Road Safety Guidelines for the Asian and Pacific Region

ADB

ADB Road Safety Guidelines for the Asian and Pacific Region

˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ ROAD SAFETY GUIDELINES for the Asian and Pacific Region

Guidelines for Decision Makers on Road Safety Policy

Asian Development Bank ˧˻˸ʳ̉˼˸̊̆ʳ˸̋̃̅˸̆̆˸˷ʳ˼́ʳ̇˻˼̆ʳ˷̂˶̈̀˸́̇ʳ˴̅˸ʳ̇˻̂̆˸ʳ̂˹ʳ̇˻˸ ̆˸˶̇̂̅ʳ˶̂́̆̈˿̇˴́̇̆ʳ˴́˷ʳ˷̂ʳ́̂̇ʳ́˸˶˸̆̆˴̅˼˿̌ʳ̅˸˹˿˸˶̇ʳ̇˻̂̆˸ʳ̂˹ ̇˻˸ʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ˁʳ˧˻˸ʳ̇˸̅̀ʳϘ˶̂̈́̇̅̌ϙʳ˷̂˸̆ ́̂̇ʳ˼̀̃˿̌ʳ̂́ʳ̇˻˸ʳ̃˴̅̇ʳ̂˹ʳ̇˻˸ʳ˕˴́˾ʳ˴́̌ʳ˽̈˷˺̀˸́̇ʳ˴̆ʳ̇̂ʳ̇˻˸ ˿˸˺˴˿ʳ̂̅ʳ̂̇˻˸̅ʳ̆̇˴̇̈̆ʳ̂˹ʳ˴́̌ʳ̇˸̅̅˼̇̂̅˼˴˿ʳ˸́̇˼̇̌ˁ

˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ ˣˁˢˁʳ˕̂̋ʳˊˋˌ ˃ˌˋ˃ʳˠ˴́˼˿˴ʿʳˣ˻˼˿˼̃̃˼́˸̆

ˣ̈˵˿˼̆˻˸˷ʳ˵̌ʳ̇˻˸ʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾

ˣ̅˼́̇˸˷ʳ˼́ʳ̇˻˸ʳˣ˻˼˿˼̃̃˼́˸̆

ˡ˴̇˼̂́˴˿ʳ˟˼˵̅˴̅̌ʳ̂˹ʳ̇˻˸ʳˣ˻˼˿˼̃̃˼́˸̆ʳ˖˜ˣʳ˗˴̇˴

˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˚̈˼˷˸˿˼́˸̆ ˹̂̅ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ˥˸˺˼̂́

˜˦˕ˡʳˌˊ˄ˀˈˉ˄ˀ˫˫˫ˀ˫ ˦̇̂˶˾ʳˡ̂ˁʳ˃˄˃ˇˌˌ

Photographs supplied by Ross Silcock Ltd. ACKNOWLEDGMENTS

˻˼̆ʳ˷̂˶̈̀˸́̇ʳ̊˴̆ʳ˿˴̅˺˸˿̌ʳ̊̅˼̇̇˸́ʳ˴́˷ʳ˷˸̉˸˿̂̃˸˷ʳ˵̌ʳ˴ʳ̃̅̂˽˸˶̇ʳ̇˸˴̀ʿʳ̈́˷˸̅ʳ̇˻˸ʳ˺̈˼˷˴́˶˸ʳ̂˹ʳ˖˻˴̅˿˸̆ʳˠ˸˿˻̈˼̆˻ʿ ˦˸́˼̂̅ʳˣ̂˿˼˶̌ʳ˦̃˸˶˼˴˿˼̆̇ʿʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ʳʻ˔˗˕ʼʿʳ̊˼̇˻ʳ˶̂́̇̅˼˵̈̇˼̂́̆ʳ˴́˷ʳ˶̂̀̀˸́̇̆ʳ˹̅̂̀ʳ˴ʳ́̈̀˵˸̅ ˧ ̂˹ʳ˸̋̇˸̅́˴˿ʳ̆̃˸˶˼˴˿˼̆̇̆ʳ˶̂̉˸̅˼́˺ʳ̇˻˸ʳ˷˼˹˹˸̅˸́̇ʳ̆˸˶̇̂̅̆ʳ̂˹ʳ̅̂˴˷ʳ̆˴˹˸̇̌ˁʳ˧˻˸ʳ̃̅̂˽˸˶̇ʳ̇˸˴̀ʳ˶̂̀̃̅˼̆˸˷ʳ˔˿˴́ʳ˥̂̆̆ ʻ̃̅̂˽˸˶̇ʳ˷˼̅˸˶̇̂̅ʼʿʳ˖˴̅̂˿˼́˸ʳ˚˻˸˸ʿʳˠ˼˾˸ʳ˚̂̂˷˺˸ʿʳ˖˻̅˼̆ʳ˥̂˵̆̂́ʿʳ˧˼̀ʳ˦˸˿˵̌ʿʳ˴́˷ʳ˞˼̀ʳ˦̀˼̇˻ʳ̂˹ʳ˥̂̆̆ʳ˦˼˿˶̂˶˾ʳ˟̇˷ˁˎʳ˴́˷ ˔̀̌ʳ˔˸̅̂́ˀ˧˻̂̀˴̆ʿʳ˖˻̅˼̆ʳ˕˴˺̈˿˸̌ʿʳ˴́˷ʳ˚̂˹˹ʳ˝˴˶̂˵̆ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟˴˵̂̅˴̇̂̅̌ʳʻ˧˥˟ʼʳˢ̉˸̅̆˸˴̆ʳ˖˸́̇̅˸ʿʳ˨́˼̇˸˷ ˞˼́˺˷̂̀ˁ

˧˻˸ʳ̃̅̂˽˸˶̇ʳ̇˸˴̀ʳ˼̆ʳ̃˴̅̇˼˶̈˿˴̅˿̌ʳ˼́˷˸˵̇˸˷ʳ˹̂̅ʳ˶̂̀̀˸́̇̆ʳ˴́˷ʳ˶̂́̇̅˼˵̈̇˼̂́̆ʳ̅˸˶˸˼̉˸˷ʳ˹̅̂̀ˍʳ˟˴̊̅˼˸ʳ˖˴̃˿˸ʳ˴́˷ʳ˧̂́̌ʳ˥̌˴́ ʻ˸̀˸̅˺˸́˶̌ʳ̀˸˷˼˶˴˿ʳ̆˸̅̉˼˶˸̆ʼʿʳ˟˸́ʳ˦˾˼˿˵˸˶˾ʳʻ˷̅˼̉˸̅ʳ̇̅˴˼́˼́˺ʳ˴́˷ʳ̇˸̆̇˼́˺ʼʿʳˣ˸̇˸̅ʳ˚˼̀˵˸̅ʳʻ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̃̈˵˿˼˶˼̇̌ʼʿʳ˗˸̅˸˾ ˪˴˿˾˸̅ʳʻ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˴́˷ʳ˿˴̊ʳ˸́˹̂̅˶˸̀˸́̇ʳ˴́˷ʳ˿˸˺˼̆˿˴̇˼̂́ʼʿʳ˴́˷ʳˠ˼˾˸ʳ˛̈̇̇̂́ʳ˴́˷ʳ˧˼̀ʳˣ˸˴̅˶˸ʳʻ̉˸˻˼˶˿˸ʳ̆˴˹˸̇̌ʳ̆̇˴́˷˴̅˷̆ʼˁ

˧˻˼̆ʳ̃̈˵˿˼˶˴̇˼̂́ʳ̆̈̀̀˴̅˼̍˸̆ʳ̇˻˸ʳ̅˸̆̈˿̇̆ʳ̂˹ʳ̇˻˸ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˦˸̀˼́˴̅ʳ̂̅˺˴́˼̍˸˷ʳ˵̌ʳ̇˻˸ʳ˔˗˕ʳ˴́˷ʳ˨́˼̇˸˷ʳˡ˴̇˼̂́̆ ˘˶̂́̂̀˼˶ʳ˴́˷ʳ˦̂˶˼˴˿ʳ˖̂̀̀˼̆̆˼̂́ʳ˹̂̅ʳ˔̆˼˴ʳ˴́˷ʳ̇˻˸ʳˣ˴˶˼˹˼˶ʳʻ˨ˡ˂˘˦˖˔ˣʼʳ˻˸˿˷ʳ˼́ʳ˕˴́˺˾̂˾ʿʳ˧˻˴˼˿˴́˷ʿʳ˹̅̂̀ʳ˅ʳ̇̂ʳˉ ˦˸̃̇˸̀˵˸̅ʳ˄ˌˌˉˁʳ˧˻˼̆ʳ̃̈˵˿˼˶˴̇˼̂́ʳ̊˴̆ʳ̃̅̂˷̈˶˸˷ʳ̈́˷˸̅ʳ˴ʳ̅˸˺˼̂́˴˿ʳ̇˸˶˻́˼˶˴˿ʳ˴̆̆˼̆̇˴́˶˸ʳʻ˥˘˧˔ʳˈˉ˅˃ˍʳ˥˸˺˼̂́˴˿ʳ˜́˼̇˼˴̇˼̉˸̆ ˼́ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʼʳ˹̈́˷˸˷ʳ˵̌ʳ̇˻˸ʳ˔˗˕ˁ

˧˻˸ʳ˶̂́̇̅˼˵̈̇˼̂́̆ʳ̂˹ʳ̇˻˸ʳ˄˄˅ʳ̊̂̅˾̆˻̂̃ʳ̃˴̅̇˼˶˼̃˴́̇̆ʳ˹̅̂̀ʳ˅ˆʳ˶̂̈́̇̅˼˸̆ʳ̊˸̅˸ʳ˼́˶̂̅̃̂̅˴̇˸˷ʳ˼́ʳ̃̅˸̃˴̅˼́˺ʳ̇˻˼̆ʳ˹˼́˴˿ʳ̉˸̅̆˼̂́ˁ ˦̈̃̃̂̅̇ʳ̊˴̆ʳ˴˿̆̂ʳ̅˸˶˸˼̉˸˷ʳ˹̅̂̀ʳ˴ʳ̆̇˸˸̅˼́˺ʳ˺̅̂̈̃ʳ˶̂̀̃̅˼̆˼́˺ʳ̅˸̃̅˸̆˸́̇˴̇˼̉˸̆ʳ̂˹ʳ˹̈́˷˼́˺ʳ˴˺˸́˶˼˸̆ʿʳ˼́̇˸̅́˴̇˼̂́˴˿ ̂̅˺˴́˼̍˴̇˼̂́̆ʿʳ̇˸˶˻́˼˶˴˿ʳ˺̅̂̈̃̆ʿʳ˴́˷ʳ˼́˷˼̉˼˷̈˴˿ʳ˸̋̃˸̅̇̆ʳ˹̅̂̀ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ˁʳ˧˻˸̌ʳ˴̅˸ʳ˴̆ʳ˹̂˿˿̂̊̆ˍʳ˝̂˻́ʳ˙˿̂̅˴ʳ̂˹ʳ̇˻˸ ˪̂̅˿˷ʳ˕˴́˾ʿʳ˔˿˴̀˺˼̅ʳˠ̂˽˼˵̈˿ʳ˛̂̄̈˸ʳ̂˹ʳ˕˴́˺˿˴˷˸̆˻ʿʳ˜˴́ʳ˝̂˻́̆̇̂́ʳ̂˹ʳ̇˻˸ʳ˥̂˴˷ʳ˘́˺˼́˸˸̅˼́˺ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˔̆˼˴ʳ˴́˷ ˔̈̆̇̅˴˿˴̆˼˴ʳʳʻ˥˘˔˔˔ʼʿʳ˖˻˴̅˿˸̆ʳˠ˸˿˻̈˼̆˻ʳ̂˹ʳ˔˗˕ʿʳˠˁʳ˥˴˻̀˴̇̈˿˿˴˻ʳ̂˹ʳ˨ˡ˂˘˦˖˔ˣʿʳ˴́˷ʳ˖ˁʳ˥̂̀˸̅ʳ̂˹ʳ̇˻˸ʳ˪̂̅˿˷ʳ˛˸˴˿̇˻ ˢ̅˺˴́˼̍˴̇˼̂́ʳʻ˪˛ˢʼˁ

˧˻˴́˾̆ʳ̆˻̂̈˿˷ʳ˺̂ʳ˴˿̆̂ʳ̇̂ʳ˚̅˴˻˴̀ʳ˗̊̌˸̅ʳ̊˻̂ʳ˸˷˼̇˸˷ʳ̇˻˸ʳ˷̂˶̈̀˸́̇ʳ˴́˷ʳ̊˴̆ʳ̅˸̆̃̂́̆˼˵˿˸ʳ˹̂̅ʳ̀̈˶˻ʳ̂˹ʳ̇˻˸ʳ˷˸̆˼˺́ʳ˴́˷ ̃̅̂˷̈˶̇˼̂́ʳ̊̂̅˾ˁ ˔˖˥ˢˡˬˠ˦

˔˔˦˛˧ˢ ˀ ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˔̀˸̅˼˶˴́ʳ˦̇˴̇˸ʳ˛˼˺˻̊˴̌̆ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳˢ˹˹˼˶˼˴˿̆ ˔˗˕ ˀ ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ ˕˔˖ ˀ ˵˿̂̂˷ʳ˴˿˶̂˻̂˿ʳ˶̂́˶˸́̇̅˴̇˼̂́ ˖˔˥˦ ˀ ˖̂́˹˸̅˸́˶˸ʳ̂́ʳ˔̆˼˴́ʳ˥̂˴˷ʳ˦˴˹˸̇̌ ˖˜˧˔ ˀ ˖̂̀˼̇˸ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳ˗˸˿ʳ˜́̆̃˸˶̇̂̅˴̇˸ʳ˧˸˶˻́˼̄̈˸ʳ˔̈̇̂̀̂˵˼˿˸ ˗˘˘ ˀ ˷˼̆˴˺˺̅˸˺˴̇˸˷ʳ˸˹˹˸˶̇˼̉˸́˸̆̆ʳ˸̉˴˿̈˴̇˼̂́ ˗˥˘ ˀ ˷˼̉˼̆˼̂́˴˿ʳ̅̂˴˷ʳ˸́˺˼́˸˸̅̆ ˗˥˦˖ ˀ ˷˼̉˼̆˼̂́˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̀̀˼̇̇˸˸ ˗˦˔ ˀ ˗̅˼̉˼́˺ʳ˦̇˴́˷˴̅˷̆ʳ˔˺˸́˶̌ʳʻ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʼ ˘˖ ˀ ˘̈̅̂̃˸˴́ʳ˖̂̀̀̈́˼̇̌ ˙ˡ˧˖ ˀ ˙˼˽˼ʳˡ˴̇˼̂́˴˿ʳ˧̅˴˼́˼́˺ʳ˖̂̈́˶˼˿ ˚˗ˣ ˀ ˺̅̂̆̆ʳ˷̂̀˸̆̇˼˶ʳ̃̅̂˷̈˶̇ ˚ˡˣ ˀ ˺̅̂̆̆ʳ́˴̇˼̂́˴˿ʳ̃̅̂˷̈˶̇ ˛˚˩ ˀ ˻˸˴̉̌ʳ˺̂̂˷̆ʳ̉˸˻˼˶˿˸ ˜˜˧ ˀ ˜́˷˼˴́ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧˸˶˻́̂˿̂˺̌ ˟˴̂ʳˣ˗˥ ˀ ˟˴̂ʳˣ˸̂̃˿˸ϗ̆ʳ˗˸̀̂˶̅˴̇˼˶ʳ˥˸̃̈˵˿˼˶ ˝˜˖˔ ˀ ˝˴̃˴́ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳ˖̂̂̃˸̅˴̇˼̂́ʳ˔˺˸́˶̌ ˠ˔˔ˣ ˀ ˠ˼˶̅̂˶̂̀̃̈̇˸̅ʳ˔˶˶˼˷˸́̇ʳ˔́˴˿̌̆˼̆ʳˣ˴˶˾˴˺˸ ˠ̂˘ ˀ ˠ˼́˼̆̇̅̌ʳ̂˹ʳ˘˷̈˶˴̇˼̂́ ˠ̂˧ ˀ ˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ ˡ˔˔˦˥˔ ˀ ˡ˴̇˼̂́˴˿ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˔̈̆̇̅˴˿˼˴́ʳ˦̇˴̇˸ʳ˥̂˴˷ʳ˔̈̇˻̂̅˼̇˼˸̆ ˡ˚ˢ ˀ ́̂́˺̂̉˸̅́̀˸́̇ʳ̂̅˺˴́˼̍˴̇˼̂́ ˡˠ˩ ˀ ́̂́̀̂̇̂̅˼̍˸˷ʳ̉˸˻˼˶˿˸ ˡ˥˦˖ ˀ ˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ ˢ ˖ ˀ ̂˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ ˢ˗˔ ˀ ˢ̉˸̅̆˸˴̆ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˔˷̀˼́˼̆̇̅˴̇˼̂́ʳʻ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʼ ˢ˘˖˗ ˀ ˢ̅˺˴́˼̆˴̇˼̂́ʳ˹̂̅ʳ˘˶̂́̂̀˼˶ʳ˖̂ˀ̂̃˸̅˴̇˼̂́ʳ˴́˷ʳ˗˸̉˸˿̂̃̀˸́̇ ˣ˔˨ ˀ ̃̂˿˼˶˸ʳ˴˶˶˼˷˸́̇ʳ̈́˼̇ ˣ˗ˠ˖̆ ˀ ˣ˴˶˼˹˼˶ʳ˷˸̉˸˿̂̃˼́˺ʳ̀˸̀˵˸̅ʳ˶̂̈́̇̅˼˸̆ʳʻ̂˹ʳ˔˗˕ʼ ˣˠˢ ˀ ̃̅˼̀˸ʳ̀˼́˼̆̇˸̅ϗ̆ʳ̂˹˹˼˶˸ ˣ˥˖ ˀ ˣ˸̂̃˿˸ϗ̆ʳ˥˸̃̈˵˿˼˶ʳ̂˹ʳ˖˻˼́˴ ˣ˥˦˖ ˀ ̃̅̂̉˼̆˼̂́˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̀̀˼̇̇˸˸ ˣ˦˩ ˀ ̃̈˵˿˼˶ʳ̆˸̅̉˼˶˸ʳ̉˸˻˼˶˿˸ ˣ˪˗ ˀ ̃̈˵˿˼˶ʳ̊̂̅˾̆ʳ˷˸̃˴̅̇̀˸́̇ ˥˔ˣ ˀ ̅̂̈̇˸ʳ˴˶̇˼̂́ʳ̃˿˴́ ˥˘˔˔˔ ˀ ˥̂˴˷ʳ˘́˺˼́˸˸̅˼́˺ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˔̆˼˴ʳ˴́˷ʳ˔̈̆̇̅˴˿˴̆˼˴ ˥˘˧˔ ˀ ̅˸˺˼̂́˴˿ʳ̇˸˶˻́˼˶˴˿ʳ˴̆̆˼̆̇˴́˶˸ ˥̂˦ˣ˔ ˀ ˥̂̌˴˿ʳ˦̂˶˼˸̇̌ʳ˹̂̅ʳ̇˻˸ʳˣ̅˸̉˸́̇˼̂́ʳ̂˹ʳ˔˶˶˼˷˸́̇̆ʳʻ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʼ ˥˦˘ ˀ ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˸˷̈˶˴̇˼̂́ ˥˦˨ ˀ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˨́˼̇ʳʻ˙˼˽˼ʼ ˥˧˔ ˀ ̅̂˴˷ʳ̇̅˴˹˹˼˶ʳ˴˶˶˼˷˸́̇ ˥˧˦˔ ˀ ˥̂˴˷ʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ʳ˔̆̆̂˶˼˴̇˼̂́ʳʻ˥˸̃̈˵˿˼˶ʳ̂˹ʳ˞̂̅˸˴ʼ ˦˔˧˖˖ ˀ ˦̂̈̇˻˸̅́ʳ˔˹̅˼˶˴ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʳ˖̂̀̀˼̆̆˼̂́ ˧˔˖ ˀ ˧̅˴́̆̃̂̅̇ʳ˔˶˶˼˷˸́̇ʳ˖̂̅̃̂̅˴̇˼̂́ʳʻ˔̈̆̇̅˴˿˼˴ʼ ˧ˠ ˀ ̇̅˴˹˹˼˶ʳ̀˴́˴˺˸̀˸́̇ ˧ˣ˜ˣ ˀ ̇˻˼̅˷ʳ̃˴̅̇̌ʳ˼́̆̈̅˴́˶˸ʳ̃̅˸̀˼̈̀̆ ˧˥˟ ˀ ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟˴˵̂̅˴̇̂̅̌ʳʻ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʼ ˨˞ ˀ ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ ˨ˡ˂˘˦˖˔ˣ ˀ ˨́˼̇˸˷ʳˡ˴̇˼̂́̆ʳ˘˶̂́̂̀˼˶ʳ˴́˷ʳ˦̂˶˼˴˿ʳ˖̂̀̀˼̆̆˼̂́ʳ˹̂̅ʳ˔̆˼˴ʳ˴́˷ʳ̇˻˸ʳˣ˴˶˼˹˼˶ ˨˦ ˀ ˨́˼̇˸˷ʳ˦̇˴̇˸̆ ˩˔˦˖˔˥ ˀ ˩˼̆̈˴˿ʳ˔̉˸̅˴˺˸ʳ˦̃˸˸˷ʳ˖̂̀̃̈̇˸̅ʳ˴́˷ʳ˥˸˶̂̅˷˸̅ ˩˥˨ ˀ ̉̈˿́˸̅˴˵˿˸ʳ̅̂˴˷ʳ̈̆˸̅ ˪˛ˢ ˀ ˪̂̅˿˷ʳ˛˸˴˿̇˻ʳˢ̅˺˴́˼̍˴̇˼̂́ ˠ˘˔˦˨˥˘ˠ˘ˡ˧˦

˾̀ ˀ ˾˼˿̂̀˸̇˸̅ ˾̀˂˻ ˀ ˾˼˿̂̀˸̇˸̅ʳ̃˸̅ʳ˻̂̈̅ ̀ ˀ ̀˸̇˸̅ ̀˺ ˀ ̀˼˿˿˼˺̅˴̀ ̀˿ ˀ ̀˼˿˿˼˿˼̇˸̅ ̀̀ ˀ ̀˼˿˿˼̀˸̇˸̅ ̀̃˻ ˀ ̀˼˿˸ʳ̃˸̅ʳ˻̂̈̅

˖ˢˡ˩˘˥˦˜ˢˡ˦

˄ʳ̀˼˿˸ ː ˄ˁˉʳ˾̀ ˄ʳ̀̃˻ ː ˄ˁˉʳ˾̀˂˻ ˄ʳ̌˴̅˷ ː ˃ˁˌ˄ʳ̀

˄ʳ˨˞ʳ̃̂̈́˷ʳːʳ˨˦ʷ˄ˁˉ ˥ˢ˔˗ʳ˦˔˙˘˧ˬʳ˚˨˜˗˘˟˜ˡ˘˦ ʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳ˖ˢˡ˧˘ˡ˧˦ ˣ˴˺˸ʳˡ̂ ˘˫˘˖˨˧˜˩˘ʳ˦˨ˠˠ˔˥ˬ ˘˄ ˄ ˜ˡ˧˥ˢ˗˨˖˧˜ˢˡʳ˔ˡ˗ʳ˕˔˖˞˚˥ˢ˨ˡ˗ ˄ˁ˄ ˜́̇̅̂˷̈˶̇˼̂́ʳ˴́˷ʳ˕˴˶˾˺̅̂̈́˷ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˄ˀ˄ ˄ˁ˅ ˦˶̂̃˸ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˄ˀ˄ ˄ˁˆ ˔˼̀ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˄ˀ˄ ˄ˁˇ ˧˻˸ʳˡ˸˸˷ʳ˹̂̅ʳ˚̈˼˷˴́˶˸ʳ˴́˷ʳ˔˷̉˼˶˸ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˄ˀ˅ ˄ˁˈ ˣ̂̇˸́̇˼˴˿ʳ˨̆˸̅̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˄ˀ˅ ˄ˁˉ ˦̇̅̈˶̇̈̅˸ʳ˴́˷ʳ˖̂́̇˸́̇ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˄ˀ˅ ˄ˁˊ ˦̂̈̅˶˸̆ʳ̂˹ʳ˙̈̅̇˻˸̅ʳ˜́˹̂̅̀˴̇˼̂́ʳ˴́˷ʳˡ˸̇̊̂̅˾˼́˺ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˄ˀˆ ˄ˁˋ ˚̈˼˷˴́˶˸ʳ̂́ʳ̇˻˸ʳ˨̆˸ʳ̂˹ʳ̇˻˼̆ʳ˗̂˶̈̀˸́̇ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˄ˀˆ ˄ˁˌ ˟˼̀˼̇˴̇˼̂́̆ʳ̂˹ʳ̇˻˸ʳ˚̈˼˷˸˿˼́˸̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˄ˀˆ

˅ ˥ˢ˔˗ʳ˦˔˙˘˧ˬʳ˧˥˘ˡ˗˦ʳ˜ˡʳ˧˛˘ʳ˔˦˜˔ˡʳ˔ˡ˗ʳˣ˔˖˜˙˜˖ʳ˥˘˚˜ˢˡ ˅ˁ˄ ˦˶˴˿˸ʳ̂˹ʳ̇˻˸ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˣ̅̂˵˿˸̀̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˅ˀ˅ ˅ˁ˅ ˠ̂̇̂̅˼̍˴̇˼̂́ʳ˴́˷ʳ˚̅̂̊̇˻ʳ˼́ʳ˩˸˻˼˶˿˸ʳ˙˿˸˸̇̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˅ˀ˅ ˅ˁˆ ˥˸˶˸́̇ʳ˧̅˸́˷̆ʳ˼́ʳ˧̅˴˹˹˼˶ʳ˔˶˶˼˷˸́̇̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˅ˀˋ ˅ˁˇ ˩̈˿́˸̅˴˵˿˸ʳ˥̂˴˷ʳ˨̆˸̅̆ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˅ˀ˄˃ ˅ˁˈ ˦̂˶˼̂˸˶̂́̂̀˼˶ʳ˖̂̆̇̆ʳ̂˹ʳ˥̂˴˷ʳ˔˶˶˼˷˸́̇̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˅ˀ˄˅ ˅ˁˉ ˧˻˸ʳˡ˸˸˷ʳ˹̂̅ʳ˔˶̇˼̂́ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˅ˀ˄˅

ˆ ˥ˢ˔˗ʳ˦˔˙˘˧ˬʳ˔˖˧˜ˢˡʳˣ˟˔ˡ˦ʳ˔ˡ˗ʳˣ˥ˢ˚˥˔ˠ˦ ˆˁ˄ ˧˻˸ʳˡ˸˸˷ʳ˹̂̅ʳ˖̂̂̅˷˼́˴̇˸˷ʳ˔˶̇˼̂́ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˆˀ˅ ˆˁ˅ ˦̇˴˺˸ʳ˄ˍʳ˥˴˼̆˼́˺ʳ˔̊˴̅˸́˸̆̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˆˀ˅ ˆˁˆ ˦̇˴˺˸ʳ˅ˍʳˣ̅˼̂̅˼̇˼̍˸˷ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˔˶̇˼̂́ʳˣ˿˴́̆ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˆˀˇ ˆˁˇ ˦̇˴˺˸ʳˆˍʳ˙˼̉˸ˀ̌˸˴̅ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˣ̅̂˺̅˴̀̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˆˀˉ ˆˁˈ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˚̂˴˿̆ʳ˴́˷ʳ˧˴̅˺˸̇̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˆˀˊ ˆˁˉ ˙˼́˴́˶˼́˺ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˜́˼̇˼˴̇˼̉˸̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˆˀˌ ˆˁˊ ˠ̂́˼̇̂̅˼́˺ʳ˴́˷ʳ˘̉˴˿̈˴̇˼̂́ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˆˀ˄˃

ˇ ˥ˢ˔˗ʳ˦˔˙˘˧ˬʳ˜ˡ˧˘˥˩˘ˡ˧˜ˢˡ˦ʳ˕ˬʳ˦˘˖˧ˢ˥ ˇˁ˄ ˖̂̂̅˷˼́˴̇˼̂́ʳ˴́˷ʳˠ˴́˴˺˸̀˸́̇ʳ̂˹ʳ˥̂˴˷ʳ˦˴˹˸̇̌ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁ˄ˀ˄ ˇˁ˅ ˥̂˴˷ʳ˔˶˶˼˷˸́̇ʳ˗˴̇˴ʳ˦̌̆̇˸̀̆ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁ˅ˀ˄ ˇˁˆ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˙̈́˷˼́˺ʳ˴́˷ʳ̇˻˸ʳ˥̂˿˸ʳ̂˹ʳ̇˻˸ʳ˜́̆̈̅˴́˶˸ʳ˜́˷̈̆̇̅̌ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁˆˀ˄ ˇˁˇ ˦˴˹˸ʳˣ˿˴́́˼́˺ʳ˴́˷ʳ˗˸̆˼˺́ʳ̂˹ʳ˥̂˴˷̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁˇˀ˄ ˇˁˈ ˜̀̃̅̂̉˸̀˸́̇ʳ̂˹ʳ˛˴̍˴̅˷̂̈̆ʳ˟̂˶˴̇˼̂́̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁˈˀ˄ ˇˁˉ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˘˷̈˶˴̇˼̂́ʳ̂˹ʳ˖˻˼˿˷̅˸́ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁˉˀ˄ ˇˁˊ ˗̅˼̉˸̅ʳ˧̅˴˼́˼́˺ʳ˴́˷ʳ˧˸̆̇˼́˺ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁˊˀ˄ ˇˁˋ ˥̂˴˷ʳ˦˴˹˸̇̌ʳˣ̈˵˿˼˶˼̇̌ʳ˴́˷ʳ˖˴̀̃˴˼˺́̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁˋˀ˄ ˇˁˌ ˩˸˻˼˶˿˸ʳ˦˴˹˸̇̌ʳ˦̇˴́˷˴̅˷̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁˌˀ˄ ˇˁ˄˃ ˧̅˴˹˹˼˶ʳ˟˸˺˼̆˿˴̇˼̂́ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁ˄˃ˀ˄ ˇˁ˄˄ ˧̅˴˹˹˼˶ʳˣ̂˿˼˶˸ʳ˴́˷ʳ˟˴̊ʳ˘́˹̂̅˶˸̀˸́̇ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁ˄˄ˀ˄ ˇˁ˄˅ ˘̀˸̅˺˸́˶̌ʳ˔̆̆˼̆̇˴́˶˸ʳ̇̂ʳ˥̂˴˷ʳ˔˶˶˼˷˸́̇ʳ˩˼˶̇˼̀̆ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁ˄˅ˀ˄ ˇˁ˄ˆ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˥˸̆˸˴̅˶˻ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁ˄ˆˀ˄ ˇˁ˄ˇ ˥̂˴˷ʳ˔˶˶˼˷˸́̇ʳ˖̂̆̇˼́˺ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˇˁ˄ˇˀ˄

˔ˣˣ˘ˡ˗˜˖˘˦ ˔̃̃˸́˷˼̋ʳ˔ˍ ˨̆˸˹̈˿ʳ˗̂˶̈̀˸́̇̆ʳ˪̂̅̇˻ʳ˔˶̄̈˼̅˼́˺ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˔˄ ˔̃̃˸́˷˼̋ʳ˕ˍ ˜́̇˸̅́˴̇˼̂́˴˿ʳ˖̂́̇˴˶̇̆ʳ˴́˷ʳˢ̅˺˴́˼̍˴̇˼̂́̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˕˄ ˔̃̃˸́˷˼̋ʳ˖ˍ ˖̂̀̃˴̅˴̇˼̉˸ʳ˦̇̈˷̌ˍʳ˙˼˽˼ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˔˶̇˼̂́ʳˣ˿˴́ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˖˄ ˔̃̃˸́˷˼̋ʳ˗ˍ ˖̂̀̃˴̅˴̇˼̉˸ʳ˦̇˴̇˼̆̇˼˶̆ ˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁˁ ˗˄ EXECUTIVE ˘ SUMMARY for the Asian and Pacific Region

Road Safety Guidelines ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ 1 INTRODUCTION

˧˻˼̆ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˚̈˼˷˸˿˼́˸̆ʳ˹̂̅ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ˥˸˺˼̂́ʳ˻˴̆ʳ˵˸˸́ʳ˷˸̉˸˿̂̃˸˷ʳ˴̆ʳ̃˴̅̇ʳ̂˹ʳ˴ ̅˸˺˼̂́˴˿ʳ̇˸˶˻́˼˶˴˿ʳ˴̆̆˼̆̇˴́˶˸ʳ̃̅̂˽˸˶̇ʳʻ˥˘˧˔ʳˈˉ˅˃ˍʳ˥˸˺˼̂́˴˿ʳ˜́˼̇˼˴̇˼̉˸̆ʳ˼́ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʼʳ˹̈́˷˸˷ ˵̌ʳ̇˻˸ʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ʳʻ˔˗˕ʼˁʳ˧˻˸ʳ̃̈̅̃̂̆˸ʳ̂˹ʳ̇˻˸ʳ˚̈˼˷˸˿˼́˸̆ʳ˼̆ʳ̇̂ʳ̃̅̂̉˼˷˸ʳ˴ʳ̆̂̈̅˶˸ ̂˹ʳ̅˸˹˸̅˸́˶˸ʳ˴́˷ʳ˺̈˼˷˴́˶˸ʳ̇̂ʳ̇˻˸ʳ̅˸˺˼̂́ϗ̆ʳ̆˸́˼̂̅ʳ˷˸˶˼̆˼̂́ʳ̀˴˾˸̅̆ʳ̊˼̇˻ʳ̅˸̆̃̂́̆˼˵˼˿˼̇̌ʳ˹̂̅ʳ̅̂˴˷ ̆˴˹˸̇̌ˁʳ˧˻˸ʳ˘̋˸˶̈̇˼̉˸ʳ˦̈̀̀˴̅̌ʳ̃̅̂̉˼˷˸̆ʳ˴́ʳ̂̉˸̅̉˼˸̊ʳ̂˹ʳ̇˻˸ʳ̃̅̂˵˿˸̀̆ʳ˴́˷ʳ˴˶̇˼̂́̆ʳ̇˻˴̇ʳ́˸˸˷ʳ̇̂ ˵˸ʳ̇˴˾˸́ʳ˼́ʳ˸˴˶˻ʳ̆˸˶̇̂̅ʳ̇̂ʳ˴˷˷̅˸̆̆ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼̆̆̈˸̆ʳ˸˹˹˸˶̇˼̉˸˿̌ʳ˼́ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ ̅˸˺˼̂́ˁʳ˧˻˼̆ʳ̃̈˵˿˼˶˴̇˼̂́ʳ˻˴̆ʳ˵˸˸́ʳ˷˸̆˼˺́˸˷ʳ˴̆ʳ˴ʳ̆˸̅˼˸̆ʳ̂˹ʳ̆˸˿˹ˀ˶̂́̇˴˼́˸˷ʳ˷̂˶̈̀˸́̇̆ʳ̇˻˴̇ʳ˶˴́ ˵˸ʳ˸̋̇̅˴˶̇˸˷ʳ˹̂̅ʳ˷˼̆˶̈̆̆˼̂́ʳ˴́˷ʳ˷˼̆̇̅˼˵̈̇˼̂́ˁ

2 TRENDS AND PROSPECTS

lthough only a small proportion of the ˺̅̂̈̃̆ʳʻ˴˺˸̆ʳˈˀˇˇʳ̌˸˴̅̆ʼʳ˼́ʳ̀˴́̌ʳ˶̂̈́̇̅˼˸̆ world’s total motor vehicle fleet and ˴́˷ʳ̇˻˸ʳ̃̅̂˵˿˸̀ʳ˼̆ʳ́̂̊ʳ˶̂́̆˼˷˸̅˸˷ʳ˵̌ʳ̇˻˸ A total network is in the Asian and Pa- ˪̂̅˿˷ʳ˛˸˴˿̇˻ʳˢ̅˺˴́˼̍˴̇˼̂́ʳʻ˪˛ˢʼʳ̇̂ʳ˵˸ʳ̂˹ cific region, 235,000 road deaths occur annu- ˸̃˼˷˸̀˼˶ʳ̃̅̂̃̂̅̇˼̂́̆ˁʳ˥̂˴˷ʳ˴˶˶˼˷˸́̇̆ʳ˶̂̆̇ ally, which is almost half of the 500,000 road ˶̂̈́̇̅˼˸̆ʳ˵˸̇̊˸˸́ʳ˄ʳ̃˸̅˶˸́̇ʳ˴́˷ʳˆʳ̃˸̅˶˸́̇ʳ̂˹ deaths that occur annually worldwide. The ˴́́̈˴˿ʳ˺̅̂̆̆ʳ˷̂̀˸̆̇˼˶ʳ̃̅̂˷̈˶̇ʳʻ˚˗ˣʼˁʳ˔́́̈˴˿ number of people injured or crippled through ˿̂̆̆˸̆ʳ˷̈˸ʳ̇̂ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇̆ʳ˴̅˸ʳ́̂̊ʳ˴ʳ̆˸̅˼̂̈̆ road accidents in the region is difficult to quan- ˸˶̂́̂̀˼˶ʳ˷̅˴˼́ʳ˴́˷ʳ̃̅̂˵˿˸̀ʳ˹̂̅ʳ̀˴́̌ʳ˷˸̉˸˿ˀ tify because of underreporting, but it is certainly ̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ˁʳ˜́ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ̂˹ʳ̇˻˸ Plate 1: of the order of 3 million to 4 million each year. Bicycle versus ̅˸˺˼̂́ʳ˴˿̂́˸ʿʳ̆̈˶˻ʳ˿̂̆̆˸̆ʳ̇̂̇˴˿ʳ˴̇ʳ˿˸˴̆̇ʳ˨˦ʷ˅˃ truck in Hanoi, Road accident deaths are commonly the sec- ˵˼˿˿˼̂́ʳ˴ʳ̌˸˴̅ʳ˴́˷ʳ̀̈˶˻ʳ̂˹ʳ̇˻˸̆˸ʳ˶̂̆̇̆ʳ˴̅˸ʳ˼́ˀ Viet Nam. ond largest cause of deaths for the core age ˶̈̅̅˸˷ʳ˴̆ʳ˹̂̅˸˼˺́ʳ˸̋˶˻˴́˺˸ʳ˿̂̆̆˸̆ʳ˵˸˶˴̈̆˸ʳ̉˸ˀ ˻˼˶˿˸̆ʿʳ̀˸˷˼˶˼́˸̆ʿʳ˴́˷ʳ̆̃˴̅˸ʳ̃˴̅̇̆ʳ˴̅˸ʳ̂˹̇˸́ ˼̀̃̂̅̇˸˷ˁʳ˧˻˸̆˸ʳ ̅˸˶̈̅̅˼́˺ʳ ˴́́̈˴˿ʳ ˿̂̆̆˸̆ ʻ̊˻˼˶˻ʳ˴̅˸ʳ˺̅˸˴̇˸̅ʳ̇˻˴́ʳ̇˻˸ʳ̇̂̇˴˿ʳ˴́́̈˴˿ʳ˿˸́˷˼́˺ ̇̂ʳ̇˻˸ʳ̅˸˺˼̂́ʳ˵̌ʳ̇˻˸ʳ˪̂̅˿˷ʳ˕˴́˾ʳ˴́˷ʳ˔˗˕ʳ˶̂̀ˀ ˵˼́˸˷ʼʳ̈́˷̂̈˵̇˸˷˿̌ʳ ˼́˻˼˵˼̇ʳ ̇˻˸ʳ ̆̂˶˼˴˿ʳ˴́˷ ˸˶̂́̂̀˼˶ʳ˷˸̉˸˿̂̃̀˸́̇ʳ̂˹ʳ̇˻˸ʳ̅˸˺˼̂́ˁ ˠ˴́̌ʳ˶̂̈́̇̅˼˸̆ʳ˴̅˸ʳ˸̋̃˸̅˼˸́˶˼́˺ʳ˴́́̈˴˿ ̉˸˻˼˶˿˸ʳ˹˿˸˸̇ʳ˺̅̂̊̇˻ʳ̅˴̇˸̆ʳ̂˹ʳ˴˵̂̈̇ʳ˄ˉʳ̃˸̅˶˸́̇ ̂̅ʳ˄ˊʳ̃˸̅˶˸́̇ˎʳ˹̂̅ʳ˸̋˴̀̃˿˸ʿʳˣ˸̂̃˿˸ϗ̆ʳ˥˸̃̈˵˿˼˶ ̂˹ʳ˖˻˼́˴ʳʻˣ˥˖ʼʳʻ˄ˋʳ̃˸̅˶˸́̇ʼʿʳ˜́˷˼˴ʳʻ˄ˊʳ̃˸̅˶˸́̇ʼʿ ˠ˴˿˴̌̆˼˴ʳʻ˄ˈʳ̃˸̅˶˸́̇ʼʿʳ˴́˷ʳ˩˼˸̇ʳˡ˴̀ʳʻ˄ˋʳ̃˸̅ˀ ˶˸́̇ʼˁʳ˧˻˼̆ʳ˼̆ʳ˸̄̈˼̉˴˿˸́̇ʳ̇̂ʳ̇˻˸ʳ˷̂̈˵˿˼́˺ʳ̂˹ʳ̀̂ˀ ̇̂̅˼̍˸˷ʳ̉˸˻˼˶˿˸ʳ˹˿˸˸̇̆ʳ˼́ʳ˹˼̉˸ʳ̌˸˴̅̆ʿʳ̇̅˸˵˿˼́˺ʳ˼́ ˸˼˺˻̇ʳ̌˸˴̅̆ʿʳ˴́˷ʳ̄̈˴˷̅̈̃˿˼́˺ʳ˼́ʳ˄˅ʳ̌˸˴̅̆ˁʳ˧˻˼̆ ˹˴˶̇̂̅ʿʳ˴˿˿˼˸˷ʳ̇̂ʳ̇˻˸ʳ˻˼˺˻ʳ̃̅̂̃̂̅̇˼̂́ʳ̂˹ʳ̇̊̂ˀʳ˴́˷ ̇˻̅˸˸ˀ̊˻˸˸˿˸˷ʳ̀̂̇̂̅˼̍˸˷ʳ̉˸˻˼˶˿˸̆ʳ˴́˷ʳ̇˻˸ʳ̅˸˿˴ˀ ̇˼̉˸˿̌ʳ̌̂̈́˺ʳ˴˺˸ʳ̂˹ʳ̇˻˸ʳ̀˴˽̂̅˼̇̌ʳ̂˹ʳ̇˻˸ʳ̃̂̃̈˿˴ˀ ̇˼̂́ʿʳ˶̂́̇̅˼˵̈̇˸̆ʳ̇̂ʳ̇˻˸ʳ̆˸̅˼̂̈̆ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̃̅̂˵ˀ

ROAD SAFETY GUIDELINES E-1 EXECUTIVE SUMMARY

˼́˶˿̈˷˸˷ʳ˼́ʳ̂˹˹˼˶˼˴˿ʳ̆̇˴̇˼̆̇˼˶̆ˁʳ˧˻̈̆ʳ̇˻˸ʳ̆˶˴˿˸ʳ̂˹ ̇˻˸ʳ̃̅̂˵˿˸̀ʳ˼̆ʳ˸̉˸́ʳ̊̂̅̆˸ʳ̇˻˴́ʳ̇˻˸ʳϘ̂˹˹˼˶˼˴˿ϙ ̆̇˴̇˼̆̇˼˶̆ʳ̆˻̂̊ˁ ˢ̃̃̂̅̇̈́˼̇˼˸̆ʳ˴́˷ʳ̆˶̂̃˸ʳ˸̋˼̆̇ʳ˹̂̅ʳ˴̉̂˼˷˼́˺ ˹̈̇̈̅˸ʳ̃̅̂˵˿˸̀̆ʳ˵̌ʳ˼́˶̂̅̃̂̅˴̇˼́˺ʳ̃̅̂˶˸˷̈̅˸̆ʿ ˶̂́̇̅̂˿̆ʿʳ˴́˷ʳ˼̀̃̅̂̉˸̀˸́̇̆ʳ˼́ʳ̀˴́̌ʳ̆˸˶̇̂̅̆ ̅˸˿˴̇˸˷ʳ̇̂ʳ̅̂˴˷ʳ̆˴˹˸̇̌ˁʳ˙˴˼˿̈̅˸ʳ̇̂ʳ̇˴˾˸ʳ˴˶̇˼̂́ʳ̊˼˿˿ ˶̂́˷˸̀́ʳ̀˼˿˿˼̂́̆ʳ̂˹ʳ̃˸̂̃˿˸ʳ˼́ʳ̇˻˸ʳ̅˸˺˼̂́ʳ̇̂ ̈́́˸˶˸̆̆˴̅̌ʳ˷˸˴̇˻ʳ̂̅ʳ˼́˽̈̅̌ˁʳ˧˻˸ʳ́˸˶˸̆̆˴̅̌ ˼́˹̂̅̀˴̇˼̂́ʳ̇̂ʳ̇˴˾˸ʳ˴˶̇˼̂́ʳ˼̆ʳ˴̉˴˼˿˴˵˿˸ʳ˼́ʳ̇˻˼̆ ˷̂˶̈̀˸́̇ʳ˴́˷ʳ̆˻̂̈˿˷ʳ˵˸ʳ̈̆˸˷ʳ̇̂ʳ˼̀̃̅̂̉˸ʳ̆˴˹˸̇̌ ˼́ʳ̇˻˸ʳ̅˸˺˼̂́ˁ

