Jr. Assistant Professor of Civil Engineering Clarkson College of Technology Potsdam, N. Y. Almost all studies of urban and state highway needs point out that in general streets and highways are not adequate for present traffic. Furthermore, these studies indicate that future traffic will have greater demands, and unless more action is taken, the highways will deteriorate, structurally and geometrically, at a rate faster than they can be replaced. The American way of life is dependent upon highways, as ex­ emplified by the rapid development of commercial, industrial, and residential areas along a new highway. In certain cases, this land development has occurred before the highway was opened to traffic. In the development of a new high-type highway, design features are controlled to permit optimum safe speeds, but as soon as some highways are open there is so much of a conflict between the high speed of through traffic and the variable speed of local traffic that control of speed is often a necessity. Soon afterwards, slow signs, blinking lights, and finally stop signs and traffic lights become necessary, thus decreasing the effectiveness in the movement of through traffic. Then it is usually too late and too expensive to rehabilitate the geometric design of the route, and the usual procedure is to leave the existing route to serve adjacent property and to build a new route for the through traffic. However, without protection of the new route from the development of the adjacent property, the strangulation will occur again and the highway, particularly near urban areas, will again become geometrically inadequate for the intended purpose.
    [Show full text]
  • The Automobile Accident Insurance Act
    1 AUTOMOBILE ACCIDENT INSURANCE c A-35 The Automobile Accident Insurance Act being Chapter A-35 of The Revised Statutes of Saskatchewan, 1978 (effective February 26, 1979) as amended by the Statutes of Saskatchewan, 1979, c.69; 1979-80, c.92; 1980-81, c.34 and 83; 1982-83, c.16 and 22; 1983, c.66, 80 and 82; 1983-84, c.1, 16 and 54; 1984-85-86, c.1 and 47; 1986, c.1 and 33; 1986-87-88, c.29; 1988-89, c.37, c.42, c.44, c.54 and c.55; 1989-90, c.15; 1990-91, c.35; 1992, c.20; 1994, c.34; 1996, c.9; 1997, c.S-50.11 and 12; 1998, c.18; 2000, c.A-5.3, I-2.01 and 5; 2001, c.33; 2002, c.44; 2004, c.L-16.1, T-18.1 and 35; 2005, c.5; 2006, c.25; 2011, c.3; 2012, c.14; 2013, c.S-15.1, W-17.11 and c.27; 2014, c.E-13.1; 2015, c.F-13.1001, c.I-9.11, c.21 and c.28; 2016, c.11, c.27 and c.28; 2018, c.6, c.21 and c.42; and 2020, c.20. NOTE: This consolidation is not official. Amendments have been incorporated for convenience of reference and the original statutes and regulations should be consulted for all purposes of interpretation and application of the law. In order to preserve the integrity of the original statutes and regulations, errors that may have appeared are reproduced in this consolidation.
    [Show full text]
  • ANALYSIS of HIGHWAY CONCESSIONS in EUROPE French Study for the DERD/WERD
    CONTENTS ANALYSIS OF HIGHWAY CONCESSIONS IN EUROPE French Study for the DERD/WERD INTRODUCTION ……………………………………………………………………………………….….1 I. ROAD INFRASTRUCTURE CONCESSION PRACTICE IN EUROPE ……………………………2 I.1 TOLL CONCESSIONS …………………………………………………………………………………..5 I.1.1 Toll system advantages and disadvantages I.I.2. Toll system functions I.1.3. Acceptability of toll systems in Europe I.2 SHADOW TOLL CONCESSIONS…………………………………………………………………….14 I.2.1 Definition I.2.2 Shadow toll practice in Europe I.2.3 Advantages and disadvantages of shadow tolls I.3. INITIAL CONCLUSIONS CONCERNING THE ROAD INFRASTRUCTURE CONCESSION APPROACH IN EUROPE …………………………………………………………18 I.3.1. Concession approach and remuneration of the concession company I.3.2. Widely varying road infrastructure practice in Europe I.3.3. Concession contracts compared with other infrastructure funding systems I.3.4 Principal merits of concession contracts I.3.5 Integration of socio-economic and equity return in connection with the decision to set up a concession contract I.3.6 Comparison of state-owned and private concession companies II. KEY COMPONENTS OF A ROAD INFRASTRUCTURE CONCESSION….………………...…38 II. 1. CONCESSION LOT SIZE………………………………………………………………………….…38 II. 2. ROAD INFRASTRUCTURE CONCESSION PERIOD……………………………………..………3 II.3 DEFINITION OF TOLL CHARGES …………………………………………………..………………40 II.3.1 Setting toll charges II.3.2 Remuneration of concession companies on a DBFO type basis – the interesting "traffic band concept II.4 CONCESSION COMPANY SELECTION PROCEDURES AND CRITERIA……………………...44 II.5 CONCESSION COMPANY FREEDOM………………………………………………………………46 II.6 SHARING OF RISKS BETWEEN PUBLIC AUTHORITIES AND CONCESSION COMPANIES ……….48 II.6.1. Transfer of risks in the case of a toll concession II.6.2 Transfer of risks in a shadow toll system II.7.
    [Show full text]
  • The Regulation of Road Infrastructure Operators in Portugal
    The Regulation of Road Infrastructure Operators in Portugal Extended Abstract Gonçalo Pereira Rosmaninho October 2010 The Regulation of Road Infrastructure Operators in Portugal Extended abstract Technical University of Lisbon Gonçalo Pereira Rosmaninho Abstract In the last two decades the Portuguese road sector has experienced profound changes. The main outcome of these changes is a superior highway network, which allows traveling across almost all the country with comfort and ease. These highways are operated by private entities, through concession contracts signed between them and the public partner, the State directly, or indirectly by the Portugal Road Company (EP). These concessions, which are public-private partnerships, need to be subject to regulation. This regulation could be contained in the concession contracts, or done by a road sector regulator, which in Portugal is the Institute for the Road Sector (InIR). The contract regulation, although with some common features, differs and has specific particularities on each contract type. The regulation duties assigned to InIR, jointly with the concession contracts and the legal framework, defines the Portuguese road sector participation rules. In Portugal, the success of concessions in the road sector can be much higher if there are improvements on contract design and if the regulator becomes more independent, more pro-active, and is endowed with more tools. Keywords: regulation; concession; road sector; contract. 1. Introduction Since the last decade of the past century until nowadays, the Portuguese government has made a great effort to improve the road sector in Portugal, with the main objectives of renewing the network, shortening the distances between the populations and reducing accidents, and this last was a serious problem to solve.
    [Show full text]