3 COORDINATED ROAD SAFETY PLANS AND INTERVENTIONS

Plate 2: ˿˸̀̆ʳ˵˸˼́˺ʳ˸̋̃˸̅˼˸́˶˸˷ʳ˼́ʳ̀̈˶˻ʳ̂˹ʳ̇˻˸ʳ̅˸˺˼̂́ˁ ̋̃˸̅˼˸́˶˸ʳ˼́ʳ˵̂̇˻ʳ̇˻˸ʳ̀̂̅˸ʳ˼́˷̈̆̇̅˼˴˿ˀ Road safety ˪˻˸̅˸˴̆ʳ̇˻˸ʳ́̈̀˵˸̅ʳ̂˹ʳ˷˸˴̇˻̆ʳ˴́˷ʳ˼́˽̈̅˼˸̆ʳ˻˴̉˸ ˼̍˸˷ʳ˶̂̈́̇̅˼˸̆ʳ˴́˷ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́ˀ education in ˵˸˸́ʳ̅˸˷̈˶˼́˺ʳ̆̇˸˴˷˼˿̌ʳ˼́ʳ˷˸̉˸˿̂̃˸˷ʳ˶̂̈́̇̅˼˸̆ʿ school. ̇̅˼˸̆ʳ˻˴̆ʳ˷˸̀̂́̆̇̅˴̇˸˷ʳ̇˻˴̇ʳ̇˻˸ʳ̀̂̆̇ʳ˸˹ˀ ̇˻˸ʳ́̈̀˵˸̅ʳ̂˹ʳ˷˸˴̇˻̆ʳ˼́ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ ˘ ˹˸˶̇˼̉˸ʳ̊˴̌ʳ̂˹ʳ̅˸˷̈˶˼́˺ʳ˴˶˶˼˷˸́̇̆ʳ˼̆ʳ˵̌ʳ˴˷̂̃̇ˀ ˶̂̈́̇̅˼˸̆ʳ˼̆ʳ̅˼̆˼́˺ʳ˴̇ʳ˴˿˴̅̀˼́˺ʳ̅˴̇˸̆ˁʳ˕˸̇̊˸˸́ ˼́˺ʳ˴́ʳ˼́̇˸˺̅˴̇˸˷ʳ˴̃̃̅̂˴˶˻ˎʳ̇˻˴̇ʳ˼̆ʿʳ˵̌ʳ̆˴˹˸̇̌ ˄ˌˋ˄ʳ˴́˷ʳ˄ˌˌˆʿʳ̇˻˸ʳ́̈̀˵˸̅ʳ̂˹ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇ ˴˶̇˼̂́ʳ̃˿˴́̆ʳ̇˻˴̇ʳ˴̅˸ʳ˶̂̂̅˷˼́˴̇˸˷ʳ̊˼̇˻˼́ʳ˴́˷ ˷˸˴̇˻̆ʳ˼́˶̅˸˴̆˸˷ʳ˼́ʳ̇˻˸ʳ̅˸˺˼̂́ʳ˵̌ʳˌˈʳ̃˸̅˶˸́̇ʿ ˴˶̅̂̆̆ʳ˴˿˿ʳ̇˻˸ʳ˷˼˹˹˸̅˸́̇ʳ̆˸˶̇̂̅̆ʳʻ̂̅ʳ˺̂̉˸̅́̀˸́̇ ̊˻˸̅˸˴̆ʳ̇̂̇˴˿ʳ̃̂̃̈˿˴̇˼̂́ʳ˼́˶̅˸˴̆˸˷ʳ˵̌ʳ̂́˿̌ ˷˸̃˴̅̇̀˸́̇̆ʼʳ̇˻˴̇ʳ˶˴́ʳ˼́˹˿̈˸́˶˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴ˀ ˅ˇ ̃˸̅˶˸́̇ˁʳ ˧˻˼̆ʳ ̀˸˴́̆ʳ ̇˻˴̇ʳ ̇˻˸̅˸ʳ ̊˴̆ʳ ˴ ˶˼˹˼˶ʳ˶̂̈́̇̅˼˸̆ˁʳ˧˻˸̌ʳ˴̅˸ʳ˴̇ʳ˷˼˹˹˸̅˸́̇ʳ̆̇˴˺˸̆ʳ̂˹ ̆˼˺́˼˹˼˶˴́̇ʳ˼́˶̅˸˴̆˸ʳ˼́ʳ̃˸̅̆̂́˴˿ʳ̅˼̆˾ʳ̂˹ʳ˷˸˴̇˻ ˷˸̉˸˿̂̃̀˸́̇ʳ̊˼̇˻ʳ̅˸̆̃˸˶̇ʳ̇̂ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴̊˴̅˸ˀ ˼́ʳ˴ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇ˁ ́˸̆̆ʳ˴́˷ʳ˴˶̇˼̉˼̇̌ʿʳ̆̂ʳ˷˼˹˹˸̅˸́̇ʳ˼́̇˸̅̉˸́̇˼̂́̆ʳ́˸˸˷ ˩̈˿́˸̅˴˵˿˸ʳ̅̂˴˷ʳ̈̆˸̅̆ʳʻ˩˥˨̆ʼʳʻ̃˸˷˸̆̇̅˼˴́̆ʿ ̇̂ʳ˵˸ʳ̈́˷˸̅̇˴˾˸́ʳ˷˸̃˸́˷˼́˺ʳ̈̃̂́ʳ̇˻˸ʳ̃˴̅̇˼˶̈ˀ ̀̂̇̂̅˶̌˶˿˼̆̇̆ʿʳ ˴́˷ʳ ́̂́̀̂̇̂̅˼̍˸˷ʳ ̉˸˻˼˶˿˸̆ ˿˴̅ʳ˶˼̅˶̈̀̆̇˴́˶˸̆ʳ̊˼̇˻˼́ʳ˸˴˶˻ʳ˶̂̈́̇̅̌ˁʳ˧˻̅˸˸ ˮˡˠ˩̆˰ʼʳ˴̅˸ʳ̃˴̅̇˼˶̈˿˴̅˿̌ʳ˴̇ʳ̅˼̆˾ʳ˴́˷ʳ˼́ʳ̀˴́̌ ˷˼̆̇˼́˶̇ʳ̆̇˴˺˸̆ʳ˶˴́ʳ˵˸ʳ˼˷˸́̇˼˹˼˸˷ʳ˼́ʳ̇˻˸ʳ˷˸̉˸˿ˀ ˶̂̈́̇̅˼˸̆ʳ̂˹ʳ̇˻˸ʳ̅˸˺˼̂́ʿʳ̇˻˸̌ʳ˶̂́̆̇˼̇̈̇˸ʳ̇˻˸ ̂̃̀˸́̇ʳ̂˹ʳ̆˴˹˸̇̌ʳ̊˼̇˻˼́ʳ˴ʳ˶̂̈́̇̅̌ˁʳ˧˻˸ʳ̇̌̃˸̆ ˻˼˺˻˸̆̇ʳ̃̅̂̃̂̅̇˼̂́ʳ̂˹ʳ̇˻̂̆˸ʳ˾˼˿˿˸˷ʳ̂̅ʳ˼́˽̈̅˸˷ˁ ̂˹ʳ˴˶̇˼̉˼̇˼˸̆ʳ˴́˷ʳ˼́̇˸̅̉˸́̇˼̂́̆ʳ̃̂̆̆˼˵˿˸ʳ˴́˷ ˧˻˸̌ʳ ̅˸̄̈˼̅˸ʳ ̃˴̅̇˼˶̈˿˴̅ʳ ˴̇̇˸́̇˼̂́ʳ ˼́ʳ ̇˻˸ ́˸˶˸̆̆˴̅̌ʳ ˴̇ʳ˸˴˶˻ʳ̆̇˴˺˸ʳ˴̅˸ʳ̂̈̇˿˼́˸˷ʳ˵˸˿̂̊ˍ ˷˸̉˸˿̂̃˼́˺ʳ ̂˹ʳ ˶̂̈́̇˸̅̀˸˴̆̈̅˸̆ʳ ˴́˷ ˼̀̃̅̂̉˸̀˸́̇̆ˁ Stage 1: Raising Awareness ˙̂̅ʳ̇˻˸ʳ˿˴̆̇ʳ˄˃ˀ̌˸˴̅ʳ̃˸̅˼̂˷ʳʻ˄ˌˋˇˀ˄ˌˌˆʼʿ ̂˹˹˼˶˼˴˿ʳ̃̂˿˼˶˸ʳ̆̇˴̇˼̆̇˼˶̆ʳ̆˻̂̊ʳ̇˻˴̇ʳ̀̂̅˸ʳ̇˻˴́ ˜́ʳ̀̂̆̇ʳ˶˴̆˸̆ʳ̇˻˸̅˸ʳ̊˼˿˿ʳ˵˸ʳ˴ʳ́˸˸˷ʳ̇̂ʳ˼̀ˀ ˅ ̀˼˿˿˼̂́ʳ̃˸̂̃˿˸ʳ̊˸̅˸ʳ˾˼˿˿˸˷ʳ˴́˷ʳ̀̂̅˸ʳ̇˻˴́ ̃̅̂̉˸ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇ʳ˷˴̇˴˵˴̆˸ʳ˴́˷ ˄ˊ ̀˼˿˿˼̂́ʳ̊˸̅˸ʳ˼́˽̈̅˸˷ʳ̂̅ʳ˷˼̆˴˵˿˸˷ʳ˼́ʳ̅̂˴˷ʳ˴˶˶˼ˀ ̇˻˸ʳ˼̀̃̂̅̇˴́˶˸ʳ̂˹ʳ̇˻˼̆ʳ̀̈̆̇ʳ˵˸ʳ̆̇̅˸̆̆˸˷ʳ̇̂ʳ̃̂ˀ ˷˸́̇̆ʳ˼́ʳ̇˻˸ʳ̅˸˺˼̂́ˁʳˠ˴́̌ʳ̂˹ʳ̇˻˸̆˸ʳ˶˴̆̈˴˿̇˼˸̆ ˿˼˶˸ʳ˴̈̇˻̂̅˼̇˼˸̆ˁʳ˧˻˸ʳ˷˴̇˴˵˴̆˸ʳ̆˻̂̈˿˷ʳ˵˸ʳ˶˴̃˴ˀ ̊˼˿˿ʳ˻˴̉˸ʳ̅˸˶˸˼̉˸˷ʳ˶̅˼̃̃˿˼́˺ʳ˼́˽̈̅˼˸̆ʳ̇˻˴̇ʳ̊˼˿˿ ˵˿˸ʳ̂˹ʳ˼˷˸́̇˼˹̌˼́˺ʳ̇˻˸ʳ̆˶˴˿˸ʳ˴́˷ʳ́˴̇̈̅˸ʳ̂˹ʳ̆˴˹˸̇̌ ˻˴́˷˼˶˴̃ʳ̇˻˸̀ʳ˹̂̅ʳ̇˻˸ʳ̅˸̆̇ʳ̂˹ʳ̇˻˸˼̅ʳ˿˼̉˸̆ʿʳ˼̀ˀ ̃̅̂˵˿˸̀̆ʳ̆̂ʳ̇˻˴̇ʳ˴̃̃̅̂̃̅˼˴̇˸ʳ˼́˹̂̅̀˴̇˼̂́ʳ˴˵̂̈̇ ̃̂̆˼́˺ʳ̂́˺̂˼́˺ʳ˹˼́˴́˶˼˴˿ʳ˵̈̅˷˸́̆ʳ̂́ʳ̇˻˸˼̅ ̅˸˶˸́̇ʳ̇̅˸́˷̆ʿʳ̅̂˴˷ʳ̈̆˸̅̆ʳ˴̇ʳ̅˼̆˾ʿʳ˻˴̍˴̅˷̂̈̆ʳ˿̂ˀ ˹˴̀˼˿˼˸̆ʳ˴́˷ʳ̇˻˸˼̅ʳ˶̂̀̀̈́˼̇˼˸̆ˁʳ˦̂ʳ˹˴̅ʿʳ̇˻˸ ˶˴̇˼̂́̆ʿʳ˸̇˶ˁʿʳ˶˴́ʳ˵˸ʳ˼̀̃˴̅̇˸˷ʳ̇̂ʳ̇˻̂̆˸ʳ˶̂́ˀ ̃̅̂˵˿˸̀ʳ˻˴̆ʳ˵˸˸́ʳ˿˴̅˺˸˿̌ʳ̈́̅˸˶̂˺́˼̍˸˷ʳ̊˼̇˻˼́ ˶˸̅́˸˷ʿʳ̃˴̅̇˼˶̈˿˴̅˿̌ʳ̇̂ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˼́ʳ˴ʳ̃̂̆˼ˀ ̇˻˸ʳ˼́˷˼̉˼˷̈˴˿ʳ˶̂̈́̇̅˼˸̆ˁʳ˜́̆̈˹˹˼˶˼˸́̇ʳ˸˹˹̂̅̇̆ ̇˼̂́ʳ̇̂ʳ̀˴˾˸ʳ˼̀̃̅̂̉˸̀˸́̇̆ˁ ˴́˷ʳ ˴̇̇˸́̇˼̂́ʳ˴̅˸ʳ˺˼̉˸́ʳ̇̂ʳ̇˻˸ʳ˼̀̃̅̂̉˸̀˸́̇ʳ̂˹ ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼́ʳ̇˻˸ʳ̅˸˺˼̂́ʿʳ˸̉˸́ʳ̇˻̂̈˺˻ʳ̅̂˴˷ Stage 2: Prioritized Road Safety ˴˶˶˼˷˸́̇̆ʳ˼̀̃̂̆˸ʳ˴ʳ˻˸˴̉̌ʳ˵̈̅˷˸́ʳ̂́ʳ̇˻˸ Action Plans ̀˸˷˼˶˴˿ʳ ˴́˷ʳ ˻̂̆̃˼̇˴˿ʳ ̅˸̆̂̈̅˶˸̆ʳ ̂˹ʳ ̀˴́̌ ˶̂̈́̇̅˼˸̆ˁʳ˪˻˴̇ʳ˼̆ʳ˸̉˸́ʳ̀̂̅˸ʳ̊̂̅̅̌˼́˺ʳ˼̆ʳ̇˻˴̇ ˗̈̅˼́˺ʳ̇˻˼̆ʳ̆̇˴˺˸ʳ̇˻˸ʳ̅˸˿˸̉˴́̇ʳ˴̈̇˻̂̅˼̇˼˸̆ ˴ʳ̆˼˺́˼˹˼˶˴́̇ʳ˴̀̂̈́̇ʳ̂˹ʳ̈́˷˸̅̅˸̃̂̅̇˼́˺ʳ̂˶˶̈̅̆ ̊˼˿˿ʳ́˸˸˷ʳ̇̂ʳ˷˸̉˸˿̂̃ʳ˴́ʳ̂̉˸̅˴˿˿ʳ̆̇̅˴̇˸˺̌ʳ˼˷˸́̇˼ˀ ˼́ʳ̀˴́̌ʳ˶̂̈́̇̅˼˸̆ʳ˴́˷ʳ̀˴́̌ʳ˶˴̆̈˴˿̇˼˸̆ʳ˴̅˸ʳ́̂̇ ˹̌˼́˺ʳ̇˻˸ʳ̀̂̆̇ʳ̈̅˺˸́̇ʳ̅˸̀˸˷˼˴˿ʳ˴˶̇˼̂́̆ʳ̅˸̄̈˼̅˸˷

E - 2 ROAD SAFETY GUIDELINES ˴˶˻˼˸̉˼́˺ʳ ̇˻˸̀ˁʳ ˛̂̊˸̉˸̅ʿʳ ˷˸̉˸˿̂̃˼́˺ Plate E3 ˶̂̈́̇̅˼˸̆ʳ̆˻̂̈˿˷ʳ̇˴˾˸ʳ˶˴̅˸ʳ̊˻˸́ʳ̆˸̇̇˼́˺ʳ̆̈˶˻ ̇˴̅˺˸̇̆ˁʳ˧˻˸̌ʳ̆˻̂̈˿˷ʳ́̂̇ʳ˵˿˼́˷˿̌ʳ˴˷̂̃̇ʳ̇˴̅˺˸̇̆ ̆˼̀˼˿˴̅ʳ̇̂ʳ̇˻̂̆˸ʳ̆̇˴̇˸˷ʳ˼́ʳ̇˻˸ʳ˼́˷̈̆̇̅˼˴˿˼̍˸˷ ˶̂̈́̇̅˼˸̆ʿʳ̊˻˸̅˸ʳ̇˻˸ʳ̅̂˴˷ʳ́˸̇̊̂̅˾ʳ̀˴̌ʳ̊˸˿˿ ˵˸ʳ˷˸̉˸˿̂̃˸˷ʳ˴́˷ʳ̉˸˻˼˶˿˸ʳ̂̊́˸̅̆˻˼̃ʳ˿˸̉˸˿̆ ̆̇˴˵˼˿˼̍˼́˺ʳ˴̆ʳ̇˻˸̌ʳ˴̃̃̅̂˴˶˻ʳ̆˴̇̈̅˴̇˼̂́ʳ˿˸̉˸˿ˁ ˦˸̇̇˼́˺ʳ̅˸˴˿˼̆̇˼˶ʳ̇˴̅˺˸̇̆ʳ˼́ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́ˀ ̇̅˼˸̆ʳ˼̆ʳ̂˹̇˸́ʳ̀̂̅˸ʳ˶̂̀̃˿˸̋ʳ˵˸˶˴̈̆˸ʳ̂˹ʳ̇˻˸ ̅˴̃˼˷ʳ̀̂̇̂̅˼̍˴̇˼̂́ʳ˵˸˼́˺ʳ˸̋̃˸̅˼˸́˶˸˷ʳ˼́ʳ̇˻˸̆˸ ˶̂̈́̇̅˼˸̆ʳ̇˻˴̇ʳ˼̇̆˸˿˹ʳ̊˼˿˿ʳ̇˸́˷ʳ̇̂ʳ̅˸̆̈˿̇ʳ˼́ʳ˼́ˀ ˶̅˸˴̆˼́˺ʳ́̈̀˵˸̅̆ʳ̂˹ʳ˷˸˴̇˻̆ʳ˴́˷ʳ˼́˽̈̅˼˸̆ʳ˸˴˶˻ ̌˸˴̅ˁʳ˖̂́̆˸̄̈˸́̇˿̌ʿʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ˴̅˸ ˴˷̉˼̆˸˷ʳ̇̂ʳ̈̆˸ʳ̇˴̅˺˸̇̆ʳ̅˸˿˴̇˸˷ʳ̇̂ʳ́̈̀˵˸̅̆ʳ̂˹ ˿˼̉˸̆ʳ̆˴̉˸˷ʳ˹̅̂̀ʳ˷˼˹˹˸̅˸́̇ʳ˼́̇˸̅̉˸́̇˼̂́̆ʿʳ̅˴̇˻˸̅ ̇˻˴́ʳ̇˴̅˺˸̇̆ʳ̅˸˿˴̇˸˷ʳ̇̂ʳ̅˸˷̈˶̇˼̂́̆ʳ˼́ʳ̇̂̇˴˿ʳ˷˸˴̇˻̆ ̂̅ʳ˶˴̆̈˴˿̇˼˸̆ˁʳ˥˸˷̈˶̇˼̂́̆ʳ˼́ʳ̇̂̇˴˿ʳ˷˸˴̇˻̆ʳ̂̅ ˶˴̆̈˴˿̇˼˸̆ʳ˴̅˸ʳ̈́˿˼˾˸˿̌ʳ̇̂ʳ̂˶˶̈̅ʳ˷̈̅˼́˺ʳ̃˸̅˼̂˷̆ Plate 3: Police ˴́˷ʳ̆̇̅˸́˺̇˻˸́˼́˺ʳ̇˻˸ʳ˾˸̌ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ̇˻˴̇ ̂˹ʳ̉˸̅̌ʳ ̅˴̃˼˷ʳ̀̂̇̂̅˼̍˴̇˼̂́ʳ ˼́ʳ ˷˸̉˸˿̂̃˼́˺ spot checks on ́˸˸˷ʳ̇̂ʳ˵˸ʳ˼́̉̂˿̉˸˷ˁʳ˧˻˼̆ʳ̊˼˿˿ʳ˼́˸̉˼̇˴˵˿̌ʳ̅˸ˀ ˶̂̈́̇̅˼˸̆ˁ drinking and ˜̇ʳ˼̆ʳ̆̇̅̂́˺˿̌ʳ̅˸˶̂̀̀˸́˷˸˷ʳ̇˻˴̇ʳ˴˿˿ʳ̆˴˹˸̇̌ driving. ̄̈˼̅˸ʳ̆̃˸˶˼˴˿ʳ˹̈́˷˼́˺ʳ˹̂̅ʳ̇˻˸ʳ˼̀̃˿˸̀˸́̇˴̇˼̂́ ̂˹ʳ˷˸̀̂́̆̇̅˴̇˼̂́ʳ˴́˷ʳ̃˼˿̂̇ʳ̃̅̂˽˸˶̇̆ˁʳ˘̋̇˸̅́˴˿ ˴˶̇˼̂́ʳ̃˿˴́̆ʳ˴̅˸ʳ̃̅̂̃˸̅˿̌ʳ̀̂́˼̇̂̅˸˷ʳ̇̂ʳ˸́̆̈̅˸ ̇˸˶˻́˼˶˴˿ʳ˴̆̆˼̆̇˴́˶˸ʳ˼̆ʳ˴˿̆̂ʳ˿˼˾˸˿̌ʳ̇̂ʳ˵˸ʳ́˸˸˷˸˷ ˼́̆̇˼̇̈̇˼̂́˴˿ʳ˼̀̃˴˶̇ʳ˴́˷ʳ̇˻˴̇ʳ˷˸̉˸˿̂̃̀˸́̇˴˿ ʻ˼˹ʳ̆̃˸˶˼˴˿˼̆̇ʳ˸̋̃˸̅̇˼̆˸ʳ˼̆ʳ˿˴˶˾˼́˺ʳ̊˼̇˻˼́ʳ˴ʳ˶̂̈́ˀ ̂˵˽˸˶̇˼̉˸̆ʳ˴̅˸ʳ˴˶˻˼˸̉˸˷ʳ˴̆ʳ̊˸˿˿ʳ˴̆ʳ˶̂̆̇ˀ˸˹˹˸˶ˀ ̇̅̌ʼʳ˴́˷ʳ̇̅˴˼́˼́˺ʳ˹̂̅ʳ̅˸˿˸̉˴́̇ʳ̃˸̅̆̂́́˸˿ˁʳ˔̇ʳ̇˻˼̆ ̇˼̉˸ʳ˼̀̃˿˸̀˸́̇˴̇˼̂́ʳ̂˹ʳ̆̃˸˶˼˹˼˶ʳ˶̂̈́̇˸̅̀˸˴̆ˀ ̆̇˴˺˸ʿʳ̃˴̅̇˼˴˿ʳ˹̈́˷˼́˺ʳ˶˴́ʳ̂˹̇˸́ʳ˵˸ʳ̂˵̇˴˼́˸˷ ̈̅˸̆ˁʳˣ̈˵˿˼̆˻˸˷ʳ˸̉˴˿̈˴̇˼̂́̆ʳ˴̅˸ʳ̉˴˿̈˴˵˿˸ʳ˼́ʳ̃̅̂ˀ ̉˼˴ʳ̂̉˸̅̆˸˴̆ʳ˴˼˷ʳ̂̅ʳ̇˻̅̂̈˺˻ʳ̇˻˸ʳ˼́̇˸̅́˴̇˼̂́˴˿ ̉˼˷˼́˺ʳ˼́˹̂̅̀˴̇˼̂́ʳ˴˵̂̈̇ʳ̅˸˿˴̇˼̉˸ʳ˸˹˹˸˶̇˼̉˸́˸̆̆ ˷˸̉˸˿̂̃̀˸́̇ʳ˵˴́˾̆ˁ ̂˹ʳ̆˶˻˸̀˸̆ʳ˴́˷ʳ˴˼˷˼́˺ʳ˷˸˶˼̆˼̂́̆ʳ˴˵̂̈̇ʳ̇˻˸ʳ̇̌̃˸̆ ˧˻˸ʳ ̇˼̀˸̆˶˴˿˸ʳ˹̂̅ʳ ̇˻˼̆ʳ ˼̀̃̂̅̇˴́̇ʳ̆̇˴˺˸ ̂˹ʳ̆˶˻˸̀˸̆ʳ̇̂ʳ˵˸ʳ˼̀̃˿˸̀˸́̇˸˷ˁ ̆˻̂̈˿˷ʳ˵˸ʳ˴˵̂̈̇ʳ̇˻̅˸˸ʳ̌˸˴̅̆ʳ˴́˷ʳ̇˻˸ʳ̀˴˼́ʳ˹̂˶̈̆ ˣ̅˼̂̅˼̇̌ʳ˴˶̇˼̂́̆ʳ̇˻˴̇ʳ̆˻̂̈˿˷ʳ˵˸ʳ˶̂́̆˼˷˸̅˸˷ ̆˻̂̈˿˷ʳ ˵˸ʳ ̂́ʳ ̆̇̅˸́˺̇˻˸́˼́˺ʳ ̅˸˿˸̉˴́̇ ˵̌ʳ˴˿˿ʳ˶̂̈́̇̅˼˸̆ʳ˼́˶˿̈˷˸ˍ ̂̅˺˴́˼̍˴̇˼̂́̆ʳ̊˼̇˻ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̅˸̆̃̂́̆˼˵˼˿˼̇˼˸̆ʿ ˼̀̃˿˸̀˸́̇˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ̀̂̆̇ʳ̈̅˺˸́̇ʳ˼̀̃̅̂̉˸ˀ ˄ˁ ˼́˼̇˼˴̇˸ʳ˴́ʳ˼́˷˸̃˸́˷˸́̇ʳ̅˸̉˼˸̊ʳ̂˹ʳ̅̂˴˷ ̀˸́̇̆ʿʳ˴́˷ʳ̇˻˸ʳ˷˸̉˸˿̂̃̀˸́̇ʳ̂˹ʳ˴ʳ˹˼̉˸ˀ̌˸˴̅ ̆˴˹˸̇̌ʳ˴́˷ʳ̂̅˺˴́˼̍˸ʳ˴ʳ́˴̇˼̂́˴˿ʳ̆˸̀˼́˴̅ ̃̅̂˺̅˴̀ˁʳ˦̃˸˶˼˹˼˶ʳ˼́̇˸̅̉˸́̇˼̂́̆ʳ̇˻˴̇ʳ˶˴́ʳ˵˸ʳ˼̀ˀ ̇̂ʳ̃̅˸̆˸́̇ʳ˴́˷ʳ˷˼̆˶̈̆̆ʳ̇˻˸ʳ˹˼́˷˼́˺̆ˎ ̃˿˸̀˸́̇˸˷ʳ˼́ʳ˸˴˶˻ʳ̆˸˶̇̂̅ʳ̂˹ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴̅˸ ˅ˁ ˸̆̇˴˵˿˼̆˻ʳ˴ʳ́˴̇˼̂́˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̈́˶˼˿ ̃̅˸̆˸́̇˸˷ʳ˼́ʳ̇˻˸ʳ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˚̈˼˷˸˿˼́˸̆ ʳ˴́˷ ʻˡ˥˦˖ʼʳ̊˼̇˻ʳ˴˷˸̄̈˴̇˸ʳ̇˸˶˻́˼˶˴˿ʳ˴́˷ʳ˹˼ˀ ˻˴̉˸ʳ ˵˸˸́ʳ ̆̈̀̀˴̅˼̍˸˷ʳ ˼́ʳ ̇˻˸ʳ ˹̂˿˿̂̊˼́˺ ́˴́˶˼˴˿ʳ̅˸̆̂̈̅˶˸̆ʳ̇̂ʳ˶̂̂̅˷˼́˴̇˸ʳ̅̂˴˷ ̆˸˶̇˼̂́̆ˁ ̆˴˹˸̇̌ʳ́˴̇˼̂́̊˼˷˸ʳ˴́˷ʳ˷˸̉˸˿̂̃ʳ˴ʳ̅̂˴˷ ̆˴˹˸̇̌ʳ˴˶̇˼̂́ʳ̃˿˴́ˎʳ˴́˷ Stage 3: Five-year Road Safety ˆˁ ˼́˶˿̈˷˸ʳ˴ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̀̃̂́˸́̇ʳ˼́ʳ˴˿˿ Programs ̅˸˿˸̉˴́̇ʳ̅̂˴˷ʳ˼̀̃̅̂̉˸̀˸́̇ʳ̃̅̂˽˸˶̇̆ʳ˴́˷ ˴˿̆̂ʳ˸̋̃˿̂̅˸ʳ̊˻˸̇˻˸̅ʳ˴́̌ʳ̈́̈̇˼˿˼̍˸˷ʳ˿̂˴́ ˹̈́˷̆ʳ̂́ʳ˸̋˼̆̇˼́˺ʳ̃̅̂˽˸˶̇̆ʳ˶̂̈˿˷ʳ˵˸ʳ̅˸˷˼ˀ ˧˻˼̆ʳ̆̇˴˺˸ʳ̆˻̂̈˿˷ʳ˴˼̀ʳ̇̂ʳ˶̂́̆̂˿˼˷˴̇˸ʳ̇˻˸ ̅˸˶̇˸˷ʳ̇̂ʳ̆˴˹˸̇̌ˁ ˴˶̇˼̉˼̇˼˸̆ʳ˴˿̅˸˴˷̌ʳ˼́˼̇˼˴̇˸˷ʳ˼́ʳ̇˻˸ʳ˸˴̅˿˼˸̅ʳ̆̇˴˺˸̆ ˵̌ʳ̇˻˸ʳ˼̀̃˿˸̀˸́̇˴̇˼̂́ʳ̂˹ʳ˴ʳ̅˸˴˿˼̆̇˼˶ʳ˹˼̉˸ˀ̌˸˴̅ ̃̅̂˺̅˴̀ʳ̉˼˴ʳ˴ʳ̆˸̅˼˸̆ʳ̂˹ʳ̂́˸ˀ̌˸˴̅ʳ̃˿˴́̆ˁʳ˧˻˸ ̆˼˺́˼˹˼˶˴́̇ʳ˼́̉˸̆̇̀˸́̇ʳ̅˸̄̈˼̅˸˷ʳ˹̂̅ʳ̇˻˼̆ʳ̆̇˴˺˸ 4 ROAD SAFETY ˼̆ʳ́̂̅̀˴˿˿̌ʳ̀˸̇ʳ˵̌ʳ̇˻˸ʳ˺̂̉˸̅́̀˸́̇ʳ̂˹ʳ̇˻˸ SECTORS ˶̂̈́̇̅̌ˁʳ ˘̋̃˸̅˼˸́˶˸ʳ ˹̅̂̀ʳ ̇˻˸ʳ ̀̂̅˸ ˼́˷̈̆̇̅˼˴˿˼̍˸˷ʳ ˶̂̈́̇̅˼˸̆ʳ ˼́˷˼˶˴̇˸̆ʳ ̇˻˴̇ ˻˸ʳ̆̃˸˶˼˹˼˶ʳ˴˶̇˼̂́̆ʳ˴́˷ʳ˼́̇˸̅̉˸́̇˼̂́̆ ˼̀̃̅̂̉˼́˺ʳ̆˴˹˸̇̌ʳ˶˴́ʳ˵˸ʳ˸́˻˴́˶˸˷ʳ˵̌ʳ̆˸̇̇˼́˺ ̇˻˴̇ʳ˶˴́ʳ˵˸ʳ̈́˷˸̅̇˴˾˸́ʳ˼́ʳ˸˴˶˻ʳ̆˸˶̇̂̅ ˶˴̆̈˴˿̇̌ʳ̅˸˷̈˶̇˼̂́ʳ̇˴̅˺˸̇̆ʳ˴́˷ʳ˸́̆̈̅˼́˺ʳ̇˻˴̇ ˧ ̂˹ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴̅˸ʳ̆̈̀̀˴̅˼̍˸˷ʳ˼́ʳ̇˻˸ʳ˹̂˿ˀ ̅˸˿˸̉˴́̇ʳ ˴̈̇˻̂̅˼̇˼˸̆ʳ ˴̅˸ʳ ˴˶˶̂̈́̇˴˵˿˸ʳ ˹̂̅ ˿̂̊˼́˺ʳ̃˴˺˸̆ˁ

ROAD SAFETY GUIDELINES E - 3 EXECUTIVE SUMMARY

COORDINATION AND 4.1 MANAGEMENT OF ROAD SAFETY

Road safety is a multidimensional social problem involving many government agencies, so the state must play a leading role in initiating, organizing, and coordinating the national assault on road safety problems in a country. The practical development of road safety capability at a national level has to take into account at least five important aspects as follows:

• definition of responsibility: this means designating a member of the government (prime minister’s office [PMO] or ministerial task force) to be responsible for overall road safety policy;

• assigning the task to initiate and coordinate the state’s actions. Establish a multidisciplinary team led by a high-level civil servant or high-caliber executive director from the private sector;

• setting up a permanent group to steer the actions (e.g., a national road safety council [NRSC] or an officials’ committee);

• planning and assigning adequate technical and financial resources for the NRSC to carry out its work; and

• evaluation of the outcomes of actions.

All activities of the ministries involved in road safety (e.g., health, transport, police, and education) must be complementary and coordination also has to be developed with regional and local organizations so that road safety work is undertaken at all levels. PRIORITY ACTIONS NEEDED

1. Designate the prime minister’s office or a ministerial task force to be directly responsible for road safety policy issues and to oversee development of a road safety strategy and action plan.

2. Establish a multidisciplinary NRSC or a similar body with various subcommittees and a full- time secretariat with adequate technical and financial resources to develop and coordinate road safety activities effectively.

3. Identify high-risk target groups for publicity and education from analysis of accident data.

Strong political, financial, and technical support is needed for those delegated to initiate and coordinate road safety on behalf of the state. Such coordination is best done by a multidisciplinary national road safety council supported by a secretariat of road safety specialists led by a senior government official or high-caliber executive director.

ROAD SAFETY GUIDELINES 4.1 - 1 EXECUTIVE SUMMARY ROAD ACCIDENT 4.2 DATA SYSTEMS

An accident database is needed for accurate assessment of the road safety situation. In order to be useful, the data need to cover more than deaths and should include data on casualties and the circumstances of the accident. This will help organizations that are able to contribute to safety improvement to devise and implement appropriate measures designed to combat specific problems.

The main processes involved in producing an accident database include an accident reporting and recording system, a storage and retrieval system, an analysis system, and an effective dissemination system.

Traffic police are the most ideally placed to record and manage accident data. Police do, however, need to be motivated and convinced of the usefulness of devoting the considerable effort required to collect this data and they also need to have adequate resources in terms of staffing, training, and computer systems. The data collected for all recorded accidents need to answer the following questions:

• where accidents occur; • when accidents occur; • who was involved; • what was the result of the collision; • what were the environmental conditions; and • how did the collision occur.

Having introduced an effective database system, it is important to ensure that the data is utilized as effectively and widely as possible. Police annual accident statistics reports should be circulated widely and national decision makers should use the data. They should also be made readily accessible to relevant organizations for designing appropriate countermeasures, producing plans, monitoring effectiveness, and carrying out research. PRIORITY ACTIONS NEEDED

1. Review police accident report forms to ensure that they are easy to complete, used nationwide, and include sufficient information to meet the needs of all potential accident data users.

2. Introduce an easy-to-use computerized data storage and analysis system that provides an understanding of the scale and characteristics of the problem, and permits appropriate countermeasures to be devised for high-risk target groups.

3. Ensure accident data statistics and analyses are distributed to those able to affect road safety and that they are used in designing and monitoring countermeasures.

An effective computer-based accident data system using a standard police data collection form nationwide is one of the most important prerequisites for a country that hopes to improve its road safety problem. It permits the characteristics and nature of the problem to be defined and appropriate countermeasures to be devised.

ROAD SAFETY GUIDELINES 4.2 - 1 EXECUTIVE SUMMARY 4.3 ROAD SAFETY FUNDING AND THE ROLE OF THE INSURANCE INDUSTRY

Funding of road safety is primarily the responsibility of the central government, supported as necessary by regional or provincial governments. However, the private sector and especially the insurance industry can and should play an important role in tackling road safety. But with a few notable exceptions, it does not yet do so in developing countries.

The insurance industry role is too often limited to the postaccident stage and, while vast sums are spent on accident claim compensation, little thought or financing is directed at road accident prevention. Increased motorization and the associated rise in accident claims require the active involvement of the insurance industry as it bears the majority of the costs of road accidents, and should assume greater responsibility for financing and directly promoting road safety.

The insurance industry can participate both via funding and by sharing its business and marketing skills to assist government in tackling a country’s road safety problems.

Insurance companies in many countries, such as Australia, Canada, Finland, and other European countries, have found that there are significant advantages from investing in road safety, as the benefit in terms of reduced claims (because of reduced numbers of accidents) often outweighs the amount invested. The industry also benefits from an improved public perception of being seen as a socially responsible industry.

Other private sector organizations, especially fuel companies and organizations with large vehicle fleets and many drivers, can also help and profit by investing in road safety. Their involvement should be actively sought and encouraged by government. PRIORITY ACTIONS NEEDED

1. Government should actively seek and encourage the private sector (e.g., fuel companies, transport operators, and especially the motor insurance industry) involvement in funding relevant road safety activities.

2. Legislate a mandatory requirement of third party motor insurance on all drivers, with, say, 5-10 percent of premium as a levy for road safety activities.

3. Motor vehicle insurance regulations should be enforced in order to achieve a high rate of coverage and maximize insurance contribution to road safety.

Opportunities do exist for governments to draw the insurance industry and other private sector interests into the battle to improve road safety by establishing voluntary or compulsory levies. Investment in road accident prevention can reduce outlays in accident insurance claim compensation and is seen as a good business decision by those already active in this area.

ROAD SAFETY GUIDELINES 4.3 - 1 EXECUTIVE SUMMARY SAFE PLANNING AND 4.4 DESIGN OF ROADS Road networks in most developing countries are still being expanded and/or rehabilitated, and opportunities therefore exist to incorporate safety practices (at marginal cost) during the planning and design stages.

Many components of the design process can influence the level of road safety and some of the more important of these are discussed in this section. Simply adopting international design standards from developed countries will not necessarily result in levels of safety that are achieved in such countries because these standards are generally accompanied by effective enforcement, driver training, and publicity. These may not be operating as efficiently in developing countries and, in any case, the traffic conditions and types of traffic using the roads will be different.

More emphasis, therefore, needs to be placed on examining how to make the road network operate safely in the particular operating environment and traffic conditions that exist in each country.

• In rural road rehabilitation schemes, opportunities should be taken to minimize direct major road access, keep traffic speed relatively low when such roads pass through small communities, and eliminate Y-junctions.

• New roads may require the inclusion of additional safety features such as cycle lanes.

• Urban areas may require design of road networks to establish a road hierarchy, and the reduction of through traffic and speeds where pedestrian and cyclist activity exists.

• On all roads, greater emphasis needs to be given to the safety of the large proportion of vulnerable road users that normally exist in developing countries.

The Asian Development Bank (ADB), World Bank, and other development aid agencies have found that many potential safety problems can be avoided by safety checking of schemes during the planning and design stage (the safety audit process). PRIORITY ACTIONS NEEDED

1. Require all proposed new and rehabilitation road schemes to be checked from a safety perspective during the design stage.

2. Review existing design standards, access control, and development control to ensure safety is given high priority, particularly for vulnerable road users in urban and rural areas.

3. Check that towns and cities have localized zoning, and that the existing road network is classified into a road hierarchy.

Developing countries need to adopt more safety-conscious design procedures when planning land use or improving their road networks. Safety audit (or safety checking procedures) should also be adopted to ensure that road networks are designed to be safer, particularly for pedestrians, nonmotorized vehicles, and motorcyclists.

ROAD SAFETY GUIDELINES 4.4 - 1 EXECUTIVE SUMMARY IMPROVEMENT OF 4.5 HAZARDOUS LOCATIONS

The safety benefits that can be derived from identifying hazardous locations through the careful analysis of accident data, studying sites, and then designing appropriate remedial measures have proven to be particularly high. The benefits achieved by low-cost remedial measures can be many times the cost of their implementation.

The effectiveness of this approach can be maximized by a planned program of remedial measures based on accident reduction targets for highway authorities. The authorities will, of course, need to allocate a specific annual safety budget for their plans, or at least ensure adequate funding is set aside within the maintenance budget.

The four main strategies are: single site or black spot programs, mass action plans, route action plans, and area-wide schemes.

The stages of the hazardous location improvement process are as follows:

• a good accident database; • agreeing a local hazardous location improvement program; • accident analysis to identify accident black spots; • design of remedial measures; • implementing the measures; and • monitoring the effectiveness of remedial measures.

Remedial measures can include better signs, road markings, pedestrian facilities, fencing, guardrails, junction modifications, and improvements to visibility. Traffic calming through various speed reduction measures has proven particularly effective where vulnerable road users are at risk. PRIORITY ACTIONS NEEDED

1. All road authorities must establish and train a small team to monitor the operational safety and efficiency of their road network.

2. Identify and improve the most hazardous locations on the major inter-urban road networks according to annual targets.

3. Identify and improve the most hazardous locations on the road networks of each of the major cities and towns according to relevant annual targets, focusing on speed reduction near schools, and in residential and other areas where there are high numbers of pedestrians and cyclists.

Improvement of known hazardous locations is one of the most cost-effective invest- ments that can be made in the transport sector and should be a high priority for every government.

ROAD SAFETY GUIDELINES 4.5 - 1 EXECUTIVE SUMMARY ROAD SAFETY EDUCATION4.6 OF CHILDREN

On average, 20 percent of all people killed in traffic accidents in developing countries are aged under 15. This is twice as high as in the developed world.

• Human error plays a large part in road accidents, being a contributory factor in about 95 percent of accidents.

• Teaching safety skills to children can provide lifelong benefits to society.

Roads in developing countries are often more unsafe than roads in industrial countries and the traffic safety problems faced by children will often be greater in the developing world. Absence of traffic education can leave children exposed to unnecessary risk. Since the traffic circumstances and problems faced by such children are very different, it is inappropriate to simply use teaching materials from developed countries. Local materials need to be developed. Although these may be based on principles and materials from developed countries, they will need to be adapted to reflect the needs, problems, and circumstances of relevance to local children.

In addition, an incremental approach is needed to improve road safety education. Road safety provision should not rely on only occasional, isolated talks by visiting speakers but should include regular practical training. Essential components in developing and improving this sector are as follows:

• inclusion of road safety in the school curriculum appropriate to each age group; • development and production of classroom materials; • production of a teachers‘ guide and dissemination to all teachers; • inclusion of road safety in teacher training courses; and • coordination of activity and clearly defined responsibilities. PRIORITY ACTIONS NEEDED

1. Review current extent of road safety education in school curriculum and assess adequacy and practicality of lessons and materials.

2. Develop road safety education pilot projects in high-risk areas, especially around roads being rehabilitated where the road accidents are likely to increase.

3. Strengthen road safety education in national curriculum with on-road practical lessons.

Children need to be made more aware of road safety and should be taught survival skills appropriate to their age and needs. Teaching of road safety in schools is best done by teachers who have themselves been trained on road safety issues and who can provide such instruction on a regular basis to their students.

ROAD SAFETY GUIDELINES 4.6 - 1 EXECUTIVE SUMMARY DRIVER TRAINING 4.7 AND TESTING

Recent studies in the United Kingdom (UK) and United States (US) have shown that in about 95 percent of recorded accidents, driver error was a contributory factor in some form or other. It is, therefore, vital that the human factor is addressed in tackling the problems of road safety. Fundamental to this is an efficient driver testing and training regime. This regime must not only be efficient and cost-effective, but just as important, it must have public confidence. Regrettably, at the moment, it must be said that the systems in some countries are obviously failing on all three counts.

It is readily appreciated that driver testing and training are only a small part of a whole series of initiatives necessary to solve the road safety problem. However, these sectors must make an important contribution to any initiative aimed at reducing road casualties and long-term reductions in accident statistics. It is essential that all road users are made more aware of the heavy responsibilities inherent in the possession of a driving license.

Novice drivers, especially those in the 17-21 age group, have a disproportionate number of accidents. By training all new drivers in skills for life, there are immeasurable long-term economic and social benefits arising from a more responsible attitude to driving.

Driver testing and training procedures are inadequate in many countries in the Asian and Pacific region and, with the rapid pace of motorization, urgent remedial measures are required to improve the situation. The state has a responsibility to ensure that only safe, competent drivers are allowed on roads.

The majority of driver training is used only to prepare a candidate for the driving test and therefore the standard of the driving test will determine the extent and quality of driver training. In order to improve driver training, the quality of driving instructors must also be improved and monitored and, in each country, a recommended syllabus for learner drivers should be introduced. PRIORITY ACTIONS NEEDED

1. Ensure that the driving test examines the driver’s judgment, decision making, and ability to drive safely on public roads in normal traffic conditions with stricter tests for drivers of large commercial vehicles.

2. Provide adequate training and staffing for driving examiners and ensure they are taught to drive all vehicles to the highest standards.

3 Organize training courses for professional driving instructors, develop a standardized driver training curriculum, and established a registration system, driving instructors, and driving schools.

Effective driver testing is the best way to ensure that only safe, competent drivers are awarded a driver’s license. Good control and registration of driving schools and driving instructors is also highly beneficial in ensuring learners are given competent instruction.

ROAD SAFETY GUIDELINES 4.7 - 1 EXECUTIVE SUMMARY ROAD SAFETY PUBLICITY4.8 AND CAMPAIGNS

Mass media has a profound effect on the daily lives, health, and well-being of people, and effective publicity can influence road user behavior and raise awareness of road safety issues. Well-planned publicity can influence both short-term behavior and long-term attitudes. For instance, publicity might deter drunk-driving because of the risk of being caught by police, but may also influence the long-term way a society thinks about and accepts the need to deter such unsocial behavior.

Publicity has the potential for being highly cost-effective in that it can address the safety of large numbers of people using media and materials. However, it can also lead to wasted resources if it is not handled in a manner that is carefully planned. Publicity campaigns and selection of target groups should be based on analysis of road accident data. In the absence of detailed data, awareness-raising campaigns can be undertaken to highlight the worsening situation.

Suitable publicity should accompany, or prepare for, the following: new legislation, new standards, enforcement initiatives, new safety products, and new highway features. Such publicity should be appropriate to local conditions and should focus on a single concise message.

Where possible, the publicity should be part of a wider marketing strategy aimed at raising awareness and influencing behavior. PRIORITY ACTIONS NEEDED

1. Road accident data must be analyzed to identify the nature and characteristics of the problem, and the road user group to be targeted.

2. Publicity and campaigns should focus on a single concise message, and the media materials and images used must be appropriate to local conditions and the target groups.

3. Publicity campaigns should, where possible, be coordinated with engineering, legislation, and enforcement and should be evaluated by conducting before and after surveys.

Road safety publicity is an indispensable part of any nation’s road safety strategy and is most successful if used in conjunction with engineering, legislation, or enforcement.

ROAD SAFETY GUIDELINES 4.8 - 1 EXECUTIVE SUMMARY VEHICLE SAFETY 4.9 STANDARDS

Without vehicle construction regulations governing safety standards, for systems such as braking, lighting, and signaling, there can be little control over the general safety of the country’s vehicle fleet. For public service vehicles (PSVs), standards of comfort, access, and additional safety requirements are also needed. For heavy goods vehicles (HGVs), standards of size, gross vehicle weight, and maximum axle loads are necessary to ensure the safety of all road users and to minimize damage to the environment. Imported used vehicles must always be checked on arrival in a country to ensure they comply with national safety standards. Statutory testing is required to ensure that at regular intervals, vehicles meet a minimum acceptable standard of safety. The most important items that should be inspected are as follows:

• braking system; • steering; • tires; and • lights.

While there is no international fixed agreement on the age of first testing of vehicles, it is recommended that light vehicles in developing countries are tested after three or four years and then annually, whereas high utilization vehicles such as HGVs, PSVs, and taxis should be tested after one year, and then annually with inspections every six months after 10 years of age. These are recommendations for minimum testing frequencies. In order of priority, the components necessary for an effective vehicle roadworthiness testing system are as follows:

• a legal framework; • a coordinating and managing authority; • trained and qualified staff; • adequate testing facilities and equipment; and • an enforcement and backup operation. PRIORITY ACTIONS NEEDED

1. Vehicle defects most likely to contribute to road accidents and casualties should be targeted in routine and roadside vehicle inspections.

2. Checklists, assessment forms, increased controls, and training programs should be used to encourage uniform testing standards and procedures between stations and inspectors and to minimize corruption.

3. Random roadside inspection checking should be introduced involving the police and vehicle inspectors day and night to encourage compliance with safety standards.

Vehicle safety standards are necessary to ensure unsafe vehicles are not imported and to develop a safety culture among vehicle operators, owners, and users. They must be backed by adequate roadside checks in order that the overall standard of vehicles is gradually raised. The end result should then be a reduction in the contribution of vehicle defects to road accidents.

ROAD SAFETY GUIDELINES 4.9 - 1 EXECUTIVE SUMMARY TRAFFIC 4.10 LEGISLATION

Traffic legislation regulates the use of public roads and is applicable to the circulation of people, animals, and vehicles on the public highway and related activities. Where possible within the legislative system, the primary legislation should provide the basic features and framework, and the details should be specified within secondary legislation (i.e., through ministerial regulations). This allows flexibility for periodic revision without disturbing the primary enactment. Legislation provides the framework to promote and, where necessary, to enforce safer road user behavior.

Legislation specific to road safety includes as follows:

• driver licensing (criteria for license holders and driving test content); • vehicle registration and testing (roadworthiness requirements and testing, and registration); • control of traffic (speed limits, traffic signals, signs and markings, drink-driving, and pedestrians); and • road authority.

Fixed penalty and penalty point systems should be considered wherever feasible as these have been found to be effective in reducing administration and influencing driver behavior in many industrialized countries. However, they may not always be as effective in the developing world. Areas of legislation directly relevant to road safety should be identified and all traffic laws reviewed and consolidated.

Drinking and driving is a proven cause of accidents. Enforcement of prescribed limit legislation has led to reductions of associated deaths and injuries in many countries. It is recommended that similar legislation prohibiting driving while under the influence of drink or drugs be devised that specifies a quantitative upper limit. PRIORITY ACTIONS NEEDED

1. Review existing legislation and prosecution patterns to identify areas needing to be revised, and weaknesses in current legal system regarding citations and prosecutions.

2. Where it does not already exist, develop and introduce urgently legislation on drunk-driving limits and enforcement, speed zones and speed enforcement, seat belt and motorcycle safety helmet wearing, and compulsory third party motor insurance.

3. Where it does not already exist, develop and introduce urgently legislation on a national road safety council (NSRC) or similar to oversee coordination and improvement of road safety.

Traffic legislation provides the framework for traffic police and other enforcement agencies to ensure compliance with driving rules and regulations. Existing legislation should be reviewed, updated, and consolidated wherever possible. Legislation on drunk-driving, seat belt and safety helmet wearing, and speed zones where not already existing, should be introduced as a matter of urgency.

ROAD SAFETY GUIDELINES 4.10 - 1 EXECUTIVE SUMMARY TRAFFIC POLICE AND 4.11 LAW ENFORCEMENT

Traffic law enforcement is needed to encourage safer road use and an orderly traffic flow.

Most traffic police forces in the Asian and the Pacific region are characterized by insufficient training, minimal enforcement equipment or vehicles, and a high turnover in staff. Lack of mobility often results in a preoccupation with traffic control at junctions and inadequate attention has been given to the use of accident data in identifying enforcement priorities and targeting moving violations. Although staffing levels are often high, the lack of trained and experienced officers reduces substantially the potential effectiveness of such traffic police personnel.

Training is needed in many areas, including traffic management, accident investigation, highway patrolling, motorcycle riding and car driving, and management skills. Traffic police must be trained in both the technical tasks of policing and in how to set an example for the general public. Where possible, a career structure should be available in traffic policing to allow officers to specialize and make maximum use of their additional training. Control systems should be established to allow for the empowerment of junior level police officers while minimizing potential for abuse of power.

Modern enforcement equipment such as alcohol testing devices and radar speed detectors should be acquired. Traffic police personnel should be trained in their use and in related tactics and enforcement strategies. PRIORITY ACTIONS NEEDED:

1. Traffic policing should be based on analysis of accident data and targeted to the roads and locations where accidents occur most frequently, and on the associated unsafe driver behaviors and moving offenses.

2. Traffic police training should be expanded and improved to create a specialist traffic police force skilled in use of modern enforcement equipment, tactics, and strategies, and with the ability to conduct targeted and effective enforcement campaigns.

3. Efficiency and activity indicators should be adopted to monitor performance, including the frequency of use and prosecutions resulting from modern enforcement equipment, such as alcohol testing devices and radar speed meters.

Traffic police must focus their attention on preventing road accidents. This is best done by having a well-trained, efficient organization that is adequately equipped with modern equipment and vehicles, and by concentrating on moving offenses and preventing unsafe driver behavior.

ROAD SAFETY GUIDELINES 4.11 - 1 EXECUTIVE SUMMARY EMERGENCY ASSISTANCE4.12 TO ROAD ACCIDENT VICTIMS

Although there is great diversity in application, there is general agreement on the principles of an effective emergency medical service. The essential functions of such a service are as follows:

• the provision of first aid and medical care to the casualties at the roadside; • the transport of the casualty to a hospital; and • the subsequent provision of more definitive treatment.

The typical components of an ambulance service in a developed country are as follows:

• a notification and communication system; • central control and coordination of operations; • effective rescue and medical aid at the scene; and • transport to a hospital and the provision of definitive care in an emergency department.

In many countries, the absence of organized ambulance systems may mean that accident victims must rely on being transported to a hospital by the first available vehicle passing the site (often called scoop and run). In such locations, efforts should be made to educate the public in the basic four or five actions that can be taken to preserve life, and the need to transport the victim to the nearest medical facility as quickly as possible.

To ensure accident victims get the best emergency medical treatment practically possible, there should be a review of the local situation to provide information on the available resources and current usage patterns; i.e., how casualties arrive at the hospital and how long a time at the scene and in transit. With data from a study of crashes and injuries, and transport to hospitals, short- and longer-term plans can then be made for the development of a system suited to local situations. PRIORITY ACTIONS NEEDED

1. Provide basic first aid information on treatment of accident victims (how to stop bleeding, choking, etc.) to all drivers (e.g., at the back of the highway code and through targeted publicity campaigns).

2. Train police, fire, and any other emergency service personnel in basic first aid.

3. Develop local and regional trauma plans based on study of postaccident assistance and consequences for road traffic accident casualties.

The key principle is to provide initial stabilization of the injured party during the “golden hour” (i.e., the first hour after injury). The general driving public should be made aware of simple actions that can be taken to preserve life.

ROAD SAFETY GUIDELINES 4.12 - 1 EXECUTIVE SUMMARY ROAD SAFETY RESEARCH

Road safety research is needed to clarify the current situation in terms of priorities and problem areas, as research provides the framework of knowledge against which policy decisions can be taken and countermeasures devised. Accurate and comprehensive accident data is required to provide a base comparison for identifying problems, evaluating any changes, and assessing the effectiveness of any countermeasures adopted. Consequently, improving the accident database is frequently one of the first priorities when seeking to establish a road safety research program.

Due to the complex nature of road accidents and the many different sectors involved in the operation of road safety, local research is required to provide a scientific and objective approach to reducing the suffering and losses caused by road accidents. This is usually best carried out by specialist researchers in universities or road research institutes, but can also be done by others with an interest in road safety. Much research has been undertaken internationally in road safety and many of the findings of such research can be of value to researchers and practitioners in all countries.

Efforts should be made to identify the factors involved in road accidents and to monitor effectiveness of any countermeasures implemented. Of particular importance is the development and monitoring of low-cost engineering countermeasures so that immediate improvements can be made at known hazardous locations. PRIORITY ACTIONS NEEDED

1. Identify and prepare a consolidated list of all road safety research undertaken in the country and the researchers and institutes involved.

2. Target future research at accepted priority areas or in improving the accident data system if accident data is inadequate to provide an accurate baseline assessment of the road safety situation.

3. Coordinate research with the national road safety council (NRSC) and the lead road safety agency in the country to ensure road safety research is relevant and findings can be applied.

Road safety research has proven beneficial in documenting the road accident problem and has provided the means to develop and evaluate countermeasures. It has contributed greatly to the accident reduction in industrialized countries.

ROAD SAFETY GUIDELINES 4.13 - 1 EXECUTIVE SUMMARY ROAD ACCIDENT 4.14 COSTING With the high growth of road accidents throughout the developing world, it is essential that adequate sums of money are spent in dealing with the problem. In the absence of an estimate of accident-related economic issues, it is difficult to identify the sums of money that should be invested each year on road safety countermeasures. The first need for accident cost valuations, therefore, is at the level of national resource planning to ensure that road safety is given adequate priority in terms of investment in its improvement.

A second need for road accident cost figures is to ensure that the best use is made of any investment and that the best (and most appropriate) safety improvements are introduced in terms of the benefits they might generate in relation to their cost.

Various methods exist for costing road accidents but the method currently recommended for use in the developing world is the gross output or human capital approach. The method takes into account the loss of current resources such as vehicle damage, medical treatment, police and administration costs, and damage to street furniture. It also attempts to cost the loss of future resources by considering the loss to society of a person’s output when that person is killed or injured.

In using the gross output method, a sum is usually included to reflect pain, grief, and suffering of the accident victim and to those who care for the victim.

Accidents are usually costed by degree of severity so that separate values are determined for fatal, serious, slight, and damage-only accidents. The national cost of road accidents is then determined by multiplying the costs by accident severity by the number of those accidents taking place each year.

Once the total extent of the human casualty toll and economic costs of road accidents is known, the road safety situation will be better appreciated by politicians and decision makers and the case made for increased road safety investment. Road accident costs can then begin to be used to justify safety measures, and be considered along with construction and maintenance costs in the cost benefit analysis of road improvement projects. PRIORITY ACTIONS NEEDED

1. Until local estimates are available, assume 1-2 percent of national gross domestic product (GDP) is lost annually through road accidents.

2. Prepare interim local estimates of the costs of road accidents by severity using the approach recommended by the Transport Research Laboratory (TRL) of the United Kingdom (UK).

3. Set in motion a research project at a university or economic research institute to prepare accurate valuations of road accident costs by severity using the gross output method.

An estimate of the total national cost of road accidents will help Governments realize the heavy economic losses (typically between 1 percent and 2 percent of gross domestic product [GDP]) being incurred annually). This will encourage them to invest in road safety improvements to reduce these losses and to see expenditure on road safety as an investment and not as a cost.

ROAD SAFETY GUIDELINES 4.14 - 1 1 INTRODUCTION AND BACKGROUND

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines 1.1 INTRODUCTION AND BACKGROUND

This Road Safety Guidelines for the Asian and Pacific Region has been developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). In addition to these guidelines, the project reviewed road safety in the developing countries of the Asian and Pacific region, and a number of technical notes and reports were prepared documenting various aspects of road safety in the region. Among these is a companion volume, Vulnerable Road Users in the Asian and Pacific Region, which focuses on the problems, approaches, and facilities faced by the most vulnerable users of roads in the region. Copies are available from the ADB. These guidelines are based on the practices found to have been most effective in developed and developing countries and on the extensive practical experience of a large number of professionals with direct experience of working on road safety issues in such countries. It is intended that this publication will be available in Chinese and Russian, as well as in English, and that they will be distributed widely throughout the Asian and Pacific region. Additional copies of this publication are available from the ADB.

1.2 Scope 1) to provide a single comprehensive source of reference and guidance for his document was devised to help coun- senior government officials in tries in the region overcome some of developing countries of the Asian and T the deficiencies and impediments pre- Pacific region on the kinds of actions venting effectiveness of road safety. Guidance and interventions that can and need to is given on the types of interventions and coun- be taken in each of the different sectors termeasures that can be implemented in each affecting road safety; of the 14 major sectors affecting road safety, 2) to provide, in an easily accessible for- and also on how these different interventions mat that can be updated easily, informa- can be coordinated within national road safety tion for policymakers so that senior action plans and programs to bring about road government officials can discuss these safety improvement. issues more easily with government It is intended to promote comprehensive ministers and other senior politicians; coordinated approaches to road safety and to 3) to bring together in a single document encourage networking and sharing of informa- the practical experience of specialists tion. from the developing and developed world who have been active in road safety over many years and who have 1.3 Aim particular knowledge or experience of road safety in the Asian and Pacific The general aim of these guidelines is to region; and encourage the development and implementa- 4) to improve significantly the capability tion of initiatives in all the major sectors af- of developing countries in the Asian and fecting road safety. The specific objectives are Pacific region to tackle their growing as follows: road safety problems.

ROAD SAFETY GUIDELINES 1 - 1 INTRODUCTION AND BACKGROUND

1.4 The Need for Guidance tant issues in each sector of road safety and the and Advice priority actions that can be taken as first steps to commencing useful activity. Each sector is Since almost all countries in the develop- summarized in a one-page format. Apart from ing world suffer from a lack of financial re- summarizing the contents of the guidelines, it sources, it is essential that the limited resources simply provides a short section on each sector that are available should not be wasted. Road of road safety and suggests three priority ac- accidents contribute to high economic losses tions that could be undertaken in order to annually in the Asian and Pacific region and strengthen road safety activities in that sector. action is necessary to try to reduce these losses. Road safety can be improved only through a Unfortunately, many countries also suffer from multidisciplinary and comprehensive ap- the absence of adequate technical resources proach. Activities need to be undertaken in and expertise to ensure that road safety issues each sector that can affect or influence road are tackled effectively. safety. Implementation of the three priority Often, too few trained professionals are actions in each sector would at least initiate available. There are often gaps in knowledge some activity and strengthen the ability of each and they may not always be familiar with re- country to begin to address its safety problems. cent developments and techniques that can affect road safety. Consequently, there was felt b) Chapter 1 to be an urgent need to amalgamate and distill the collective knowledge and experience of This provides a brief introduction and the industrialized countries and of those de- discusses the volume’s scope, main aims, veloping countries that had tackled such potential users, and structure. It also offers issues. This document attempts to do this. guidance on the use of the volume. This document is complementary to the c) Chapter 2 United Nations Economic and Social Commis- sion for Asia and the Pacific (UN/ESCAP) Guide- This chapter summarizes the scale of road lines on Action Plans and Programs (published safety problems in the Asian and Pacific region, by UN/ESCAP). The two sets of guidelines discusses the motorization and growth in should assist developing countries in addressing vehicle fleets, and illustrates recent trends in their road safety problems more effectively. road accidents in the region. It also discusses the socioeconomic cost of road accidents, 1.5 Potential Users showing that the problem has now become more acute, and argues for urgent action to be This publication is intended for use by taken. senior government officials at director general or permanent secretary level in sectors that can d) Chapter 3 have an in• uence on road safety in a country. The document can also act as a basic source of Chapter 3 discusses how road safety action reference for senior politicians, aid agency plans and interventions can be designed for officials, and other decision makers so that they maximum impact. It argues for coordinated are at least familiar with the key issues, ele- action, discusses the stages of road safety de- ments, and opportunities relating to the im- velopment in a country, and illustrates the kind provement of road safety. of action and intervention that can be taken in this process. These range from raising aware- 1.6 Structure and Content ness to developing prioritized road safety action plans and eventually developing three- The document has been designed for ease or five-year road safety programs. This chapter of use by different interest groups. It consists also discusses road safety goals and targets that of an Executive Summary and four chapters can be based on casualty reduction or, less di- followed by a number of appendices. The rectly, on desired changes in road user behavior arrangement is as follows: (e.g., wearing of seat belts). Advice is also provided on how road safety initiatives can be a) Executive Summary financed. It also argues for improved monitor- The Executive Summary gives senior de- ing and evaluation to ensure that maximum cision makers an overview of the most impor- impact occurs both in terms of accident reduc-

1 - 2 ROAD SAFETY GUIDELINES INTRODUCTION AND BACKGROUND

tions andʳinstitutionalʳstrengthening when such used in ensuring effective implementation. action plans and programs are implemented. Appendix D provides some statistics for the main countries in the Asian and Pacific region e) Chapter 4 to allow some preliminary cross-country comparisons. Chapter 4 has been designed as 14 self-contained sector guidelines, covering all important 1.7 Sources of Further aspects of road safety. The format enables Information And individual sector guidelines to be circulated Networking as needed by relevant users. The first page of each sector summarizes A deliberate effort has been made within the key points and priority actions relating to the appendices to provide a list of the key pub- that sector. lications considered to be most important for The remaining 8-10 pages describe, in more road safety professionals in the Asian and Pa- detail, what needs to be done to develop effec- cific region. tive road safety activity in that sector. The sector In addition, sector-specific references are guidelines included in Chapter 4 are as follows: provided within each technical sector in Chapter 4. Appendices B and C also provide 4.1 Coordination and Management of the telephone/fax numbers, E-mail addresses, Road Safety and postal addresses for many organizations 4.2 Road Accident Data Systems from whom additional information can be 4.3 Road Safety Funding and the Role acquired. of the Insurance Industry 4.4 Safe Planning and Design of Roads; 1.8 Guidance on the Use of 4.5 Improvement of Hazardous the Document Locations 4.6 Road Safety Education of Children The document has been deliberately writ- 4.7 Driver Training and Testing ten as a number of freestanding sections that 4.8 Road Safety Publicity and are internally cross-referenced. Campaigns The Guidelines has been designed to be 4.9 Vehicle Safety Standards held within a ring binder file so that relevant 4.10 Traffic Legislation sections can be extracted by senior government 4.11 Traffic Police and Law Enforcement officials for discussion with politicians and oth- 4.12 Emergency Assistance to Road Acci- ers as appropriate. dent Victims 4.13 Road Safety Research 4.14 Road Accident Costing 1.9 Limitations of the Guidelines The references at the end of each sector provide guidance on the most important documents This is the first serious attempt to provide for those wishing to explore that sector in more a general road safety reference covering all depth. sectors of safety in developing countries. While it obviously cannot meet the f) Appendices comprehensive needs of all countries in the Asian and Pacific region because of their This section provides additional informa- diversity, it does hopefully address common tion. Appendix A includes a list of useful docu- issues and problems that can be found in all ments worth acquiring by all readers, while the countries. Appendix B includes international contacts Attempting to cover in a single document and organizations active in road safety, to en- the wide mix of countries at different stages of courage formation of a network of road safety motorization and with different road safety professionals for the Asian and Pacific region. problems is obviously difficult. The Asian and Appendix C provides a small case study of a Pacific region contains some of the largest and recent successful Road Safety Action Plan in smallest (in terms of population) countries, Fiji and demonstrates the monitoring system some countries with fast economic growth, and

1 - 3 ROAD SAFETY GUIDELINES INTRODUCTION AND BACKGROUND others at the bottom of the development scale. The knowledge, views, and opinions of It contains highly industrialized city states many safety practitioners both within the Asian such as Singapore, and countries such as and Pacific countries and from outside were Nepal,ʳwhere more than half of its districts do solicited to ensure that the guidelines were as not even have roads suitable for motorized practical and relevant as possible to the needs vehicles. of the region. Consequently, it is not feasible to provide Any credit for this document should be detailed guidance for all situations. However, shared by all those who contributed to and the project team has attempted to provide a commented on it. basic overview of what needs to be done in each Errors and limitations are the responsibili- sector and has provided guidance, references, ties of the authors alone and it is the intention and contacts for readers interested in explor- that these will be rectified when this document ing particular topics in more detail. is updated in a few years.

ROAD SAFETY GUIDELINES 1 - 4 ROAD SAFETY 2 TRENDS IN THE ASIAN AND PACIFIC REGION

for the Asian and Pacific Region for the Asian and Pacific Asian Development Bank Road Safety Guidelines Safety Road EXECUTIVE SUMMARY SAFETY TRENDS IN THE 2 ASIAN AND PACIFIC REGION

The rapid increases in motor vehicle ownership in the Asian and Pacific region in recent years in combination with the relatively young age of the populations and the wide mix of vehicle types have resulted in a significant worsening of road safety problems.

Present vehicle fleets result in 235,000 persons being killed and 3 million to 4 million being injured or crippled each year. In the last 10 years alone (1984-1993), official statistics show that this has resulted in more than 2 million deaths and more than 17 million people being injured or crippled. Road accidents already cost the developing countries of the Asian and Pacific region about US$20 billion each year and this will continue year after year. These losses undoubtedly inhibit the economic and social development of the region.

The rapid rate of increase in motorized vehicle fleets (15 percent to 17 percent annually in many countries) will result in a doubling of vehicles in only five years and trebling every eight years. This will cause even more problems and, according to present trends, there could well be 450,000 deaths and 7 million to 8 million injured or crippled each year within the next decade unless appropriate action is taken. What is even more worrying is that a considerable amount of underreporting occurs in most countries of the region so the true figures could be even higher.

Road accident death rates in Asian and Pacific developing countries are already between 20 times and 70 times as high as equivalent rates in the industrialized countries. In addition, the fatality index (percentage who die out of total casualties) is high. This is almost certainly partly due to inaccuracies and omissions in data, but may also be due to absence of adequate medical care and treatment of those injured in road accidents. PRIORITY ACTIONS NEEDED

1 . Agreement on data items to be collected for inclusion on the United Nations Economic and Social Commission for Asia and the Pacific (UN/ESCAP) database, which is to be made available (perhaps via Internet) to all.

2 . Designation of a lead agency within each country to ensure national accident data is as complete and accurate as possible and is widely disseminated within the country and sent on to ESCAP for inclusion in the regional database.

3 . Regular comparison and dissemination of accident and death rates and ranking to encourage countries to take action.

There is is now now a serious a serious and growing and growing road safety road problem safety in problem the Asian andin the Pacific Asian Region thatand needsPacific urgent region attention that from needs all concerned. urgent attention Unless effective from action all concerned. is taken, casual- tiesUnless could effective rise to 450,000 action deaths is taken, and casualties7 million to 8could million rise injured to 450,000 or crippled deaths each yearand betweenwithin the 7next million 10 years. and 8 million injured or crippled each year within the next 10 years.

ROAD SAFETY GUIDELINES 2 - 1 2.1 SCALE OF THE ROAD SAFETY PROBLEMS

he rapid increase in vehicle ownership in the Asian and Pacific region in recent years has placed considerable pressures on the road network, and on its traffic control T devices, many of which were never designed for the traffic flows now using them, and on drivers and pedestrians using existing facilities. In the 10 years between 1984 and 1993, the number of people killed annually has increased by almost 60 percent and there are now more than 235,000 road accident-related deaths each year in the region. It is estimated that, in addition, at least 3 million to 4 million are injured in road accidents each year. Official statistics show that during the 10-year period 1984-1993, more than 2 million people were killed and more than 17 million injured in road accidents in the region. Many of these casualties will have received crippling injuries that may handicap them for the rest of their lives and will impose a financial burden on their families and on their communities. Traffic accidents account for more deaths in the Asian and Pacific region than the common notifiable diseases often considered to be a major problem in developing countries. Whereas the road accident situation is slowly improving in the high-income industrialized countries of the region (e.g., Australia, Japan, and New Zealand), most developing countries in the region face a worsening situation. As infectious diseases are increasingly brought under control, road deaths and injuries have, in recent years, risen in importance. In Thailand, for example, more years of potential life are now lost through road accidents than through tuberculosis and malaria combined. Road accidents are the second highest cause of premature death among the core segments of the population (5-44 years of age) in many developing countries. What is even more worrying is that there is much evidence that road accidents are underreported, so the official statistics used here underestimate the situation. The problem is almost certainly much more urgent and serious than even the following analyses of trends would suggest, as these are based on official police statistics. The following sections present comparative analyses of current trends and statistics for the region that are presented in Appendix D.

2.2 Motorization and experienced annual growth rates of about Growth in Vehicle Fleets 16 percent or 17 percent; e.g., People’s Repub- lic of China (PRC) (18 percent), India (17 per- During the last decade, the rate of increase cent); Malaysia (15 percent), and Viet Nam (18 of gross domestic product (GDP) of Asian de- percent). This is equivalent to doubling vehicle veloping countries has consistently been dou- fleets in five years and trebling in eight years. ble the global average. Tourism into and This factor, allied to the high proportion of two- within the region has grown rapidly in recent and three-wheeled motorized vehicles and the decades and the urban populations of the Asian relatively young age of the majority of the and Pacific region have almost trebled between population, all contribute to the region’s seri- 1960 and 1990. ous road safety problems. This economic growth, increasing dispos- If the trends in growth of vehicles continue, able income, and increasing urbanization is this will have severe consequences for the creating greater demand for transport and the region. As the following paragraphs indicate, number of vehicles on the region’s road sys- urgent action will need to be taken if the present tem is growing rapidly. Many countries have systems are not to be swamped by a deluge of

2 - 2 ROAD SAFETY GUIDELINES ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION

Figure 2.1 Source: RETA project data.

Source: RETA project data. Figure 2.1 (top): vehicles in future. Recent changes in motor- fleet has increased eightfold in only 12 years Percentage change in ized vehicle fleets are shown in Figures 2.1 and most of this growth has arisen out of in- motorized vehicle fleet 1984-93. and 2.4. It can be seen that PRC, India, creased demand for private vehicles. Republic of Korea, and Thailand have all The freedom, benefits, and convenience Figure 2.2: General- substantially increased the size of their offered by ownership of a private vehicle is ized vehicle owner- motorized vehicle fleets in recent years. In the such that most individuals aspire to owning ship growth curve. Republic of Korea, for example, the vehicle one as soon as they can afford it. In developed

ROAD SAFETY GUIDELINES 2 - 3 ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION

countries this has resulted in large increases in It has been found in the more motorized the ownership of cars as the economic countries that vehicle ownership growth rates conditions of the people improved. In do not begin to level out until ownership levels developing countries, private motorization of about 500 vehicles per 1,000 population or encompasses motorcycles as well as cars, as higher are achieved. Consequently, the expe- these are often the first affordable motorized riences of the more motorized countries would vehicles that are accessible to people in the suggest that, despite the rapid increases already developing world. being experienced in the region, many coun- Thus, private vehicle ownership in the de- tries are still at the bottom of the growth curve veloped world consists almost exclusively of and have yet to enter the very steep “explo- cars while it encompasses a much wider range sive” growth part of the vehicle ownership of motorized vehicles in developing countries. curve. If motorization continues as it has in all The consequences of this difference are dis- other industrialized countries, then growth in cussed in the following four paragraphs. ownership is certain to continue to levels of at The current private vehicle ownership level least 500 vehicles per 1,000 population. Many of many countries in the region is still low in countries (for example, Australia and the comparison to the industrialized countries. In United States) already have ownership levels these more motorized countries it has been of well above this theoretical limit. found that the shape of the private vehicle own- While the number of motor vehicles per ership curve over time approximates an S curve 1,000 persons has surpassed 600 in many in- (Figure 2.2). dustrialized countries and is also high in In the early years (at the tail of the curve), Taipei,China (779), the next highest motoriza- the vehicle ownership growth is slow and tion level in the region is 344 in Malaysia. Three steady but this is followed by a period of rapid other countries have relatively high motoriza- expansion or “explosive” growth (i.e., the steep tion levels: Thailand (225), Singapore (207), part of the curve), before growth slows down and the Republic of Korea (184). Fiji has 121 Figure 2.3: again towards the top of the curve as it ap- motor vehicles for every 1,000 persons and all Proportional increases in proaches theoretical saturation level (i.e., when other countries have motorization levels lower vehicles per person for it is assumed that all who want vehicles will than 85. Afghanistan and Bangladesh have low Asian and Pacific subregions using 1982 as have acquired them). rates at only three, while the PRC has yet even the base year. At that stage, the rate of increase is expected to register one motor vehicle per 1,000 people. to drop until it just keeps pace with the number At present (because of their high numbers of new drivers, since all existing demand will of motorcycles), only Malaysia and Tai- Source: RETA project data. already have been met. pei,China appear to have passed through the

2 - 4 ROAD SAFETY GUIDELINES ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION Proportional increase in vehicles the Asian and Pacific region using 1982 as base year (e.g., value 1). Figure 2.4: Source: RETA project data. Source: RETA

ROAD SAFETY GUIDELINES 2 - 5 ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION

explosive vehicle growth phase, while a few able (Figure 2.4[b]) is dominated by the more countries (Fiji, Republic of Korea, number of vehicles in India, which constitute Singapore, and Thailand) have entered this about 84 percent of the total vehicles in the rapid vehicle fleet growth period. Most six countries in 1993. A further 11 percent are developing countries are still well below 100 in Pakistan. India dictates the trends in this motor vehicles per 1,000 population and can subregion (an overall increase of more than be expected to have their vehicle population 3.5 times). Afghanistan, Maldives, Pakistan, grow at current levels for several more years and Sri Lanka have all experienced a rise in before beginning the much steeper increases vehicle ownership below that of the South Asia of the explosive stage of growth. figure as a whole. The number of vehicles in The initial acquisition of a motorcycle in Bangladesh has increased by more than 3.5 many cases will be followed by its eventual times. replacement with a private car once incomes Compared with the other subregions of the rise, so the general trend of the vehicle growth Asian and Pacific region, Southeast Asia S curve is likely to be repeated in the develop- shows a modest rise in the number of motor ing world and may even be steeper, since mo- vehicles. Figure 2.4(c) shows that growth var- torization is occurring at a much faster pace in ies from 1.3 times (Singapore) to 4.3 times developing countries. (Thailand). In a number of countries, vehicle Figure 2.3 shows the proportional increase fleets have doubled over the 1980s. The only in vehicles per capita for the Asian and Pacific country with explosive increases in the number subregions using 1982 as a base year. Data for of motor vehicles is Thailand. It could be that five out of the seven East Asian countries shows in Southeast Asia, the relatively modest rise in that the number of vehicles per person vehicle ownership in the 1980s follows an increased by more than three times between earlier explosion in the number of vehicles (es- 1982 and 1993. The numbers of vehicles per pecially motorcycles). capita in South Asia increased by more than 2.5 Much of the data for the Pacific area are times between 1982 and 1993. Southeast Asia erratic and may well be unreliable (see Figure has also seen large increases in vehicle 2.4[d]). It is highly improbable that vehicle ownership. The number of vehicles per capita numbers would fluctuate to the degree they in the three developed countries in the region appear to be doing in some Pacific countries. increased only 1.3 times. However, this was It is more likely that the political upheavals in mostly in Japan, with Australia and New Zea- the subregion during the late 1980s led to in- land experiencing relatively small increases. adequate recording of the number of motor More dramatic increases in motorization vehicles, causing erratic fluctuations in what become apparent by looking in isolation at in- might otherwise be a straight line. The actual dividual countries within subregions. Figures numbers involved in Tonga are small (7,364 2.4(a) to 2.4(d), show the gross number of vehicles in 1991) compared with the larger motor vehicles as a proportion of the number in islands (102,000 in Guam, 87,800 in Fiji, and 1982. Generalization simply by area can be a 75,000 in New Caledonia in 1992). Fiji, Guam, little misleading because of the massive and New Caledonia dictate the overall trend due intercountry differences in geographical or to the size of their vehicle fleets, as can be seen population size. from the graph. The overall increase in the Figure 2.4(a) shows that the number of ve- number of vehicles is, however, more modest in hicles in East Asia has risen almost fourfold this subregion than in the others. between 1982 and 1993. There have been sig- As mentioned above in relation to vehicles nificant variations between the individual per capita, trends in the developed countries countries involved. The vehicle fleet in the Re- of the region are heavily influenced by the high public of Korea has increased almost eightfold numbers of vehicles in Japan. In terms of vehi- and Taipei,China’s fleet has increased by more cle fleet, Japan has experienced a 44 percent than four times its 1982 level. On the other increase between 1982 and 1994, whereas Aus- hand, Hong Kong, China’s vehicle fleet has tralia and New Zealand had increases of 25 remained relatively stable in comparison, percent and 10 percent, respectively. increasing by only 48 percent over this period. The S-shaped motorization curve described In South Asia the total number of vehicles earlier is based on developed countries’ expe- in the six countries from which data are avail- rience where two- and three-wheeled motor

2 - 6 ROAD SAFETY GUIDELINES ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION

vehicles did not play an important role. In may all contribute to increasing the road traf- many parts of the Asian and Pacific region, two- fic accident casualty rates in the region. and three-wheeled motor vehicles dominate Virtually all countries throughout the world the motor vehicle populations and the vehicle have, over the last 20 years or so, experienced growth rate. With motorcycles a much more increases in vehicle ownership, but developed affordable vehicle type, motorization levels countries, by investing in road safety counter- may well increase at even higher rates than measures, have managed to reduce the num- found in the developed world. bers of road accidents. Regrettably, develop- More than 70 percent of the motor vehi- ing countries appear to be less willing or able cles in the most motorized country of the to spend the sums of money required to reduce region, Taipei,China, are motorcycles. Apart road accident deaths and injuries and the situa- from the Philippines, two- and three-wheeled tion continues to deteriorate in such countries. motor vehicles account for at least half of all While vehicle growth has outstripped fa- motor vehicles in South Asia and Southeast tality growth overall, vehicle growth in most Asia, and in India, Indonesia, Thailand, and of the developing countries of the region have Viet Nam, they represent two thirds of all motor yet to begin the sharp incline predicted by the vehicles. S curve. Two- and three-wheeled motor vehicles When the boom in motorization occurs, appear so far to have grown at a relatively con- road traffic accident deaths can be expected stant rate in line with the total motor vehicle to rise dramatically. However, while deaths fleet (perhaps again because they have previ- have been shown to have increased signifi- ously dominated the motor vehicle fleet), ex- cantly, the frequent fluctuations in the data cept for Bangladesh where they more than dou- from many Asian and Pacific developing coun- bled their motor vehicle fleet share (28 percent tries indicate data weaknesses that can mask Figure 2.5: Changes in to 59 percent) between 1991 and 1994. the actual road accident trends. population, road fatalities, and motor Motorcycles are the most vulnerable mo- It should be noted that apart from the Pa- vehicles in the Asian and torized vehicle type for several reasons, includ- cific countries, all developing countries of the Pacific region, 1984-93. ing the lack of protective covering, younger Asian and Pacific region have experienced riding age, minimal (if any) training require- much higher growth in road deaths than popu- ments, minimal testing procedures, and relaxed lation, which implies a significant worsening Source: RETA project data. vehicle inspection procedures. These factors of the personal risk involved and increasing

ROAD SAFETY GUIDELINES 2 - 7 ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION

Source: RETA project data.

Figure 2.6: Road accident importance of road accidents as a public health region have been factored to take account of deaths and population, as a proportion of those in concern (see Figure 2.5). differences in definition of death due to a road 1980. Existing vehicle fleet growth at 15 percent accident. European Union standardized 30-day to 18 percent per year is already causing con- death factors were used to create a common siderable traffic congestion and road safety base. problems, and stretching the resources of the Figure 2.6 shows that by far the largest in- agencies with responsibilities for keeping road crease in the number of deaths (89 percent) is networks operating efficiently and safely. Fu- in the Asian and Pacific region, with African ture increases in the explosive stage of devel- countries and industrialized countries exhib- opment will place even more strain upon road iting a figure of 15 percent and minus 5 percent, networks and organizations unless procedures respectively. In terms of population growth, and systems, such as access control and im- however, the increase for the Asian and Pacific proved traffic engineering, are established now region (24 percent) lies between that for Afri- before the problem becomes unmanageable. can countries (41 percent) and developed coun- This requires urgent action to be taken in the tries (5 percent). Given these figures, the most region. likely explanation for the rise in the number of deaths and injuries from road accidents in the 2.3 Recent Trends in Traffic Asian and Pacific region is due to the massive increase in the numbers and usage of motor- Accidents ized vehicles. a) Trends in road accident b) Road accident fatalities and fatalities and population vehicles Figure 2.6 shows the changes in the gross number of road deaths over time for Asian and Figure 2.7 shows the number of deaths per Pacific countries, African countries, and indus- 10,000 vehicles for the latest available year trialized countries. Proportional changes in (mostly 1992/1993) for many countries in the population are also displayed, for comparison. UN/ESCAP region. It can be seen that The number of deaths in the Asian and Pacific Australia; Japan; and Taipei,China have death

2 - 8 ROAD SAFETY GUIDELINES ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION

Source: RETA project data.

Figure 2.7: Fatalities/ rates that are characteristic of those generally c) Fatality index 10,000 vehicles. found in the industrialized countries. This is Many Asian and Pacific countries have an usually about two road accident deaths per extremely high fatality index (i.e., deaths divided 10,000 licensed vehicles. By contrast, it can by total casualties [including deaths] expressed be seen that many developing countries in the as a percentage). This is in stark contrast to Asian and Pacific region have high death rates, industrialized countries, which are typically typically between 20 and 70 deaths per 10,000 characterized by low indices of the order of 1 motor vehicles. The death rate for Tajikistan percent to 2 percent. Thus, in Figure 2.8, it can appears to be so high as to be implausible, be seen that Japan has an index of 1.6 whereas probably resulting from data deficiencies. For many developing countries in the region have this country, it is likely that the vehicle indices between 20 and 42, indicating that the licensing records are incomplete and that there relative risk of death if involved in a road are, in fact, many more vehicles in this country accident is 13 to 27 times higher in these than official statistics suggest. countries (data are for latest year available). This single indicator (annual deaths per A number of factors can help to explain this 10,000 vehicles) highlights the severity of the variability. The fatality index depends crucially road accident problem in many countries in the on accurate reporting of deaths and injuries, but Asian and Pacific region. Even in emerging, can also be influenced by medical facilities. newly industrialized countries, such as the Re- Unless prompt medical attention can be given to public of Korea and Thailand, there are between injured people at the roadside, their condition 11 and 15 deaths per 10,000 vehicles; i.e., about will deteriorate. Thus sufficient numbers of eight times higher than in the developed coun- ambulances, hospitals, doctors, and hospital beds tries of the region. If Japan had a comparable are required to keep the index low. In an earlier death rate to, say, the Republic of Korea, the regression analysis, the Transport Research number of people killed on Japan’s roads per Laboratory (TRL) of the United Kingdom found year would be 116,000, as opposed to the 13,800 a significant relationship between fatality index “standard 30-day deaths” that occurred in 1994. and the number of doctors per capita.

ROAD SAFETY GUIDELINES 2 - 9 ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION

Source: RETA project data. Figure 2.8: Fatality index Similar analyses were carried out using ous accidents where injuries are slight. In such (deaths divided by total casualties expressed as a available data from Asian and Pacific coun- accidents there is less need to involve the po- percentage). tries. The fatality index was regressed against lice or other official agency, since any com- three medical indicators; doctors per 1,000 pensation often can be negotiated privately. population, nurses per 1,000 population, and The outcome of this is to increase artificially hospital beds per 1,000 population. The results the proportion of casualties that die and of these analyses clearly show that the quality therefore the fatality index. In some countries of medical facilities and attention available to where underreporting is particularly high, it is victims of road accidents makes a big difference possible that a high fatality index could be to the likelihood of survival for those people more due to underreporting than lack of injured in a road accident. medical facilities. However, it is clear that In addition to differences in medical facili- emergency medical services and other ties, it is also possible that there are qualitative interventions could do much to reduce the very differences in the nature of road accidents be- high fatality indices in the region. tween countries. For example, pickups and open-topped lorries are used as public service 2.4 Vulnerable Road Users vehicles in many Asian and Pacific countries. Accidents involving such vehicles are likely Pedestrians, users of nonmotorized vehi- to cause serious injury to greater numbers of cles (NMVs), and motorcyclists, because of people. Road traffic accidents involving their much greater numbers and absence of ad- multiple casualties compound the problem of equate facilities, often appear much more limited medical resources. frequently among casualties in developing Finally, it is important to note that the countries than in developed ones. underreporting of road accidents artificially in- Available accident data for the region show flates a country’s fatality index. Most fatalities that pedestrians and motorcyclists are involved get reported to the relevant authorities because in a high proportion of fatal accidents. Figure of the seriousness of their nature. Under- 2.9 shows that more than two thirds of all fatal reporting tends to act at the level of less seri- accidents in Hong Kong, China involve

2 - 10 ROAD SAFETY GUIDELINES ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION

Figure 2.9

Source: RETA project data.

Figure 2.10 Source: RETA project data.

Figure 2.9 (top): Percentage of fatal pedestrians, while in Malaysia; Singapore; and accidents in a city like Beijing involve cyclists. accidents involving road Taipei,China more than half of all fatal acci- This, of course, must be related to the NMV users dents involve motorcyclists. users’ share in the traffic flow. In Shanghai, Figure 2.10: Motorcycle The reported national accident statistics in- NMVs comprise about 87 percent of all share in vehicle fleet and volving NMV users were generally low. How- vehicular traffic (excluding pedestrians). involvement in fatal accidents. ever, the scale of the problem in the PRC is Figure 2.10 shows the motorcycle share in such that about 70 percent of the total traffic the motorized vehicle fleet in relation to the

ROAD SAFETY GUIDELINES 2 - 11 ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION

percentage of fatal accidents involving motor- “years of life” lost due to road accidents are cyclists in selected countries. Those countries working years, hence developing countries where the lower bar (percentage of fatal acci- lose the most economically active and produc- dents) is at a higher level than the upper one tive years from such persons. Comparison with (percentage share of the vehicle fleet) have a the other costs of premature death in develop- proportionately more dangerous situation for ing countries, particularly malaria and infec- motorcyclists, notably Hong Kong, China; tious diseases, indicates that deaths from road Malaysia; and Singapore — three of the newly accidents seem to be increasing. The economic booming economies. Hong Kong, China, how- losses involved can often be a major drain upon ever, has a low proportion of these vehicle the economy of a country, particularly a de- users. veloping country that needs to import medical It would appear that motorcyclists are the supplies and vehicle parts. In such cases, much most vulnerable road users in some of the more of the losses are often sustained as foreign ex- developed of these countries. In countries fur- change losses. ther behind on the development scale, pedes- Research in a number of countries indicates trians generally and, under some circum- that such losses are normally in the range of stances, NMV users appear to be at high risk 1 percent to 3 percent of a country’s GDP. Even of accident involvement and particularly at high if the lower end of this range (i.e., 1 percent of risk of being killed. GDP) is assumed in estimating the economic losses due to road accidents in the Asian and Pacific region, this still results in high losses 2.5 Socioeconomic Costs annually. of Road Accidents If this percentage is applied to the region’s developing countries, road accidents can be Deaths and serious injuries as a result of seen to be costing such countries in excess of traffic accidents represent a considerable waste US$20 billion per year. Recurring losses of this of a nation’s resources and cause anguish and magnitude (greater annually than the total grief to family and friends of those killed or lending to these countries by the World Bank maimed. Even if the emotional consequences and ADB combined!) should be of urgent of traffic accidents are ignored, the cost to the concern to senior government officials in the community in purely economic terms is high. region as they inhibit economic and social Each year, apart from more than 235,000 peo- development. ple killed in the Asian and Pacific region, about 1 million people are reported injured in road 2.6 The Need for Action accidents. Taking into account underreporting, it is estimated that at least 3 million to 4 mil- Road accident deaths have been climbing lion are injured each year in road accidents. It steadily during the last decade and experience is, therefore, necessary to include an estimate from other countries indicates that in the early of the productive loss to the country of some- years of motorization, road accidents typically one killed or crippled. The more seriously in- rise in line with the number of vehicles. The jured can remain in hospital for days, or in some Asian and Pacific region is still generally in cases, for months and some may require medi- the early stages of motorization. The rapid rises cal treatment for the rest of their lives because in vehicle fleet that are occurring and will con- of the seriousness of the injuries. Thus the use tinue to occur in future years as these countries of some hospital beds and highly skilled medi- reach the explosive stage of vehicle growth, cal staff can be attributed to the cost of traffic will undoubtedly lead to major problems. There accidents. In addition, the costs incurred by is, therefore, little doubt that the numbers of police at accident sites and insurance process- persons killed or injured on the roads in future ing costs should be added to the other, more years will rise substantially and will continue visible costs of accidents such as vehicle re- to increase unless effective action is taken ur- pair costs. gently to address this growing and serious prob- TRL research has shown that the number lem. of working years lost as a result of road acci- It has to be recognized that there are many dents is higher than is lost from other causes of serious problems confronting the region. The premature death. About 70 percent of the major constraints inhibiting the improvement

2 - 12 ROAD SAFETY GUIDELINES ROAD SAFETY TRENDS IN THE ASIAN AND PACIFIC REGION of road safety are as follows: losses in excess of US$20 billion per 1) fragmentation of responsibility for year (which exceed the total World Bank safety issues; and ADB annual lending in the region) 2) general absence of accurate information substantially inhibit the economic and on the scale, nature, and characteristics social development of the region; of the problem; 5) the current early stage of development of 3) inadequate action to coordinate and im- many of the road and transport sectors in plement safety countermeasures in all many countries offers significant sectors that require improvement; opportunities to avoid many problems and 4) inadequate efforts being made to im- difficulties that have had to be faced and prove known hazardous locations or to overcome in other more motorized have more safety-conscious planning countries. Adoption of safety-conscious and design of road schemes; and planning and design approaches in roads, 5) inadequate technical and financial re- and introduction of effective countermeas- sources available for action. ures will add only marginally to the cost at planning and design stage but would be Despite these problems, it also has to be prohibitively expensive if they were added recognized that there are factors in the Asian later as remedial measures; and and Pacific region that are conducive to the 6) opportunities and scope exist for avoiding improvement of safety. The various problems future problems by incorporating and difficulties cited above should not be seen procedures, controls, and improvements as insurmountable obstacles in the development now in many sectors while the systems are of effective plans, countermeasures, and inter- still in a state of incomplete development. ventions. Even where the problem itself cannot be eliminated, mechanisms can be devised to All the preceding points are encouraging circumvent or to improve such deficiencies. In factors indicating that, if the road safety sector some respects, despite the problems cited above, can be stimulated in the right way and the right the timing for investment in road safety in the institutional climates created for it, countries region is just right as there are a number of can gain the benefits of improved road safety helpful undercurrents and factors at play that on their networks. are now conducive to success in this field. The Chapter 3 shows how coordinated road main reasons why the time is right to stimulate safety action plans can be devised to allow a activity include the following: more effective and coordinated application of the various interventions in different sectors. 1) there is increasing recognition that road Chapter 4 provides guidance and information accidents are already a serious problem. on the types of policies and interventions that The annual toll of more than 235,000 can be implemented in each of the different deaths and estimated 3 million to 4 mil- sectors that affect road safety. This guidance is lion injuries per year is causing serious intended to provide a source of knowledge and social and financial problems for the experience gained from around the world so region; that all countries in the Asian and Pacific region 2) on present trends the annual deaths from can apply the methods and techniques that road accidents will rise to more than have been found to be successful in other coun- 450,000 per year within a decade with tries. millions more being injured or crippled The necessary information to take action each year. It is now recognized that ur- is available in this document. Failure to take gent action is needed to avoid this; action will condemn millions of fellow citizens 3) there is increasing recognition by aid in the Asian and Pacific region to unnecessary agencies that there is a serious problem death or crippling injuries and greatly inhibit confronting developing countries, that the social and economic development of the action needs to be taken, and financial region. and technical assistance needs to be pro- Many of these deaths and injuries are vided for such action; avoidable simply by implementing the practi- 4) there is increasing recognition of the cal measures and policies advocated in this economic losses being sustained. Annual publication.

ROAD SAFETY GUIDELINES 2 - 13 ROAD SAFETY 3 ACTION PLANS AND PROGRAMS

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ROAD SAFETY GUIDELINES 3 - 1 3.1 THE NEED FOR COORDINATED ACTION

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3 - 4 ROAD SAFETY GUIDELINES ROAD SAFETY ACTION PLANS AND PROGRAMS

% # & =2 21 & & ! ' % & # 7(> 7(>2 # % ; ( & & ' & & & % & $ # ' % $ & & ; ' % ' ' & ! ; % ' ' % & & % & % ; =( ! ' # / & % 0 / 0% & % & & = O P; # # & ; ' & " & % & $ % ! / 0 6 " # & ' %% & ! R # % # $ & &

ROAD SAFETY GUIDELINES 3 - 5 ROAD SAFETY ACTION PLANS AND PROGRAMS

% % ' &

A ! &

3.4 Five-year Road Safety 5)6 ) % Programs $ ; ' # & % & '& ! ! % ) & ; & & $ ; % 6 % .3( & % ) Figure 1: Extract 3 from five-year Road % % & Safety Action Plan, % & Fiji. " % % % &

3 - 6 ROAD SAFETY GUIDELINES ROAD SAFETY ACTION PLANS AND PROGRAMS

& ( .3( $ $ /".*0 R B$ : ' & 1C # ".* % % %& % & ' ".*/ : & & # 0 & '% ! & & ! ! & ' % ' ' & 6 & & & ; ' & $ & & '& ! & ! & & & % & 7(>2 7(>=1 7(>21 7( & < & & $ % % & 7 ) & & $ . & & /$ & ' 7( % O P/ %0 0

& ; ; & 3.5 Road Safety Goals and " Targets 3 $ # &

ROAD SAFETY GUIDELINES 3 - 7 ROAD SAFETY ACTION PLANS AND PROGRAMS

$ # ' & O3 DD $ ' 1 & =111P< # ' # & $ /( == B == =0 ! # ' ! #' 1 C 2 3 % / 5 % . . E 780 ; < & ! ; $ # ' 9 5 # & ; R $ % O1 DD2 =111P ! $ F1 % # ' =111 # 21 DD2 =111 & %$ ( O # 1 =111P & O $ ; P B % $ $ ! $$ % & # & ; ' & ' & # % & O % $$ PO% PO & ##& P

3 - 8 ROAD SAFETY GUIDELINES ROAD SAFETY ACTION PLANS AND PROGRAMS

'% - ' & & & & ' & $ % ! $ 5) 6 & ) % # ! ' ' % $ & & & & 3.6 Financing Road Safety %

Initiatives 3 / & & 0 $ & & & ! & ' & &

' ; & # ( / ) 0 & & & - ! & / & $ 0 , & & - & & & % ' B - & & & ( & & (

ROAD SAFETY GUIDELINES 3 - 9 ROAD SAFETY ACTION PLANS AND PROGRAMS

G B 5 B 7(>= G 7(>C B 7(>2CC2 ; & 7(>F ' 1 & G # B 5 ' 1 ! & ' ( " - && $ ' & / & % %& 0 ' & ! ! & ( & - 3 && % 9 & 5& % % 5 & ; & ! % B$ & ' % &

Table 2: Road Safety Activities and Potential Funding Sources

! " # $ % & & ' ( ! ( ✔✔✔✔ ✔ ✔ & 3 ✔ & ✔✔ ✔ ✔ & ' ✔ & ✔✔✔& ✔ & ✔✔ ✔ ✔ ✔ ✔ && ✔✔✔✔ ✔✔& ✔✔✔& ✔ & ✔✔ ✔ ✔ ✔ ✔✔& ✔✔✔&

3 - 10 ROAD SAFETY GUIDELINES ROAD SAFETY ACTION PLANS AND PROGRAMS

3.7 Monitoring and Evaluation ' & & ; B ; " 5)H6) % & % ' B ; & % ; & / % = '& ! % 0 < B ; $ % ; & References " DD ! & "#,* B & 3( /3(08 % 4< ,:83: ' % ( = 4 ( '6 DDI $ ,*& ' 3( ' / % 0 * ( , & $ 9& & % 5 /950

ROAD SAFETY GUIDELINES 3 - 11 COORDINATION4.1 AND MANAGEMENT OF ROAD SAFETY for the Asian and Pacific Region

Road Safety Guidelines Asian Development Bank EXECUTIVE SUMMARY

COORDINATION AND 4.1 MANAGEMENT OF ROAD SAFETY

• definition of responsibility: this means designating a member of the government (prime minister’s office [PMO] or ministerial task force) to be responsible for overall road safety policy;

• setting up a permanent group to steer the actions (e.g., a national road safety council [NRSC] or an officials’ committee);

• planning and assigning adequate technical and financial resources for the NRSC to carry out its work; and

• evaluation of the outcomes of actions.

1. Designate the prime minister’s office or a ministerial task force to be directly responsible for road safety policy issues and to oversee development of a road safety strategy and action plan.

3. Identify high-risk target groups for publicity and education from analysis of accident data.

ROAD SAFETY GUIDELINES 4.1 - 1 1 INTRODUCTION

˧˻˸̆˸ʳ̆˸˶̇̂̅ʳ˺̈˼˷˸˿˼́˸̆ʳ̂́ʳ̇˻˸ʳϘ˖̂̂̅˷˼́˴̇˼̂́ʳ˴́˷ʳˠ˴́˴˺˸̀˸́̇ʳ̂˹ʳ˥̂˴˷ʳ˦˴˹˸̇̌ϙʳ˴̅˸ʳ˹̅̂̀ʳ˴ ̆˸̇ʳ̂˹ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˚̈˼˷˸˿˼́˸̆ʳ ˹̂̅ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ˥˸˺˼̂́ʳ̃̂˿˼˶̌̀˴˾˸̅̆ʿʳ˷˸̉˸˿̂̃˸˷ʳ˴̆ ̃˴̅̇ʳ̂˹ʳ˴ʳ̅˸˺˼̂́˴˿ʳ̇˸˶˻́˼˶˴˿ʳ˴̆̆˼̆̇˴́˶˸ʳ̃̅̂˽˸˶̇ʳʻ˥˘˧˔ʳˈˉ˅˃ˍʳ˥˸˺˼̂́˴˿ʳ˜́˼̇˼˴̇˼̉˸̆ʳ˼́ʳ˥̂˴˷ ˦˴˹˸̇̌ʼʳ˹̈́˷˸˷ʳ˵̌ʳ̇˻˸ʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ʳʻ˔˗˕ʼˁ ˧˻˸ʳ˶˸́̇̅˴˿ʳ˶̂̂̅˷˼́˴̇˼̂́ʳ˴́˷ʳ̀˴́˴˺˸̀˸́̇ʳ̂˹ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼̆ʳ̂́˸ʳ̂˹ʳ̇˻˸ʳ̀̂̆̇ʳ̆˼˺́˼˹˼˶˴́̇ ˹˴˶̇̂̅̆ʳ˼́ʳ̂̃̇˼̀˼̍˼́˺ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˸˹˹̂̅̇̆ʳ˴́˷ʳ̇˻˸˼̅ʳ˸˹˹˸˶̇˼̉˸́˸̆̆ʳ̊˼̇˻˼́ʳ˴́̌ʳ˶̂̈́̇̅̌ˁʳ˧˻˸̆˸ ̆˸˶̇̂̅ʳ˺̈˼˷˸˿˼́˸̆ʳ˺˼̉˸ʳ˴˷̉˼˶˸ʳ̂́ʳ˸̆̇˴˵˿˼̆˻˼́˺ʳ́˴̇˼̂́˴˿ʳ˴́˷ʳ˿̂˶˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̈́˶˼˿̆ʳ˴́˷ʳ˺˼̉˸ ˸̋˴̀̃˿˸̆ʳ̂˹ʳ̇˻˸˼̅ʳ̆̈˶˶˸̆̆˹̈˿ʳ̂̃˸̅˴̇˼̂́ʳ˼́ʳ̉˴̅˼̂̈̆ʳ˶̂̈́̇̅˼˸̆ʳ˼́ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ̅˸˺˼̂́ˁ ˔˷˷˼̇˼̂́˴˿ʳ˼́˹̂̅̀˴̇˼̂́ʳ̂́ʳ̅˸˿˴̇˸˷ʳ̀˴̇̇˸̅̆ʿʳ˼́˶˿̈˷˼́˺ʳ̇˻˸ʳ̆˸̇̇˼́˺ʳ̂˹ʳ̆̃˸˶˼˹˼˶ʳ˴˶˶˼˷˸́̇ ̅˸˷̈˶̇˼̂́ˀ̅˸˿˴̇˸˷ʳ̇˴̅˺˸̇̆ʿʳ˻˴̆ʳ˴˿̅˸˴˷̌ʳ˵˸˸́ʳ˺˼̉˸́ʳ˼́ʳ˖˻˴̃̇˸̅ʳˆʿʳ ̊˻˸̅˸ʳ̇˻˸ʳ̆̈˵˽˸˶̇ʳ̂˹ Ϙ˖̂̂̅˷˼́˴̇˸˷ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˔˶̇˼̂́ʳˣ˿˴́̆ϙʳ̊˴̆ʳ˷˼̆˶̈̆̆˸˷ˁ

2 WHY IS COORDINATION ˅ʼ ˴˷˸̄̈˴̇˸ʳ˹̈́˷̆ˎ NEEDED? ˆʼ ˴˷˸̄̈˴̇˸ʳ̇˸˶˻́˼˶˴˿ʳ˴́˷ʳ˴˷̀˼́˼̆̇̅˴̇˼̉˸ ̅˸̆̂̈̅˶˸̆ˎ ˻˸̅˸ʳ˴ʳ˶̂̈́̇̅̌ʳ˿˴˶˾̆ʳ˴́ʳ˸˹˹˸˶̇˼̉˸ ˇʼ ˴́ʳ̈́˷˸̅̆̇˴́˷˼́˺ʳ̂˹ʳ̇˻˸ʳ̃̅̂˵˿˸̀̆ˎʳ˴́˷ ʳ ˶̂̂̅˷˼́˴̇˼́˺ʳ ˵̂˷̌ʿʳ ̅̂˴˷ʳ ̆˴˹˸̇̌ ˈʼ ˶̂̂̅˷˼́˴̇˸˷ʳ˸˹˹̂̅̇̆ʳ˴̀̂́˺ʳ˴̇ʳ˿˸˴̆̇ʳ̇˻˸ ˪˴˶̇˼̉˼̇˼˸̆ʳ̇˸́˷ʳ̇̂ʳ˵˸ʳ˹̅˴˺̀˸́̇˸˷ʳ˴́˷ ̂̅˺˴́˼̍˴̇˼̂́̆ʳ̊̂̅˾˼́˺ʳ˼́ʳ̇˻˸ʳ˹˼˸˿˷̆ʳ̂˹ˍ ̈́˷˸̅˹̈́˷˸˷ʳ˴́˷ʳ̇˻̈̆ʳ˼́˸˹˹˸˶̇˼̉˸ˁʳ˧̌̃˼˶˴˿˿̌ʳ˼́ ̆̈˶˻ʳ˶̂̈́̇̅˼˸̆ʿʳ˴ʳ˹˸̊ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˶˴̅̅̌ʳ̂̈̇ ˴ ʼ ̇̅˴˹˹˼˶ʳ˴́˷ʳ˻˼˺˻̊˴̌ʳ˸́˺˼́˸˸̅˼́˺ˎ ˼́̇˸̅̀˼̇̇˸́̇ʳ˸˹˹̂̅̇̆ʳ̊˼̇˻ʳ˿̂̊ʳ˵̈˷˺˸̇̆ˁʳ˧˻˸̆˸ʳ˴̅˸ ˵ʼ ˸˷̈˶˴̇˼̂́ˎ ̈́˷˸̅̇˴˾˸́ʳ˼́ʳ˴ʳ̆̃̂̅˴˷˼˶ʳ˴́˷ʳ̈́˶̂̂̅˷˼́˴̇˸˷ʳ̊˴̌ʿ ˶ʼ ̇̅˴˹˹˼˶ʳ˸́˹̂̅˶˸̀˸́̇ˎ ˶̂̉˸̅˼́˺ʳ˴ʳ˹˸̊ʳ̆˸˶̇̂̅̆ˁʳ˧˻˼̆ʳ˼̆ʳ̂˹̇˸́ʳ˷̂́˸ʳ̊˼̇˻ ˷ʼ ˻˸˴˿̇˻ʳ̆˸̅̉˼˶˸̆ˎ ˿˼̇̇˿˸ʳ ̇˸˶˻́˼˶˴˿ʳ̆̈̃̃̂̅̇ʳ˴́˷ʳ̊˼̇˻̂̈̇ʳ˴ʳ̅˸˴˿ ˸ʼ ̃̈˵˿˼˶˼̇̌ˎ ̈́˷˸̅̆̇˴́˷˼́˺ʳ̂˹ʳ̇˻˸ʳ̈́˷˸̅˿̌˼́˺ʳ̃̅̂˵˿˸̀̆ʳ̇̂ʳ˵˸ ˹ʼ ˷̅˼̉˸̅ʳ̇˸̆̇˼́˺ˎʳ˴́˷ ̂̉˸̅˶̂̀˸ʳ̂̅ʳ̇˻˸ʳ̀̂̆̇ʳ˸˹˹˸˶̇˼̉˸ʳ̊˴̌ʳ̂˹ʳ˷˸˴˿ˀ ˺ʼ ̉˸˻˼˶˿˸ʳ̇˸̆̇˼́˺ˁ ˼́˺ʳ̊˼̇˻ʳ̇˻˸̀ˁ ˙̂̅ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼̆̆̈˸̆ʳ̇̂ʳ˵˸ʳ˷˸˴˿̇ʳ̊˼̇˻ʳ˸˹˹˼ˀ ˧˻˸ʳ˵˸̆̇ʳ̊˴̌ʳ̇̂ʳ˸́̆̈̅˸ʳ̇˻˴̇ʳ˵̈˷˺˸̇̆ʳ˴̅˸ ˶˼˸́̇˿̌ʳ˴́˷ʳ˸˹˹˸˶̇˼̉˸˿̌ʿʳ̇˻˸ʳ˹̂˿˿̂̊˼́˺ʳ˴̅˸ ˴̉˴˼˿˴˵˿˸ʳ˴́˷ʳ̃̅̂̇˸˶̇˸˷ʳ˴́˷ʳ̇˻˴̇ʳ̇̅˴˼́˸˷ʳ̆̇˴˹˹ ́˸˸˷˸˷ˍ ˴̅˸ʳ˴̆̆˼˺́˸˷ʳ̇̂ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼̆ʳ˹̂̅ʳ̇˻˸ʳ˶˸́̇̅˴˿ ˺̂̉˸̅́̀˸́̇ʳ̇̂ʳ˶̅˸˴̇˸ʳ˴́ʳ̂̅˺˴́˼̍˴̇˼̂́ʳ˷˸˷˼˶˴̇˸˷ ˄ʼ ˴˷˸̄̈˴̇˸ʳ̃̂˿˼̇˼˶˴˿ʳ̆̈̃̃̂̅̇ˎ ̇̂ʳ˼́˼̇˼˴̇˼́˺ʳ˴́˷ʳ˶̂̂̅˷˼́˴̇˼́˺ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴˶ˀ

Plates 1 and 2: Road accident deaths and injuries will continue to rise in the Asian and Pacific region unless effective action is taken to tackle the problem.

4.1 - 2 ROAD SAFETY GUIDELINES COORDINATION AND MANAGEMENT OF ROAD SAFETY

̇˼̉˼̇˼˸̆ˁʳ ˧˻˼̆ʳ ˼̆ʳ ̈̆̈˴˿˿̌ʳ ˵˸̆̇ʳ ˷̂́˸ʳ ˵̌ ̇̂̅ʳ̂˹ʳ̆̇˴̇˸ʳ˴˶̇˼̂́ˁʳˡ˸˸˷˸˷ʳ̊˼˿˿ʳ˵˸ʳ˴ʳ̆̀˴˿˿ ˸̆̇˴˵˿˼̆˻˼́˺ʳ ˴ʳ ˡ˥˦˖ʳ ̂̅ʳ ˴ʳ ̅̂˴˷ʳ ̆˴˹˸̇̌ ̀̈˿̇˼˷˼̆˶˼̃˿˼́˴̅̌ʳ̇˸˴̀ʳ̂˹ʳ̂˹˹˼˶˼˴˿̆ʳ̇̂ʳ˴̆̆˼̆̇ʳ˼́ ˷˼̅˸˶̇̂̅˴̇˸ˁʳ ˦̈˶˻ʳ ˴ʳ ˵̂˷̌ʳ ˶˴́ʳ ̇˻˸́ʳ ˻˸˿̃ ˶̂̂̅˷˼́˴̇˼́˺ʳ ˴˶̇˼̉˼̇˼˸̆ʳ ˼́ʳ ̇˻˸ʳ ̉˴̅˼̂̈̆ ˶̂̂̅˷˼́˴̇˸ʳ˴˿˿ʳ̇˻˸ʳ˴˺˸́˶˼˸̆ʳ̊̂̅˾˼́˺ʳ˼́ʳ̇˻˸ʳ̉˴̅˼ˀ ˺̂̉˸̅́̀˸́̇ʳ ̀˼́˼̆̇̅˼˸̆ˁʳ ˧˻˼̆ʳ ˴̃̃̅̂˴˶˻ʳ ˼̆ ̂̈̆ʳ˷˼̆˶˼̃˿˼́˸̆ʿʳ̇˻̈̆ʳ˸́̆̈̅˼́˺ʳ̇˻˴̇ʳ˷̈̃˿˼˶˴̇˼̂́ ̃˴̅̇˼˶̈˿˴̅˿̌ʳ˴̃̃̅̂̃̅˼˴̇˸ʳ̊˻˸̅˸ʳ˴́ʳ̂˹˹˼˶˼˴˿̆ϗ ˼̆ʳ˴̉̂˼˷˸˷ʳ˴́˷ʳ̇˻˴̇ʳ̇˻˸ʳ˴˶̇˼̉˼̇˼˸̆ʳ̂˹ʳ˷˼˹˹˸̅˸́̇ ˶̂̀̀˼̇̇˸˸ʳ˼̆ʳ̇̂ʳ˵˸ʳ˸̆̇˴˵˿˼̆˻˸˷ˁʳˢ˹̇˸́ʳ̇˻˸ʳ˹˼̅̆̇ ˴˺˸́˶˼˸̆ʳ˶̂̀̃˿˸̀˸́̇ʳ˸˴˶˻ʳ̂̇˻˸̅ˁ ̇˴̆˾ʳ˼̆ʳ̇̂ʳ̂̅˺˴́˼̍˸ʳ̆̈˶˻ʳ˴́ʳ̂˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ ˘̋̃˸̅˼˸́˶˸ʳ̆˻̂̊̆ʳ̇˻˴̇ʳ˼́ʳ˿˴̅˺˸̅ʳ˶̂̈́̇̅˼˸̆ʿ ̂̅ʳ̇̂ʳ̃̅˸̃˴̅˸ʳ̇˻˸ʳ˷̂˶̈̀˸́̇̆ʳ̇̂ʳ˸̆̇˴˵˿˼̆˻ʳ˴́ ̅˸˺˼̂́˴˿ʳ̂̅ʳ̃̅̂̉˼́˶˼˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̀̀˼̇̇˸˸̆ ˡ˥˦˖ˁʳ˔́ʳ˴˿̇˸̅́˴̇˼̉˸ʳ˴̃̃̅̂˴˶˻ʳʻ̈̆̈˴˿˿̌ʳ̊˻˸̅˸ ̂̅ʳ˼́ʳ̆̂̀˸ʳ˶˴̆˸̆ʿʳ˸̉˸́ʳ̀̈́˼˶˼̃˴˿ʳ˿˸̉˸˿ʳ̅̂˴˷ ˴́ʳˡ˥˦˖ʳ˼̆ʳ˸̆̇˴˵˿˼̆˻˸˷ʼʳ˼̆ʳ̇̂ʳ˸̆̇˴˵˿˼̆˻ʳ˴ ̆˴˹˸̇̌ʳ˶̂̀̀˼̇̇˸˸̆ʿʳ̆˻̂̈˿˷ʳ˴˿̆̂ʳ˵˸ʳ˸̆̇˴˵˿˼̆˻˸˷ ̀̈˿̇˼˷˼̆˶˼̃˿˼́˴̅̌ʳˡ˥˦˖ʳ ̆˸˶̅˸̇˴̅˼˴̇ʳ ˴́˷ʳ ̇̂ ̇̂ʳ˶˴̅̅̌ʳ̂̈̇ʳ̆˼̀˼˿˴̅ʳ˴˶̇˼̉˼̇˼˸̆ʳ˴̇ʳ˴ʳ˿̂˶˴˿ʳ˿˸̉˸˿ˁ ˴̃̃̂˼́̇ʳ˴ʳ˻˼˺˻ˀ˶˴˿˼˵˸̅ʳ˸̋˸˶̈̇˼̉˸ʳ˷˼̅˸˶̇̂̅ʳ̇̂ ˠ˴́̌ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̆˸˶̇̂̅̆ʳ̇̌̃˼˶˴˿˿̌ʳ́˸˸˷ʳ˼̀ˀ ̇˻˸ʳ̆˸˶̅˸̇˴̅˼˴̇ʿʳ̊˻̂ʳ̇̂˺˸̇˻˸̅ʳ̊˼˿˿ʳ̂̃˸̅˴̇˸ʳ˴̆ ̃̅̂̉˸̀˸́̇ʳ˼́ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ˴́˷ʳ̆̈˶˻ ̇˻˸ʳ˸̋˸˶̈̇˼̉˸ʳ˴̅̀ʳ̂˹ʳ̇˻˸ʳˡ˥˦˖ʳ˼́ʳ˶̂̂̅˷˼́˴̇˼́˺ʿ ˴˶̇˼̉˼̇˼˸̆ʳ˶˴́ʳ˵˸ʳ˶̂̂̅˷˼́˴̇˸˷ʳ˵̌ʳ̇˻˸ʳˡ˥˦˖ʳ˴́˷ ˼̀̃˿˸̀˸́̇˼́˺ʿʳ ˴́˷ʳ ˹̂˿˿̂̊˼́˺ʳ ̈̃ʳ ˡ˥˦˖ ˼̇̆ʳ˿̂˶˴˿ʳ˸̄̈˼̉˴˿˸́̇̆ˁ ˷˸˶˼̆˼̂́̆ˁ

3.3 Coordinating 3 KEY COMPONENTS Mechanism

ˡ̈̀˸̅̂̈̆ʳ˶̂̈́̇̅˼˸̆ʳ˻˴̉˸ʳ˷˸̀̂́̆̇̅˴̇˸˷ ˧˻˸̅˸ʳ˼̆ʳ˴ʳ́˸˸˷ʳ̇̂ʳ̆˸̇ʳ̈̃ʳ˴́ʳ ˼́˷˸̃˸́˷˸́̇ ̇˻˴̇ʳ̇˻˸̅˸ʳ˴̅˸ʳ̇˻̅˸˸ʳ˹̈́˷˴̀˸́̇˴˿ʳ̅˸̄̈˼̅˸̀˸́̇̆ ˶̂̀̀˼̆̆˼̂́ʿʳ̂˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ʿʳ̂̅ʳ̊˼˷˸̅ ̂˹ʳ˶̅˼̇˼˶˴˿ʳ˼̀̃̂̅̇˴́˶˸ʳ̊˻˸́ʳ̆˸̇̇˼́˺ʳ̈̃ʳ˴́ʳ̂̅ˀ ̅˴́˺˼́˺ʳˡ˥˦˖ʳ ̇˻˴̇ʳ˻˴̆ʳ̅˸̃̅˸̆˸́̇˴̇˼̂́ʳ̂́ʳ˼̇ʳ̂˹ ˺˴́˼̍˴̇˼̂́ʳ̇̂ʳ˶̂̀˵˴̇ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̃̅̂˵˿˸̀̆ˁʳ˜̀ˀ ̇˻˸ʳ̃̅˼́˶˼̃˴˿ʳ˶˼̉˼˿ʳ̆˸̅̉˴́̇̆ʳ̅˸̆̃̂́̆˼˵˿˸ʳ˹̂̅ ̃˿˸̀˸́̇˴̇˼̂́ʳ̊˼˿˿ʳ̉˴̅̌ʳ˴˶˶̂̅˷˼́˺ʳ̇̂ʳ˶˼̅˶̈̀ˀ ˼̆̆̈˸̆ ʳ˷˼̅˸˶̇˿̌ʳ̅˸˿˴̇˸˷ʳ̇̂ʿʳ̂̅ʳ˼́˹˿̈˸́˶˼́˺ʿʳ̅̂˴˷ ̆̇˴́˶˸̆ʳ˴́˷ʳ́˴̇˼̂́˴˿ʳ˶̂́̇˸̋̇̆ʿʳ˵̈̇ʳ̇˻˸ʳ˸̆̆˸́̇˼˴˿ ̆˴˹˸̇̌ˁʳ˧˻˸ʳ˸̋˴˶̇ʳ̆̇̅̈˶̇̈̅˸ʳ̉˴̅˼˸̆ʳ˹̅̂̀ʳ˶̂̈́̇̅̌ ˸˿˸̀˸́̇̆ʳ˴̅˸ʳ˴̆ʳ˹̂˿˿̂̊̆ˍ ̇̂ʳ˶̂̈́̇̅̌ʳ˴́˷ʳ̇˻˸ʳ˾˸̌ʳ˴˷̉˴́̇˴˺˸̆ʳ̂̅ʳ˷˼̆˴˷̉˴́ˀ ˄ʼ ̃̂˿˼̇˼˶˴˿ʳ̆̈̃̃̂̅̇ˎ ̇˴˺˸̆ʳ̂˹ʳ˸˴˶˻ʳ̂̃̇˼̂́ʳ˼̆ʳ̂̈̇˿˼́˸˷ʳ˵˸˿̂̊ʳ˼́ʳ˧˴˵˿˸ʳ˄ˁ ˅ʼ ̇˸˶˻́˼˶˴˿ʳ̆˸˶̅˸̇˴̅˼˴̇ˎʳ˴́˷ ˜̅̅˸̆̃˸˶̇˼̉˸ʳ̂˹ʳ̊˻˼˶˻ʳ˶̂̂̅˷˼́˴̇˼́˺ʳ̀˸˶˻˴ˀ ˆʼ ˸˹˹˸˶̇˼̉˸ʳ˶̂̂̅˷˼́˴̇˼́˺ʳ̀˸˶˻˴́˼̆̀ˁ ́˼̆̀ʳ˼̆ʳ̆˸˿˸˶̇˸˷ʿʳ˴˿˿ʳ˾˸̌ʳ˺̂̉˸̅́̀˸́̇ʳ˴́˷ʳ̅˸˿ˀ ˸̉˴́̇ʳ́̂́˺̂̉˸̅́̀˸́̇ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ̆˻̂̈˿˷ʳ˵˸ ˘˴˶˻ʳ̂˹ʳ̇˻˸̆˸ʳ˼̆ʳ˷˼̆˶̈̆̆˸˷ʳ˵˸˿̂̊ˁ ̅˸̃̅˸̆˸́̇˸˷ʳ̂́ʳ̇˻˸ʳ˶̂̈́˶˼˿ʳ˴́˷ʳ̆˻̂̈˿˷ʳ̀˸˸̇ ̅˸˺̈˿˴̅˿̌ʳ̇̂ʳ˷˼̆˶̈̆̆ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴˶̇˼̉˼̇˼˸̆ˁʳ˙̅˸ˀ 3.1 Political Support ̄̈˸́˶̌ʳ̂˹ʳ̀˸˸̇˼́˺̆ʳ̊˼˿˿ʳ˷˸̃˸́˷ʳ̈̃̂́ʳ̇˻˸ʳ˿˸̉˸˿ ̂˹ʳ̅˸̃̅˸̆˸́̇˴̇˼̉˸̆ˍʳ˸ˁ˺ˁʿʳ˼˹ʳ̃̅˼̀˸ʳ̀˼́˼̆̇˸̅ʳʾ ˔ʳ̆˸́˼̂̅ʳ̀˸̀˵˸̅ʳ̂˹ʳ̇˻˸ʳ˺̂̉˸̅́̀˸́̇ʳ̀̈̆̇ ̀˼́˼̆̇˸̅̆ʳʻ˴́́̈˴˿˿̌ʼʿʳ˼˹ʳ̀˼́˼̆̇˸̅ʳʾʳ̃˸̅̀˴́˸́̇ ˵˸ʳ˷˸̆˼˺́˴̇˸˷ʳ̇̂ʳ˵˸ʳ̅˸̆̃̂́̆˼˵˿˸ʳ˹̂̅ʳ ̅̂˴˷ʳ̆˴˹˸̇̌ ˷˼̅˸˶̇˴̅˼˸̆ʳʻ̇̊̂ʳ̂̅ʳ̇˻̅˸˸ʳ̇˼̀˸̆ʳ˴ʳ̌˸˴̅ʼʿʳ̂̅ʿʳ˼˹ ̃̂˿˼˶̌ʳ˴́˷ʳ̇̂ʳ˵˸ʳ˼́ʳ˶˻˴̅˺˸ʳ̂˹ʳ˶̂̂̅˷˼́˴̇˼́˺ʳ̇˻˸ ˷˸̃˴̅̇̀˸́̇˴˿ʳ˷˼̅˸˶̇̂̅̆ʳʻ˹̂̈̅ʳ̇̂ʳ̆˼̋ʳ̇˼̀˸̆ʳ˴ʳ̌˸˴̅ʼˁ ̊̂̅˾ʳ̂˹ʳ˶̂˿˿˸˴˺̈˸̆ˁʳ˧˻˼̆ʳ˶˴́ʳ˵˸ʳ̇˻˸ʳˣˠˢʳ̂̅ ˧̂ʳ˵˸ʳ˸˹˹˸˶̇˼̉˸ʿʳ̆̈˶˻ʳ˶̂̈́˶˼˿̆ʳ̊˼˿˿ʳ́˸˸˷ʳ̇̂ ̇˻˸ʳ˻˸˴˷ʳ̂˹ʳ̇˻˸ʳ˺̂̉˸̅́̀˸́̇ʳ̀˼́˼̆̇̅̌ʳ̀̂̆̇ʳ˼́ˀ ˵˸ʳ̂˹ʳ˴ʳ̀˴́˴˺˸˴˵˿˸ʳ̆˼̍˸ʳʻ̆˴̌ʳ́̂̇ʳ̀̂̅˸ʳ̇˻˴́ʳ˅ˈ ̉̂˿̉˸˷ʳ˼́ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʿʳ˴˶̇˼́˺ʳ̊˼̇˻ʳ̇˻˸ʳ˴̈̇˻̂̅˼̇̌ ̀˸̀˵˸̅̆ʼʳ˴́˷ʳ̊˼˿˿ʳ́˸˸˷ʳ̇˻˸˼̅ʳ̂̊́ʳ̂̃˸̅˴̇˼́˺ ̂˹ʳ̇˻˸ʳ̃̅˼̀˸ʳ̀˼́˼̆̇˸̅ˁʳʻ˜́ʳ̆̈˶˻ʳ˶˴̆˸̆ʳ̇˻˸ʳˣˠˢ ˵̈˷˺˸̇ʳ˴́˷ʳ˴ʳ̆̀˴˿˿ʳ̃˸̅̀˴́˸́̇ʳ̆˸˶̅˸̇˴̅˼˴̇ʳ̇̂ ̅˸̆˸̅̉˸̆ʳ̇˻˸ʳ̅˼˺˻̇ʳ̇̂ʳ˴̅˵˼̇̅˴̇˸ʳ̊˻˸́ʳ́˸˶˸̆̆˴̅̌ˁʼ ̃̅̂̉˼˷˸ʳ̇˸˶˻́˼˶˴˿ʳ˴́˷ʳ˴˷̀˼́˼̆̇̅˴̇˼̂́ʳ̆̈̃̃̂̅̇ˁ ˧˻˸ʳˣˠˢʳ˼̆ʳ̅˸̆̃̂́̆˼˵˿˸ʳ˹̂̅ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼́ ˧˻˸ʳ̃̅˼̉˴̇˸ʳ̆˸˶̇̂̅ʳ˴˿̆̂ʳ˻˴̆ʳ˴́ʳ˼̀̃̂̅̇˴́̇ʳ̅̂˿˸ʳ̇̂ ˙̅˴́˶˸ʿʳ˝˴̃˴́ʿʳ˥˸̃̈˵˿˼˶ʳ̂˹ʳ˞̂̅˸˴ʿʳ˴́˷ʳ˼́ ̃˿˴̌ʳ̊˼̇˻˼́ʳ̇˻˸ʳ̆˴˹˸̇̌ʳ˶̂̈́˶˼˿ʳ˴́˷ʳ˶˴́ʳ˶̂́̇̅˼˵ˀ ̆˸̉˸̅˴˿ʳ̂̇˻˸̅ʳ˶̂̈́̇̅˼˸̆ˁʳ˪˻˸̅˸ʳ̇˻˸ʳˣˠˢʳ̂̅ʳ˴ ̈̇˸ʳ˹̈́˷ˀ̅˴˼̆˼́˺ʳ̆˾˼˿˿̆ʿʳ̆̃̂́̆̂̅̆˻˼̃ʿʳ˶̂̀̀˸̅˶˼˴˿ ̀˼́˼̆̇˸̅ʳ˶˻˴˼̅̆ʳ˻˼˺˻ˀ˿˸̉˸˿ʳ̀˸˸̇˼́˺̆ʿʳ̂̇˻˸̅ʳ˶̂̀ˀ ˸̋̃˸̅˼˸́˶˸ʿʳ˴́˷ʳ˶̂́̇˴˶̇̆ˁʳ˥˸̃̅˸̆˸́̇˴̇˼̉˸̆ʳ̂˹ʳ̇˻˸ ̀˼̇̇˸˸̆ʳ́˸˸˷ʳ̇̂ʳ˵˸ʳ˸̆̇˴˵˿˼̆˻˸˷ʳ˴̇ʳ˿̂̊˸̅ʳ̂̃˸̅˴ˀ ̀̂̇̂̅ʳ˼́̆̈̅˴́˶˸ʿʳ˹̈˸˿ʿʳ˴́˷ʳ̂̇˻˸̅ʳ̇̅˴́̆̃̂̅̇ˀ ̇˼̂́˴˿ʳ˿˸̉˸˿̆ʳ̇̂ʳ˼̀̃˿˸̀˸́̇ʳ̇˻˸ʳ˷˸˶˼̆˼̂́̆ʳ̂˹ʳ̇˻˸ ̅˸˿˴̇˸˷ʳ ˼́˷̈̆̇̅˼˸̆ʳ ̆˻̂̈˿˷ʳ ˵˸ʳ ̊˸˿˶̂̀˸ʳ ̇̂ ˻˼˺˻ˀ˿˸̉˸˿ʳ˶̂̀̀˼̇̇˸˸ˁ ̃˴̅̇˼˶˼̃˴̇˸ʳ˴̆ʳ̀˸̀˵˸̅̆ˁʳ˜˷˸˴˿˿̌ʿʳ̇˻˸̌ʳ̆˻̂̈˿˷ʳ˵˸ ˹̅̂̀ʳ̇˻˸ʳ˼́˷̈̆̇̅̌ʳ̂̅ʳ̇̅˴˷˸ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ̅˴̇˻˸̅ 3.2 Technical Secretariat ̇˻˴́ʳ˹̅̂̀ʳ˼́˷˼̉˼˷̈˴˿ʳ˹˼̅̀̆ˁʳ˧˻˸ʳ̊̂̅˾ʳ̂˹ʳ̇˻˸ ˶̂̈́˶˼˿ʳ̊̂̈˿˷ʳ˵˸ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ̇˻̅̂̈˺˻ʳ˴ʳ́̈̀˵˸̅ ˔ʳ˻˼˺˻ˀ˿˸̉˸˿ʳʻ˸ˁ˺ˁʿʳ˷˼̅˸˶̇̂̅ʳ˺˸́˸̅˴˿ʼʳ˶˼̉˼˿ ̂˹ʳ̆̈˵˶̂̀̀˼̇̇˸˸̆ʳ˶̂̉˸̅˼́˺ʳ˷˼˹˹˸̅˸́̇ʳ˴̅˸˴̆ʳ̂˹ ̆˸̅̉˴́̇ʳ̀̈̆̇ʳ˵˸ʳ˷˸̆˼˺́˴̇˸˷ʳ̇̂ʳ˴˶̇ʳ˴̆ʳ˶̂̂̅˷˼́˴ˀ ˴˶̇˼̉˼̇̌ˁ

ROAD SAFETY GUIDELINES 4.1 - 3 COORDINATION AND MANAGEMENT OF ROAD SAFETY

Table 1: Advantages and Disadvantages of Alternative Options

˧̌̃˸ʳ̂˹ʳ˶̂̂̅˷˼́˴̇˼́˺ʳ̀˸˶˻˴́˼̆̀ ʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳ˔˷̉˴́̇˴˺˸̆ ʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳ˗˼̆˴˷̉˴́̇˴˺˸̆

˄ˁʳ˜́˷˸̃˸́˷˸́̇ʳ˶̂̀̀˼̆̆˼̂́ ˄ˁʳ˜́˷˸̃˸́˷˸́˶˸ ˄ˁʳ˔˷̉˼̆̂̅̌ʳ̂́˿̌ʿʳ̆̂ʳ́̂ʳ̃̂̊˸̅ ˅ˁʳ˔˵˼˿˼̇̌ʳ̇̂ʳ˵̅˼́˺ʳ˼́ʳ́̂́ˀ ˅ˁʳˢ̈̇̆˼˷˸ʳ˺̂̉˸̅́̀˸́̇ʳ̆̌̆̇˸̀ ˺̂̉˸̅́̀˸́̇ʳ˼́̇˸̅˸̆̇̆ ˆˁʳˡ̂ʳ˴˶˶˸̆̆ʳ̇̂ʳ˺̂̉˸̅́̀˸́̇ ˆˁʳˡ̂́̃˴̅̇˼̆˴́ ̆̈̃̃̂̅̇ʳ̆̇˴˹˹˂̅˸̆̂̈̅˶˸̆ ˅ˁʳˢ˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ ˄ˁʳ˞˸̌ʳ˷˸˶˼̆˼̂́ʳ̀˴˾˸̅̆ ˄ˁʳ˜́̇˸̅̀˼́˼̆̇̅̌ʳ̅˼̉˴˿̅˼˸̆ ˅ˁʳˣ̂̊˸̅ʳ̇̂ʳ̇˴˾˸ʳ˴˶̇˼̂́ ˅ˁʳˣ̅˼̉˴̇˸ʳ̆˸˶̇̂̅ʳ˸̋˶˿̈˷˸˷ ˆˁʳ˖˴́ʳ̈̆˸ʳ˺̂̉˸̅́̀˸́̇ʳ̆̈̃̃̂̅̇ ˆˁʳ˟˸̆̆ʳ˴˶˶˸̆̆ʳ̇̂ʳ̃̅˼̉˴̇˸ʳ̆˸˶̇̂̅ ̆̇˴˹˹˂̅˸̆̂̈̅˶˸̆ ˹̈́˷˼́˺ ˇˁʳ˪˼˷˸̅ʳ˼́̇˸̅˸̆̇̆ʳ́̂̇ʳ̅˸̃̅˸̆˸́̇˸˷ ˆˁʳˡ˴̇˼̂́˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̈́˶˼˿ ˄ˁʳ˞˸̌ʳ˺̂̉˸̅́̀˸́̇ʳ˷˸˶˼̆˼̂́ʳ̀˴˾˸̅̆ ˄ˁʳˡ˸˸˷̆ʳ̆˸˶̈̅˸ʳ˹̈́˷˼́˺ ˅ˁʳˣ̅˼̉˴̇˸ʳ̆˸˶̇̂̅ʳ̆˾˼˿˿̆ʳ˶˴́ʳ˵˸ ˅ˁʳˡ˸˸˷̆ʳ̆˸˶̅˸̇˴̅˼˴̇ ˼́˶˿̈˷˸˷ ˆˁʳˡ˸˸˷̆ʳ˿˸˺˼̆˿˴̇˼̉˸ʳ̆̈̃̃̂̅̇ ˆˁʳ˔˶˶˸̆̆ʳ̇̂ʳ̃̅˼̉˴̇˸ʳ̆˸˶̇̂̅ ˹̈́˷˼́˺ ˇˁʳ˔˶˶˸̆̆ʳ̇̂ʳ˺̂̉˸̅́̀˸́̇ʳ̆̇˴˹˹˂ ̆̈̃̃̂̅̇ʳ̉˼˴ʳ̀˸̀˵˸̅̆

ˡ˥˦˖̆ʳ̃̅̂̉˼˷˸ʳ̇˻˸ʳ˵˸̆̇ʳ̀˸˶˻˴́˼̆̀ʳ˹̂̅ ˄ʼ ˴ʳ́˴̇˼̂́˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̆˸̀˼́˴̅ʳ˴̇ʳ̊˻˼˶˻ ˻˴̅́˸̆̆˼́˺ʳ̇˻˸ʳ˵˸́˸˹˼̇̆ʳ̂˹ʳ˵̂̇˻ʳ̃̈˵˿˼˶ʳ˴́˷ʳ̃̅˼ˀ ˴́ʳ˼́̇˸̅˼̀ʳ˼́̇˸̅˴˺˸́˶̌ʳ̊̂̅˾˼́˺ʳ˺̅̂̈̃ ̉˴̇˸ʳ̆˸˶̇̂̅ʳ̂̅˺˴́˼̍˴̇˼̂́̆ˁʳ˖̂́̆˸̄̈˸́̇˿̌ʿʳ̇˻˸ ˼̆ʳ ˸̆̇˴˵˿˼̆˻˸˷ʳ ˴́˷ʳ˴ʳ˽̂˼́̇ʳ̆̇˴̇˸̀˸́̇ ˹̂˿˿̂̊˼́˺ʳ̆˸˶̇˼̂́̆ʳ̊˼˿˿ʳ˴̆̆̈̀˸ʳ̇˻˴̇ʳ˴́ʳˡ˥˦˖ ʻ̆˼˺́˸˷ʳ˵̌ʳ˾˸̌ʳ̃˴̅̇˼˶˼̃˴́̇̆ʼʳ˼̆ʳ̃̈˵˿˼̆˻˸˷ ˼̆ʳ̇˻˸ʳ̀˸˶˻˴́˼̆̀ʳ˼́ʳ̈̆˸ˁʳ˙̂̅ʳ˶̂̈́̇̅˼˸̆ʳ̈̆˼́˺ ̂́ʳ̇˻˸ʳ́˸˸˷ʳ̇̂ʳ˼̀̃̅̂̉˸ʳ̅̂˴˷ʳ̆˴˹˸̇̌ ̇˻˸ʳ˴˿̇˸̅́˴̇˼̉˸̆ʿʳ̀̂̆̇ʳ̂˹ʳ̇˻˸ʳ˶̂̀̀˸́̇̆ʳ̂̅ʳ˴˷ˀ ̊˼̇˻˼́ʳ̇˻˸ʳ˶̂̈́̇̅̌ˎ ̉˼˶˸ʳ̅˸̀˴˼́ʳ˸̄̈˴˿˿̌ʳ̅˸˿˸̉˴́̇ˁ ˅ʼ ˷˸˹˼́˼̇˼̂́ʳ˴́˷ʳ˴˺̅˸˸̀˸́̇ʳ̂́ʳ̇˻˸ʳ̅̂˿˸ʳ̂˹ ˜̇ʳ˼̆ʳ́˸˶˸̆̆˴̅̌ʳ̇̂ʳ˶̂̂̅˷˼́˴̇˸ʳ˴˶̇˼̂́̆ʳ˴́˷ ̇˻˸ʳˡ˥˦˖ʳ˴́˷ʳ̃̂̇˸́̇˼˴˿ʳ̀˸˶˻˴́˼̆̀̆ʳ˹̂̅ ˴˶̇˼̉˼̇˼˸̆ʳ˴̇ʳ́˴̇˼̂́˴˿ʳ˿˸̉˸˿ʿʳ˴́˷ʳ˴˿̆̂ʳ̇̂ʳ˸́̆̈̅˸ ˼̇̆ʳ˹̈́˷˼́˺ˎ ̇˻˴̇ʳ̆˼̀˼˿˴̅ʳ˶̂̂̅˷˼́˴̇˼̂́ʳ̂˶˶̈̅̆ʳ˴̇ʳ˿̂˶˴˿ʳ˿˸̉˸˿ ˆʼ ˷˸̉˸˿̂̃̀˸́̇ʳ̂˹ʳ̇˻˸ʳ́˸˶˸̆̆˴̅̌ʳ˿˸˺˼̆˿˴ˀ ̊˻˸̅˸ʳ̀̈˶˻ʳ̂˹ʳ̇˻˸ʳ˼̀̃˿˸̀˸́̇˴̇˼̂́ʳ̊˼˿˿ʳ˴˶̇̈ˀ ̇˼̂́ʳ˹̂̅ʳ˸̆̇˴˵˿˼̆˻̀˸́̇ʳ̂˹ʳ̇˻˸ʳˡ˥˦˖ʳ˴́˷ ˴˿˿̌ʳ˵˸ʳ˷̂́˸ˁʳ˜́ʳ̇˻˸ʳ˶˴̆˸ʳ̂˹ʳ˴́ʳˡ˥˦˖ʿʳ̇˻˼̆ʳ̀˸˴́̆ ˼̇̆ʳ̇˸˶˻́˼˶˴˿ʳ̆̈˵˶̂̀̀˼̇̇˸˸̆ˎ ˸̆̇˴˵˿˼̆˻˼́˺ʳ̃̅̂̉˼́˶˼˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̀̀˼̇̇˸˸̆ ˇʼ ˸̆̇˴˵˿˼̆˻̀˸́̇ʳ̂˹ʳ̇˻˸ʳˡ˥˦˖ˎ ʻˣ˥˦˖̆ʼʳ̊˼̇˻ʳ̆˼̀˼˿˴̅ʳ̀̈˿̇˼˷˼̆˶˼̃˿˼́˴̅̌ʳ˿̂˶˴˿ ˈʼ ̃̅̂̉˼̆˼̂́ʳ̂˹ʳ̇˸˶˻́˼˶˴˿ʳ˴́˷ʳ˹˼́˴́˶˼˴˿ʳ̆̈̃ˀ ˿˸̉˸˿ʳ̃˴̅̇˼˶˼̃˴̇˼̂́ʳ˴̆ʳ̂́ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ˶̂̈́˶˼˿ˁ ̃̂̅̇ʳ˹̂̅ʳˡ˥˦˖ʳ˴˶̇˼̉˼̇˼˸̆ˎ ˧˻̈̆ʿʳ̊˻˸̅˸˴̆ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ˶̂̈́˶˼˿ʳ̀˴̌ʳ˻˴̉˸ ˉʼ ˸̆̇˴˵˿˼̆˻̀˸́̇ʳ ̂˹ʳ˿̂˶˴˿ʳ ˶̂̂̅˷˼́˴̇˼́˺ ̆˸́˼̂̅ʳ̂˹˹˼˶˼˴˿̆ʳ˹̅̂̀ʳ̇˻˸ʳ˶˸́̇̅˴˿ʳ˻˸˴˷̄̈˴̅̇˸̅̆ ˵̂˷˼˸̆ʳʻˣ˥˦˖̆ʼˎ ̂˹ʳ̅˸˿˸̉˴́̇ʳ̀˼́˼̆̇̅˼˸̆ʳ˴́˷ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʿʳ̇˻˸ ˊʼ ˷˸̉˸˿̂̃̀˸́̇ʳ̂˹ʳ˴ʳ̃̅̂˺̅˴̀ʳ̂˹ʳ̆˻̂̅̇ˀ̇˸̅̀ ̃̅̂̉˼́˶˼˴˿ʳ˶̂̀̀˼̇̇˸˸̆ʳ̊˼˿˿ʳ˻˴̉˸ʳ̇˻˸ʳ̃̅̂̉˼́˶˼˴˿ ˴˶̇˼̉˼̇˼˸̆ˎʳ˴́˷ ̅˸̃̅˸̆˸́̇˴̇˼̉˸̆ʳ̂˹ʳ̇˻̂̆˸ʳ̀˼́˼̆̇̅˼˸̆ʳ˴́˷ʳ̂̅˺˴́˼ˀ ˋʼ ˼̀̃˿˸̀˸́̇˴̇˼̂́ʳ̂˹ʳ˴ʳ̃̅˼̂̅˼̇̌ʳ˴˶̇˼̂́ʳ̃˿˴́ ̍˴̇˼̂́̆ʳ ˴̆ʳ ̊˸˿˿ʳ ˴̆ʳ ̅˸̃̅˸̆˸́̇˴̇˼̉˸̆ʳ ̂˹ʳ̇˻˸ ˴́˷ʳ˷˸̉˸˿̂̃̀˸́̇ʳ̂˹ʳ˴ʳ˹˼̉˸ˀ̌˸˴̅ʳ̃̅̂˺̅˴̀ˁ ̃̅̂̉˼́˶˼˴˿ʳ˺̂̉˸̅́̀˸́̇ˁʳ˜́ʳ̆̂̀˸ʳ˶̂̈́̇̅˼˸̆ʿʳ˼̇ ̀˴̌ʳ˸̉˸́ʳ˵˸ʳ˴̃̃̅̂̃̅˼˴̇˸ʳ̇̂ʳ˸̆̇˴˵˿˼̆˻ʳ˷˼̆̇̅˼˶̇ ˘˴˶˻ʳ̂˹ʳ̇˻˸̆˸ʳ̆̇˸̃̆ʳ˴́˷ʳ̇˻˸ʳ̀̂̉˸̆ʳ́˸˶˸̆̆˴̅̌ ̂̅ʳ̀̈́˼˶˼̃˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̈́˶˼˿̆ʳ˼́ʳ˿˴̅˺˸ʳ˶˼̇˼˸̆ˁ ̇̂ʳ˴˶˻˼˸̉˸ʳ̇˻˸̀ʳ˴̅˸ʳ˵̅˼˸˹˿̌ʳ̂̈̇˿˼́˸˷ʳ˵˸˿̂̊ˁ

4.1 Interim Working Group 4 STAGES OF DEVELOPMENT ˧˻˼̆ʳ˼̆ʳ́̂̅̀˴˿˿̌ʳ˸̆̇˴˵˿˼̆˻˸˷ʳ˹̂˿˿̂̊˼́˺ʳ˴ ́˴̇˼̂́˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̆˸̀˼́˴̅ʳ˴́˷ʳ˶̂̀̃̅˼̆˸̆ ˜́ʳ̂̅˷˸̅ʳ̇̂ʳ˴˶˻˼˸̉˸ʳ˴ʳ˶̂̂̅˷˼́˴̇˸˷ʳ̅̂˴˷ ̆˸́˼̂̅ʳ̂˹˹˼˶˼˴˿̆ʳ˹̅̂̀ʳ̇˻˸ʳ̆˸̉˸́ʳ̂̅ʳ˸˼˺˻̇ʳ̀̂̆̇ ̆˴˹˸̇̌ʳ˸˹˹̂̅̇ʳ̈̆˼́˺ʳ́˴̇˼̂́˴˿ʳ˴́˷ʳ˿̂˶˴˿ʳ˿˸̉˸˿ʳ˶̂ˀ ˼̀̃̂̅̇˴́̇ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ̊˼̇˻ʳ̅˸̆̃̂́̆˼˵˼˿˼̇˼˸̆ ̂̅˷˼́˴̇˼́˺ʳ̀˸˶˻˴́˼̆̀̆ʿʳ˴ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅̌ ˼́ʿʳ̂̅ʳ̃̂̇˸́̇˼˴˿ʳ̇̂ʳ˴̆̆˼̆̇ʳ˼́ʿʳ˼̀̃̅̂̉˼́˺ʳ̅̂˴˷ ̈̆̈˴˿˿̌ʳ́˸˸˷̆ʳ̇̂ʳ̃̅̂˶˸˸˷ʳ̇˻̅̂̈˺˻ʳ˶˸̅̇˴˼́ʳ̆̇˸̃̆ʿ ̆˴˹˸̇̌ˁʳ˧̌̃˼˶˴˿ʳ̀˸̀˵˸̅̆˻˼̃ʳ̆˻̂̈˿˷ʳ˼́˶˿̈˷˸ ̇̌̃˼˶˴˿˿̌ʳ˴̆ʳ˹̂˿˿̂̊̆ˍ ̃˸̅̆̂́˴˿ʳ˴́˷ʳ˴˺˸́˶˼˸̆ʳ̆̈˶˻ʳ˴̆ˍ

4.1 - 4 ROAD SAFETY GUIDELINES COORDINATION AND MANAGEMENT OF ROAD SAFETY

˄ʼ ˷˼̅˸˶̇̂̅ʿʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ˎ 4.3 NRSC Legislation ˅ʼ ˷˼̅˸˶̇̂̅ʿʳ̅̂˴˷̆ʳ˴́˷ʳ˻˼˺˻̊˴̌̆ˎ ˆʼ ˷˼̅˸˶̇̂̅ʿʳ̇̅˴́̆̃̂̅̇ʳ˷˸̃˴̅̇̀˸́̇ˎʳʻ̉˸˻˼˶˿˸ ˙̂̅ʳ˸˹˹˸˶̇˼̉˸ʳ˴˶̇˼̂́ʿʳ̇˻˸̅˸ʳ́˸˸˷ʳ̇̂ʳ˵˸ʳ˶˿˸˴̅ ˴́˷ʳ˷̅˼̉˸̅ʳ̇˸̆̇˼́˺ʼˎ ˿˼́˸̆ʳ̂˹ʳ˴̈̇˻̂̅˼̇̌ʿʳ˴́˷ʳ̇˻˸ʳˡ˥˦˖ʳ̆˻̂̈˿˷ʳ˵˸ ˇʼ ˷˼̅˸˶̇̂̅ʿʳ̃̈˵˿˼˶ʳ˻˸˴˿̇˻ˎ ˺˼̉˸́ʳ̆̇˴̇̈̇̂̅̌ʳ̅˸̆̃̂́̆˼˵˼˿˼̇̌ʳ̇̂ʳ˶̂̂̅˷˼́˴̇˸ʳ˴́˷ ˈʼ ˷˼̅˸˶̇̂̅ʿʳ̃̅˼̀˴̅̌ʳ̆˶˻̂̂˿ʳ˸˷̈˶˴̇˼̂́ˎ ̂̉˸̅̆˸˸ʳ̇˻˸ʳ˷˸̉˸˿̂̃̀˸́̇ʳ̂˹ʳ̆˴˹˸̇̌ʳ˴˶̇˼̉˼̇˼˸̆ˁ ˉʼ ̅˸̃̅˸̆˸́̇˴̇˼̉˸ʿʳ̀̂̇̂̅ʳ˼́̆̈̅˴́˶˸ʳ˼́̆̈̅˸̅̆ ˧˻˸̅˸ʳ̆˻̂̈˿˷ʳ˵˸ʳ˴́ʳ̂˵˿˼˺˴̇˼̂́ʳ̇̂ʳ̅˸̃̂̅̇ʳ˵˴˶˾ ˼́˷̈̆̇̅̌ˎ ˴́́̈˴˿˿̌ʳ̇̂ʳ˿˸˺˼̆˿˴̇̂̅̆ʳ̂́ʳ̃̅̂˺̅˸̆̆ʳ̀˴˷˸ˁʳ˧˻˸ ˊʼ ˶˻˴˼̅̀˴́ʿʳ˶˻˴̀˵˸̅ʳ̂˹ʳ˶̂̀̀˸̅˶˸ˎʳ˴́˷ ˿˸˺˼̆˿˴̇˼̂́ʳ˴̃˴̅̇ʳ˹̅̂̀ʳ˷˸˹˼́˼́˺ʳ̇˻˸ʳ̅̂˿˸ʿʳ̅˸̆̃̂́ˀ ˋʼ ̅˸̃̅˸̆˸́̇˴̇˼̉˸ʿʳˣˠˢ ̆˼˵˼˿˼̇˼˸̆ʿʳ˴́˷ʳ˹̈́˶̇˼̂́ʳ̂˹ʳ̇˻˸ʳˡ˥˦˖ʳ̆˻̂̈˿˷ ˷˸˹˼́˸ʳ̇˻˸ʳ̆̂̈̅˶˸̆ʳ̂˹ʳ˹̈́˷˼́˺ʿʳ˴́˷ʳ̆˻̂̈˿˷ʳ˸̀ˀ 4.2 Role and Potential ̃̂̊˸̅ʳ̇˻˸ʳˡ˥˦˖ʳ̇̂ʳ̅˴˼̆˸ʳ˴˷˷˼̇˼̂́˴˿ʳ˹̈́˷̆ Funding Mechanisms for ̇˻̅̂̈˺˻ʳ̆̃̂́̆̂̅̆˻˼̃ˁʳ˜̇ʳ̆˻̂̈˿˷ʳ˴˿̆̂ʳ̃˸̅̀˼̇ʳ̇˻˸ NRSC (or Equivalent ˡ˥˦˖ʳ̇̂ʳ˸̆̇˴˵˿˼̆˻ʳ̅˸˺˼̂́˴˿ʿʳ̃̅̂̉˼́˶˼˴˿ʿʳ̂̅ʳ̀̈ˀ Organizations) ́˼˶˼̃˴˿ʳ˶̂̀̀˼̇̇˸˸̆ˁ 4.4 Establishment of an ˧˻˸ʳ̅̂˿˸ʳ̂˹ʳ˴́ʳˡ˥˦˖ʳ˼̆ʳ̇̂ʳ̃̅̂̀̂̇˸ʿʳ̂̉˸̅ˀ ̆˸˸ʿʳ˴́˷ʳ˶̂̂̅˷˼́˴̇˸ʳ̆˴˹˸̇̌ʳ˴˶̇˼̉˼̇˼˸̆ˁʳ˧̂ʳ˷̂ʳ̇˻˼̆ʿ NRSC ̇˻˸ʳˡ˥˦˖ʳ˻˴̆ʳ̇̂ʳ˼́˶˿̈˷˸ʳ˴̀̂́˺ʳ˼̇̆ʳ̀˸̀˵˸̅ˀ ˧˻˼̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ̈́˷˸̅̇˴˾˸́ʳ̊˼̇˻ʳ̀˸˷˼˴ʳ˴̇ˀ ̆˻˼̃ʿʳ˴˿˿ʳ˾˸̌ʳ̂̅˺˴́˼̍˴̇˼̂́̆ˁʳ˖̂́̉˸̅̆˸˿̌ʿʳ˼˹ʳ̇˻˸̅˸ ̇˸́˷˴́˶˸ʳ˴́˷ʳ˼̇ʳ˼̆ʳ̈̆˸˹̈˿ʳ̇̂ʳ˼́̉̂˿̉˸ʳ˴ʳ̆˸́˼̂̅ ˴̅˸ʳ̇̂̂ʳ̀˴́̌ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˼́̉̂˿̉˸˷ʿʳ˼̇ʳ̂˹̇˸́ ̃̂˿˼̇˼˶˼˴́ʳʻ̇˻˸ʳ̃̅˼̀˸ʳ̀˼́˼̆̇˸̅ʳ˼˹ʳ̃̂̆̆˼˵˿˸ʼʳ˴́˷ ˵˸˶̂̀˸̆ʳ˷˼˹˹˼˶̈˿̇ʳ̇̂ʳ˷̂ʳ˴́̌̇˻˼́˺ʳ˶̂́̆̇̅̈˶̇˼̉˸ˁ Plate 3: ˴̇ʳ˿˸˴̆̇ʳ̆˸̉˸̅˴˿ʳ̀˼́˼̆̇˸̅̆ʳ̇̂ʳ˹̂̅̀˴˿˿̌ʳ˿˴̈́˶˻ National road safety ˜̇ʳ˼̆ʳ̅˸˶̂̀̀˸́˷˸˷ʳ̇˻˴̇ʳ̇˻˸ʳ́̈̀˵˸̅ʳ̂˹ʳ̀˸̀˵˸̅ ̇˻˸ʳ̆˴˹˸̇̌ʳ˶̂̈́˶˼˿ˁʳ˧˻˸ʳ̂̃̃̂̅̇̈́˼̇̌ʳ̆˻̂̈˿˷ʳ˵˸ seminar, Samoa. ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˵˸ʳ˿˼̀˼̇˸˷ʿʳ̊˻˸̅˸ʳ̃̂̆̆˼˵˿˸ʿʳ̇̂ ̇˴˾˸́ʳ̇̂ʳ˹˸˸˷ʳ̇˻˸ʳ̀˸˷˼˴ʳ̆̇˴̇˼̆̇˼˶̆ʳ˴́˷ʳ˹˴˶̇̆ʳ̂́ ́̂ʳ˿˸̆̆ʳ̇˻˴́ʳ˄˃ʳ˴́˷ʳ́̂ ̇˻˸ʳ̆˶˴˿˸ʳ˴́˷ʳ́˴̇̈̅˸ʳ̂˹ʳ̇˻˸ʳ̃̅̂˵˿˸̀ʳ˴́˷ʳ̂́ʳ˼̇̆ ̀̂̅˸ʳ̇˻˴́ʳ˅ˈˁ ˸˶̂́̂̀˼˶ʳ˴́˷ʳ̆̂˶˼˴˿ʳ˼̀̃˴˶̇ʳ̂́ʳ̇˻˸ʳ́˴̇˼̂́ˁ ˣ̅̂̉˼̆˼̂́ʳ ̆˻̂̈˿˷ ˩˴̅˼̂̈̆ʳ̆˴˹˸̇̌ˀ̅˸˿˴̇˸˷ʳ˴̅̇˼˶˿˸̆ʿʳ˸ˁ˺ˁʿʳ̂́ʳ̆˸˴̇ʳ˵˸˿̇̆ ˵˸ʳ̀˴˷˸ʳ̇̂ʳ˸̆̇˴˵˿˼̆˻ ˴́˷ʳ̂́ʳ˷̅˼́˾˼́˺ʳ˴́˷ʳ˷̅˼̉˼́˺ʿʳ˶˴́ʳ˵˸ʳ̃˿˴˶˸˷ʳ˼́ ̆̀˴˿˿˸̅ʳ˹˼̉˸ʳ̇̂ʳ̆˼̋ʳ̃˸̅ˀ ̇˻˸ʳ̀˸˷˼˴ʳ̇̂ʳ̅˴˼̆˸ʳ˴̊˴̅˸́˸̆̆ʳ̂˹ʳ̆˴˹˸̇̌ʳ˼̆̆̈˸̆ˁ ̆̂́ʳ̆̈˵˶̂̀̀˼̇̇˸˸̆ʳ̇̂ ˵˸ʳ̅˸̆̃̂́̆˼˵˿˸ʳ˹̂̅ʳ̆̃˸ˀ 4.5 Technical and Financial ˶˼˹˼˶ʳ˴̅˸˴̆ʳʻ˸ˁ˺ˁʿʳ˹̈́˷ˀ Support ̅˴˼̆˼́˺ʳ˴́˷ʳ ˹˼́˴́˶˸ʿ ̆˴˹˸̇̌ʳ ˸˷̈˶˴̇˼̂́ʳ ˼́ ˧˸˶˻́˼˶˴˿ʳ̆̈̃̃̂̅̇ʳ˶˴́ʳ˵˸ʳ˴˶˻˼˸̉˸˷ʳ˵̌ʳ˸˼ˀ ̆˶˻̂̂˿̆ʿʳ˴́˷ʳ̃̈˵˿˼˶ˀ ̇˻˸̅ʳ˸̆̇˴˵˿˼̆˻˼́˺ʳ˴ʳ̀̈˿̇˼˷˼̆˶˼̃˿˼́˴̅̌ʳ̇˸˴̀ʳ̇̂ ˼̇̌ʼˁʳ ˢ̇˻˸̅ʳ ˸̋̇˸̅́˴˿ ̊̂̅˾ʳ̈́˷˸̅ʳ̇˻˸ʳ˻˼˺˻ˀ˿˸̉˸˿ʳ˷˼̅˸˶̇̂̅ʳ̂˹ʳ̇˻˸ʳ̆˴˹˸̇̌ ˴˺˸́˶˼˸̆ʳ̂̅ʳ̆̃˸˶˼˴˿˼̆̇̆ ˷˼̅˸˶̇̂̅˴̇˸ʳ̂̅ʳ˵̌ʳ˸̆̇˴˵˿˼̆˻˼́˺ʳ˴́ʳˡ˥˦˖ʳ̆˸˶̅˸ˀ ˶˴́ʳ˵˸ʳ˶̂ˀ̂̃̇˸˷ʳ̂́̇̂ʳ̆̈˶˻ʳ˶̂̀̀˼̇̇˸˸̆ʳ˴̆ʳ˴́˷ ̇˴̅˼˴̇ʳ̊˼̇˻ʳ˼̇̆ʳ̂̊́ʳ˻˼˺˻ˀ˶˴˿˼˵˸̅ʳ˸̋˸˶̈̇˼̉˸ʳ˷˼ˀ ̊˻˸́ʳ́˸˶˸̆̆˴̅̌ˁʳˠ̂̆̇ʳ̂˹ʳ̇˻˸ʳ˷˴̌ˀ̇̂ˀ˷˴̌ʳ̊̂̅˾ʳ̂˹ ̅˸˶̇̂̅ˁʳ˜́ʳ̇˻˸ʳ˿˴̇̇˸̅ʳ˶˴̆˸ʿʳ̆̇˴˹˹ʳ˶̂̈˿˷ʳ˵˸ʳ̆˸˶̂́˷˸˷ ̇˻˸ʳˡ˥˦˖ʳ̊˼˿˿ʳ˵˸ʳ˷̂́˸ʳ˵̌ʳ̇˻˸ʳ̆̈˵˶̂̀̀˼̇̇˸˸̆ ̇̂ʳ̇˻˸ʳ̆˸˶̅˸̇˴̅˼˴̇ʳ˹̅̂̀ʳ̀˸̀˵˸̅ʳ̂̅˺˴́˼̍˴̇˼̂́̆ ˴́˷ʳ̇˻˸ʳˡ˥˦˖ʳ̆˸˶̅˸̇˴̅˼˴̇ʳ̊˼̇˻ʳ̇˻˸ʳ̊˻̂˿˸ʳˡ˥˦˖ ̂˹ʳ̇˻˸ʳˡ˥˦˖ʿʳ˴́˷ʳ̇˻˸ʳˡ˥˦˖ʳ˶˴́ʳ˻˼̅˸ʳ˴˷˷˼̇˼̂́˴˿ ̀˸˸̇˼́˺ʳ̂́˿̌ʳ̃˸̅˼̂˷˼˶˴˿˿̌ˁ ̆̇˴˹˹ʳ̂˹ʳ˼̇̆ʳ̂̊́ˁʳ˙̈́˷˼́˺ʳ̆˻̂̈˿˷ʿʳ̊˻˸̅˸ʳ̃̂̆̆˼ˀ ˙̈́˷˼́˺ʳ˶˴́ʳ˵˸ʳ̇˻̅̂̈˺˻ʳ˴́ʳ˴́́̈˴˿ʳ˺̅˴́̇ ˵˿˸ʿʳ˵˸ʳ̂̅˺˴́˼̍˸˷ʳ̉˼˴ʳ̇˻˸ʳ˿˸˺˼̆˿˴̇˼̂́ʳ˸̆̇˴˵˿˼̆˻ˀ ˹̅̂̀ʳ˺̂̉˸̅́̀˸́̇ʳ̂̅ʳ̉˼˴ʳ˴ʳ˿˸̉̌ʳ̂́ʳ̀̂̇̂̅ʳ˼́̆̈̅ˀ ˼́˺ʳ̇˻˸ʳˡ˥˦˖ʿʳ˴́˷ʳ˴˷˷˼̇˼̂́˴˿ʳ̅˸̉˸́̈˸ʳ̆˻̂̈˿˷ ˴́˶˸ʳ̃̂˿˼˶˼˸̆ʿʳ˷̅˼̉˸̅ʳ˿˼˶˸́̆˸̆ʿʳ˹̈˸˿ʿʳ̂̅ʳ̂̇˻˸̅ ˵˸ʳ̅˴˼̆˸˷ʳ˵̌ʳ̇˻˸ʳˡ˥˦˖ʳ̆˸˶̅˸̇˴̅˼˴̇ʳ̇˻̅̂̈˺˻ʳ̃̅˼ˀ ̆̂̈̅˶˸̆ʿʳ̊˻˼˶˻ʳ̊˼˿˿ʳ˼́˶̅˸˴̆˸ʳ˼́ʳ˿˼́˸ʳ̊˼̇˻ʳ˺̅̂̊̇˻ ̉˴̇˸ʳ̆̃̂́̆̂̅̆˻˼̃ˁ ˼́ʳ̉˸˻˼˶˿˸̆ˁʳ˧̌̃˼˶˴˿˿̌ʳ˴˵̂̈̇ʳˉ˃ʳ̃˸̅˶˸́̇ʳ̇̂ʳˊ˃ ̃˸̅˶˸́̇ʳ̂˹ʳˡ˥˦˖ʳ˼́˶̂̀˸ʳ̆˻̂̈˿˷ʳ˶̂̀˸ʳ˹̅̂̀ʳ̆̈˶˻ 4.6 Establish Local ˴ʳ˺̈˴̅˴́̇˸˸˷ʳ˿˸̉̌ʿʳ˴˵̂̈̇ʳ˅˃ʳ̃˸̅˶˸́̇ʳ̇̂ʳˆ˃ʳ̃˸̅˶˸́̇ Coordinating Bodies ˹̅̂̀ʳ ˶̂̀̀˸̅˶˼˴˿ʳ ̆̃̂́̆̂̅̆˻˼̃ʳ ˴́˷ʳ ˡ˥˦˖ ˹̈́˷̅˴˼̆˼́˺ʳ˴˶̇˼̉˼̇˼˸̆ʿʳ˴́˷ʿʳ̆˴̌ʿʳ˄˃ʳ̃˸̅˶˸́̇ʳ˹̅̂̀ ˥̂˴˷ʳ̆˴˹˸̇̌ʳ̃̅̂˵˿˸̀̆ʳ˻˴̉˸ʳ̇̂ʳ˵˸ʳ̇˴˶˾˿˸˷ ˺̂̉˸̅́̀˸́̇ʳ ̇̂ʳ ˴̉̂˼˷ʳ ̈́˷̈˸ʳ ̅˸˿˼˴́˶˸ʳ ̂́ ́̂̇ʳ̂́˿̌ʳ˼́ʳ̉˴̅˼̂̈̆ʳ̆˸˶̇̂̅̆ʳ˵̈̇ʳ˴˿̆̂ʳ˴̇ʳ˷˼˹˹˸̅˸́̇ ˺̂̉˸̅́̀˸́̇ʳ˹̈́˷˼́˺ʿʳ̊˻˼˶˻ʳ ̀˴̌ʳ̂˹̇˸́ʳ˵˸ ˴˷̀˼́˼̆̇̅˴̇˼̉˸ʳ˿˸̉˸˿̆ˁʳ˜̇ʳ˼̆ʿʳ̇˻˸̅˸˹̂̅˸ʿʳ́˸˶˸̆̆˴̅̌ ̆̈˵˽˸˶̇ʳ̇̂ʳ̆˸̉˸̅˸ʳ˹˿̈˶̇̈˴̇˼̂́ʳ̂̅ʳ˶̈̇˵˴˶˾̆ˁ ̇̂ʳ˸̆̇˴˵˿˼̆˻ʳ˿̂˶˴˿ʳ̅˸˺˼̂́˴˿ʳ̂̅ʳ̃̅̂̉˼́˶˼˴˿ʳ̅̂˴˷

ROAD SAFETY GUIDELINES 4.1 - 5 COORDINATION AND MANAGEMENT OF ROAD SAFETY

̆˴˹˸̇̌ʳ˶̂̀̀˼̇̇˸˸̆ʳ̀̂˷˸˿˸˷ʳ̂́ʳ̇˻˸ʳˡ˥˦˖ʿʳ̂̃ˀ ˹̂̅̇̆ʳ̂˹ʳ̇˻˸ʳ˷˼˹˹˸̅˸́̇ʳ˴˺˸́˶˼˸̆ʳ̇̂ʳ̃̅̂˷̈˶˸ʳ˴ʳ˹˼̉˸ˀ ˸̅˴̇˼́˺ʳ̈́˷˸̅ʳ˼̇ʳ˴́˷ʳ˼́˶˿̈˷˼́˺ʳ˿̂˶˴˿ʳ˵̅˴́˶˻˸̆ ̌˸˴̅ʳ ̆˴˹˸̇̌ʳ ̃̅̂˺̅˴̀ˁʳ ˘˴˶˻ʳ ˴˺˸́˶̌ʳ ˴́˷ ̂˹ʳ̇˻˸ʳ̆˴̀˸ʳ̂̅˺˴́˼̍˴̇˼̂́̆ˁʳ˧˻˼̆ʳ˸́˴˵˿˸̆ʳ̅̂˴˷ ˺̂̉˸̅́̀˸́̇ʳ̀˼́˼̆̇̅̌ʳ̇˻˴̇ʳ˼̆ʳ˴ʳ̀˸̀˵˸̅ʳ̂˹ʳ̇˻˸ ̆˴˹˸̇̌ʳ˴˶̇˼̉˼̇̌ʳ̇̂ʳ˵˸ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˴̇ʳ˺̅˴̆̆̅̂̂̇̆ ˡ˥˦˖ʿʳ̆˻̂̈˿˷ʳ̃̅˸̃˴̅˸ʳ̊˼̇˻˼́ʳ˼̇̆ʳ̂̊́ʳ̆̃˻˸̅˸ ˿˸̉˸˿ˁ ̂˹ʳ˴˶̇˼̉˼̇̌ʳ˴́˷ʳ˼́˹˿̈˸́˶˸ʳ˴ʳ˹˼̉˸ˀ̌˸˴̅ʳ̃̅̂˺̅˴̀ ˣ˥˦˖̆ʳ̃̅̂̉˼˷˸ʳ̇˻˸ʳ̆˴̀˸ʳ̆̂̅̇ʳ̂˹ʳ˶̂̂̅˷˼́˴ˀ ̂˹ʳ˴˶̇˼̉˼̇˼˸̆ʳ̇̂ʳ˸́˻˴́˶˸ʳ̂̅ʳ˼̀̃̅̂̉˸ʳ̅̂˴˷ʳ̆˴˹˸̇̌ˎ ̇˼̂́ʳ˹̈́˶̇˼̂́ʳ˴̇ʳ̅˸˺˼̂́˴˿ʳ̂̅ʳ̃̅̂̉˼́˶˼˴˿ʳ˿˸̉˸˿ʳ˴̆ ˸ˁ˺ˁʿʳ̇˻˸ʳ̀˼́˼̆̇̅̌ʳ̂˹ʳ˻˸˴˿̇˻ʳ̀˴̌ʳ̇̅̌ʳ̇̂ʳ˸̋̃˴́˷ ̇˻˴̇ʳ̃̅̂̉˼˷˸˷ʳ˵̌ʳˡ˥˦˖ʳ˴̇ʳ́˴̇˼̂́˴˿ʳ˿˸̉˸˿ˁʳ˧˻˸̌ ̇˻˸ʳ˸̀˸̅˺˸́˶̌ʳ˴̀˵̈˿˴́˶˸ʳ̆̌̆̇˸̀ˎʳ̂̅ʳ̇˻˸ ̆˻̂̈˿˷ʳ̅˸˶˸˼̉˸ʳ˺˸́˸̅˴˿ʳ̃̈˵˿˼˶˼̇̌ʳ˴́˷ʳ˸˷̈˶˴̇˼̂́ ̃̈˵˿˼˶ʳ̊̂̅˾̆ʳ˷˸̃˴̅̇̀˸́̇ʳ̀˴̌ʳ̇̅̌ʳ̇̂ʳ˼˷˸́̇˼˹̌ ̀˴̇˸̅˼˴˿̆ʳ˷˸̉˸˿̂̃˸˷ʳ˵̌ʳ̇˻˸ʳˡ˥˦˖ʳ˴́˷ʿʳ˼́ʳ˴˷ˀ ˴́˷ʳ˼̀ ̃̅̂̉˸ʳ˄˃˃ʳ̂˹ʳ̇˻˸ʳ̊̂̅̆̇ʳ˴˶˶˼˷˸́̇ʳ˵˿˴˶˾ ˷˼̇˼̂́ʿʳ̆˻̂̈˿˷ʳ̅˸˶˸˼̉˸ʳ̆̂̀˸ʳ˹̈́˷̆ʳ˹̅̂̀ʳ̇˻˸ ̆̃̂̇̆ʳ̂́ʳ̇˻˸ʳ̅̂˴˷ʳ́˸̇̊̂̅˾̆ˁ ˡ˥˦˖ˁʳ˧˻˸̆˸ʳ̊˼˿˿ʳ˻˸˿̃ʳ̇̂ʳ˶̂̉˸̅ʳ̆̂̀˸ʳ̂˹ʳ̇˻˸ ˧˻˸ʳ˴̀˴˿˺˴̀˴̇˼̂́ʳ̂˹ʳ̇˻˸̆˸ʳ̉˴̅˼̂̈̆ʳ˼́˷˼ˀ ˿̂˶˴˿ʳ˴˷̀˼́˼̆̇̅˴̇˼̂́ʳ˶̂̆̇̆ʳ˴́˷ʳ˴˿˿̂̊ʳ̇˻˸ʳˣ˥˦˖ ̉˼˷̈˴˿ʳ̆˸˶̇̂̅ˀ̆̃˸˶˼˹˼˶ʳ˼́˼̇˼˴̇˼̉˸̆ʳ˼́̇̂ʳ˴ʳ̆˼́˺˿˸ ̇̂ʳ˷˸̉˸˿̂̃ʳ˴́˷ʳ̃̅˼́̇ʳ˿̂˶˴˿ʳ̃̈˵˿˼˶˼̇̌ʳ̀˴̇˸̅˼˴˿ ˷̂˶̈̀˸́̇ʳ˶̂́̆̇˼̇̈̇˸̆ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ ̂˹ʳ̃˴̅̇˼˶̈˿˴̅ʳ̅˸˿˸̉˴́˶˸ʳ̇̂ʳ˿̂˶˴˿ʳ́˸˸˷̆ʳ˴́˷ʳ̃̅̂˵ˀ ˴˶̇˼̂́ʳ̃˿˴́ˁʳ˧˻˸ʳˡ˥˦˖ʳ̅̂˿˸ʳ˼̆ʳ̇̂ʳ̃̅̂̀̂̇˸ʳ˴́˷ ˿˸̀̆ˁʳ˧˻˼̆ʳ˶˴́ʳ̆̈̃̃˿˸̀˸́̇ʳ̇˻˸ʳ̀˴̇˸̅˼˴˿ʿʳ̃̂̆̇ˀ ̆̈̃̃̂̅̇ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˸˹˹̂̅̇̆ʳ˼́ʳ˸˴˶˻ʳ̂˹ʳ̇˻˸ʳ˼̀ˀ ˸̅̆ʿʳ˴́˷ʳ̆˴˹˸̇̌ʳ̃˴̀̃˻˿˸̇̆ʳ̅˸˶˸˼̉˸˷ʳ˹̅̂̀ʳ̇˻˸ ̃̂̅̇˴́̇ʳ˴˺˸́˶˼˸̆ʳ̊˼̇˻ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̅˸̆̃̂́̆˼˵˼˿˼ˀ ˡ˥˦˖ˁ ̇˼˸̆ʿʳ˴́˷ʳ̇̂ʳ̅˴˼̆˸ʳ̃̈˵˿˼˶ʳ˴́˷ʳ̃̂˿˼̇˼˶˴˿ʳ˴̊˴̅˸ˀ ˧˻˸ʳˣ˥˦˖ʿʳ˿˼˾˸ʳ̇˻˸ʳˡ˥˦˖ʿʳ̆˻̂̈˿˷ʿʳ˼́ʳ˴˷˷˼ˀ ́˸̆̆ʳ̇̂ʳ˸́̆̈̅˸ʳ˴˷˸̄̈˴̇˸ʳ˹̈́˷̆ʳ˴́˷ʳ̅˸̆̂̈̅˶˸̆ ̇˼̂́ʿʳ̅˴˼̆˸ʳˆ˃ʳ̃˸̅˶˸́̇ʳ̇̂ʳˇ˃ʳ̃˸̅˶˸́̇ʳ̂˹ʳ˼̇̆ʳ˼́ˀ ˴̅˸ʳ̀˴˷˸ʳ˴̉˴˼˿˴˵˿˸ʳ̇̂ʳ˴˿˿̂̊ʳ̇˻˸ʳ̃̅̂˵˿˸̀ʳ̇̂ʳ˵˸ ˶̂̀˸ʳ˹̅̂̀ʳ˿̂˶˴˿ʳ̆̃̂́̆̂̅̆˻˼̃ʳ˴́˷ʳ˹̈́˷̅˴˼̆˼́˺ ̇˴˶˾˿˸˷ʳ˸˹˹˸˶̇˼̉˸˿̌ˁ ˴˶̇˼̉˼̇˼˸̆ʳ˼́ʳ˼̇̆ʳ˺˸̂˺̅˴̃˻˼˶ʳ˴̅˸˴ˁʳ˧˻˼̆ʳ˻˸˿̃̆ʳ̇̂ ̅˴˼̆˸ʳ˴̊˴̅˸́˸̆̆ʳ̂˹ʳ̆˴˹˸̇̌ʳ˼̆̆̈˸̆ʳ˴̆ʳ̊˸˿˿ʳ˴̆ʳ̅˴˼̆ˀ ˼́˺ʳ˹̈́˷̆ˁ 5 BENEFITS AND EFFECTS 4.7 Programs of Activities ˧˻˸ʳ˹̂̅̀˴̇˼̂́ʳ̂˹ʳ˴́ʳˡ˥˦˖ʳ˴́˷ʳ̇˻˸ʳ˿̂˶˴˿ at National and Local ˣ˥˦˖̆ʳ̇̌̃˼˶˴˿˿̌ʳ˿˸˴˷̆ʳ̇̂ʳ̇˻˸ʳ˹̂˿˿̂̊˼́˺ˍ Level ˄ʼ ˴́ʳ˼́˶̅˸˴̆˸˷ʳ˴̊˴̅˸́˸̆̆ʳ˴́˷ʳ̈́˷˸̅̆̇˴́˷ˀ ˜̇ʳ˼̆ʳ˼̀̃̂̅̇˴́̇ʳ̇˻˴̇ʳ˴˶̇˼̉˼̇˼˸̆ʳ˴̇ʳ˿̂˶˴˿ʳ˿˸̉˸˿ ˼́˺ʳ̂˹ʳ̇˻˸ʳ̃̅̂˵˿˸̀ʿʳ̇˻˸ʳ̃̂˿˼̇˼˶˴˿ʳ̊˼˿˿ʳ̇̂ ˴̅˸ʳ˻˴̅̀̂́˼̍˸˷ʳ̊˼̇˻ʳ˼́˼̇˼˴̇˼̉˸̆ʳ˵˸˼́˺ʳ̇˴˾˸́ʳ˴̇ ˴˷˷̅˸̆̆ʳ˼̇ʿʳ˴́˷ʳ̆˸̅˼̂̈̆ʳ˶̂̂̅˷˼́˴̇˸˷ʳ˴̇ˀ ́˴̇˼̂́˴˿ʳ˿˸̉˸˿ˁ ̇˸̀̃̇̆ʳ̇̂ʳ˼̀̃̅̂̉˸ʳ̅̂˴˷ʳ̆˴˹˸̇̌ˎ ˧˻˸ʳˡ˥˦˖ʳ̆˻̂̈˿˷ʳ̃̅˸̃˴̅˸ʳ˴ʳ̃̅̂˺̅˴̀ʳ̂̅ ˅ʼ ̊˸˿˿ˀ̇˴̅˺˸̇˸˷ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶˴̀̃˴˼˺́̆ʳ˴́˷ ˶˴˿˸́˷˴̅ʳ̂˹ʳ̃̅̂̃̂̆˸˷ʳ˴˶̇˼̉˼̇˼˸̆ʳ˴́˷ʳ˶˼̅˶̈˿˴̇˸ ̅˸̀˸˷˼˴˿ʳ̀˸˴̆̈̅˸̆ʳ̊˼̇˻˼́ʳ˴ʳ˶̂̂̅˷˼́˴̇˸˷ ̇˻˼̆ʳ̇̂ʳ̇˻˸ʳˣ˥˖˦̆ʳ̆̂ʳ̇˻˴̇ʳ̇˻˸˼̅ʳ˿̂˶˴˿ʳ˴˶̇˼̉˼̇˼˸̆ ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴˶̇˼̂́ʳ̃˿˴́ˎ ˶˴́ʳ˵˸ʳ˼́̇˸˺̅˴̇˸˷ʳ̊˼̇˻ʳ́˴̇˼̂́˴˿ʳ˶˴̀̃˴˼˺́̆ʳ˴́˷ ˆʼ ˴ʳ̆̂̈̅˶˸ʳ̂˹ʳ̅˸̉˸́̈˸ʳ̇̂ʳ˹˼́˴́˶˸ʳ̆̂̀˸ ˼́˼̇˼˴̇˼̉˸̆ˁ ̆˴˹˸̇̌ʳ̃̈˵˿˼˶˼̇̌ʳ˴́˷ʳ˸˷̈˶˴̇˼̂́ʳ˴˶̇˼̉˼ˀ ˜́ʳ̆̂̀˸ʳ˶̂̈́̇̅˼˸̆ʿʳ̇˻˸ʳˡ˥˦˖ʳ̃̅̂̉˼˷˸̆ʳ˸̋˻˼ˀ ̇˼˸̆ˁʳ˧˻˼̆ʳ̀˴̌ʳ˶̂̀˸ʳ˹̅̂̀ʳ̇˻˸ʳ˶˸́̇̅˴˿ ˵˼̇˼̂́ʳ̉˸˻˼˶˿˸̆ʳ˴́˷ʳ̆̃˸˶˼˴˿˼̆̇ʳ̃̅˸̆˸́̇˸̅̆ʳ̇̂ ˺̂̉˸̅́̀˸́̇ʿʳ̂̅ʳ̃˸̅˻˴̃̆ʳ̇˻̅̂̈˺˻ʳ˴ʳ˹̈˸˿ ̆̈̃̃̂̅̇ʳ˿̂˶˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̀̀˼̇̇˸˸̆ˁʳ˜́ʳ˙˼˽˼ʿ ̂̅ʳ˼́̆̈̅˴́˶˸ʳ˿˸̉̌ʳ̂̅ʳ̂̇˻˸̅ʳ˹̈́˷˼́˺ʳ̆̂̈̅˶˸ ˹̂̅ʳ˸̋˴̀̃˿˸ʿʳˡ˥˦˖ʳ̃̅˸̆˸́̇˸̅̆ʳ˴́˷ʳ˸̋˻˼˵˼̇˼̂́ ˹̅̂̀ʳ̇˻˸ʳ̃̅˼̉˴̇˸ʳ̆˸˶̇̂̅ˎ ̉˸˻˼˶˿˸̆ʳ˴̅˸ʳ̃˿˴˶˸˷ʳʻ˵̌ʳ̅̂̇˴̇˼̂́ʼʳ˴̇ʳ̇˻˸ʳ˷˼̆̃̂̆˴˿ ˇʼ ˴́ʳ˼́˶̅˸˴̆˸˷ʳ̅˸˶̂˺́˼̇˼̂́ʳ̂˹ʳ̇˻˸ʳ́˸˸˷ʳ˹̂̅ ̂˹ʳ˸˴˶˻ʳ̂˹ʳ̇˻˸ʳ̇˻̅˸˸ʳ˷˼̉˼̆˼̂́˴˿ʳ̆˴˹˸̇̌ʳ˶̂̀̀˼̇ˀ ˴ʳ˺̂̂˷ʳ˴˶˶˼˷˸́̇ʳ˷˴̇˴ʳ̆̌̆̇˸̀ʳ̇̂ʳ˷˸˹˼́˸ ̇˸˸̆ʳ̊˻̂ʳ̇˻˸́ʳ̂̅˺˴́˼̍˸ʳ˴ʳ̆˸̅˼˸̆ʳ̂˹ʳ˴̊˴̅˸́˸̆̆ˀ ̇˻˸ʳ̃̅̂˵˿˸̀̆ˎ ̅˴˼̆˼́˺ʳ˸̉˸́̇̆ʳ˴́˷ʳ̉˼̆˼̇̆ʳ̊˼̇˻ʳ̇˻˸ʳ˷˼̆̇̅˼˶̇ʳ̆˴˹˸̇̌ ˈʼ ˼́˶̅˸˴̆˸˷ʳ̇˸˶˻́˼˶˴˿ʳ̆̈̃̃̂̅̇ʳ˹̂̅ʳ̆˴˹˸̇̌ ˶̂̀̀˼̇̇˸˸̆ʳʻ˙˼˽˼ʳ˼̆ʳ˷˼̉˼˷˸˷ʳ˼́̇̂ʳ˴˷̀˼́˼̆̇̅˴̇˼̉˸ ˼́̇˸̅̉˸́̇˼̂́̆ʳ˼́ʳ˴˿˿ʳ̅˸˿˸̉˴́̇ʳ̆˸˶̇̂̅̆ˎ ̅˸˺˼̂́̆ʳ˶˴˿˿˸˷ʳ˷˼̉˼̆˼̂́̆ʼˁ ˉʼ ˴ʳ̆˻˴̅˼́˺ʳ̂˹ʳ˸̋̃˸̅˼˸́˶˸̆ʳ˴́˷ʳ˴ʳ̆̌́˸̅˺̌ ˷˸̉˸˿̂̃˼́˺ʳ˵˸̇̊˸˸́ʳ̇˻˸ʳ̉˴̅˼̂̈̆ʳ˷˼̆˶˼ˀ 4.8 Implement Action Plan ̃˿˼́˸̆ˎ and Devise Five-year ˊʼ ̈̃˷˴̇˸˷ʳ̇̅˴˹˹˼˶ʳ˿˸˺˼̆˿˴̇˼̂́ʿʳ̇̅˴˹˹˼˶ʿʳ˴́˷ ˻˼˺˻̊˴̌ʳ˷˸̆˼˺́ʳ̆̇˴́˷˴̅˷̆ˎʳ˴́˷ Road Safety Programs ˋʼ ˼́˼̇˼˴˿˿̌ʳ˴ʳ˻˴˿̇ʳ̇̂ʳ̇˻˸ʳ̅˼̆˼́˺ʳ˴˶˶˼˷˸́̇ʳ̅˴̇˸ ˴́˷ʳ˸̉˸́̇̈˴˿˿̌ʳ˴ʳ˷̅̂̃ʳ˼́ʳ̇˻˸ʳ˴˶˶˼˷˸́̇ʳ̅˴̇˸ʿ ˧˻˸ʳˡ˥˦˖ʳ̆˻̂̈˿˷ʳ̂̉˸̅̆˸˸ʳ˼̀̃˿˸̀˸́̇˴̇˼̂́ ˴́˷ʳ̂˹̇˸́ʳ˼́ʳ̇˻˸ʳ̇̂̇˴˿ʳ˴˶˶˼˷˸́̇ʳ́̈̀˵˸̅̆ ̂˹ʳ̈̅˺˸́̇ʳ˼̀̃̅̂̉˸̀˸́̇̆ʳ˴́˷ʳ˶̂̂̅˷˼́˴̇˼́˺ʳ˸˹ˀ ̇˻˸̀̆˸˿̉˸̆ˁ

4.1 - 6 ROAD SAFETY GUIDELINES COORDINATION AND MANAGEMENT OF ROAD SAFETY

6 EXAMPLES OF GOOD ˝˴̃˴́ʳ˻˴̆ʳ˸̆̇˴˵˿˼̆˻˸˷ʿʳ̈́˷˸̅ʳ̇˻˸ʳ̀˴́˴˺˸ˀ PRACTICE ̀˸́̇ʳ˴́˷ʳ˶̂̂̅˷˼́˴̇˼̂́ʳ˴˺˸́˶̌ʳ̂˹ʳ̇˻˸ʳˣˠˢʿ ˴ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˣ̂˿˼˶̌ʳˢ˹˹˼˶˸ʳ̆̇˴˹˹˸˷ʳ˵̌ʳ˴ ˦˸̉˸̅˴˿ʳ˶̂̈́̇̅˼˸̆ʳ˼́ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ ̀̈˿̇˼˷˼̆˶˼̃˿˼́˴̅̌ʳ̇˸˴̀ʳ̈́˷˸̅ʳ˴ʳ̆˸́˼̂̅ʳ˶˼̉˼˿ ̅˸˺˼̂́ʳ˻˴̉˸ʳ˵˸˸́ʳ˴˵˿˸ʳ̇̂ʳ˷˸̀̂́̆̇̅˴̇˸ʳ˸˹˹˸˶̇˼̉˸ ̆˸̅̉˴́̇ˁʳ˧˻˸˼̅ʳ̅̂˿˸ʳ˼̆ʳ̇̂ʳ˶̂̂̅˷˼́˴̇˸ʿʳ̃̅̂̀̂̇˸ʿ ˶̂̂̅˷˼́˴̇˼̂́ʳ̂˹ʳ̇˻˸˼̅ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴˶̇˼̂́ʳ̃˿˴́̆ ˴́˷ʳ̂̉˸̅̆˸˸ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴́˷ʳ̇˻˸ʳ˹˼̉˸ˀ̌˸˴̅ ˴́˷ʳ̃̅̂˺̅˴̀̆ˁ ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̃̅̂˺̅˴̀̆ˁ ˧˻˸̅˸ʳ˼̆ʳ́̂ʳ̆˼́˺˿˸ʳ̀̂˷˸˿ʳ̇˻˴̇ʳ˻˴̆ʳ˵˸˸́ ˥˸̃̈˵˿˼˶ʳ̂˹ʳ˞̂̅˸˴ʳ˼́ʳ̇˻˸ʳ˿˴̇˸ʳ˄ˌˋ˃̆ʳ̆˸̇ʳ̈̃ʳ˴ ˴˷̂̃̇˸˷ʳ˴́˷ʳ˷˼˹˹˸̅˸́̇ʳ˶̂̈́̇̅˼˸̆ʳ˻˴̉˸ʳ˷˸̉˼̆˸˷ ˠ˼́˼̆̇˸̅˼˴˿ʳ ˥̂˴˷ʳ ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ʳ ̈́˷˸̅ ˷˼˹˹˸̅˸́̇ʳ ̆̂˿̈̇˼̂́̆ʳ ˷˸̃˸́˷˼́˺ʳ ̈̃̂́ʳ ̇˻˸˼̅ ˶˻˴˼̅̀˴́̆˻˼̃ʳ̂˹ʳ̇˻˸ʳ̃̅˼̀˸ʳ̀˼́˼̆̇˸̅ˁʳ˧˻˸ ̃˴̅̇˼˶̈˿˴̅ʳ́˸˸˷̆ʳ˴́˷ʳ˶˼̅˶̈̀̆̇˴́˶˸̆ˁ ˣˠˢʳ̇̂̂˾ʳ˷˼̅˸˶̇ʳ̅˸̆̃̂́̆˼˵˼˿˼̇̌ʳ˹̂̅ʳ˶̂̂̅˷˼ˀ ˦̂̀˸ʳ̂˹ʳ̇˻˸ʳ̀̂̅˸ʳ̆̈˶˶˸̆̆˹̈˿ʳ˶̂̂̅˷˼́˴̇˼̂́ ́˴̇˼́˺ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼́˼̇˼˴̇˼̉˸̆ʳ˼́ʳ̇˻˸ʳ˷˼˹˹˸̅ˀ ̀˸˶˻˴́˼̆̀̆ʳ˴˷̂̃̇˸˷ʳ˼́ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ ˸́̇ʳ̀˼́˼̆̇̅˼˸̆ˁʳ˨́˹̂̅̇̈́˴̇˸˿̌ʿʳ̇˻˼̆ʳ˻˴̆ʳ́˸̉˸̅ ̅˸˺˼̂́ʳ˴̅˸ʳ˴̆ʳ˹̂˿˿̂̊̆ˍ ̅˸˴˿˿̌ʳ̊̂̅˾˸˷ʳ˴̆ʳ̊˸˿˿ʳ˴̆ʳ˼̇ʳ̆˻̂̈˿˷ʳ˻˴̉˸ʳ˷̈˸ ̇̂ʳ˴˵̆˸́˶˸ʳ̂˹ʳ˴ʳ˷˸˷˼˶˴̇˸˷ʳ̀̈˿̇˼˷˼̆˶˼̃˿˼́˴̅̌ ˧˻˸ʳ˦̇˴̇˸ʳ̂˹ʳ˩˼˶̇̂̅˼˴ʿʳ˔̈̆̇̅˴˿˼˴ʿʳ̆˸̇ʳ̈̃ʳ˴ʳ̇̊̂ˀ ̇˸˴̀ʳ̇̂ʳ˹̂˿˿̂̊ʳ̈̃ʳ̇˻˸ʳ˶̂̈́˶˼˿ϗ̆ʳ˷˸˶˼̆˼̂́̆ˁ ̀˼́˼̆̇˸̅ʳ˧˴̆˾ʳ˙̂̅˶˸ʳ̇̂ʳ˴˷˷̅˸̆̆ʳ̅̂˴˷ʳ̆˴˹˸̇̌ ˪˻˴̇ʳ˼̆ʳ˴ʳ̆̈˶˶˸̆̆˹̈˿ʳ̀˸˶˻˴́˼̆̀ʳ˼́ʳ̇˻˸ ˼̆̆̈˸̆ˁʳ˧˻˸ʳ̇̊̂ʳ̀˼́˼̆̇˸̅̆ʳʻ̃̂˿˼˶˸ʳ˴́˷ʳ̇̅˴́̆ˀ ˥˸̃̈˵˿˼˶ʳ̂˹ʳ˞̂̅˸˴ʿʳ˻̂̊˸̉˸̅ʿʳ˼̆ʳ̇˻˸ʳ˹̈́˷˼́˺ ̃̂̅̇ʼʳ̅˸̃̅˸̆˸́̇˸˷ʳ̇˻˸ʳ̀˼́˼̆̇̅˼˸̆ʳ̊˼̇˻ʳ˺̅˸˴̇ˀ ˹̂̅ʳ ̇˻˸ʳ ˞̂̅˸˴ʳ ˥̂˴˷ʳ ˧̅˴˹˹˼˶ʳ ˦˴˹˸̇̌ ˸̆̇ʳ̅˸̆̃̂́̆˼˵˼˿˼̇̌ˁʳ˪˼̇˻ʳ̇˻˸ʳ˴̆̆˼̆̇˴́˶˸ʳ̂˹ʳ˴́ ˔̆̆̂˶˼˴̇˼̂́ʳʻ˥˧˦˔ʼʳ̊˻˼˶˻ʳ̅˸˶˸˼̉˸̆ʳ˴ʳ˿˴̅˺˸ ̂˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ʳ̂˹ʳ̇˸˶˻́˼˶˴˿ʳ̆̃˸˶˼˴˿ˀ ˴́́̈˴˿ʳ˼́˶̂̀˸ʳʻ̇˸́̆ʳ̂˹ʳ̀˼˿˿˼̂́̆ʳ̂˹ʳ˷̂˿˿˴̅̆ʼ ˼̆̇̆ ʳ˷̅˴̊́ʳ˹̅̂̀ʳ̇˻˸ʳ̀˴˼́ʳ˴˺˸́˶˼˸̆ʳ˴́˷ʳ̂̅ˀ ˹̅̂̀ʳ˴́ʳ˴̆̆̂̅̇̀˸́̇ʳ̂˹ʳ̆̀˴˿˿ʳ˿˸̉˼˸̆ʳ̂́ʳ˹̈˸˿ ˺˴́˼̍˴̇˼̂́̆ʳ̊˼̇˻ʳ̆˴˹˸̇̌ʳ̅˸̆̃̂́̆˼˵˼˿˼̇˼˸̆ʿʳ̇˻˸ ̇˴̋ʿʳ˼́̆̈̅˴́˶˸ʿʳ̇˼̅˸ʳ̀˴́̈˹˴˶̇̈̅˸̅ʳ̃̅̂˹˼̇̆ʿʳ˴́˷ ̇̊̂ʳ̀˼́˼̆̇˸̅̆ʳ̊˸̅˸ʳ˴˵˿˸ʳ̇̂ʳ̀˴˾˸ʳ̆˼˺́˼˹˼ˀ ˸̋̃̅˸̆̆̊˴̌ʳ ˴̈̇˻̂̅˼̇̌ʳ ˼́˶̂̀˸̆ˁʳ ˜̇ʳ ˼̆ ˶˴́̇ʳ̅˸˷̈˶̇˼̂́̆ʳ˼́ʳ̇˻˸ʳ́̈̀˵˸̅̆ʳ̂˹ʳ̃˸̂̃˿˸ ˵˸˿˼˸̉˸˷ʳ ̇˻˼̆ʳ ̃̅̂̉˼˷˸̆ʳ ˴˵̂̈̇ʳ ˨˦ʷ˄˃˃ ˾˼˿˿˸˷ʳ˼́ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇̆ʳ˷̈̅˼́˺ʳ̇˻˸ʳ˸˴̅˿̌ ̀˼˿˿˼̂́ʳ˸˴˶˻ʳ̌˸˴̅ʳ˹̂̅ʳ˥˧˦˔ʳ˴˶̇˼̉˼̇˼˸̆ʿʳ̊˻˼˶˻ ˄ˌˌ˃̆ˁ ̅˴́˺˸ʳ˹̅̂̀ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̅˸̆˸˴̅˶˻ʿʳ˶˻˼˿˷̅˸́ϗ̆ ˙˼˽˼ˍʳ˨́˷˸̅ʳ˴ʳ̅˸˶˸́̇ʳ˔˗˕ˀ˹̈́˷˸˷ʳ̅̂˴˷ʳ̆˴˹˸̇̌ ̆˴˹˸̇̌ʳ˸˷̈˶˴̇˼̂́ʿʳ˷̅˼̉˸̅ʳ̇̅˴˼́˼́˺ʿʳ˴́˷ʳ̆˴˹˸̇̌ ˴˶̇˼̂́ʳ̃˿˴́ʿʳ˙˼˽˼ʳ˻˴̆ʳ˸̆̇˴˵˿˼̆˻˸˷ʳ˴́ʳˡ˥˦˖ˁ ̃̈˵˿˼˶˼̇̌ʿʳ ̇̂ʳ ˴˶˶˼˷˸́̇ʳ ˵˿˴˶˾ʳ ̆̃̂̇ ˧˻˼̆ʳ˻˴̆ʳ˿˸˺˼̆˿˴̇˼̉˸ʳ̅˸̆̃̂́̆˼˵˼˿˼̇̌ʳ̇̂ʳ˶̂̂̅ˀ ˼́̉˸̆̇˼˺˴̇˼̂́ˁ ˷˼́˴̇˸ʳ˴́˷ʳ̃̅̂̀̂̇˸ʳ̅̂˴˷ʳ̆˴˹˸̇̌ˁʳ˜̇ʳ˻˴̆ʳ˸̆ˀ ˜́ʳˡ˸̊ʳ˭˸˴˿˴́˷ʿʳ˺̅̂̊˼́˺ʳ˶̂́˶˸̅́ʳ˿˸˷ʳ̇̂ʳ̇˻˸ ̇˴˵˿˼̆˻˸˷ʳ˴ʳ́˸̇̊̂̅˾ʳ̂˹ʳ̇˻̅˸˸ʳ˷˼̉˼̆˼̂́˴˿ʳ˴́˷ ˸̆̇˴˵˿˼̆˻̀˸́̇ʳ̂˹ʳ˴́ʳ̂˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ ˴˵̂̈̇ʳ˄ˈʳ˷˼̆̇̅˼˶̇ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˶̂̀̀˼̇̇˸˸̆ʳ̇̂ ̈́˷˸̅ʳ̇˻˸ʳ˶˻˴˼̅̀˴́̆˻˼̃ʳ̂˹ʳ̇˻˸ʳˠ˼́˼̆̇̅̌ʳ̂˹ ˶˴̅̅̌ʳ̂̈̇ʳ˴˶̇˼̉˼̇˼˸̆ʳ˴̇ʳ˿̂˶˴˿ʳ˿˸̉˸˿ˁʳ˙̈́˷˼́˺ʳ˼̆ ˧̅˴́̆̃̂̅̇ˁʳ ˧˻˼̆ʳ̂˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ʿʳ˶̂̀ˀ ̉˼˴ʳ˴ʳ˄˃ʳ̃˸̅˶˸́̇ʳ˿˸̉̌ʳ̂́ʳ˶̂̀̃̈˿̆̂̅̌ʳ̇˻˼̅˷ ̃̅˼̆˼́˺ʳ̅˸̃̅˸̆˸́̇˴̇˼̉˸̆ʳ̂˹ʳ̇˻˸ʳ˄˃ˀ˄˅ʳ̂̅˺˴́˼ˀ ̃˴̅̇̌ʳ̀̂̇̂̅ʳ˼́̆̈̅˴́˶˸ʳ̃̅˸̀˼̈̀̆ʿʳ˶̂̀̀˸̅ˀ ̍˴̇˼̂́̆ʳ̊˼̇˻ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̅˸̆̃̂́̆˼˵˼˿˼̇˼˸̆ʿ ˶˼˴˿ʳ̆̃̂́̆̂̅̆˻˼̃ʿʳ˴́˷ʳ˴ʳ˺̂̉˸̅́̀˸́̇ʳ˺̅˴́̇ ˶̂˿˿˴˵̂̅˴̇˸˷ʳ̇̂ʳ˷˸̉˸˿̂̃ʳ˴ʳ˶̂̀̃̅˸˻˸́̆˼̉˸ ̅˸̃̅˸̆˸́̇˼́˺ʳˉ˃ʳ̃˸̅˶˸́̇ʿʳˆ˃ʳ̃˸̅˶˸́̇ʿʳ˴́˷ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˜̀̃̅̂̉˸̀˸́̇ʳ˦̇̅˴̇˸˺̌ʿʳ̊˻˼˶˻ ˄˃ʳ̃˸̅˶˸́̇ʿʳ̅˸̆̃˸˶̇˼̉˸˿̌ʿʳ̂˹ʳ̇̂̇˴˿ʳˡ˥˦˖ʳ˴́ˀ ̊˴̆ʳ˼̀̃˿˸̀˸́̇˸˷ʳ̉˼˴ʳ˴́́̈˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ ́̈˴˿ʳ˵̈˷˺˸̇ˁʳ˔˿˿ʳ˾˸̌ʳ̃̈˵˿˼˶ʳ̆˸˶̇̂̅ʳ˴́˷ʳ̃̅˼ˀ ̃˿˴́̆ˁʳ˔̇ʳ˿̂˶˴˿ʳ˿˸̉˸˿ʿʳ̇˴̆˾ʳ˹̂̅˶˸̆ʳʻ˶̂̀̃̅˼̆ˀ ̉˴̇˸ʳ̆˸˶̇̂̅ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˴̅˸ʳ̅˸̃̅˸̆˸́̇˸˷ ˼́˺ʳ˿̂˶˴˿ʳ̅˸̃̅˸̆˸́̇˴̇˼̉˸̆ʳ̂˹ʳ̇˻˸ʳ̂̅˺˴́˼̍˴ˀ ̂́ʳ̇˻˸ʳ˶̂̈́˶˼˿ʳ˴́˷ʳ̇˻˸̅˸ʳ˼̆ʳ˴́ʳˡ˥˦˖ʳ̆˸˶̅˸ˀ ̇˼̂́̆ʳ̂́ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ̂˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ʼ ̇˴̅˼˴̇ʳ̊˼̇˻ʳ˼̇̆ʳ̂̊́ʳ˸̋˸˶̈̇˼̉˸ʳ˷˼̅˸˶̇̂̅ʳ̇̂ʳ˼̀ˀ ̊˸̅˸ʳ˸̆̇˴˵˿˼̆˻˸˷ʳ̇̂ʳ˶̂̂̅˷˼́˴̇˸ʿʳ˼̀̃˿˸̀˸́̇ʿ ̃˿˸̀˸́̇ʳ˴́˷ʳ˹̂˿˿̂̊ʳ̈̃ʳ̂́ʳˡ˥˦˖ʳ˷˸˶˼̆˼̂́̆ˁ ˴́˷ʳ̀̂́˼̇̂̅ʳ˿̂˶˴˿ʳ˿˸̉˸˿ʳ˼́˼̇˼˴̇˼̉˸̆ˁʳ˔̇ʳ́˴ˀ ˧˻˸ʳ˴˶̇̈˴˿ʳ̊̂̅˾ʳ̂˹ʳ̇˻˸ʳ˶̂̈́˶˼˿ʳ˼̆ʳ̈́˷˸̅ˀ ̇˼̂́˴˿ʳ˿˸̉˸˿ʿʳ̇˻˸ʳ̂˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ʳ̊˴̆ ̇˴˾˸́ʳ̉˼˴ʳ̆˸̉˸̅˴˿ʳ̆̈˵˶̂̀̀˼̇̇˸˸̆ʳ˴́˷ʳ˼̀ˀ ̆̈̃̃̂̅̇˸˷ʳ˵̌ʳ̇˻˸ʳ̆̇˴˹˹ʳ̂˹ʳ̇˻˸ʳ˟˴́˷ʳ˧̅˴́̆ˀ ̃˿˸̀˸́̇˴̇˼̂́ʳ ˼̆ʳ ̈́˷˸̅̇˴˾˸́ʳ ˵̌ʳ ̇˻˸ ̃̂̅̇ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˴́˷ʳ˴̇ʳ˿̂˶˴˿ʳ˿˸̉˸˿ʳ˼̇ʳ̊˴̆ ̆˸˶̅˸̇˴̅˼˴̇ʿʳ̊˻˼˶˻ʳ˴˿̆̂ʳ̃̅̂̉˼˷˸̆ʳ̆̈̃̃̂̅̇ ̆̈̃̃̂̅̇˸˷ʳ˵̌ʳ̂́˸ˀ̃˸̅̆̂́ʳ̆˸˶̅˸̇˴̅˼˴̇ʳ̃˴̅̇˿̌ ̆˸̅̉˼˶˸̆ʳ˴́˷ʳ˴̆̆˼̆̇˴́˶˸ˁ ˹̈́˷˸˷ʳ̇˻̅̂̈˺˻ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ ˝˴̃˴́ʳ˻˴̆ʳ˹̂̅ʳ̀˴́̌ʳ̌˸˴̅̆ʳ˻˴˷ʳ˴́ʳˡ˥˦˖ʳ˶˻˴˼̅˸˷ ̃˿˴́ˁʳ˧˻˸ʳ̂˹˹˼˶˼˴˿̆ϗʳ˶̂̀̀˼̇̇˸˸ʳ˻˴̆ʳ˵˸˸́ʳ̅˸ˀ ˵̌ʳ̇˻˸ʳ̃̅˼̀˸ʳ̀˼́˼̆̇˸̅ʳ̊˼̇˻ʳ˴˿˿ʳ˾˸̌ʳ̀˼́˼̆̇˸̅̆ ̃˿˴˶˸˷ʳ˵̌ʳ˴́ʳˡ˥˦˖ʳ˶̂̀̃̅˼̆˼́˺ʳ˶˻˼˸˹ʳ˸̋ˀ ˴̆ʳ̀˸̀˵˸̅̆ˁʳ˔ʳ́̈̀˵˸̅ʳ̂˹ʳ̂̇˻˸̅ʳ̆˴˹˸̇̌ ˸˶̈̇˼̉˸̆ʳ̂˹ʳ˾˸̌ʳ˴˺˸́˶˼˸̆ʳ̆̈̃̃̂̅̇˸˷ʳ˵̌ʳ˴ ˶̂̈́˶˼˿̆ʳ˴˿̆̂ʳ˸̋˼̆̇̆ʳ˴̇ʳ˿̂̊˸̅ʳ˿˸̉˸˿ʳ˶˻˴˼̅˸˷ ́̈̀˵˸̅ʳ̂˹ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴˷̉˼̆̂̅̌ʳ˺̅̂̈̃̆ ˵̌ʳ̀˼́˼̆̇˸̅̆ʳ˴́˷ʳ̆˸́˼̂̅ʳ˶˼̉˼˿ʳ̆˸̅̉˴́̇̆ˁʳ˜́ ˷̅˴̊́ʳ˹̅̂̀ʳ˼́̇˸̅˸̆̇˸˷ʳ˺̂̉˸̅́̀˸́̇ʳ˴́˷ ˴˷˷˼̇˼̂́ʳ̇̂ʳ̇˻˸̆˸ʳ˶̂̈́˶˼˿̆ʳ˴́˷ʳ˶̂̀̀˼̇̇˸˸̆ʿ ́̂́˺̂̉˸̅́̀˸́̇ʳ̂̅˺˴́˼̍˴̇˼̂́̆ˁ

ROAD SAFETY GUIDELINES 4.1 - 7 COORDINATION AND MANAGEMENT OF ROAD SAFETY

˔˿̇˻̂̈˺˻ʳ̇˻˸̆˸ʳ˸̋˴̀̃˿˸̆ʳ̂˹ʳ˺̂̂˷ʳ̃̅˴˶̇˼˶˸ 7 REFERENCES AND KEY ̉˴̅̌ʳ˹̅̂̀ʳ˶̂̈́̇̅̌ʳ̇̂ʳ˶̂̈́̇̅̌ʿʳ̇˻̂̆˸ʳ̇˻˴̇ʳ˴̅˸ DOCUMENTS ̀̂̅˸ʳ̆̈˶˶˸̆̆˹̈˿ʳ˻˴̉˸ʳ̆˸̉˸̅˴˿ʳ˹˸˴̇̈̅˸̆ʳ˼́ʳ˶̂̀ˀ ̀̂́ʿʳ˴̆ʳ˹̂˿˿̂̊̆ˍ ˄ˁ ˪̂̅˿˷ʳ˕˴́˾ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˣ̂˿˼˶̌ʳ˦˸̀˼ˀ ́˴̅ʳ˹̂̅ʳ˖˸́̇̅˴˿ʳ˴́˷ʳ˘˴̆̇˸̅́ʳ˘̈̅̂̃˸ˁ ˄ʼ ˻˼˺˻ʳ˷˸˺̅˸˸ʳ̂˹ʳ̃̂˿˼̇˼˶˴˿ʳ̆̈̃̃̂̅̇ʳʻ˸˼̇˻˸̅ ˄ˌˌˇˁʳ˕̈˷˴̃˸̆̇ʿʳ˛̈́˺˴̅̌ˁ ̉˼˴ʳ̃̂˿˼̇˼˶˴˿ʳ˿˸˴˷˸̅̆˻˼̃ʳ̂̅ʳ̊˼˿˿˼́˺́˸̆̆ ˅ˁ ˡ˸̊ʳ˭˸˴˿˴́˷ʳˢ˹˹˼˶˼˴˿̆ϗʳ˖̂̀̀˼̇̇˸˸ʳ̂́ ̇̂ʳ˸̆̇˴˵˿˼̆˻ʳ˴ʳ˿˸˺˼̆˿˴̇˼̉˸ʳ˹̅˴̀˸̊̂̅˾ʳ˹̂̅ ˥̂˴˷ʳ˦˴˹˸̇̌ˁʳ˄ˌˌ˄ˁʳϘˡ˸̊ʳ˭˸˴˿˴́˷ʳˡ˴ˀ ˴́ʳˡ˥˦˖ʼˎ ̇˼̂́˴˿ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˣ˿˴́ˁϙʳˡ˸̊ʳ˭˸˴˿˴́˷ˁ ˆˁ ˥̂̆̆ʿʳ˔ˁʿʳ˴́˷ʳˠˁʳˠ̊˼̅˴̅˼˴ˁʳ˄ˌˌ˄ˁʳ ˥˸̉˼˸̊ ˅ʼ ̀̈˿̇˼˷˼̆˶˼̃˿˼́˴̅̌ʳ˶̂̈́˶˼˿ʳ̊˼̇˻ʳ˴˿˿ʳ˾˸̌ ̂˹ʳ˪̂̅˿˷ʳ˕˴́˾ʳ ˘̋̃˸̅˼˸́˶˸ʳ ˼́ʳ˥̂˴˷ ˴˺˸́˶˼˸̆ʳ˴́˷ʳ̆˸́˼̂̅ʳ̂˹˹˼˶˼˴˿̆ʳ˼́̉̂˿̉˸˷ˎ ˦˴˹˸̇̌ˁʳ˧˸˶˻́˼˶˴˿ʳˣ˴̃˸̅ʳ˜ˡ˨ʳˌˆˁʳ˪˴̆˻ˀ ˆʼ ˼́̉̂˿̉˸̀˸́̇ʳ̂˹ʳ̇˻˸ʳ̃̅˼̉˴̇˸ʳ̆˸˶̇̂̅ˎ ˼́˺̇̂́ʿʳ˗˖ˍʳ˪̂̅˿˷ʳ˕˴́˾ˁ ˇʼ ̀̈˿̇˼˷˼̆˶˼̃˿˼́˴̅̌ʳ̆˸˶̅˸̇˴̅˼˴̇ʳ̂̅ʳ̆̈̃̃̂̅̇ ˇˁ ˢ̅˺˴́˼̆˴̇˼̂́ʳ˹̂̅ʳ˘˶̂́̂̀˼˶ʳ˖̂ˀ̂̃˸̅˴ˀ ̇˸˴̀ʳ˿˸˷ʳ˵̌ʳ˴ʳ˻˼˺˻ˀ˶˴˿˼˵˸̅ʿʳ˻˼˺˻˿̌ʳ̀̂̇˼ˀ ̇˼̂́ʳ˴́˷ʳ˗˸̉˸˿̂̃̀˸́̇ʳʻˢ˘˖˗ʼʳ˄ˌˌˉˁ ̉˴̇˸˷ʳ˸̋˸˶̈̇˼̉˸ʳ˷˼̅˸˶̇̂̅ʳ̂̅ʳ̆˸́˼̂̅ʳ˶˼̉˼˿ ˧˴̅˺˸̇˸˷ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˣ̅̂˺̅˴̀̆ʳ Ϋ ̆˸̅̉˴́̇ˎʳ˴́˷ ˥̂˴˷ʳ˥˸̆˸˴̅˶˻ʳ˥˸̃̂̅̇ˁʳˣ˴̅˼̆ʿʳ˙̅˴́˶˸ˍ ˢ˘˖˗ˁ ˈʼ ˴˷˸̄̈˴̇˸ʳ˹̈́˷˼́˺ʳ˹̅̂̀ʳ˺̂̉˸̅́̀˸́̇ʳ˴́˷ʿ ˈˁ ˔˗˕˂˨́˼̇˸˷ʳ ˡ˴̇˼̂́̆ʳ ˘˶̂́̂̀˼˶ʳ ˴́˷ ˸̆̃˸˶˼˴˿˿̌ʿʳ́̂́˺̂̉˸̅́̀˸́̇ʳ̆̂̈̅˶˸̆ʳ̇̂ ˦̂˶˼˴˿ʳ˖̂̀̀˼̆̆˼̂́ʳ˹̂̅ʳ˔̆˼˴ʳ˴́˷ʳ̇˻˸ ˸́˴˵˿˸ʳ̇˻˸ʳ̊̂̅˾ʳ̇̂ʳ˵˸ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˸˹˹˸˶ˀ ˣ˴˶˼˹˼˶ʳ ʻ˨ˡ˂˘˦˖˔ˣʼʳ ˥̂˴˷ʳ ˦˴˹˸̇̌ ̇˼̉˸˿̌ˁ ˦˸̀˼́˴̅˂˪̂̅˾̆˻̂̃ʳ˹̂̅ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ ˣ˴˶˼˹˼˶ʳ˥˸˺˼̂́ˁʳ˕˴́˺˾̂˾ʿʳ˧˻˴˼˿˴́˷ʿ ˜̅̅˸̆̃˸˶̇˼̉˸ʳ̂˹ʳ̊˻˼˶˻ʳ̂˹ʳ̇˻˸̆˸ʳ˶̂̂̅˷˼́˴̇˼̂́ ˄ˌˌˉˁ ̀˸˶˻˴́˼̆̀̆ʳ˼̆ʳ˴˷̂̃̇˸˷ʿʳ˸˹˹̂̅̇̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ̀˴˷˸ ˉˁ ˨ˡ˂˘˦˖˔ˣˁʳ˄ˌˌˊˁʳ˚̈˼˷˸˿˼́˸̆ʳ̂́ʳ˔˶̇˼̂́ ̇̂ʳ˼́˶̂̅̃̂̅˴̇˸ʳ̇˻˸ʳ˴˵̂̉˸ʳ˸˿˸̀˸́̇̆ʳ̇̂ʳ˸́̆̈̅˸ ˣ˿˴́̆ʳ˴́˷ʳˣ̅̂˺̅˴̀ˁʳ˕˴́˺˾̂˾ʿʳ˧˻˴˼˿˴́˷ˍ ˿˼˾˸˿˼˻̂̂˷ʳ̂˹ʳ̆̈˶˶˸̆̆ˁ ˨ˡ˂˘˦˖˔ˣˁ

4.1 - 8 ROAD SAFETY GUIDELINES 4.2 ROAD ACCIDENT DATA SYSTEMS

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY ROAD ACCIDENT 4.2 DATA SYSTEMS

• where accidents occur; • when accidents occur; • who was involved; • what was the result of the collision; • what were the environmental conditions; and • how did the collision occur.

1. Review police accident report forms to ensure that they are easy to complete, used nationwide, and include sufficient information to meet the needs of all potential accident data users.

3. Ensure accident data statistics and analyses are distributed to those able to affect road safety and that they are used in designing and monitoring countermeasures.

ROAD SAFETY GUIDELINES 4.2 - 1 1 INTRODUCTION

These sector guidelines on “Road Accident Data Systems” are from a set of Road Safety Guidelines for the Asian and Pacific Region policymakers, developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). In order that governments are fully aware of the level of safety, it is necessary to collect information on road accidents and to keep data in a form that allows analyses to be undertaken if and when needed (i.e., a database). Only through analysis of accident data can an understanding be achieved of when, where, and how accidents occur. Many countries appreciate that a significant proportion of their populations suffer death, injury, and economic loss as a direct result of road accidents, and that it is possible to use accident data effectively in planning interventions to improve the situation. This document includes guidance on what a police accident database should contain, computer software requirements, and indications of how such a database is best utilized. It also describes the Transport Research Laboratory (TRL) Microcomputer Accident Analysis Package (MAAP) system, which is the only microcomputer-based accident data system specifically designed for use in developing countries.

2 WHY IS AN ACCIDENT or among particular groups of road users (e.g., DATA SYSTEM drivers aged 18-21, schoolchildren, and elderly NEEDED? pedestrians). Although the causes of accidents are multi- factoral, there are likely to be common rea- o answer this question a widely used sons for the clustering; i.e., why different lev- definition of a road accident must be els of risk exist (e.g., due to poor road geom- first considered; as follows: T etry, or lack of or deterioration in skills of a “a rare, random, multifactor event road user group). There should be potential for that is always preceded by a situation treating and even removing some of these prob- in which one or more road users have lems. The targeting of road user groups, loca- failed to cope with their environment, tions, routes, or areas on the network for spe- resulting in a vehicle collision.” cial remedial action has proven to be effective. For example, many low-cost accident counter- Although relatively rare events in terms of measures such as chevron boards on bends have the passage of time and traffic movements at proven to be cost beneficial: the value of acci- any specific site, they add up to an increasingly dents saved in only the first year being several worrying problem (as indicated above) for times the cost of the scheme’s installation. governments and the mobility of a country’s To identify particular problems that are population. If these events were purely random, treatable and for which specific appropriate then it is unlikely that anything practical could action can be designed, a reliable accident da- be done to prevent their occurrence. However, tabase (that is as comprehensive as possible) is research from all over the world has demon- essential. strated that accidents tend to cluster at particu- Accident data can be used at the national lar points or areas on a road network (e.g., level by policymakers to understand the broad within 50 meters [m] of a particular junction) nature, scale, and characteristics of the prob-

4.2 - 2 ROAD SAFETY GUIDELINES ROAD ACCIDENT DATA SYSTEMS

Figure 1: Example of a two-page Indian accident report form (reduced down from original A4 size pages).

ROAD SAFETY GUIDELINES 4.2 - 3 ROAD ACCIDENT DATA SYSTEMS

lem so that appropriate nationwide interven- However, in some countries different types tions can be developed. of accidents or accidents on different types of There are also several other groups of roads are reported by different sections of the people with road safety interests at the local police or even by separate organizations be- level who require accident data. These include cause of jurisdiction agreements. This often road safety officers and highway engineers, leads to problems and it is strongly recom- police, lawyers, research groups, politicians, mended that there be only one single organiza- teachers, statisticians, insurance companies, tion responsible for collating and compiling the and members of the public. They all tend to national accident database and that the police have slightly differing needs and reasons for are the most appropriate group to carry out this wanting the data. These include: important task. It must be noted that there will inevitably 1) the investigation of particular sites or be a substantial number of road accidents that road user groups; is not reported to the police and the level of 2) designing safety schemes and devices; this underreporting varies considerably from 3) justification for highway planning; country to country, but is significant in almost 4) enforcement planning or prosecutions; all. Even where there is a legal requirement to 5) education and training; and report only those accidents involving personal 6) insurance claims. injury, studies of hospital data have demonstrated considerable underreporting, though the However, the underlying aim, whatever the level tends to increase as accident severity in- above purpose, should be to acquire as much creases. Underreporting of road accidents is relevant knowledge as possible from the data a particularly serious problem in many de- to help prevent future accidents of a similar na- veloping countries (wherever possible efforts ture from occurring. should be made to check completeness of police data by comparing with hospital data). Satisfying fully all the needs mentioned in 3 KEY COMPONENTS Section 2 would mean recording a large number of features about every single accident. In prac- There are four basic components to the way tice, the police need to strike the right balance an accident data system operates, as follows: between the amount of detail they record about each accident and their ability to do so in terms 1) accident reporting and recording system; of their available time and, in certain aspects, 2) accident data storage and retrieval sys- their expertise (e.g., few policemen are likely to tem; have been trained to recognize relevant unsafe 3) accident analysis system; and engineering features). In most countries the 4) dissemination of data. traffic police section (within the general police force) is responsible for recording accidents (this 3.1 Accident Reporting and is preferable as the traffic police are the ones Recording System who can most influence safer behavior through enforcement). The prime objectives of the data Most countries have found that there is a required for police use (i.e., prosecutions and need for a legal requirement for road accidents enforcement strategies) will inevitably have a (or particular severities of accidents; e.g., in- strong influence on the details recorded. Other volving personal injury) to be reported to the information, which is perhaps of greater value police. It is also advisable that this is reinforced to engineers, education specialists, or by insurance company rules requiring claim- researchers, will often need to be kept to an ants to follow this law as this encourages re- absolute minimum, otherwise the paperwork for porting of accidents to the police. The best the police will become too onerous a task and source of validated accident data will gener- thus less likely to be complete or reliable. ally, therefore, be the traffic police force — Ideally, the information required for each either the traffic policemen attending the scene accident should be completed at the scene on of an accident or when reported to an officer at an easy-to-complete form or booklet (see Fig- a police station by the involved parties or wit- ure 1). It is also recommended that, if possible, nesses. a single form be designed for all purposes (i.e.,

4.2 - 4 ROAD SAFETY GUIDELINES ROAD ACCIDENT DATA SYSTEMS used for court procedures, filing, and compu- worst severity of injury or property ter data entry) to eliminate the need to tran- damage; scribe data onto, for example, a computer what environmental conditions: coding sheet. Otherwise this becomes a poor light, weather, road surface condi- separate task and one in which errors could be tion; and introduced. The form or booklet will also need why or how did collision occur: to provide space (or forms for attachment) for collision type, driver fault type. driver, pedestrian and witness statements, written summary of the accident, and sketches. Table 1 contains a suggested list of factors Although it is desirable that, as much as appearing on accident report forms in many possible, the form is completed at the site (and countries of the world that have generally been the inclusion of all coding values on the form found to be useful to various interested parties. is helpful in this, see Figure 1), it is likely that Some of the more important factors are dis- some information will still need to be com- cussed below. pleted in the office. This is where civilian staff are often employed to complete or code the b) Accident reference — form and enter this data onto computer. Again, unique identifier this is best done at the local police station. However, where this is not feasible due to the Once an accident record has been entered lack of computers, then the forms (or copies) on computer, there is always the possibility that will need to be sent to the police headquarters the record may be mistakenly entered a second for entering into the computer. Eventually, the time, possibly by a second computer operator, data will need to be collated into a national or even be copied (in error) electronically. It is database and this can be done electronically via important, therefore, that each accident can be a network or other means of computer linkage, identified uniquely by a particular number or or simply by arranging to transfer periodically combination of recorded fields, for example: magnetic material such as floppy diskettes. i) police station incident number; a) Accident database ii) year; and iii) police station identifier, which may Information for any one accident should be require combination of station and contained in a single accident report form or region code. booklet. Ideally, this same form should be designed such that it can be used directly for com- This provides a check (which should be puter data entry. computerized) that no two accidents can have Obviously, governments, or road and po- the same combination of values for these speci- lice authorities, have their own and often dif- fied (key) fields, thus avoiding the possibility ferent views on what accident information of duplication of records. should be recorded. So it is unlikely that a single common unified report form would ever be accepted internationally (see comparison of c) Accident location forms from five Asian countries1). It is even An important detail, which is unfortunately difficult to draw up a definitive list of factors often neglected by many police authorities, is required in all cases. However, the database a precise and easily-computerized accident lo- should be able to answer the following basic cation system. questions: When a roads authority is considering how where accidents occur: to tackle accident problems at the local level, it location by map coordinates, road name, is not possible for it to focus initially on the class; worst sites (in order to obtain the greatest when accidents occur: potential saving in accidents) or ultimately to by year, month, day of week, time of day; evaluate the effect of its action unless it can be who was involved: certain that all accident locations have been people, vehicles, animals, roadside correctly pinpointed over a network. A number objects; of possible location coding systems is discussed what was result of collision: in the following pages.

ROAD SAFETY GUIDELINES 4.2 - 5 ROAD ACCIDENT DATA SYSTEMS

Table 1: Recommended Factors for Inclusion in Road Accident Database

˚˸́˸̅˴˿ ˗˸̇˴˼˿̆˂˔̇̇˸́˷˴́̇ ˖˼̅˶̈̀̆̇˴́˶˸̆ ʳˣ̂˿˼˶˸ʳ˥˸˹˸̅˸́˶˸ ˥̂˴˷ʳ̇̌̃˸ ˘́̉˼̅̂́̀˸́̇˴˿ʳ˹˸˴̇̈̅˸̆ ˣ̅˸˶˼̆˸ʳ˿̂˶˴̇˼̂́ ʳˬ˸˴̅ ˖˿˴̆̆ʳ̂˹ʳ̅̂˴˷˂̅̂˴˷ʳ́̂ˁ ˟˼˺˻̇ʳ˶̂́˷˼̇˼̂́ ˠ˴̃ʳ̅˸˹˸̅˸́˶˸ ʳˠ̂́̇˻ ˖˴̅̅˼˴˺˸̊˴̌ʳ̇̌̃˸˂́̂ˁ ˥̂˴˷ʳ˿˼˺˻̇˼́˺ ˫ˀ˶̂̂̅˷˼́˴̇˸ ʳ˗˴̇˸ ʳʳʳʳʳ̂˹ʳ˿˴́˸̆ ˥̂˴˷ʳ̆̈̅˹˴˶˸ʳ˶̂́˷˼̇˼̂́ ˬˀ˶̂̂̅˷˼́˴̇˸ ʳ˧˼̀˸ ˦̃˸˸˷ʳ˿˼̀˼̇ ʻ˷̅̌ʿʳ̊˸̇ʿʳ˸̇˶ˁʼ ˡ̂˷˸ʳ˄ʳʳ̐ʳʳ̂̃̇˼̂́˴˿ ʳ˥˸˺˼̂́˂̆̇˴̇˸ ˝̈́˶̇˼̂́ʳ̇̌̃˸ ˥̂˴˷ʳ̆̈̅˹˴˶˸ʳ̄̈˴˿˼̇̌ ˡ̂˷˸ʳ˅ʳʳ̐ ʳˣ̂˿˼˶˸ʳ̆̇˴̇˼̂́ʳ̅˸˹˸̅˸́˶˸ ˥̂˴˷ʳ̊˼˷̇˻ ʻ̃̂̇˻̂˿˸˷ʿʳ̅̈̇̇˸˷ʿʳ˸̇˶ˁʼ ˞˼˿̂̀˸̇˸̅ʳ̃̂̆̇ ʳ˦˸̉˸̅˼̇̌ ˥̂˴˷ʳ̆˻̂̈˿˷˸̅ʳ̊˼˷̇˻ ˪˸˴̇˻˸̅ ˧̂ʳ́˸˴̅˸̆̇ʳ˄˃˃ʳ̀ ʳ˖̂˿˿˼̆˼̂́ʳ̇̌̃˸ ˝̈́˶̇˼̂́ʳ˶̂́̇̅̂˿ ʻ˸ˁ˺ˁʿʳϘˋϙʳːʳ˃ˁˋʳ˾̀ʼ ʳˡ̈̀˵˸̅ʳ̂˹ʳ̉˸˻˼˶˿˸̆ ˚˸̂̀˸̇̅̌ʳʻ˶̈̅̉˴̇̈̅˸ʿ ˣ˿˴˼́ʳ˿˴́˺̈˴˺˸ʳ˿̂˶˴̇˼̂́ ʳʳʳʳʳ˼́̉̂˿̉˸˷ ˼́˶˿˼́˸ʼ ˷˸̆˶̅˼̃̇˼̂́ ʳˡ̈̀˵˸̅ʳ̂˹ʳ˶˴̆̈˴˿̇˼˸̆ ˛˼̇ʳ˴́˷ʳ̅̈́ ʻ˹̅˸˸ʳ̇˸̋̇ʳΫʳ˴˵˵̅˸̉˼˴̇˸˷ʼ ʳ˖̂́̇̅˼˵̈̇̂̅̌ʳ˹˴˶̇̂̅̆ʳ˶̂˷˸ ˥̂˴˷̊̂̅˾̆ ˔˶˶˼˷˸́̇ʳ˷˸̆˶̅˼̃̇˼̂́ ʻ˹̅˸˸ʳ̇˸̋̇ʳΫʳ˴˵˵̅˸̉˼˴̇˸˷ʼ

˩˸˻˼˶˿˸˂˷̅˼̉˸̅ʳ˷˸̇˴˼˿̆ ˩˸˻˼˶˿˸ʳ̇̌̃˸ ˗̅˼̉˸̅ʳ˴˺˸ ˩˸˻˼˶˿˸ʳ̀˴́˸̈̉˸̅ ˗̅˼̉˸̅ʳ̆˸̋ ˩˸˻˼˶˿˸ʳ˷˴̀˴˺˸ ˟˼˶˸́̆˸ʳ́̈̀˵˸̅ˁ ˟˸́˺̇˻ʳ̂˹ʳ̆˾˼˷ʳ̀˴̅˾̆ ˦˸˴̇ʳ˵˸˿̇˂˻˸˿̀˸̇ ˔˿˶̂˻̂˿˂˷̅̈˺̆ʳ̆̈̆̃˸˶̇˸˷ ˖˴̆̈˴˿̇̌ʳ˷˸̇˴˼˿̆ ˧̌̃˸ʳ̂˹ʳ̅̂˴˷ʳ̈̆˸̅ ˣ˸˷˸̆̇̅˼˴́ʳ˿̂˶˴̇˼̂́ ˔˺˸ ˣ˸˷˸̆̇̅˼˴́ʳ̀̂̉˸̀˸́̇ ˦˸̋ ˣ˴̆̆˸́˺˸̅ʳ˿̂˶˴̇˼̂́ ˦˸̉˸̅˼̇̌ʳ̂˹ʳ˼́˽̈̅̌ ˦˶˻̂̂˿ʳ̆̇̈˷˸́̇

i) X-Y coordinates ˼́˺ʳ̆̌̆̇˸̀ˎʳ˼ˁ˸ˁʿʳ̇˻˸̌ʳ́̂̇˸ʳ˷̂̊́ʳ̇˻˸ʳ́˸˴̅˸̆̇ʳ̃̂̆̇ʳ̇̂ʳ̇˻˸ ˴˶˶˼˷˸́̇ʳ̆˼̇˸ʳ˴́˷ʳ̇˻˸ʳ˷˼̆̇˴́˶˸ʳ̇̂ʳ˼̇ˁ ˜̇ʳ˼̆ʳ˵˸˶̂̀˼́˺ʳ˼́˶̅˸˴̆˼́˺˿̌ʳ˼̀̃̂̅̇˴́̇ʳ̇̂ ˪˻˸̅˸ʳ˄˃˃ʳ̀ʳ̃̂̆̇̆ʳ˴̅˸ʳ́̂̇ʳ̃̅˸̆˸́̇ʳ˵̈̇ʳ˶̈˿ˀ ˻˴̉˸ʳ˷˴̇˴ʳ̇˻˴̇ʳ˶˴́ʳ˵˸ʳ̃˿̂̇̇˸˷ʳ̂́ʳ̀˴̃̆ˁʳ˜̇ʳ˼̆ʿ ̉˸̅̇̆ʳ˴̅˸ʳ́̈̀˵˸̅˸˷ʿʳ̇˻˸́ʳ̆̇̅˼̃ʳ̀˴̃̆ʳʻ˙˼˺̈̅˸ʳ˅ʼ ̇˻˸̅˸˹̂̅˸ʿʳ̅˸˶̂̀̀˸́˷˸˷ʳ̇˻˴̇ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ˺̅˼˷ ˶˴́ʳ˵˸ʳ̃̅˸̃˴̅˸˷ʳ̇˻˴̇ʳ̆˻̂̊ʳ˸˴˶˻ʳ˶̈˿̉˸̅̇ʳ˼́ʳ̅˸˿˴ˀ ˶̂̂̅˷˼́˴̇˸̆ʳ˴̅˸ʳ̅˸˶̂̅˷˸˷ʳ˹̂̅ʳ˸˴˶˻ʳ˴˶˶˼˷˸́̇ʳ̇̂ ̇˼̂́ʳ̇̂ʳ˼̇̆ʳ˷˼̆̇˴́˶˸ʳ˴˿̂́˺ʳ̇˻˸ʳ̅̂˴˷ˁʳ˧˻˸ʳ̃̂˿˼˶˸ ˵˸ʳ˴˵˿˸ʳ̇̂ʳ̃̅̂˷̈˶˸ʳ˴˶˶˼˷˸́̇ʳ̀˴̃̆ʳ̂̅ʳ̃̂̆̆˼˵˿̌ ̂˹˹˼˶˸̅ʳ˻˴̆ʳ̂́˿̌ʳ̇̂ʳ˼́˷˼˶˴̇˸ʳ̇˻˸ʳ˷˼̆̇˴́˶˸ʳ̂˹ʳ̇˻˸ ˼́˶̂̅̃̂̅˴̇˸ʳ̇˻˸ʳ˷˴̇˴ʳ̊˼̇˻˼́ʳ̂̇˻˸̅ʳ˺˸̂˺̅˴̃˻˼˶ ˴˶˶˼˷˸́̇ʳ̆˼̇˸ʳ˹̅̂̀ʳ̇˻˸ʳ́˸˴̅˸̆̇ʳ˶̈˿̉˸̅̇ʳ̀˴̅˾˸̅ ˼́˹̂̅̀˴̇˼̂́ʳ̆̌̆̇˸̀̆ˁʳ˙̂̅ʳ̇˻˸ʳ̃˿̂̇̆ʳ̇̂ʳ˵˸ʳ̀˸˴́ˀ ̂̅ʳ̂̇˻˸̅ʳ̃˻̌̆˼˶˴˿ʳ˿̂˶˴̇˼̂́̆ˁʳ˧˻˸ʳ˸̋˴˶̇ʳ˿̂˶˴̇˼̂́ ˼́˺˹̈˿ʿʳ˴ʳ˄˃ʳ̀ʳ˺̅˼˷ʳ˴˶˶̈̅˴˶̌ʳ˼̆ʳ̆̇̅̂́˺˿̌ʳ̅˸˶̂̀ˀ ˶˴́ʳ̇˻˸́ʳ˵˸ʳ̃˼́̃̂˼́̇˸˷ʳ˼́ʳ̇˻˸ʳ̂˹˹˼˶˸ʳ˵̌ʳ̅˸˹˸̅ˀ ̀˸́˷˸˷ˁʳ˛̂̊˸̉˸̅ʿʳ̇˻˸ʳ˿˸̉˸˿ʳ̂˹ʳ˷˸̇˴˼˿ʳ̃̂̆̆˼˵˿˸ ̅˼́˺ʳ̇̂ʳ̇˻˸ʳ̆̇̅˼̃ʳ̀˴̃ʳʻ̆˸˸ʳ˙˼˺̈̅˸ʳ˅ʼˁ ̊˼˿˿ʳ˷˸̃˸́˷ʳ̂́ʳ̇˻˸ʳ̀˴̃̆ʳ˴̉˴˼˿˴˵˿˸ˁ

˼˼ʼ ˞˼˿̂̀˸̇˸̅ʳ̃̂̆̇̆ˍ

˨́˹̂̅̇̈́˴̇˸˿̌ʿʳ˼̇ʳ˼̆ʳ̂˹̇˸́ʳ˷˼˹˹˼˶̈˿̇ʳ˹̂̅ʳ̇˻˸ ̃̂˿˼˶˸ʳʻ̂̅ʳ˶̂˷˸̅̆ʼʳ̇̂ʳ˿̂˶˴̇˸ʳ̅̈̅˴˿ʳ˴˶˶˼˷˸́̇̆ʳ̂́ʳ˴ ̀˴̃ˁʳ˜́˷˸˸˷ʿʳ˼̇ʳ˼̆ʳ˴˷̉˼̆˴˵˿˸ʳ̇̂ʳ˻˴̉˸ʳ˴́̂̇˻˸̅ʿ ̆˼̀̃˿˸̅ʳ˿̂˶˴̇˼̂́ʳ̆̌̆̇˸̀ʳ˼́ʳ̃˿˴˶˸ʳ̇̂ʳ̆˸̅̉˸ʳ˴̆ʳ˴ ˶˻˸˶˾ʳ̂́ʳ̇˻˸ʳ˫ˀˬʳ˶̂̂̅˷˼́˴̇˸ʳ̆̌̆̇˸̀ˁʳˢ́ʳ˼́̇˸̅ˀ ˶˼̇̌ʳ̅̂˴˷̆ʳ̊˻˸̅˸ʳ˴ʳ˺̂̂˷ʳ̆̌̆̇˸̀ʳ̂˹ʳ˾˼˿̂̀˸̇˸̅ ̃̂̆̇̆ʳ˻˴̆ʳ˵˸˸́ʳ˼́̆̇˴˿˿˸˷ʿʳ̃̅˸˹˸̅˴˵˿̌ʳ̊˼̇˻ʳ˼́̇˸̅ˀ ̀˸˷˼˴̇˸ʳ˄˃˃ʳ̀ʳ̀˴̅˾˸̅ʳ̃̂̆̇̆ʳʻ̆˸˸ʳˣ˿˴̇˸ʳ˄ʼʿʳ̇˻˼̆ Plate 1: ˶˴́ʳ˵˸ʳ̈̆˸˷ʳ˸˴̆˼˿̌ʳ˵̌ʳ̇˻˸ʳ̃̂˿˼˶˸ʳ˴̆ʳ˴ʳ̅˸˹˸̅˸́˶ˀ 100 m marker posts on an expressway in Malaysia. 4.2 - 6 ROAD SAFETY GUIDELINES ROAD ACCIDENT DATA SYSTEMS

Figure 2: Simplified iii) Node-link-cell occurred, even if the investigator has not example of a strip attended the scene of the accident before. map showing For towns and cities, there is generally a physical locations greater density of junctions, and thus a node- along road. link-cell system is recommended, where each 3.2 Accident Storage/ major junction on a map is assigned a unique Retrieval System node number. Links are defined by the length of road between two adjacent nodes. Cells are Irrespective of whether the accident data are the least accurate as they are squares covering, stored in a manual, micro-based, or mainframe- for example, a housing estate having many based storage system, the data must be easy to minor junctions. These numbered locations are store and retrieve as needed. The true benefits much easier to read off a map with less chance of the data are not being harnessed unless it of error (see Figure 3). can be retrieved easily for analysis. The data structure has to be such that infor- iv) Plain language location mation stored on individual accidents can be description retrieved either as a single record or in combi- Another recommended referencing system nation with other records. This permits cross is a free-text, abbreviated description of where tabulations and other analyses to be carried out the accident occurred using street names and more easily, and permits more useful annual other landmark features. These serve as a useful reports to be produced. check on the coded location and can give a more The data should be analyzed at national precise description of the location of an accident. level and perhaps be utilized more intensively at local level to identify particular problems and v) Location sketch: tackle them specifically. The software package used to enter data, therefore, needs to be stand- All police accident reports will include a ardized and easy-to-use, such as MAAP2,3 de- collision sketch, but it is also strongly recom- veloped in the United Kingdom (UK) by the mended that a specified space on the report Transport Research Laboratory (TRL). It was form is provided for an accident location sketch. specifically designed for use in developing This should be a simple line drawing of the countries but is now also being adopted by roads marking the accident site precisely in several police forces in the UK. A number of relation to prominent landmarks, such as other more general software packages exist4,5, bridges, junctions, or kilometer posts, its but none provides the level of system or proven distance from these, and the direction of track record in developing countries of the TRL compass point north. These sketches must be MAAP system. sufficiently detailed to guide an investigator to The software, irrespective of the system, the exact location of where the accident should facilitate standard analysis techniques

ROAD SAFETY GUIDELINES 4.2 - 7 ROAD ACCIDENT DATA SYSTEMS

Figure 3: Example of such as the listing of worst accident sites and data are as accurate as possible at the entry node and coordinate stick diagrams analyses. Some of the main stage. map. features are discussed below. It is also important to validate the data, which is easier done close to its source 3.3 Computer Software so that queries with particular accidents can Package Analysis be answered as quickly as possible. Facilities Ideally, the software should contain a number of standardized logical checks a) Data validation automatically applied on data entry to try to ensure the data are accurate from As mentioned above, the package should the outset. However, it is important to try be simple to use, enabling easy data entry, full to ensure that staff are conscientious and will editing and back-up facilities, and logical in- apply their own checks, and complete forms ternal checking routines to ensure that the with minimal missing data fields.

4.2 - 8 ROAD SAFETY GUIDELINES ROAD ACCIDENT DATA SYSTEMS

b) Tabulations references along a road. It is often useful to view how accidents are distributed spatially by One of the main features of general acci- automatically producing a histogram plot of dent data analysis is the ability to provide accidents along a road. A more recent method cross- tabulations that can be done by accident of visually determining where problem areas frequencies, casualties, or the vehicles exist is by display of accident locations on road involved. Traffic police authorities will need to maps (i.e., accident maps). This method is gath- produce certain standard tables regularly ering more and more popularity among inves- (monthly or at least annually for an annual tigators. For example, MAAP software pro- report), but the software must also be flexible vides such a facility and can analyze groups of enough to allow nonstandard cross-tabulations accidents within any polygon drawn on a com- to be produced easily with any combination puter screen map (stored in either digital or of data filters for specific studies or to provide raster-scanned form [see Figure 4]). This al- rapid answers to ad-hoc queries. Many lows particular corridors or residential and city mainframe computer systems have failed to areas to be studied in detail directly through provide facilities to meet this latter identification on an on-screen map. requirement for producing relevant accident information quickly on demand. e) Stick diagrams

c) Presentation graphics ˔́̂̇˻˸̅ʳ̈̆˸˹̈˿ʳ˴́˴˿̌̆˼̆ʳ̇̂̂˿ʳ˹̅˸̄̈˸́̇˿̌ʳ̈̆˸˷ ˵̌ʳ˻˼˺˻̊˴̌ʳ˸́˺˼́˸˸̅̆ʳ˼̆ʳ̆̇˼˶˾ʳ˷˼˴˺̅˴̀̆ʿʳ̊˻˼˶˻ It has generally become common practice ˴̅˸ʳ̇˻˸ʳ̅˸̃̅˸̆˸́̇˴̇˼̂́ʳ̂˹ʳ˶˻̂̆˸́ʳ˹˸˴̇̈̅˸̆ʳ̂˹ʳ˴́ to display figures and tabular results graphi- ˴˶˶˼˷˸́̇ʳʻ˸ˁ˺ˁʿʳ̇̌̃˸ʳ̂˹ʳ˶̂˿˿˼̆˼̂́ʳ̂̅ʳ˻̂̈̅ʳ̂˹ʳ˷˴̌ʼ cally in the form of bar charts or pie charts, ̈̆˼́˺ʳ̆̌̀˵̂˿̆ʳ˼́ʳ˴ʳ˶̂˿̈̀́ˁʳ˔ʳ˶̂˿̈̀́ʳ̂̅ʳ̆̇˼˶˾ which, indeed, can illustrate points much more ˼̆ʳ̃̅̂˷̈˶˸˷ʳ˹̂̅ʳ˸˴˶˻ʳ˴˶˶˼˷˸́̇ʳ˴̇ʳ˴ʳ̆˼̇˸ʳ˴́˷ʳ̇˻˸ clearly to the reader than columns of numbers. ˶̂˿̈̀́̆ʳ̅˸ˀ˴̅̅˴́˺˸˷ʳ̇̂ʳ̆˸˴̅˶˻ʳ˹̂̅ʳ̃˴̇̇˸̅́̆ʳ̂˹ The database package should provide such an ˴˶˶˼˷˸́̇ʳʻ˸ˁ˺ˁʿʳ̃̅˸˷̂̀˼́˴́˶˸ʳ̂˹ʳ̆˼˷˸ʳ˼̀̃˴˶̇ option, or at least make it simple to export ˶̂˿˿˼̆˼̂́̆ʳ̂̅ʳ˻˼˺˻ʳ̂˶˶̈̅̅˸́˶˸ʳ̂˹ʳ˴˶˶˼˷˸́̇̆ʳ˼́ data to proprietary software for this purpose. ̀̂̅́˼́˺ʳ̃˸˴˾ʳ˻̂̈̅ʼˁʳ˧˻˼̆ʳ̃̅̂˶˸̆̆ʳ˶˴́ʳ˵˸ ˴̈̇̂̀˴̇˸˷ʳ ̊˼̇˻˼́ʳ ̇˻˸ʳ ˶̂̀̃̈̇˸̅ʳ ̃˴˶˾˴˺˸ʿ d) Location identification ˸́˴˵˿˼́˺ʳ̇˻˸ʳ˼́̉˸̆̇˼˺˴̇̂̅ʳ̇̂ʳ̃˸̅˹̂̅̀ʳ̇˻˸ʳ̇˴̆˾ ̄̈˼˶˾˿̌ʳ˴́˷ʳ˸˴̆˼˿̌ʿʳ̇˻̈̆ʳ˻˸˿̃˼́˺ʳ̇̂ʳ˷˸̆˼˺́ Another important facility of any software ̅˸̀˸˷˼˴˿ʳ˴˶̇˼̂́ʳ̇̂ʳ̇˴˶˾˿˸ʳ̇˻˸ʳ̀̂̆̇ʳ˶̂̀̀̂́ package is to provide the user with a list of the ˴˶˶˼˷˸́̇ʳ̃˴̇̇˸̅́̆ʳ˸˹˹˼˶˼˸́̇˿̌ʳʻ̆˸˸ʳ˙˼˺̈̅˸ʳˈʼˁ Figure 4: Example of polygon worst accident sites, however defined, in any analysis using MAAP 5 area of interest. This can be done using any 3.4 Dissemination software package. location identifier such as nodes or distance In order to create a widespread awareness of road safety, it is important to publish annual reports showing clearly the magnitude and nature of safety problems, not least to justify adequate funding and resources to combat these problems. Road safety is a problem that requires activity in many different sectors for improvements to be achieved. Annual police accident reports need to be distributed widely to all agencies with responsibilities in road safety and with the ability to influence road safety. It has been shown in many developed countries that an effective way of managing safety is for authorities, not only at the national but also local level, to use a database to identify countermeasures and to publish details of their planned schemes annually. The published document should also evaluate the effectiveness of these schemes in

ROAD SAFETY GUIDELINES 4.2 - 9 ROAD ACCIDENT DATA SYSTEMS

for compiling additional information specifically on road accidents. Usually storage retrieval and analysis is manual, hence little real analysis is done of the data. Generally the only work done is to produce basic statistics tables with little interpretation or analysis of them. The data are used mainly for administration purposes within the police to be able to report how many accidents happened and in which jurisdiction they happened. Little or no attempt is actually made to analyze the data with a view to improving the situation.

Stage 3: Uniform Accident Form Introduced after Consultation with Other Parties

Eventually, as the number of accidents in- Figure 5: subsequent years. It is important, therefore, that Example of stick creases, a need is acknowledged for better ac- the relevant accident database is made readily diagram. cident data to be available. There is police will- accessible to all organizations able to contrib- ingness and agreement to improve the system ute to improving safety. This means setting up and willingness to cooperate with other agen- a mechanism whereby these organizations re- cies, such as the engineers and others, in order ceive updated data regularly. to develop a form that meets the data needs of all key parties. A uniform accident form is designed in consultation with interested parties 4 STAGES OF and introduced nationwide after pilot testing. DEVELOPMENT Often a microcomputer-based accident data system is introduced at police headquarters. There are five development stages that can From this, an annual accident report is produced be identified in the development of road acci- at the end of each year and circulated to all the dent data systems. key agencies involved.

Stage 1: Accidents Included in Stage 4: Accident Data in Use in General Incident Reports Other Agencies At the earliest stages, the police collect ac- By this stage, the various other road safety cident data on standard police incident reports related agencies are beginning to use the data. and the data are treated in the same way as all Detailed annual reports would be published, other crime records with the focus on prosecu- distributed widely to all the agencies, and the tion. Only the most basic details are collected database would be available to those who need and the standard “incident” form used is the it. An NRSC will use the data for better public- same as for any burglary or any other incident ity and propaganda, highway authorities would that might occur. be identifying and improving accident black There is little information of particular spots, and police would be carrying out more relevance to the circumstances leading to the effective enforcement at locations and times accident. The concern at this stage is more with known to involve speeding or drink-driving ac- identifying the participants involved and cidents. It is possible that the database would reporting the “incident” to the authorities. be copied to other major users such as the road engineers. It would also be used by research- Stage 2: Basic Accident Data ers from universities and research institutes to Form Introduced increase understanding and knowledge about At this stage, a separate accident data form the causes of road accidents and the effective- is introduced as police begin to see the need ness of countermeasures.

4.2 - 10 ROAD SAFETY GUIDELINES ROAD ACCIDENT DATA SYSTEMS

Stage 5: Supplementary Data cycle rider training, and police enforcement Collected campaigns. The accident database is of particular value Once a police data system is working well in the accident reduction process at the local and the key agencies are using it, it will be rec- level. Here it should be used to draw up local ognized that a considerable number of accidents action plans where the worst sites (in terms of is still unreported to the police. Other data accident occurrence) on the road network are sources will begin to be checked to identify the identified. Appropriate accident countermeas- scale of underreporting. This normally implies ure schemes should then be planned and im- surveys of hospital data records and insurance plemented by road engineers in consultation industry records by researchers to try to assess with the police to bring about the most cost- the degree of underreporting occurring. By this effective accident savings. Lessons learned can stage, the police accident database will be widely be used in the design of new road schemes in accessible and in use by a number of order to encourage safety-conscious planning organizations. Researchers will be active in and design of roads. comparing police, hospital, and insurance There is reason to believe that accident re- records, and there will be regular surveys of these medial measures that are found to be effective records to try to reconcile the underreporting in one country may not necessarily work well problem. in another (e.g., solid white lines may deter dangerous overtaking in developed countries but can be ineffective in some developing countries). Plate 2: Accident unit staff in 5 BENEFITS AND EFFECTS There is, therefore, a need to evaluate the effect Fiji entering data from of safety schemes and a reliable database is also police accident forms. Accident data are the base measure of essential for this purpose. Without proving that safety and is essential remedial work has been effective in reducing in order that accidents or demonstrating that certain trial politicians, planners, countermeasures do not work well, it is likely engineers, police, that money and resources will be wasted or cer- education and public- tainly not spent to maximum benefit. ity specialists, and researchers are all aware of the scale and 6 EXAMPLES OF GOOD nature of safety PRACTICE problems over a road network. Although a number of commercial software At a national packages (e.g., Arc info or Map info) are avail- level, the database able and can be used to create accident data should be used to systems, the most common accident microcom- help decision makers puter-based database currently in use in the formulate national Asian and Pacific region is MAAP. Although policy, such as com- introduced only on a pilot basis in trial areas in pulsory wearing of some countries, and perhaps with data not as front and rear seat complete as might be desirable in other coun- belts, rider helmets, tries, their value is gradually being recognized driving age restric- by many practitioners actively trying to improve tions, and other leg- safety. It already serves as the national system islation, and to pro- in several countries and is under trial for duce a national ac- national or regional adoption in several other tion plan for improv- Asian and Pacific countries. ing safety. Even Papua New Guinea has one of the oldest within districts or and most comprehensive accident databases in states, the data can the Pacific region. MAAP has been in use there Plate 3: be used to target particular road user groups nationally since 19866 when it was established MAAP accident plot at risk; e.g., drunk-driving publicity cam- as part of an ADB-financed Road Safety in Dhaka, Bangladesh. paigns, school education programs, motor- Project. The Royal Papua New Guinea Police

ROAD SAFETY GUIDELINES 4.2 - 11 ROAD ACCIDENT DATA SYSTEMS

work closely with the Department of Trans- ceedings of Asia Roads and Highways port to maintain and utilize the database to Summit 1994. Hong Kong, China: determine effective enforcement exercises, to Institute for International Research Pte. change the worst accident locations, and the Ltd., 89 Short Street #08-03, Golden Department of Land Transport and the police Wall Centre, Singapore. use it to target specific at-risk groups more 2. TRL. 1994. Microcomputer Accident effectively for publicity and education Analysis Package Version 5. Overseas campaigns. Centre, TRL, Old Wokingham Road, Fiji has also recently introduced the pack- Crowthorne, Berkshire RG45 6AU, age nationwide as part of its ADB/World Bank- UK. funded Road Safety Action Plan. Special units 3. Hills, B. L., and G. J. Elliott. 1984. A in the NRSC, the police, and Department of Microcomputer Accident Analysis Pack- Works are actively using it to plan remedial age and its Use in Developing Countries. works7. Proceedings of Indian Roads Congress Malaysia8 and Singapore have incorpo- Road Safety Seminar, Srinigar, India. rated MAAP nationally with their existing Overseas Centre, TRL, Old Wokingham mainframe systems, thus enabling the data to Road, Crowthorne, Berkshire RG45 be immediately accessible to a much wider 6AU, UK. group of practitioners and researchers. In the 4. University of Florida Transportation case of Malaysia, accident data has been Research Center. 1989. SCARS (small incorporated into the geographic information computer accident records system) system network. MAAP is also under trial in Manual. University of Florida, Gaines- Bangladesh, (see Plate 3) and has also been ville, United States. introduced or is under trial in parts of People’s 5. Buchanan Computer Consultants. 1992. Republic of China, India, Indonesia, Nepal, Accident Users Manual. 59 Queens Gar- and Philippines. dens, London W2 3AF, UK. 6. Royal Papua New Guinea Constabulary (RPNGC), Department of Transport. 1992. Road Accidents, Papua New 7 REFERENCES AND KEY Guinea 1992. Commissioner of Police, DOCUMENTS RPNGC, Port Moresby, Papua New Guinea. It is recommended that the annual accident 7. Fiji Police Force (FPF). 1994. Road Ac- statistics reports, accident database systems, cident Statistics Fiji 1994. Commissioner and police accident report forms from several of Police, Accident Data Unit, FPF, Fiji. countries are reviewed before decisions are 8. Polis Diraja Malaysia. 1994. Statistical taken to change an existing system. Report Road Accidents 1994. Cawangan Trafik, Ibu Pejabat Polis, Bukit Aman, Several other useful documents are Kuala Lumpur, Malaysia. indicated in the appendices to these guidelines. 9. Hutchinson, T. P. 1987. Road Accident Databases. ISBN 07316 0653. 1 Runsby 1. Hills, B. L., and C. J. Baguley. 1994. The Scientific Publishing, P.O. Box 76, Use of the Microcomputer Package Rundle Mall Adelaide, South Australia MAAP in Five Asian Countries. Pro- 5000, Australia.

4.2 - 12 ROAD SAFETY GUIDELINES 4.3 ROAD SAFETY FUNDING AND THE ROLE OF THE INSURANCE INDUSTRY

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY 4.3 ROAD SAFETY FUNDING AND THE ROLE OF THE INSURANCE INDUSTRY

The insurance industry can participate both via funding and by sharing its business and marketing skills to assist government in tackling a country’s road safety problems.

2. Legislate a mandatory requirement of third party motor insurance on all drivers, with, say, 5-10 percent of premium as a levy for road safety activities.

3. Motor vehicle insurance regulations should be enforced in order to achieve a high rate of coverage and maximize insurance contribution to road safety.

ROAD SAFETY GUIDELINES 4.3 - 1 1 INTRODUCTION These sector guidelines on “Road Safety Funding and the Role of the Insurance Industry” are from a set of Road Safety Guidelines for the Asian and Pacific Region policymakers, developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). The role of the motor insurance industry is interwoven into the road safety process and in many countries its influence has been beneficial and significant. While many private sector companies have contributed financially to the direct provision of road safety measures, this section focuses on the key road safety agent in the private sector, the insurance industry.

2 WHY IS FUNDING FROM social needs, the insurance industry has a vested THE INSURANCE interest in seeing road safety receives adequate INDUSTRY NEEDED? attention, and that efforts are made to reduce accidents. hile the central government is re- The large amounts of regular income that sponsible for developing and imple- can be raised for road safety via a small levy Wmenting a coordinated road safety on third party insurance premiums (TPIP) can program, much of the economic costs of road be illustrated by some examples. The State of accidents are borne by the private sector. Fund- Victoria in Australia, by imposing a levy of 10 ing for road safety improvements should be percent of TPIP (equivalent to US$21 per ve- shared with those who stand to gain from acci- hicle per year), raises US$56.65 million a year dent prevention measures1. for investment in road safety. Finland, which In most countries, the insurance industry imposes a levy of only 1 percent of TPIP has traditionally limited its involvement to (US$3.67 per vehicle per year), raises US$8 postaccident compensation payments. A no- million per year. East European countries, with claims discount was most probably the only in- encouragement from the World Bank, are im- centive or attention that motor vehicle insur- posing levies of about 8 percent of TPIP and ance companies gave to accident prevention. these will raise annual amounts of US$28 mil- This situation has proven unsustainable with lion (Poland), US$20 million (Hungary), many insurance companies (in developing US$12 million (the Czech Republic) and US$7 countries), incurring excessively high claims million (Slovakia). loss ratios; i.e., the amount of money paid in Adoption of similar approaches in the Asian accident claims compared to that collected in and Pacific region and adoption of a levy on policy premium payments, as accident claims TPIP (accompanied by a requirement for and increase rapidly in the countries undergoing enforcement of third party insurance for all rapid motorization. motorized vehicles) could raise millions of For several decades, motor insurance com- dollars in each country. A levy of only US$10 panies in many industrialized countries have per registered motor vehicle per year would been involved in supporting road safety efforts raise more than US$1.5 billion annually in the through the provision of money, either volun- developing countries of the Asian and Pacific tarily or through legislation, and through other region. means, including research, lobbying for change, Individual Asian and Pacific countries and campaigns. While the government will be could raise substantial income from such faced with multiple serious economic and sources and Table 1 provides examples of

4.3 - 2 ROAD SAFETY GUIDELINES ROAD SAFETY FUNDING AND THE ROLE OF THE INSURANCE INDUSTRY

income possible from a US$10 levy in the the total insurance premiums collected and selected countries shown. dedicated to road safety. In Fiji the legislation establishing the NRSC stipulates 10 percent of Table 1: Potential Annual Income from a US$10 third party premiums are to be dedicated to road Levy on Motorized Vehicles safety while the 1996 Motor Vehicle Insurance Act in Kazakstan allows for a special reserve Country Annual income fund to be established for road safety preven- (US$ million) tive measures, but does not specify a minimum People’s Republic of China 273.0 or maximum amount. India 252.0 Indonesia 111.0 Republic of Korea 80.0 3.2 Enforcement Lao PDR 1.3 Malaysia 66.6 A road safety fund based on insurance pre- Philippines 21.2 miums will require the enforcement of motor Sri Lanka 8.6 vehicle insurance regulations in order to real- Taipei,China 148.0 ize its full potential earnings. Enforcement of Thailand 110.6 insurance regulations has not always followed Viet Nam 33.9 the enactment of motor vehicle insurance legislation and many vehicles are driven without Motor insurance involvement is also begin- insurance cover in the Asian and Pacific region. ning to occur in some developing countries One way of ensuring motor vehicle insur- (e.g., in Fiji a voluntary levy on insurance is ance regulation compliance is to have proof of financing the recently inaugurated National insurance as a requirement of the periodic road- Road Safety Council [NRSC]). Consequently, worthiness vehicle inspection. Vehicle fitness those insurance companies involved must see certificates should not be given without proof benefits for their industry in being involved in of insurance and, while this is a common legal such activity. requirement in many Asian countries, the extent to which the inspection authorities enforce this stipulation varies widely. This approach 3 KEY COMPONENTS works best if there is also a legal requirement that a valid roadworthiness sticker or certificate must be displayed and clearly visible on 3.1 Legislation the windscreen of the vehicle. In Kazakstan, in order to promote compliance with the new in- If support from the motor insurance indus- surance regulations, motor vehicle insurance try is to be significant, then the industry itself can be purchased at the vehicle inspection must be well established and of a sufficient centers. size to have funds that can have an impact on Proof of insurance coverage can also be road safety. Such an industry results from leg- confirmed at the stationary checkpoints where islation that requires all drivers to have at least traffic police inspect other required documen- third party insurance and then grows as the tation, such as ownership, fitness certificates, vehicle fleet expands and the population and route permits. Proof of insurance can also increasingly invests in insurance in other fields be checked on the same basis as driver licenses apart from vehicles, such as home contents or when traffic warnings and citations are being structure. issued. Overdue fines for insurance coverage In recent years, many countries have intro- should be set at several times the insurance duced third party motor vehicle insurance re- policy premium value. quirements for all motor vehicles. Two exceptions are Bangladesh, where government vehicles are exempt, and Nepal where vague word- 3.3 Road Safety Promotion ing of legislation leaves the requirement of motor vehicle insurance on private vehicles The role of the insurance industry should not unclear. be limited to a passive funding source for road Legislation should also stipulate, or at a safety. A more active partnership should be minimum, allow for a levy to be imposed on sought between the insurance industry and the

ROAD SAFETY GUIDELINES 4.3 - 3 ROAD SAFETY FUNDING AND THE ROLE OF THE INSURANCE INDUSTRY

government. The insurance industry’s support 3.4 Noninsurance-related and commitment to road safety will be greater Private Sector Support if it is involved in the organization of road safety and is able to help determine the use of their While all private sector companies would funds. Accordingly, the insurance industry benefit from an improved corporate image by should be represented on the finance investing in road safety, many private sector subcommittee, if not the main body of the NRSC. organizations outside the insurance industry The insurance industry can do much to pro- have a direct incentive in promoting road safety. mote road safety in its insurance policies, as well Businesses with large fleets or expensive vehi- as by sharing data and through the direct cles are already interested in reducing road ac- organization of road safety campaigns. Most cidents among their own vehicles and adopt insurance policies in the Asian and Pacific region safety-conscious policies that include strict test- are still vehicle based; i.e., the premium rate is ing of potential drivers as well as medical and determined by the type of vehicle and its previous alcohol testing of current drivers. Advanced accident record regardless of the experience or driver training may be offered and driver hours age of the driver. A driver-based insurance policy controlled. Safety bonuses and awards are also would limit the insurance coverage to only those standard policy whereby employers try to of- drivers registered for the vehicle and the premium fer drivers added incentives for safe driving. In rate would be higher for any younger drivers or order to be effective, company commitment to inexperienced drivers, as such groups of drivers road safety must be visible and continual. For have a higher accident risk. example, the Shell Petroleum Company has In an attempt to improve the accident risk sponsored defensive driving courses for its per- of novice drivers, insurance companies in the sonnel in a number of countries (e.g., Brunei United Kingdom (UK) have recently and Fiji). In Malaysia, Shell requires its new introduced a scheme where additional training drivers to undergo a three-day defensive driv- (e.g., motorway driving, advanced driver ing course and refresher courses are given every training, and defensive driving) results in a two to three years. Close monitoring is kept of reduction of the insurance premium cost. driving records and accidents may be classi- The insurance industry is also a good source fied as preventable and nonpreventable. for accident data and costs. The total cost of Private sector companies have also begun the economic consequences of road accidents to promote road safety outside their own im- often needs to be calculated before governments mediate interests. One of the major commer- will begin to invest in road safety. Insurance cial banks in Fiji sponsored the first national companies can provide much needed data for road safety conference and elsewhere road Plate 1: accident costing. In a few countries, insurance Damaged vehicles are safety publications and materials have been a cost to the claim data have been found to be more com- published, sometimes in return for the compa- insurance industry. prehensive than police data. ny’s logo being included on the documents as a sponsor. The private sector has also sponsored research into driver selection systems in India where psycho-physical tests are being developed. In the UK many private sector industries have acknowledged the devastating impact of road accidents and have become directly involved in promoting road safety. Some fuel companies have adopted road safety, and Texaco has invested both financial support and employee effort, e.g., in campaigning for the reduction of road accident risks to children. In addition to vehicle design, the automobile industry has contributed to campaigns and Volvo, apart from its prestigious international safety award each year to encourage innova- tion in road safety, has been active in some countries (e.g., Brazil) in raising awareness of

4.3 - 4 ROAD SAFETY GUIDELINES ROAD SAFETY FUNDING AND THE ROLE OF THE INSURANCE INDUSTRY

safety issues. The “don’t drink and drive” cam- restrictions, maximum coverage limits, hit and paigns during the holiday periods and even the run drivers, and processing times are reviewed. provision of some taxi services and late-night Third party insurance premiums may often be buses in the UK have been cofinanced by the increased slightly at this stage and some of the major breweries. additional premiums received are invested back Nongovernment organizations and service into road safety. groups can also play a significant role in rais- Stage 4: In addition to the financing role, ing road safety awareness among the general the insurance industry assumes a more active public. role in supporting road safety. Government cre- They are arguably in the best position to ates a policy of encouraging private involve- reach the local community and road safety can ment in road safety and sponsorship of road be easily incorporated into a basic life skills safety campaigns. Insurance companies’ and education program. While private sector databases are developed to be of use in work can be organized and provided externally, analyzing road safety problems and are made the initiative should be coordinated with accessible to researchers. government activity to maximize impact. Joint campaigns between the government Apart from the insurance companies, there and the insurance companies become more is considerable scope for drawing in support ambitious as they realize the benefits that are and funding for road safety from other private accruing from their initial efforts and invest- sector organizations. ments. Other companies with links to the mo- Many large oil companies, motor tor industry, particularly the fuel industry and manufacturers, and transport operators are often motor dealers, become more involved in road willing to support road safety by sponsoring safety. initiatives such as defensive driving courses and publicity campaigns. Large commercial organizations such as banks and trading 5 BENEFITS AND companies are often willing to support road EFFECTS safety activity as part of their social obligation, for the public goodwill and good publicity it The potential benefits resulting from the brings for the sponsoring organization. insurance industry contributing to road safety funding include:

4 STAGES OF 1) new funding source (nongovernmental); DEVELOPMENT 2) marketing and business skills; and 3) improved perception of insurance indus- Stage 1: Government passes legislation try. making third party motor insurance compulsory but enforcement is lacking. Few motorists The most obvious benefits accrue from the are insured and most accident damages are large amounts of money that can become avail- settled privately. able to help a country start its road safety ef- Stage 2: Motor vehicle insurance begins to forts or continue with its priority program. receive more priority from the government. The Other benefits involve the synergy devel- insurance industry is represented on the NRSC oped when different disciplines work together and insurance companies and other private in a coordinated way. In particular, the involve- sector organizations begin sponsoring one-off ment of insurance industry firms enables them events, such as conferences or safety publica- to add their professional expertise to road safety tions. matters in such areas as data analysis, market- Stage 3: A closer association between in- ing, and publicity. surance and road safety is developed with new The insurance industry itself will benefit legislation requiring that a levy be imposed on from an improved self-image as the public ac- insurance premiums. Insurance requirements knowledges the companies’ social responsibil- begin to be enforced by the police and ity. Name recognition and corporate image have inspection authorities. At this time, policy been found to have been raised from cam- issues such as premium rates, policy paigns.

ROAD SAFETY GUIDELINES 4.3 - 5 ROAD SAFETY FUNDING AND THE ROLE OF THE INSURANCE INDUSTRY

6 EXAMPLES OF GOOD rising constantly, and no attention was being PRACTICE given to accident reduction and rehabilitation of victims. In 1985 Government legislated to create 6.1 Examples from Outside Transport Accident Corporation (TAC). In 1987 the Region the TAC came into being with broadly the following functions: The situation of insurance premiums fund- 2 ing road safety was well summarized by Lowe 1) to take over all outstanding road acci- at a recent World Bank seminar. The following dent personal injury claims; portion is extracted from that paper and sup- 2) to contain the spiralling costs; plemented with other information. Some of the 3) to provide a “no fault” scheme; non-Asian countries that have been active in- 4) to invest in road safety to reduce trauma; clude: and 5) to actively rehabilitate the injured. 1) In 1977, the Province of Quebec in Canada adopted a nationalized, compul- TAC is required by law to invest in acci- sory, civil liability insurance scheme us- dent reduction programs as well as injury re- ing “no fault” principles. The insurer is habilitation programs. In 1992/93 it invested required to provide driver training and US$56.65 million into road safety programs, public information campaigns on acci- which was about 10 percent of premiums, and dent prevention. There has been an im- has stated, in its annual report for that year, that provement in driver behavior, with the investment made a significant contribution higher seat belt rates and a fall in acci- to its profitability by the accident reductions dent deaths, which are attributed to the achieved, leading to reduced claims. The TAC insurers’ road safety work management saw investment in road safety as 2) In Finland, a road safety tax has been a good business decision to reduce overheads levied on compulsory vehicle insurance and hence improve profits. for about 40 years. At about 1 percent of The TAC 1992/93 Annual Report stated that premiums, the tax raises US$8 million since 1989, its savings in reduced accident per year. The fund is used to finance the claims amount to US$210 million, which is in main government organization working excess of the amount it had invested in road in the field of public education, road user accident programs over the same period. It is information, and road safety estimated that TAC’s investment in road safety promotion. programs for those years was about US$10.7 3) In the United States (US), the Insurance million a year on television, radio, and news- Institute for Highway Safety (IIHS) is paper promotions, and up to US$7.7 million a an independent, nonprofit, scientific, and year on road accident medical emergency serv- educational organization. It is supported ices. by the insurance associations as well as In 1992/93 it invested in the following pro- by the individual insurance companies grams: and is aimed at reducing the losses — human and financial — caused by road Program Amount accidents. It produces a monthly publi- (US$ million) cation on road safety entitled Status Re- Media promotion and community awareness 10.7 port. Police breath test and speed camera 5.6 School traffic safety education 5.8 Research 0.5 6.2 Examples from Within the Accident black spot programs (approx.) 27.0 Region Road trauma center 7.0

a) State of Victoria, Australia TOTAL 56.6 In the early 1980s, compulsory third party In 1992/93, TAC operations were reviewed injury insurance was provided by a number of by international management specialists, who commercial companies in Victoria. All of the reported that TAC compared favorably with insurers were losing money, premiums were private insurers in the major elements of busi-

4.3 - 6 ROAD SAFETY GUIDELINES ROAD SAFETY FUNDING AND THE ROLE OF THE INSURANCE INDUSTRY

ness2. The cost of insurance cover provided by All parties involved benefit from the ar- TAC is US$200 a year for a passenger car, rangement and it becomes in everyone’s inter- which compares favorably with costs in other est to ensure all motorists have at least third states of Australia. party insurance. The NRSC is able to carry out effective safety initiatives and interventions, b) Fiji which in association with other activities undertaken as part of the ADB/World Bank- In Fiji, motor insurance is provided by only funded Road Safety Action Plan, had by mid- five or six insurance companies. Amounts that April resulted in a reduction in road accidents can be charged for third party insurance are con- deaths of more than 23 percent against deaths trolled and have to be approved by the Commis- in 1991, the year immediately before the Road sioner of Insurance. Companies engaging in Safety Action Plan commenced. motor insurance business have to present information annually to the Commissioner on c) India premiums received, policies issued, and claims paid. Whenever any requests are made for third While the insurance industry in India does party insurance premiums to be increased, dis- not yet contribute funds to the national road cussions are held between the insurance under- safety program, the insurance companies have writers and the Commissioner to agree any founded the Loss Prevention Association, a changes. The Commissioner’s role is to regulate nonprofit organization dedicated to the promo- the industry and to look after the public interest. tion of road safety. In addition to publishing In 1992, as part of efforts to establish an monthly and quarterly safety journals, it has NRSC, discussions were held with the insur- organized training programs, workshops, and ance industry and Commissioner of Insurance. conferences, and is active in the education and Agreement was reached that as part of the next engineering aspects of road safety. review of premiums, a “voluntary” levy of about 10 percent of third party motor insurance d) Kazakstan premiums would be passed over to the proposed Motor vehicle insurance was introduced for NRSC. private sector vehicles only in 1997. The legis- The Fiji NRSC, once established, therefore lation also provides for a percentage of premi- had a steady stream of income (paid quarterly ums collected to be allocated to a road safety into the NRSC account by each insurance com- preventive measures fund. No decision has yet pany depending upon the number of third party been made on what percentage of premiums motor insurance premiums received). The in- will be donated, or on how or who will receive surance companies have been permitted to have the contribution, as the priority so far has been a representative on the NRSC and in this case, on enforcing the motor vehicle insurance re- that person actually is chairman of the NRSC quirement. finance subcommittee. The introduction of third party motor vehi- The income from the insurance companies cle insurance also has other road safety impacts provides about 60 percent of NRSC annual in- as drivers involved in road accidents are now come, with a further 10 percent being received required to bring a certificate from the hospital from government (via services and facilities stating they were not under the influence of provided to NRSC headquarters). A further alcohol at the time of the accident. Without 30 percent is raised by the NRSC from com- this certificate, no claims will be considered. mercial sponsorship (vehicle dealers, oil com- Accident underreporting is also expected to panies, and banks) and from fund raising. be affected as claim compensation represents This solution thus provides a guaranteed a new incentive to report accidents to the and growing (because funds increase in line police. with the increase in numbers of vehicles) source of funds for NRSC activity while still requiring e) Republic of Korea the NRSC to actively seek further funding or sponsorship from the commercial sector. In the Republic of Korea, the primary or- This reduces reliance on government grants or ganization responsible for coordinating road funding, which can, in some countries, be er- safety activity is the RTSA, which has more ratic and unreliable. than 200 staff in its headquarters in Seoul and

ROAD SAFETY GUIDELINES 4.3 - 7 ROAD SAFETY FUNDING AND THE ROLE OF THE INSURANCE INDUSTRY

branch offices located in major cities and prov- vided via agreement with a number of com- inces. mercial insurance firms as in Fiji need not mat- RTSA funds are raised from a number of ter. Efforts should be made to persuade the pro- sources, including individual fees on persons viders of motor insurance that it is in their fi- holding driving licences or owning vehicles, nancial interest as well as in the public interest corporation fees, a small levy (0.3 percent) on for some of the premiums to be used for road Automobile Insurance Company annual premi- safety. ums received, Expressway Authority (0.05 per- If the insurance industry cannot be percent of total income received), and tire manu- suaded to participate voluntarily, then the nec- facturers (0.1 percent of value added tax). essary action should be taken to impose a levy Whereas these sources were bringing in about of about 10 percent on at least third party mo- US$6 million a year in 1983, it is believed they tor insurance and, where possible, a smaller now result in annual incomes of about levy (perhaps 5 percent), on all other motor in- US$100 million a year due to the increase in surance policies. This provides a steady stream vehicle numbers since then. of funds for an NRSC for promoting road safety The organization has wide-ranging author- and initiatives. ity to undertake (after approval of the Ministry Each of the countries discussed developed of Home Affairs) virtually any activity it feels its own unique way of funding road safety ac- necessary to improve road safety. It now has tivity but all recognized that the motor insur- its own road safety research institute where a ance industry has an important role to play in number of safety research projects are investing in safety. Each country in the region underway. It has a highly experienced teams will need to develop appropriate funding of accident black spot investigators located in mechanisms that are appropriate for its particu- its branch offices who provide technical assist- lar social, political, and economic circum- ance to develop black spot improvements for stances. However, the above case studies dem- national, provincial, and municipal roads au- onstrate that it can be done successfully. thorities. It also is active in road safety publicity and education. 7 REFERENCES AND KEY f) Viet Nam DOCUMENTS Before privatization in 1994, the national 1. Lundebye, S., and T. E. Wetteland. 1997. insurance company in Viet Nam, Baoviet, used Financing of Road Safety Actions. Pro- to donate 5 percent of its premiums to road ceedings of Third African Road Safety safety measures. On average, 2 percent would Congress. Pretoria, South Africa: Eco- be allocated to the national level and 3 percent nomic Commission for Africa and Or- to the provincial level. At the national level, ganisation for Economic Co-operation the donation was shared between the traffic and Development (OECD). police and the Ministry of Transport and Com- 2. Lowe, P. 1994. Financing Road Safety munication. At the provincial level, the dona- Activities. Paper presented at World Bank tion went to specific road safety measures and Policy Seminar on Road Safety in Baoviet helped finance the construction of es- Central and Eastern Europe. Budapest, cape lanes on mountain passes. Hungary. 3. United Nations Economic and Social 6.3 Scope for Action in the Commission for Asia and the Pacific Region (UN/ESCAP). 1997. Guidelines on Action Plans and Programmes. The above case studies from around the Bangkok, Thailand: UN/ESCAP. region indicate that it is both possible and 4. Insurance Institute of Highway Safety, highly desirable to harness the potential for 1005 North Glebe Road, Arlington, VA funding from the insurance industry and other 22201, US. such sources. Whether third party motor insur- 5. Loss Prevention Association of India, ance is provided via a state-owned monopoly Warden House, Sir Pherozeshah Mehta as in Victoria, Australia, or whether it is pro- Road, Mumbai, India 400 001.

4.3 - 8 ROAD SAFETY GUIDELINES 4.4 SAFE PLANNING AND DESIGN OF ROADS

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY SAFE PLANNING AND 4.4 DESIGN OF ROADS Road networks in most developing countries are still being expanded and/or rehabilitated, and opportunities therefore exist to incorporate safety practices (at marginal cost) during the planning and design stages.

More emphasis, therefore, needs to be placed on examining how to make the road network operate safely in the particular operating environment and traffic conditions that exist in each country.

• New roads may require the inclusion of additional safety features such as cycle lanes.

• Urban areas may require design of road networks to establish a road hierarchy, and the reduction of through traffic and speeds where pedestrian and cyclist activity exists.

• On all roads, greater emphasis needs to be given to the safety of the large proportion of vulnerable road users that normally exist in developing countries.

1. Require all proposed new and rehabilitation road schemes to be checked from a safety perspective during the design stage.

2. Review existing design standards, access control, and development control to ensure safety is given high priority, particularly for vulnerable road users in urban and rural areas.

3. Check that towns and cities have localized zoning, and that the existing road network is classified into a road hierarchy.

ROAD SAFETY GUIDELINES 4.4 - 1 1 INTRODUCTION ˧˻˸̆˸ʳ̆˸˶̇̂̅ʳ˺̈˼˷˸˿˼́˸̆ʳ̂́ʳ̇˻˸ʳϘ˦˴˹˸ʳˣ˿˴́́˼́˺ʳ˴́˷ʳ˗˸̆˼˺́ʳ̂˹ʳ˥̂˴˷̆ϙʳ˴̅˸ʳ˹̅̂̀ʳ˴ʳ̆˸̇ʳ̂˹ʳ ˥̂˴˷ ˦˴˹˸̇̌ʳ˚̈˼˷˸˿˼́˸̆ʳ˹̂̅ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ˥˸˺˼̂́ʳ̃̂˿˼˶̌̀˴˾˸̅̆ʿʳ˷˸̉˸˿̂̃˸˷ʳ˴̆ʳ̃˴̅̇ʳ̂˹ʳ˴ ̅˸˺˼̂́˴˿ʳ̇˸˶˻́˼˶˴˿ʳ˴̆̆˼̆̇˴́˶˸ʳ̃̅̂˽˸˶̇ʳʻ˥˘˧˔ʳˈˉ˅˃ˍʳ˥˸˺˼̂́˴˿ʳ˜́˼̇˼˴̇˼̉˸̆ʳ˼́ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʼʳ˹̈́˷˸˷ ˵̌ʳ̇˻˸ʳ˔˗˕ˁ ˥̂˴˷ʳ̆˴˹˸̇̌ʳ̆˻̂̈˿˷ʳ˵˸ʳ˶̂́̆˼˷˸̅˸˷ʳ˼́ʳ˴ʳ˶̂̀̃̅˸˻˸́̆˼̉˸ʳ̊˴̌ʳ̇˻̅̂̈˺˻ʳ˴˿˿ʳ˴̆̃˸˶̇̆ʳ̂˹ʳ˻˼˺˻̊˴̌ ˴́˷ʳ̇̅˴˹˹˼˶ʳ˸́˺˼́˸˸̅˼́˺ʳ̊̂̅˾̆ʿʳ˼́˶˿̈˷˼́˺ʳ̃˿˴́́˼́˺ʿʳ˷˸̆˼˺́ʿʳ˶̂́̆̇̅̈˶̇˼̂́ʿʳ̀˴˼́̇˸́˴́˶˸ʿʳ˴́˷ ˻˴̍˴̅˷̂̈̆ʳ˿̂˶˴̇˼̂́ʳ̇̅˸˴̇̀˸́̇̆ˁʳ˦˸˶̇̂̅ʳ˺̈˼˷˸˿˼́˸̆ʳˇˁˇʳ˴́˷ʳˇˁˈʳ˶̂́˶˸́̇̅˴̇˸ʳ̂́ʳ̇˻˸̆˸ʳ˼̀̃̂̅̇˴́̇ ˴̆̃˸˶̇̆ˁʳ˧˻˼̆ʳ̆˸˶̇˼̂́ʳ̆˸˸˾̆ʳ̇̂ʳ˼̀̃̅̂̉˸ʳ̆˴˹˸̇̌ʳ˵̌ʳ̃̅˸̉˸́̇˼́˺ʳ˴˶˶˼˷˸́̇̆ʳ̇˻̅̂̈˺˻ʳ̆̂̈́˷ʳ̃˿˴́́˼́˺ ˴́˷ʳ˺̂̂˷ʳ˷˸̆˼˺́ʿʳ˴́˷ʳˇˁˈʳ˵̌ʳ˴˶˶˼˷˸́̇ʳ̅˸˷̈˶̇˼̂́ʳ̂́ʳ̇˻˸ʳ˸̋˼̆̇˼́˺ʳ̅̂˴˷ʳ́˸̇̊̂̅˾ˁ ˧˻˼̆ʳ̆˸˶̇˼̂́ʳ˼́˶˿̈˷˸̆ʳ˺̈˼˷˴́˶˸ʳ̂́ʳ̉˴̅˼̂̈̆ʳ˸˿˸̀˸́̇̆ʳ̂˹ʳ˿˴́˷ʳ̈̆˸ʳ˴́˷ʳ˻˼˺˻̊˴̌ʳ́˸̇̊̂̅˾ʳ̃˿˴́ˀ ́˼́˺ʿʳ̇˻˸ʳ˷˸̆˼˺́ʳ̂˹ʳ˻˼˺˻̊˴̌̆ʿʳ˴́˷ʿʳ˼́ʳ̃˴̅̇˼˶̈˿˴̅ʿʳ̇˻˸ʳ́˸˸˷ʳ˹̂̅ʳ˹˴˶˼˿˼̇˼˸̆ʳ˹̂̅ʳ̃˸˷˸̆̇̅˼˴́̆ʿʳ˶̌˶˿˼̆̇̆ʿ ˴́˷ʳ̀̂̇̂̅˶̌˶˿˼̆̇̆ʳ̊˻̂ʳ̂˹̇˸́ʳ˹̂̅̀ʳ˴ʳ˿˴̅˺˸ʳ̃̅̂̃̂̅̇˼̂́ʳ̂˹ʳ̇˻˸ʳ̇̅˴˹˹˼˶ʳ˼́ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ˶̂̈́̇̅˼˸̆ˁ

2 WHY IS SAFE PLANNING following types of road users are common in AND DESIGN NEEDED? all countries: Different modes 2.1 Planning • motor vehicles versus pedestrians; • motor vehicles versus nonmotorized ve- lanning is important because on all hicles, particularly cycles; kinds of road, conflicts can arise be- • heavy goods vehicles versus other road tween different types of road users and P users; these may lead to accidents involving death or injury. These conflicts are typically most nu- Different movements Plate 1: merous in town centers, but can also occur on • high-speed traffic versus low-speed ve- Bicycle versus truck in suburban or rural roads. Conflicts between the Hanoi, Viet Nam. hicles; • all vehicle types at road junctions; and • vehicles overtaking.

Roads in developing countries tend to be used by more nonmotorized vehicles and pedestrians than is the case in the more industrialized countries, where many design standards originated. There may thus be a need to amend standards or devise new ones that take into account the general usage of the national road network. Safety features (for example, pedestrian crossing facilities, motorcycle lanes, signs, and markings) should be considered at the earliest possible stage of road development. Financing for these safety features as well as for maintenance should also be planned at this early stage. While many problems exist due to previous decisions and poor (or lack of) planning,

4.4 - 2 ROAD SAFETY GUIDELINES SAFE PLANNING AND DESIGN OF ROADS

it is never too late to rectify the situation or to in the first place. Safe design means ensuring plan for the future. This is particularly true for the safety of all road users. Nonmotorized ve- those developing countries where the infra- hicles such as bicycles and rickshaws together structure and traffic volumes are growing at a with motorcycles and “tuk tuks” are particu- rapid rate (see Reference 1). larly vulnerable. These road users often constitute large proportions of the traffic in the 2.2 Safe Design Asian and Pacific region on many roads, and due consideration should be given to them in The second element being considered in this the planning, design, operation, and mainte- section is safe design. This is relevant to all nance processes. They should have priority on existing roads as well as all new projects. It local and residential roads. Plate 2: Well-planned roads in tends to start with a country, recognizing the Australia. fact that it needs to have design standards for traffic signs and road 3 KEY COMPONENTS markings, and also specifications for the 3.1 Safe Planning geometric design of highways and inter- The main components in the planning proc- sections to accommo- ess that influence safety are listed below, to- date the types of vehi- gether with the key principles associated with cles likely to be using each. More detailed guidance is given in Ref- the roads. A country erence 1. should then develop Road hierarchy: The roads in a network specific safety design should be clearly defined and classified into techniques and those that are primarily to be used by traffic checking procedures for through-movement and those that are used such as a safety audit to ensure that standards primarily for access to housing or other build- are applied appropriately or departures from ings and amenities, and where low speeds are standards are carefully considered. required. Accidents are caused or influenced by a There should be clear, unambiguous prior- number of factors and the one that is most preva- ity indicated at each intersection so that traffic lent is human behavior. on the more important road is always given Engineering design is, however, also precedence over that from the less important important as it should accommodate a wide road. Any road should only intersect with roads range of human behavior and encourage safer in the same class or one immediately above or use of the roads. Sadly, this is not always the below it in the hierarchy. case and inappropriate engineering can be a Catering for different transport modes: factor in a high percentage of accidents. Indeed, The provision of facilities for all different types engineering features are often easier and of road users, including pedestrians, cyclists, cheaper to change than human behavior, and other nonmotorized vehicles, and different can have immediate effect. forms of public transport gives the best oppor- Engineering design can influence how a tunity for providing a safe traffic environment road is used at a particular location or under a with minimum pollution and congestion. particular set of circumstances. Young pedes- Land use: Land uses should be distributed trians, for example, will often tend to behave so as to minimize road traffic and pedestrian in a relatively irresponsible and unsafe manner. conflicts. The need for travel by vehicle should, In some cases, this is due to their general where possible, be minimized by locating shops, inability to judge speeds accurately. They can, work places, and schools within walking distance however, be helped to survive in the urban traf- of homes, including, where feasible, separate fic environment by minimizing their need to networks of footpaths and cycle paths. Traffic come into conflict with moving vehicles by and safety implications of all development the use of segregated pedestrian crossings; for proposals should be thoroughly examined before example, underpasses or footbridges. approval for construction is given. Good planning employing safe design prin- The provision of an efficient public trans- ciples can thus help prevent conflicts arising port system serving the various land uses can

ROAD SAFETY GUIDELINES 4.4 - 3 SAFE PLANNING AND DESIGN OF ROADS

greatly reduce Cross-section: The technical design of any conflicts in an urban road will depend upon its category within the area by reducing the road hierarchy (see above), and will comprise overall numbers of lane numbers and widths, shoulders, medians, vehicles on the road and other features that are consistent with a set and, in particular, of national standards. It is particularly impor- minimizing the prob- tant, for example, that adequate width provi- lems of pedestrians. sion is made on road shoulders for pedestrians Careful planning of and animals. the road layout around Sight distances: A driver needs to see ahead bus or rail stations and in order to stop, overtake, cross, or merge with bus stops is essential, traffic in safety, and thus criteria are needed and safe routes for pe- to ensure that the road design allows this to destrians should be happen and that forward visibility is not developed near these obscured. At certain locations where forward locations. visibility is a problem there may be a need to Access control: ban overtaking or to construct an overtaking Direct frontage access lane. At road junctions, good visibility between Plate 3: onto major roads should be minimized. No major road traffic and vehicles emerging from Potentially dangerous access should be permitted at dangerous the minor road is essential for safety. Visibility deep V-type ditches in locations such as bends or hill crests. They splays should be provided using the Papua New Guinea. should also be minimized at or near existing appropriate major road speed “stopping sight intersections. The construction of service roads distance” as a basis for design. for shops or industrial units should be Curves and superelevation: Horizontal and encouraged. vertical curves should be designed so that they can be negotiated safely at speeds appropriate 3.2 Safe Design for the category of road. This is achieved by having criteria that match design elements, in- In general terms, good safe design results cluding radius of curvature, surface type, and in a driving task that is clear, simple, and con- superelevation with the speed of traffic. For sistent. Many countries in the region have de- example, radii should be similar for adjacent veloped their standards by adapting or modify- bends and large variations are to be avoided. ing existing standards from developed countries Excessive vertical curvature at the top or bot- such as the Association of American State tom of hills can be dangerous and needs to be Highway and Transportation Officials designed carefully in order to help motorists (AASHTO) 2, the National Association of Aus- keep control and to ensure that they have ad- tralian State Road Authorities (NAASRA)3 or equate visibility. Sudden changes in alignment United Kingdom (UK) Departmental Standards4. should be avoided; for example, when moving Whatever national standards exist, the design of from flat to hilly terrain, the road should not any location should always consider local traffic change immediately from being straight to a conditions and what is most appropriate for all series of sharp curves. road users at that location. Speed limits : Speed limits should be clearly The road design should present necessary signposted and understood, and should always information in a systematic, sequential manner be appropriate to actual traffic conditions. and should always minimize any elements of Slower speeds mean fewer and less severe acci- surprise. A full discussion on the merits of dents, but they can rarely be achieved through technical designs is beyond the scope of this the use of new signs. It may be necessary to document, but more guidance is given in use physical features such as road narrowing, Reference 1. road humps, and other methods to reduce It is also important that care should be taken speeds to the desired level, especially where for the safe operation of roads under construction such roads pass through small communities or and maintenance, particularly in the developing villages, or where a lower speed is required world where construction tends to take longer and (e.g., on approaches to single lane bridges). The attention to the safety of workers, pedestrians and use of road humps on principal roads needs to other road users is often inadequate. be carefully assessed because of noise and vi-

4.4 - 4 ROAD SAFETY GUIDELINES SAFE PLANNING AND DESIGN OF ROADS

bration problems and the possibility of exces- integrity of the road. Poor drainage can lead sive traffic delays. Good advance warning to potholes and even the complete failure of should always be provided. Roads humps have the road. Deep drainage ditches too close to been used successfully on principal roads in the side of the road can be a serious hazard to some countries where they pass through small vehicles that run off the road. They need to be communities or villages. designed with care, particularly on bends. L- Road signs and markings: All countries shaped ditches are preferred if they can be de- should have standards for road signs and mark- signed to cope with expected levels of water ings to inform and direct motorists, and espe- runoff. cially to warn of hazards ahead. These stand- In some rural areas the drainage channel is ards should preferably conform to international also the area used by pedestrians and thus needs conventions. Signs and markings should be to be designed with their safety in mind. Poorly applied consistently within a country and maintained drainage, particularly missing or should be simple to understand with minimum ill-fitting manhole covers, can be hazardous wording. Signs should be carefully sited, well- for pedestrians, cyclists, or motorcyclists. maintained and should not be obscured by veg- Obstacles and safety fencing: The pres- etation or other features. High-quality materi- ence of roadside obstacles, street furniture, and als last longer, although the initial investment trees have two implications: the first is the po- is high. Sign faces should be retro-reflective tential danger of collision; the second is the and road markings should be reflectorized ther- obstruction of visibility. Collisions can be pre- moplastic where possible. vented by installing safety fencing or high Drainage: Drainage ditches, channels, or kerbs, or by removing or resiting the roadside culverts form an essential element of any road feature. Visibility problems can be treated in a that is not on an embankment. They are needed similar manner by removing or re-siting the not only for the short-term safety of road users object, or by ensuring adequate trimming of during rain but also for the long-term structural trees or vegetation. Medians and barriers: Medians or central barriers can be used to segregate opposing streams of traffic thereby helping to prevent head-on collisions with their typically severe results. They can be used to restrict U-turns, to segregate different road users from each other (e.g., bicycle lanes), and to discourage pedestrians from crossing at unsafe locations. Particular care is needed when designing medians and barriers to ensure that turning movements are catered for and emergency services are not unduly inconvenienced. Medians must be sufficiently wide to provide safe waiting areas where pedestrians are able to cross, and the ends of barriers should not themselves present a hazard (see Plate 5). Lighting: The provision of adequate street lighting is a proven accident reduction meas- Plate 4 (above): ure in many countries. It is particularly helpful Movable concrete block with regard to pedestrian safety or vulnerable and steel rail barrier in vehicles operating without lights. Lighting is, the People’s Republic of however, expensive to install and maintain and China (PRC). poor maintenance can produce additional safety problems through uneven illumination. Lamp- posts should not be sited in positions where they will be a danger to a vehicle leaving the road. Plate 5: If this is not possible, then they should be de- Vehicle impaled on incorrectly terminated signed to collapse on impact or be protected barrier. by safety fences. Where resources ˴̅˸ʳ˿˼̀˼̇˸˷ʿ

ROAD SAFETY GUIDELINES 4.4 - 5 SAFE PLANNING AND DESIGN OF ROADS

lighting should first be provided where the intersections to avoid stopped vehicles from potential conflicts or danger are greatest, e.g., blocking other drivers’ views of pedestrians at intersections or at midblock locations of pe- crossing. Where goods are frequently sold at destrian crossings. roadsides, the danger can be minimized by the Bus stops and lay-bys: Bus stops and lay- provision of deep lay-bys to accommodate the bys allow vehicles to stop safely and with mini- stalls and parked vehicles. mal adverse effects on other traffic. They Intersections: The basic principles of good should be positioned on straight, level sections intersection design are that they should allow of road and should be visible from a good dis- transition from one route to another, or through tance in each direction. Bus stops should be movement on the main route, with minimum located beyond pedestrian crossings and after delay and maximum safety. The layout of an intersection should be simple and obvious to Table 1: Advantages and Disadvantages of all road users and should cater for all types of Different Intersections traffic likely to use it. The type of intersection chosen will depend on traffic flows on the in- ʳʳʳ˜́̇˸̅̆˸˶̇˼̂́ ˔˷̉˴́̇˴˺˸̆ ˗˼̆˴˷̉˴́̇˴˺˸̆ tersecting roads and what is appropriate, tak- ʳʳʳʳʳʳʳʳ̇̌̃˸ ing into consideration the standards of traffic control and management within the surround- ˚̅˴˷˸ ˠ˼́˼̀˴˿ ˘̋̃˸́̆˼̉˸ ing area. The advantages and disadvantages of ̆˸̃˴̅˴̇˼̂́ ˷˸˿˴̌̆ ˀʳ˛˼˺˻ʳ˹˿̂̊̆ different types of intersection are given in Table 1. Channelization and road markings should be ˧̅˴˹˹˼˶ ˖˴́ ˟˸̆̆ʳ̆̃˴˶˸ʳ̇˻˴́ used to position the driver at the correct and ̆˼˺́˴˿̆ ˴˶˶̂̀̀̂˷˴̇˸ ̅̂̈́˷˴˵̂̈̇ safest location for the driver to carry out the ˻˸˴̉̌ʳ̂˹˹̆˼˷˸ maneuver and to guide the driver through the ˀʳ˟̂̊ʳ̇̂ ̇̈̅́̆ ˛˼˺˻ʳ˷˸˿˴̌̆ʳ˴̇ʳ̂˹˹ˀ ̀˸˷˼̈̀ʳ˹˿̂̊̆ ̃˸˴˾ʳ̇˼̀˸̆ intersection. ˘˿˸˶̇̅˼˶˼̇̌ʳ̅˸˿˼˴˵˼˿˼̇̌ Pedestrian facilities: In urban areas in par- ́˸˸˷˸˷ ticular, walking is an important means of trans- ˦̂̃˻˼̆̇˼˶˴̇˸˷ port and arguably all road users are pedestri- ̀˴˼́̇˸́˴́˶˸ʳ́˸˸˷˸˷ ans at some stage of their journey. Pedestrian ˥̂̈́˷˴˵̂̈̇ ˚̂̂˷ʳ˹̂̅ ˣ̂̂̅ʳ̆˴˹˸̇̌ʳ̅˸˶̂̅˷ needs are, however, often neglected or given ̇̈̅́˼́˺ʳ˴́˷ ˹̂̅ʳ˶̌˶˿˼̆̇̆ insufficient attention. Pedestrians are ex- ˀʳ˟̂̊ʳ̇̂ ̀˸̅˺˼́˺ tremely vulnerable road users and tend to be ̀˸˷˼̈̀ʳ˹˿̂̊̆ ̇̅˴˹˹˼˶ ˖˴́ʳ˵˸˶̂̀˸ involved in high numbers of accident deaths ˶̂́˺˸̆̇˸˷ʳ˼˹ʳ̇̅˴˹˹˼˶ in many countries within the region. Young ˠ˼́˼̀̈̀ ˷̂˸̆ʳ́̂̇ʳ˺˼̉˸ʳ̊˴̌ʳ̂́ children form a large proportion of the ˷˸˿˴̌̆ʳ˴̇ʳ̂˹˹ˀ ˸́̇̅̌ʳ̇̂ʳ̅̂̈́˷˴˵̂̈̇ pedestrian population, going to school or living ̃˸˴˾ʳ̇˼̀˸̆ near the road, and their road survival skills are ˣ̅˼̂̅˼̇̌ ˡ̂ʳ˷˸˿˴̌ʳ̇̂ ˣ̂̆̆˼˵˿˸ʳ˷˸˿˴̌̆ʳ̇̂ often not as developed as those of adults. ʻ˺˼̉˸ʳ̊˴̌ʳ̂̅ ̀˴˽̂̅ʳ̅̂˴˷ ̀˼́̂̅ʳ̅̂˴˷ Pedestrian safety can be improved by a range of ̆̇̂̃ʼ facilities, including the following: ˀʳ˟̂̊ʳ̇̂ ˔˷˸̄̈˴̇˸ʳ̉˼̆˼˵˼˿˼̇̌ ̀˸˷˼̈̀ʳ˹˿̂̊̆ ́˸˸˷˸˷ 1) speed reduction through traffic calming measures; 2) adequate footway areas kept clear of obstructions; 3) zebra or other types of crossings with or without pedestrian signals; 4) bridges or underpasses at busy locations; 5) barriers to prevent hazardous pedestrian movements; 6) pedestrianized streets; 7) central refuges to allow pedestrians to cross safely in two or more stages; Plate 6: 8) special crossing patrols for school ̃̈̃˼˿̆ˎ Pedestrianized street in the PRC. ʳʳˌʼ ˶˴̅˸˹̈˿ʳ̆˼̇˼́˺ʳ̂˹ʳ˵̈̆ʳ̆̇̂̃̆ʳ̇̂ʳ̀˼́˼̀˼̍˸

4.4 - 6 ROAD SAFETY GUIDELINES SAFE PLANNING AND DESIGN OF ROADS

Plate 7 1) slow lanes approximately 2 meters Cyclists in the PRC. wide; 2) separate lanes segregated by a variety of barriers or fencing, ranging from a small narrow mound through various types of temporary fencing to a planted median or a concrete barrier; 3) separate phases at traffic signals; Plate 8: 4) bicycle only streets; Little provision for 5) one-way streets for motor vehicles that pedestrians in India. permit two-way bicycle traffic; 6) streets that combine one-way motor vehicles in one direction with one-way bicycles in the other; 7) bridges or underpasses for joint use of pedestrians and bicycles with special ramps for cycle wheels; 8) shared use footways with pedestrians (preferably with marked lanes), often combined with a ban on bicyclists using the main road; 9) pedestrianized areas for bicycle access; and 10) parking bans for motor vehicles to ease the flow of the slow vehicles. Providing facilities for bicycles and other nonmotorized vehicles not only improves safety but also reduces problems related to congestion and air pollution. Many of the worst conflicts between moving vehicles and cities in the world for congestion and pollu- passengers embarking or disembarking; and tion have failed to make adequate provision 10) special care in the design of all roads for nonmotorized traffic. More detailed guid- where there are large numbers of pedes- ance on facilities for vulnerable road users is pro- trians, particularly the young or elderly. vided in two other documents5,6. Traffic management: Safety and conges- Bicycles and other nonmotorized vehicles: tion within any city depend upon how well Bicycles and other nonmotorized vehicles are the traffic is managed. A comprehensive plan an important part of the traffic in most devel- can produce many benefits using some or all oping countries in the Asian and Pacific region, of the following techniques: comprising more than 50 percent of the traffic on many city streets. They need separate 1) parking restrictions and facilities; consideration in a road system due to their slow 2) control of minor intersections through speeds and vulnerability to injury when signs and road markings; collisions occur. Problems related to safety and 3) the use of channelization at more im- congestion typically occur at major intersec- portant intersections; tions and they are best solved by providing 4) one-way streets; grade-separated, segregated lanes for the bicy- 5) turning bays for traffic often combined cles and perhaps other slow-moving vehicles. with refuges for pedestrians; A less expensive solution might be provided 6) central medians to restrict turning at-grade by bringing the segregated lane cross- traffic; ing points ahead of the main vehicle junction. 7) pedestrian crossings, bridges, and sub- Facilities for bicycles need to be attractive and ways; well-maintained in order for them to be used. 8) segregated lanes for buses, bicycles, or Facilities that are in use to a limited extent in other slow vehicles; some Asian and Pacific countries include: 9) bus stops and other lay-bys;

ROAD SAFETY GUIDELINES 4.4 - 7 SAFE PLANNING AND DESIGN OF ROADS

10) traffic signals that respond to traffic de- Following the establishment of safety au- mand; dit policy, the difficulty encountered in most 11) linked traffic signals possibly using countries is the lack of skilled auditors with the computer control; and relevant experience. Ideally these should be 12) monitoring of traffic conditions highway or traffic engineers with several years’ through the use of local traffic police experience in the analysis of accidents and the or possibly television cameras. design of remedial measures. Only a few developing countries have sufficient numbers of Safety audit: Many developed countries these people and thus safety audit training will have discovered that even when highway and be an essential component for establishing the traffic schemes were professionally designed procedures within any country. to the latest standards they could still lead to Foreign experts can be and are being used unnecessary accidents. A common finding was increasingly by the World Bank and other fund- that accidents tended to occur at the ends of ing agencies for safety auditing major road schemes where there was a transition to a road projects around the world, but consideration of a different standard, or related to pedestri- should be given to developing local expertise. ans or other vulnerable road users whose par- For example, the successful establishment of ticular needs had not been given sufficient at- road safety audit nationally could include the tention. These design deficiencies can best be following components: reduced or eliminated by an independent road safety specialist reviewing the designs at vari- 1) designation of a road safety audit man- ous stages in the design process. The specialist ager; identifies any potential problems and makes 2) overseas visits to learn about procedures; recommendations for improvements. There 3) visiting experts to carry out pilot audits then needs to be a system that rigidly reviews and training sessions; the recommendations and follows up with the 4) development of national road safety required design changes. audit guidelines and procedures; This design checking system is called safety 5) development of policies and legislation audit7,8 and is mandatory for various types of related to national roads; and schemes in Australia, New Zealand, and UK. 6) continuing training of local engineers. It is also being used increasingly in the developing world, for example, in People’s The lack of safety checking or auditing is Republic of China (PRC), Fiji, Malaysia, and of particular relevance in the developing world Nepal, and is commonly a requirement for aid- because such countries are still developing their funded road projects. basic road networks. Safety audit quickly im- Safety audit was initially developed for new proves the safety awareness of all design engi- roads but is increasingly being used to check neers and could have beneficial effects by and improve safety on existing roads. Safety elimi nating potential future accident sites audit reports are prepared at different stages of before they are built into the network where the design process, such as: they are likely to remain unsafe for many years into the future. Opportunities exist during road 1) feasibility stage; rehabilitation projects, for example, to 2) preliminary design; eliminate Y-junctions, to reduce accesses, and 3) final design; to reduce speeds as roads pass through 4) before opening; and communities. Failure to take such 5) after opening. opportunities during the design stage will result in a less safe road than existed before The latter stage may be considered to be the rehabilitation. part of an evaluation and monitoring process There are large differences between coun- or, as mentioned above, can be carried out on tries in the road environment and the road user an existing road. For the process to be success- mix on the roads. Use of international design ful there needs to be a firm policy commitment standards does not necessarily mean the road from the highway authority responsible for the will operate safely, as a developing country may road design and, in due course, this should be have a completely different mix of nonmotor- supported by legislation. ized vehicles, agricultural traffic, and pedes-

4.4 - 8 ROAD SAFETY GUIDELINES SAFE PLANNING AND DESIGN OF ROADS trians. In addition, there may be many because traffic can be expected to flow safely problems associated with street vendors and and smoothly only when all the road users un- encroachment. These differences can be fore- derstand clearly both the layout of the road seen via safety audits and appropriate changes and how they are supposed to behave. This is recommended in order to ensure that the road best achieved by simple design and good clear will operate safely in the particular conditions road marking, but a precise set of rules that that apply in that country. sets out correct behavior in all common situa- It is difficult to predict the actual costs and tions, and that is well-enforced, is essential. benefits of safety audit, but in the developed However, at times the rules need to be rein- countries the cost is typically equivalent to the forced by publicity and education. This is par- cost assigned to one injury accident, and it is ticularly true when new regulations or meas- argued that this can easily be saved within the ures, such as segregated facilities, one-way first year. In developing countries the benefits movements, or new types of intersection, are are potentially even greater. introduced. Many developing countries use the media to publicize important messages related 3.3 Safe Operation to traffic. Targeting of young people through their schools is increasingly being used to Maintenance needs: All the safety meas- spread important road safety messages, par- ures described in the preceding pages can fail ticularly related to pedestrian behavior. Indeed, if they are not properly maintained. This is par- road safety should be a part of the national ticularly true of sophisticated equipment such primary school curriculum (see Sector Guide- as traffic signals using electronic controllers lines 4.6). or computers. But it can also apply to more basic engineering techniques, such as drainage channels that can block up and become 4 STAGES OF completely ineffective if ignored. Provision DEVELOPMENT must be made for regular maintenance before any particular measure is adopted. The key stages in developing a safer plan- Maintenance is particularly important for road ning and design process normally include: markings (which can wear out in a matter of a few months) and for signs (that can be 1) regulations in place covering land use, vandalized or obscured by vegetation growth). development, vehicles and road users, Enforcement needs: Traffic police are road signs and markings, highway de- readily visible in most developing countries, sign standards, and safety audit; particularly at urban intersections. They can 2) a traffic act requirement introduced stat- help improve the effectiveness of any safety ing that the road authority must make measure by ensuring that the facilities are used efforts to improve safety on its networks correctly. It is important that the police un- and to report annually on the action taken derstand any new facilities that are constructed (and subsequently its effectiveness); and that their efforts to enforce regulations and 3) road authorities set up a small safety penalize irresponsible road users are focused team to monitor the network and iden- in a way that is most effective in reducing tify problems;. safety and capacity problems. This requires a 4) staff and financial sources found to im- close liaison between the engineers and police. plement a traffic act; Traffic police need to be trained to ensure they 5) regulations applied and procedures de- see their role as increasing safety rather than veloped covering development control, just maintaining the traffic flow. It is access control, uniform design standards, particularly important to have trained police and safety audit; carrying out enforcement activity when a new 6) training requirements are met to increase scheme or intersection is opened in order to skill levels of local engineers; guide and direct road users during the initial 7) monitoring and improvement of safety period. That is, until the public becomes problems on existing road network; familiar with the facility and how to use it. 8) systematic safety audits of all proposed Road user education: This should be a schemes are carried out; and major consideration in planning and design 9) as experience is gained, new advice

ROAD SAFETY GUIDELINES 4.4 - 9 SAFE PLANNING AND DESIGN OF ROADS

Plate 9: safer for all road users. A good planning and Cycle lane in the United design process will help minimize conflicts Kingdom (UK). by:

1) reducing the number of local trips and trip lengths by better land use and public transport; 2) helping to ensure local trips are separated from the higher speed through-traffic; 3) optimizing modal separation and local needs; e.g., pedestrian requirements are served by providing better facilities than those found in the industrialized countries; 4) providing guidance and warnings to road users of changes in the road environment; and 5) ensuring safety hazards are not included unintentionally in new schemes, for example, deep V-ditches on rural roads, notes and guidance manuals by safety dualling, keeping existing uncontrolled specialists are issued to road authority access, and visual traps such as troughs engineers with particular emphasis on or unbroken sightlines across junctions improving safety for vulnerable road with major roads. users such as pedestrians, cyclists, and nonmotorized vehicles. While many of the techniques require funding, they can all be considered to be an invest- Technical assistance in all these stages can ment. To ignore the techniques can lead only to be provided by development banks and fund- unacceptable conditions that will have damaging ing agencies. financial implications for the cities and countries.

5 BENEFITS AND 6 EXAMPLES OF GOOD EFFECTS PRACTICE Plate 10: Lane for bicycles in Hanoi, Viet Nam. The application of the techniques listed Japan, UK, United States (US), and above should lead to an environment that is countries in Australasia and Europe have arguably the most advanced and sophisticated road planning and design techniques. They are also in many cases rediscovering the bicycle and designing special facilities aimed at reducing problems of safety, congestion, and air pollution. Some countries such as the Netherlands have designed their cities around the needs of cyclists and pedestrians (up to 70 percent of commuters are cyclists). Ideas from the above-mentioned countries may well be relevant to developing countries, but it is likely that even more can be learned from good practice adopted by their Asian neighbors where perhaps more similar road and traffic conditions prevail. Some examples of such good practice, which may also be relevant to many other countries of the developing world, are mentioned below.

4.4 - 10 ROAD SAFETY GUIDELINES SAFE PLANNING AND DESIGN OF ROADS

1) Several major cities have produced com- the Department of Roads of Nepal has prehensive studies covering their plan- been given the responsibility for conduct- ning and transport needs. These include ing safety audits on all major new road Guangzhou in the PRC, Yogyakarta in projects. The World Bank has recently Indonesia, Rawalpindi in Pakistan, and financed a safety audit of a major high- Hanoi and Ho Chi Minh City in Viet way in the PRC and is also introducing Nam. All these studies included planning safety audits into its road rehabilitation and traffic proposals to improve safety program in Bangladesh. The ADB and and, in particular, provide facilities for World Bank have provided assistance in pedestrians, cyclists, other slow vehicles, Fiji, Papua New Guinea, and Philip- and for public transport. These studies pines to develop local procedures for were financed by development banks safety audit. and were produced with the help of local 4) Many countries have newly produced na- institutes and/or international tional standards for highway design, road consultants. markings, and signs. Many of these were 2) Malaysia has had some success in re- similar to, and based on, American, Aus- ducing motorcycle accidents by design- tralian, or European standards, but with ing segregated motorcycle lanes along- minor local variations. Some of these side a freeway. This example, although standards are, however, still in draft form of relatively high cost, may well have a and have been for a considerable period. lot to teach other countries in the region Suitable standards are relatively easy to where the traffic and accident compo- develop for any country but there is then sitions are similar. In particular, a study the need to ensure they are adopted for- has demonstrated that high standards of mally. design must also be applied to motorcy- 5) Many countries in the region have at least cle lanes to prevent collisions between a few examples of facilities for bicycles motorcycles. and other nonmotorized vehicles. These 3) Road safety audits have recently been are separate lanes either physically introduced in Nepal under a Road Main- segregated or delineated by road mark- tenance Project funded by the Overseas ings. Where encroachment has been re- Development Administration (ODA) of sisted, they are usually well-used and the UK. Audits have already been beneficial from the capacity and safety conducted on several aid-funded road points of view. The PRC has perhaps improvement projects and a local safety more examples of this facility than other audit manual has been produced. The countries, but many other examples of Traffic and Engineering Safety Unit in good practice were observed in, for example, Indonesia and Viet Nam (see Plate 11: Plates 8, 9, and 10). References 5 and 6 Cycle lane on minor road, PRC. provide more information on facilities available for nonmotorized and vulnerable road users.

7 REFERENCES AND KEY DOCUMENTS

1. Transport Research Laboratory (TRL). 1994. Towards Safer Roads in Develop- ing Countries: A Guide for Planners and Engineers. Overseas Centre, TRL, Old Wokingham Road, Crowthorne, Berk- shire RG45 6AU, UK. 2. AASHTO. 1990. A Policy in Geometric Design of Highways and Streets.

ROAD SAFETY GUIDELINES 4.4 - 11 SAFE PLANNING AND DESIGN OF ROADS

AASHTO, Institute for Transportation Development Bank, P.O. Box 789, 0980 Studies, Berkeley, US. Manila, Philippines. 3. NAASRA. 1988. Guide to Traffic En- 6. PADECO Co., Ltd. 1996. Nonmotorized gineering Practice. P.O. Box 489, Vehicles. Report produced for the World Milsons Point, Sydney, NSW 2061, Bank, Washington, DC, US. Australia. 7. Institution of Highways and Transpor- 4. Department of Transport. 1996. De- tation. 1996. Guidelines for The Safety partmental Standards and Advice Audit of Highways. Institution of High- Notes. Department of Transport, The ways and Transportation, 6 Endsleigh Stationery Office, Publications Street, London W1H 0DZ, UK. Centre, P.O. Box 276, London SW8 8. AusRoads. 1994. Road Safety Audit. 5DT, UK. AusRoads, Level 9, Robell House, 287 5. ADB. 1998. Vulnerable Road Users: ADB Elizabeth Street, Sydney, NSW 2000, RETA 5620 Project; 1998. Asian Australia.

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for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY IMPROVEMENT OF 4.5 HAZARDOUS LOCATIONS

The four main strategies are: single site or black spot programs, mass action plans, route action plans, and area-wide schemes.

The stages of the hazardous location improvement process are as follows:

1. All road authorities must establish and train a small team to monitor the operational safety and efficiency of their road network.

2. Identify and improve the most hazardous locations on the major inter-urban road networks according to annual targets.

Improvement of known hazardous locations is one of the most cost-effective invest- ments that can be made in the transport sector and should be a high priority for every government.

ROAD SAFETY GUIDELINES 4.5 - 1 1 INTRODUCTION

These sector guidelines on “Improvement of Hazardous Locations” are from a set of Guide- lines on Road Safety for the Asian and Pacific Region policymakers, developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). One of the main responsibilities of all governments is to ensure as safe a living environment for the country’s inhabitants as is realistically possible. There are strong moral and political arguments for this, but of equal concern is the economic importance. Road accident costs can strain the resources of any country, whether developed or developing, and experience shows that one of the most cost-effective ways of using funding in the roads or transport sector is to apply it to the identification of hazardous locations and the design of appropriate remedial measures. This document contains guidance on accident data analysis, the identification of hazardous locations, determining priorities for action, remedial measures, and the evaluation of results. Examples of countries using simple but effective systems are included.

2 WHY IDENTIFY their network and, with budgets that are inevi- HAZARDOUS tably limited, they need to be sure that they are LOCATIONS? getting maximum value (in terms of accidents saved) for money spent on safety improve- s the number of vehicles increases in a ments. country so does the number of road traf- On any road network, accidents have been Afic accidents. In the early stages of shown not to be completely randomly distrib- motorization, the impact of these accidents in uted but to be clustered at certain locations; i.e., financial terms is small. However, as the hazardous locations or black spots. If the acci- number of vehicles reaches a high rate of dents occurring at these locations are studied, it growth, the cumulative financial impact of is often found that there are common patterns accidents becomes much greater, impinging of, say, driver error to which a particular engi- noticeably on the country’s economy. neering feature may have contributed. An ap- Accidents typically can cost a country up to 2 propriate road improvement could prevent or percent of its gross domestic product. It is ameliorate similar occurrences in the future. By possible to alleviate this situation before it definition, black spots are locations in which becomes too great by establishing a system of many accidents occur and thus, logically, treat- accident reduction. This is best achieved by ment of these sites first should provide the best setting a researched, realistic, long-term return in terms of accidents saved. accident or casualty reduction target for high- The application of low-cost engineering at way authorities, and also by ensuring that ap- hazardous sites has generally been proven to propriate institutional arrangements are in produce high returns over many years. Simple place as well as annual budgets for safety im- measures can significantly reduce problems at provements. such sites and can often be shown to pay for Highway authorities should ideally be con- themselves in a few months in terms of the stantly working towards achieving their own monetary value of accidents prevented. For annual accident or casualty reduction target on example, the use of road signs and markings

4.5 - 2 ROAD SAFETY GUIDELINES IMPROVEMENT OF HAZARDOUS LOCATIONS to channel traffic through complex numbers, injury accident numbers or a weight- intersections, or to provide safe waiting areas ing system to take account of the severity (e.g., for turning vehicles, can often result in a sub- a points scale with more points given to higher stantial reduction in accidents. severity accidents), and perhaps the cost of the These techniques are always most cost-ef- accidents. There will, of course, need to be fur- fective if they are based upon good accident ther analysis to determine those accident types data systems that allow hazardous sites to be that would respond to remedial measures, as located accurately, causal factors to be identi- not all locations will have easily identifiable fied, and appropriate remedial measures de- patterns that can be improved. signed to address the problems. It is important The actual definition of a black spot will that governments realize that the most effec- depend upon local conditions and should be tive use of often scarce transport resources is determined after a preliminary summary of all by applying them to low-cost remedial work the worst sites has been carried out. Then a at accident black spots. cutoff can be made at the level of perhaps the The techniques described in this Guidelines 50 worst sites. have been used successfully for several Thus a black spot in a county in the UK decades in the United Kingdom (UK) and other may well have only five injury accidents in countries, particularly Australia and New three years, while a city in Bangladesh may Zealand. More recent experience shows that have black spot defined as having more than this process is also effective when applied in 10 injury accidents in a year. developing countries, as the accident problems In the definition of “black spot” it is are usually of greater magnitude and the sim- important to use the same time period (usually ple low-cost remedial measures have an accidents are expressed per year) and also to immediate and fairly easily identified effect. be consistent about type of highway unit compared or have a number of different black spot groups (e.g., 200 meter [m] or 1 kilometer 3 KEY COMPONENTS length of highway, within 50 m of a junction) such that the highway authority is really 3.1 Target Setting identifying the worst accident clustering within road group type. Experience in several developed countries has demonstrated that good progress can be 3.3 Analysis at Hazardous made towards reducing a nation’s accident Locations numbers significantly if all highway or roads authorities adopt realistic accident or casualty Many accident databases in the developing reduction targets. world do not record all the information desir- These targets, if achievable and treated able for identifying the real cause of an acci- seriously, tend to focus the minds of engineers dent, often because the police collecting the in finding appropriate cost-effective solutions data focus on blame in order to enable pros- regularly and on a wide scale. This does, of ecution and compensation issues to be resolved. course, assume that a reliable road accident In developing countries, accident data systems database is in place for the highway authority’s will often need to be expanded and modified network (see Sector Guidelines 4.2, “Road to include appropriate information necessary Accident Data Systems” for information on for the accident investigating engineer. setting up a suitable data system). There are four basic strategies for accident reduction at hazardous locations. These are, as 3.2 Identification follows: 1) single sites or black spot programs: the A good accident data system will allow the treatment of specific types of accidents easy determination of where accidents cluster at a single location, where large num- and will thus allow the preparation of priority bers of accidents occur; lists of hazardous sites needing attention. This 2) mass action plans: the application of a is carried out in various ways around the world, known remedy to locations with a com- typically by ranking sites by actual accident mon accident problem;

ROAD SAFETY GUIDELINES 4.5 - 3 IMPROVEMENT OF HAZARDOUS LOCATIONS

Figure 1: Collision diagram.

Figure 2 (far right): Accident factor grid.

3) route action plans: the application of sorts of activity needed or each strategy, so known remedies along a route with a the following section simply outlines the high accident rate; and process involved in developing single site im- 4) area-wide schemes the application of provement programs to illustrate the general various treatments over an area of usu- approach. Once the accident sites for ally a town or city. investigation have been determined, there usually follows a three- stage investigation Most countries, at the earlier stages, com- process, as follows: mence with single site or black spot programs and then later move onto mass action plans, 1) a preliminary analysis is carried out on area-wide schemes and route action plans. the accident data to understand the acci- Other documents1,2,3,4 give guidance on the dent types and conditions. Collision diagrams and accident factor grids (or stick diagrams) are useful tools here (see Fig- ures 1 and 2 for examples); 2) a site investigation is carried out by specialist accident investigators to determine the exact conditions at the location. The investigation will observe traffic flows and road user behavior at the times accidents most frequently occur, determine what other information may be required (such as speed measurements and skid resistance), and start to define the problems associated with the location. Where data are limited, observation of conflicts (either simply by watching traffic informally to see typical maneuvers and conflicts or via formal conflict studies) can provide insights into the problems to be addressed; and Plate 1: 3) a detailed analysis of the accidents oc- Traffic calming in Tokyo, curring at that location is then carried out. Japan. This should include simple statistical tests to determine whether the accidents have resulted from a real increase in risk or are a result of random fluctuation.

The information should be presented in a Plate 2: report, which will typically include a collision Town center traffic diagram and an accident factor grid, the acci- calming, UK. dents having been classified into types and the

4.5 - 4 ROAD SAFETY GUIDELINES IMPROVEMENT OF HAZARDOUS LOCATIONS

dominant causal factors determined. Perhaps 2) improving the situation (e.g., give ear- the most important part is to recommend re- lier warning) so that road users can cope medial measures for the location and justify better; or them on a cost benefit basis. This is done by 3) reducing speeds, thus reducing the estimating the cost of the improvements and chance of the accident happening or its predicting the accidents that will be prevented severity. to ensure “value for money”. Once all black spot sites have been investi- Table 1 lists typical accident situations gated, a prioritized list for action over the road along with the proven remedial measures network can be established and the implemen- known to have been effective in both devel- tation process set in motion. oping and industrialized countries.

3.4 Design and Often the remedial measures relate in de- Implementation of tail to the type and positioning of all the road furniture. This is particularly true in urban ar- Remedial Measures eas and at intersections. Further measures that are relevant in city centers include: The main objective in deciding on remedial measures is to consider solutions that ide- 1) turn prohibition, channelization, or pro- ally will remove the main accident patterns tected turns; identified. This can involve one or more of the 2) traffic signals, roundabouts, or revised following: intersection designs; 3) refuges, pedestrian crossings, bridges, or 1) removing the conflict causing the prob- underpasses; lem; 4) segregated bicycle tracks or defined bicycle lanes; 5) parking restrictions or controls; Table 1: Accident Situations and Remedies 6) speed limits or enforcement; and 7) traffic calming ʳʳʳʳʳʳʳʳʳʳ General Accident Remedial Measures Situation The most important part of this whole proc- Skidding Restoring surface texture ess is a mechanism that ensures the following: Resurfacing Improve drainage 1) up-to-date data are available to the en- Collisions with roadside objects Better delineation gineers investigating hazardous Guardrails or fencing locations; and Frangible posts 2) their recommendations are implemented Remove objects Pedestrian/vehicle conflicts Pedestrian/vehicle segregation either by a specific budget being set Pedestrian crossing facilities aside or by ensuring that the remedial Pedestrian fences or other protection measures are implemented within Loss of control Bigger or better road signs existing maintenance or other budgets. Road markings Speed controls 3.5 Traffic Calming Safety fencing Superelevation Nighttime accidents Reflective signs In recent years, speed reduction or traffic Delineation calming has developed as almost a separate Road markings science to accident remedial work, as it can Street lighting produce significant environmental improve- Poor visibility Trim or remove vegetation ments as well as accident reduction. Because Improved sightlines of this, it has proved to be popular with engi- Realignment neers and residents. Poor driving behavior Road markings Traffic calming can be defined as the im- or lane discipline Enforcement provement of the traffic situation by reducing Median barriers Overtaking lanes traffic speeds and perhaps numbers of vehicles, particularly in residential areas, with

ROAD SAFETY GUIDELINES 4.5 - 5 IMPROVEMENT OF HAZARDOUS LOCATIONS

emphasis on the safety of pedestrians, cyclists, sections of route have been implemented in and vulnerable road users, such as children or Fiji (see Plate 3) and are being used in Samoa the elderly. It has been shown that when (see Figure 3). pedestrians are hit by vehicles traveling at a Not all the traffic calming techniques listed given speed: above will be relevant to all countries within the region. What is important, however, is that 95 percent survive at speeds up to 32 speed reduction reduces accident occurrence, kilometers per hour (km/h); and countries need to discover what traffic 55 percent survive at speeds up to 48 calming methods work best for their particular km/h; road users and traffic mix. 15 percent survive at speeds up to 65 km/h; 3.6 Monitoring and Evaluation and so the use of traffic calming to ensure low speeds can have a pronounced effect on While many of the countermeasures listed reducing the severity of injury in accidents. above are well-tried remedies that have been Traffic calming commonly includes: used for many years all around the world, it is still important that all treated accident sites are 1) speed humps; monitored for actual accident reduction and 2) road narrowing; then the true cost and benefit evaluated. It is 3) gateway features; important to use equivalent before and after 4) footway widening; periods (ideally two to three years) when mak- 5) pedestrian crossing areas; ing comparisons or evaluations and the con- 6) landscaping and environmental fea- struction period should be treated separately. tures; This has at least two beneficial effects: first, it 7) special warning signs; helps determine what remedial measures are 8) possible reduced speed limits; most effective and appropriate for local condi- 9) miniroundabouts; tions; and second, it is an excellent way of il- 10) horizontal carriageway deflection; and lustrating the benefits to be obtained in a man- 11) priority systems. ner that can readily be understood by the policymakers responsible for allocation of workforce Examples of traffic calming schemes are and financial resources. shown in Plates 1, 2, and 3 and much more information on such measures is included in Ref- erences 2 and 5. 4 STAGES OF Traffic calming is particularly useful for area-wide schemes and particularly so in resi- DEVELOPMENT dential areas, as illustrated above. It is also, however, increasingly being used The first stage is to establish an effective to slow traffic on rural routes in many accident data system. As mentioned above, all countries, particularly on the approaches to these techniques rely on an accurate accident villages, see Plate 4. data and the development of such systems is Plate 3: Traffic calming is one way of avoiding the described in the accompanying Sector Guide- Rural gateway, UK. increased road safety problems that can occur lines 4.2 “Road Accident Data Systems.” The when major roads are importance of appropriate and accurate acci- rehabilitated, often via dent data cannot be overemphasized; they are aid-funded projects. the base measure of safety and are indicators Speed though of how and where improvements can be made. settlements and The second stage is defining the staffing villages along the and financial resources needed to carry out the route often increase investigation and remedial work. It has been dramatically and stressed how cost-effective these techniques result in increased are and thus all countries would be wise to set deaths and injuries. aside sufficient resources for the task. It does, Such gateways on however, assume that the costs of road entry to traffic calmed accidents to the community have been

4.5 - 6 ROAD SAFETY GUIDELINES IMPROVEMENT OF HAZARDOUS LOCATIONS

established and ac- ers in these roles are surprisingly unaware of cepted within the what can and is being achieved and as a result country. These costs of the liaison between the disciplines there are are firmly established often several benefits. First, accident data from in most developed and the police can improve in accuracy if they un- some developing derstand how it is being used; and second, the countries, but in others police and the engineers improve their under- the concept of putting standing of the causes of accidents and can a realistic price on start improving their own effectiveness in death and injury has accident reduction in their own fields of not yet been fully enforcement, design, or maintenance. adopted. It is impor- In addition, following the accident analy- Figure 3: tant that this is accomplished (see Sector sis at a problem site, there is often a need to Gateway feature, Guidelines 4.14) in order to evaluate correctly reinforce the recommended engineering meas- Samoa. the benefits of highway and traffic schemes, ures with enforcement or publicity. The closer and thus establish priorities for infrastructure the disciplines work together, the more effec- development between different options. For ex- tive the accident reduction becomes. ample, will the inclusion of additional safety features, such as guardrails, be worth including in the scheme? If the accident “savings” 5 BENEFITS AND are greater than the cost of such guardrails, they EFFECTS may be worth including. The most common problem facing devel- Assuming that realistic costings for particu- oping countries is finding experienced accident lar accident types have been established, many investigation engineers. The techniques origi- accident remedial schemes can be shown to nated in the UK more than 30 years ago and pay for themselves in a matter of months. For are still strong throughout road authorities any new country adopting these techniques, it there. There are now many skilled teams is unlikely that their priority lists for action operating around the world, particularly in Aus- would include any schemes that would take tralia, New Zealand, UK, and a number of more than one year to return the investment countries in the Asian and Pacific region; e.g., and many (via savings in accidents) will pay Fiji, Republic of Korea, and Papua New for themselves within a matter of a few months. Guinea. Figures vary from scheme to scheme, but One way of developing a local team of where there is a well-defined accident problem experts is by forming a link with an experienced with many accidents of a similar type, the acci- country and then tailoring training schemes to dent reductions that can be achieved are likely suit local conditions and/or setting up exchanges to be between 30 percent and 50 percent. If, of staff or arranging for specialists to assist (of- however, there is a specific problem, such as run- ten via aid funding, as in Fiji and Papua New off-the-road accidents on a severe bend, then in Guinea) in establishing a road safety unit within many cases low-cost signs, road marking, and the public works department. perhaps delineation may remove the problem The finances needed for the remedial meas- altogether, giving an 80-100 percent reduction. ures are always relatively low as almost all the remedies mentioned above are low cost. For instance, they are low when compared with highway construction costs or maintenance budgets 6 EXAMPLES OF GOOD and thus one way of earmarking sufficient PRACTICE resources for hazardous locations may be to reassign small percentages of the funds from the As described above, the accident black spot highways or maintenance budgets (say 5 percent) investigation techniques described in these to specific road safety improvement work. guidelines originated in the UK during the When an accident investigation team has 1960s. In recent years, several developing been established, it is often useful for it to pub- countries, including Fiji, have set up accident licize its work to the traffic police, and the de- data systems and have established accident sign and maintenance engineers. Many work- investigation teams.

ROAD SAFETY GUIDELINES 4.5 - 7 IMPROVEMENT OF HAZARDOUS LOCATIONS

Plate 4: Rumble bars, Fiji.

Plate 5 (far right): Road humps, Fiji.

˚̈˼˷˸˿˼́˸̆ʳ˔˶˶˼˷˸́̇ʳ˥˸˷̈˶̇˼̂́ʳ˴́˷ ˣ̅˸̉˸́̇˼̂́ʳ ʻ˜́̇˸̅́˴̇˼̂́˴˿ʳ ˘˷˼̇˼̂́ʼˁ ˨˞ˁ ˅ˁ ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟˴˵̂̅˴̇̂̅̌ʳʻ˧˥˟ʼˁ ˄ˌˌ˄ˁʳ˧̂̊˴̅˷̆ʳ˦˴˹˸̅ʳ˥̂˴˷̆ʳ˼́ʳ˗˸̉˸˿̂̃ˀ ˼́˺ʳ˖̂̈́̇̅˼˸̆ˍʳ˔ʳ˚̈˼˷˸ʳ˹̂̅ʳˣ˿˴́́˸̅̆ʳ˴́˷ ˘́˺˼́˸˸̅̆ˁʳˢ̉˸̅̆˸˴̆ʳ˖˸́̇̅˸ʿʳ˧˥˟ʿʳˢ˿˷ ˪̂̅˾˼́˺˻˴̀ʳ˥̂˴˷ʿʳ˖̅̂̊̇˻̂̅́˸ʿʳ˕˸̅˾ˀ ̆˻˼̅˸ʳ˥˚ˇˈʳˉ˔˨ʿʳ˨˞ˁ Plate 6: ˆˁ ˥̂̌˴˿ʳ˦̂˶˼˸̇̌ʳ˹̂̅ʳ̇˻˸ʳˣ̅˸̉˸́̇˼̂́ʳ̂˹ʳ˔˶ˀ Gateway, Fiji. ˶˼˷˸́̇̆ʳʻ˥̂˦ˣ˔ʼˁʳ˄ˌˌ˅ˁʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˘́ˀ ˺˼́˸˸̅˼́˺ʳ ˠ˴́̈˴˿ˁʳ ˥̂˦ˣ˔ʿʳ ˖˴́́̂́ ˛̂̈̆˸ʿʳ˧˻˸ʳˣ̅˼̂̅˼̇̌ʿʳˤ̈˸˸́̆̊˴̌ʿʳ˕˼̅ˀ Examples of their remedial schemes are ̀˼́˺˻˴̀ʳ˕ˇʳˉ˕˦ʿʳ˨˞ˁ shown in Plates 4 and 5. Figure 3 shows a gate- ˇˁ ˡ˴̇˼̂́˴˿ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˔̈̆̇̅˴˿˼˴́ʳ˦̇˴̇˸ way feature planned for villages in Samoa fol- ˥̂˴˷ʳ˔̈̇˻̂̅˼̇˼˸̆ʳʻˡ˔˔˦˥˔ʼˁʳ˄ˌˋˋˁ lowing an accident analysis project funded by ˚̈˼˷˸ʳ̇̂ʳ˧̅˴˹˹˼˶ʳ˘́˺˼́˸˸̅˼́˺ʳˣ̅˴˶̇˼˶˸ˍ the World Bank and based upon the success of ˣ˴̅̇ʳˇʿʳ˥̂˴˷ʳ˖̅˴̆˻˸̆ˁʳˡ˔˔˦˥˔ʿʳˣˁˢˁ similar features in Fiji (see Plate 6). ˕̂̋ʳˇˋˌʿʳˠ˼˿̆̂́ʳˣ̂˼́̇ʿʳˡ˦˪ʳ˅˃ˉ˄ʿʳ˔̈̆ˀ Reference 2 was developed specifically for ̇̅˴˿˼˴ˁ ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ˴́˷ʳ̃̅̂̉˼˷˸̆ʳ̆̇˸̃ʳ˵̌ʳ̆̇˸̃ ˈˁ ˘́̉˼̅̂́̀˸́̇˴˿ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇ʳˣ˿˴́́˼́˺ˁ ˺̈˼˷˴́˶˸ʳ̂́ʳ˻̂̊ʳ̇̂ʳ˼̀̃̅̂̉˸ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̇˻̅̂̈˺˻ ˄ˌˌ˅ˁʳ˖˼̉˼˿˼̍˸˷ʳ˦̇̅˸˸̇̆ˁʳ ˔ʳ˚̈˼˷˸ʳ̇̂ʳ˧̅˴˹ˀ ˸́˺˼́˸˸̅˼́˺ʳ̀˸˴̆̈̅˸̆ˁʳ˥˸˹˸̅˸́˶˸ʳˉʳ˼̆ʳ˴́ʳ˸̋˴̀ˀ ˹˼˶ʳ ˖˴˿̀˼́˺ˁʳ ˄˃ʳ ˖˿˸̅̀̂́̇ʳ ˧˸̅̅˴˶˸ʿ ̃˿˸ʳ˹̅̂̀ʳ˜́˷˼˴ʳ̂˹ʳ˴́˴˿̌̆˸̆ʳ̂˹ʳ̉˴̅˼̂̈̆ʳ˵˿˴˶˾ʳ̆̃̂̇ ˕̅˼˺˻̇̂́ʿʳ˨˞ˁ ̆˼̇˸̆ʿʳ˼́˶˿̈˷˼́˺ʳ̅˸̀˸˷˼˴˿ʳ˴˶̇˼̂́ʳ̅˸˶̂̀̀˸́˷˴ˀ ˉˁ ˕˴́˺˴˿̂̅˸ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˣ̅̂˽˸˶̇ˁʳ˄ˌˌˇˁ ̇˼̂́̆ʿʳ˴́˷ʳ˥˸˹˸̅˸́˶˸ʳˊʳ˼́˶˿̈˷˸̆ʳ˴́ʳ˸̉˴˿̈˴̇˼̂́ʳ̂˹ ˙̅˴̍˸̅ʳ˧̂̊́ʳ̆̈˵̃̅̂˽˸˶̇ʳ˴̅˸˴ˁʳ˕˴́˺˴˿̂̅˸ ̆̂̀˸ʳ̇̅˸˴̇˸˷ʳ˵˿˴˶˾ʳ̆̃̂̇ʳ̆˼̇˸̆ʳ˼́ʳˠ˴˿˴̌̆˼˴ˁ ˖˼̇̌ʳ˧̅˴˹˹˼˶ʳˣ̂˿˼˶˸˂˕˴́˺˴˿̂̅˸ʳ˨́˼̉˸̅ˀ ̆˼̇̌ʿʳ˕˴́˺˴˿̂̅˸ʿʳ˜́˷˼˴ˁ ˊˁ ˕˴˺̈˿˸̌ʿʳ ˖ˁʳ ˝ˁʳ ˄ˌˌˈˁʳ ˣ̅̂˺̅˸̆̆ ˧̂̊˴̅˷̆ʳ ̇˻˸ʳ ˡ˴̇˼̂́˴˿ʳ ˖˴̆̈˴˿̇̌ 7 REFERENCES AND KEY ˥˸˷̈˶̇˼̂́ʳ ˧˴̅˺˸̇ʳ ˦˼́˶˸ʳ ˄ˌˌ˄ˁ DOCUMENTS ˣ̅̂˶˸˸˷˼́˺̆ʳ̂˹ʳ˦˸̀˼́˴̅ʳ ̂́ʳ˥̂˴˷ ˦˴˹˸̇̌ˁʳ˗˴̀˴́̆˴̅˴ˁʳ˝˞˥ʿʳ˚̂̉˸̅́̀˸́̇ ˄ˁ ˜́̆̇˼̇̈̇˼̂́ʳ̂˹ʳ˛˼˺˻̊˴̌̆ʳ˴́˷ʳ˧̅˴́̆ˀ ̂˹ʳˠ˴˿˴̌̆˼˴ʿʳ˝˴˿˴́ʳ˦˴˿˴˻̈˷˷˼́ʿʳ˞̈˴˿˴ ̃̂̅̇˴̇˼̂́ˁʳ ˄ˌˌ˃ˁʳ ˛˼˺˻̊˴̌ʳ ˦˴˹˸̇̌ ˟̈̀̃̈̅ʿʳˠ˴˿˴̌̆˼˴ˁ

4.5 - 8 ROAD SAFETY GUIDELINES 4.6 ROAD SAFETY EDUCATION OF CHILDREN

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY ROAD SAFETY EDUCATION4.6 OF CHILDREN

On average, 20 percent of all people killed in traffic accidents in developing countries are aged under 15. This is twice as high as in the developed world.

• Human error plays a large part in road accidents, being a contributory factor in about 95 percent of accidents.

• Teaching safety skills to children can provide lifelong benefits to society.

1. Review current extent of road safety education in school curriculum and assess adequacy and practicality of lessons and materials.

2. Develop road safety education pilot projects in high-risk areas, especially around roads being rehabilitated where the road accidents are likely to increase.

3. Strengthen road safety education in national curriculum with on-road practical lessons.

ROAD SAFETY GUIDELINES 4.6 - 1 1 INTRODUCTION

These sector guidelines on “Road Safety Education for Children” are from a set of Road Safety Guidelines for the Asian and Pacific Region policymakers, developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). This section deals with children’s traffic education through formal education (schools) and nonformal education (community programs). Road safety publicity and education for the general public is dealt with in Sector Guidelines 4.8, “Road Safety Publicity.”

2 WHY IS ROAD SAFETY edge and skills. These include decision mak- EDUCATION (RSE) ing skills, and the identification and assess- NEEDED? ment of risk and strategies to reduce these risks. RSE attempts to prepare children for different tasks at each stage of their hildren in many motorized countries are increasingly independent use of the road more likely to die or be injured as a network and, later, as adults. C result of a road accident, than through any other cause. In developing countries, 20 percent of traffic deaths are people under the age of 15 and the threat of road accidents will increase 3 KEY COMPONENTS with motorization. Several factors contribute to this risk to children in developing countries: 3.1 Road Safety in the Curriculum 1) both the speed and volume of motor vehicle traffic will increase, especially on Road safety is too important and complex rehabilitated roads; to be dealt with by simple messages given a 2) roadside friction will continue as poor few times a year. Experience from various coun- land use planning, operational control, tries has shown repeatedly that one-off talks by and limited road space lead to conflict- visiting speakers (e.g., police or other well- ing uses of road and roadsides; meaning groups) are not particularly effective 3) road improvements tend to focus on unless they are part of ongoing work in the motor vehicle requirements and not pe- school through a structured program of RSE. destrian needs; It is essential for long-term prospects of 4) traffic police can offer only limited help road safety education in schools that there is as they are poorly equipped to control adequate provision in the national curriculum. motor vehicle traffic and not properly This is the building block on which further trained to consider pedestrian needs; and traffic education is based. 5) most parents are unable to provide road Without this, there will be only ad hoc safety training as they themselves never activity with little control of content. By received any training and even if they specifying what should be taught to each age did, traffic conditions have changed dra- group, some control over content and quality matically since their childhood. will be achieved. The curriculum content must of course be well-defined, based on sound RSE is needed to provide the necessary educational principles and should reflect local structure for the acquisition of safety knowl- needs and accident problems.

4.6 - 2 ROAD SAFETY GUIDELINES ROAD SAFETY EDUCATION OF CHILDREN

Road safety is an area of work that fits natu- is an accident problem involving 10-12 year rally into many topics and centers of interest olds crossing roads, this should be highlighted already going on in schools. It can provide a in the curriculum. vehicle for basic skills of literacy and numeracy It has been shown that it may be more ef- as well as being a topic in its own right, for fective to teach children the skills needed to example, within life skills, social studies, or cross a specific road by practical training; i.e., health education. to concentrate on behavior. Where possible, specific road safety As they grow, older children will be able to lessons can be included in the school timeta- generalize specific situations and actions to ble, but it should also be incorporated into other other situations. There is evidence that practical subjects throughout the year. training is the most effective means of In addition to being appropriate for the age improving young children’s skills and group, road safety lesson content should also judgments and, therefore, they will learn about be relevant to local conditions, include practi- road safety best by being exposed to real traffic cal roadside training, and be reinforced on a situations in a controlled, safe manner. regular basis. There is often a tendency to over- However, classroom-based RSE can help, for emphasize the teaching of road signs and sig- the following reasons: nals, especially to young children. It is essential to move away from the idea that knowl- 1) without effective classroom work, chil- edge of the road signs and traffic lights equates dren may not give sufficient attention to road safety. or priority to the dangers of road use; There should be more emphasis on teaching and survival skills in a progressive manner that is 2) without effective classroom work, chil- appropriate to each age group. Rather than rigid dren may not learn the vocabulary of rules that may not be applicable in a new the road, may not have concepts such situation they come across, children need to be as car stopping distances explained to taught concepts for survival. For example, them, and may not understand exactly teaching children that they must cross the road how they are in danger or putting oth- at traffic lights may cause confusion if the ers in danger. lights are not working properly, or if there are none in the locality. It is preferable to teach However, classroom work alone will not rules and principles for crossing the road that improve critical skills such as road crossing. can be applied equally to traffic light Supervised practice in the traffic situation is controlled junctions, marked pedestrian cross- much more effective and should be carried out ings, rural roads, or other situations. as close to the age as possible when children Like other measures aimed at increasing in the community start using the roads on their own. Plate 1: road safety in a country, actual problems should Road safety being taught be identified and specific age groups targeted, Many countries have traffic parks but rarely in school. based on accident data. For example, if there do the conditions inside the parks reflect the conditions on real roads that children have to cross in that country. There is little point in teaching children in the park on roads with well-maintained footpaths and a well-marked, well-signposted road network if these do not exist in their local environment. It is more effective to teach children on real, local roads under proper adult supervision. Groups should be small, with a high ratio of adults to children to ensure safety. Classroom and practical lessons need to be given on a regular basis to reinforce safe road use behavior in children. Road safety education should be incorporated into the national curriculum with lessons conducted on a regular basis.

ROAD SAFETY GUIDELINES 4.6 - 3 ROAD SAFETY EDUCATION OF CHILDREN

3.2 Teachers’ Guide room work, but are arguably more effective if supported by teaching resources. Some coun- Once there is adequate provision in the cur- tries have found it beneficial to establish riculum, it is necessary to give teachers the specialist road safety officers to assist and sup- correct information to be able to teach road port teachers — by providing ideas, resources, safety effectively. By producing a teachers’ and teaching materials. Materials for use in guide, and distributing it to schools, the ability the classroom can include, but are not limited, of teachers to teach road safety will be increased to the following: substantially. In countries where the majority of primary school age children do attend school, 1) worksheets; it is appropriate to concentrate initially on in- 2) posters; creasing and improving road safety education 3) teaching pack; through the schools, before considering options 4) slides; for nonformal education. 5) books and games; and Production and dissemination of a full 6) videos. teachers’ guide will facilitate the process of encouraging road safety teaching in schools and The most basic of these to produce are the will give teachers a permanent reminder and worksheets, which are cheap and therefore easy source of reference in the classroom. The guide to reproduce. These should concentrate on vo- should enable teachers to teach the concepts cabulary development for young children and included in the core curriculum and ideally then move onto crossing skills and more com- 5,6 should be produced in a large enough quantity plex issues as the children’s ages increase . for every primary school teacher to have a per- Initially, resources can be adapted from sonal copy. those of other countries, an approach that minimizes development costs and time implica- 3.3 Teacher Training tions, but eventually local resources — teaching packs, worksheets, videos, and posters — should be produced. There should always be Teacher training should be of existing teach- the option for adapting resources for local ers, through a series of local seminars, and of needs, as materials that are appropriate in one new teachers entering the profession, through area of a country may not be as relevant else- the teacher training colleges. To train all teach- where and vice versa. It is also useful to have ers in basic road safety teaching throughout a good quality resources that can be used imme- country is a large commitment. It is unlikely to diately while a comprehensive curriculum is de- be achievable unless a dedicated person is ap- veloped. Approaches used in other teaching pointed to this task, full time, for at least two areas can be used for road safety. For example, years. Their role should be primarily to train if puppet shows are popular among children, trainers to run road safety seminars, for head they can be used as an effective carrier for road teachers initially, but then covering all class safety messages. In some countries, including teachers. They could also be involved in re- Malaysia, computer-based learning is popular source development to gradually build up the with secondary students. road safety materials available in a country. In the longer term, it will be necessary to include a road safety element in initial teacher 3.5 Community Education training courses to ensure that teachers com- ing into the profession are fully equipped to Once formal education practices are estab- teach road safety to their students. lished, it is necessary to turn attention towards nonformal education methods to bring road safety education to children who do not regu- 3.4 Teaching Aids larly attend school, especially in high-risk areas. There are various options available. One Research from other countries has shown community-based program that it may be pos- that it is important that effective road safety sible to use is Child-to-Child4, which has been education does not rely simply on talks by vis- developed and used in many countries around 1,2 iting speakers at irregular intervals . Talks can the world. The basis of the program is that supplement ongoing, curricular-based class- children attending school are taught about

4.6 - 4 ROAD SAFETY GUIDELINES ROAD SAFETY EDUCATION OF CHILDREN

various health and social problems, and how 3) membership of overseas road safety or- to deal with them. This includes such issues as ganization to keep abreast of current in- water, malaria, AIDS, and an element of ternational advances; and road safety. The children are encouraged to 4) training — external and in-house. disseminate the information to younger children and their parents, and to take practical In some countries, the private sector (e.g., action in their communities to improve their banks, insurance companies, manufacturers, own chances of survival. Many of the materials and distributors) are willing to invest in road are available in different languages. safety as part of their corporate responsibility Other community groups that can help in and/or marketing and public relations strate- getting the road safety message across include gies. The association of insurance companies the Scouts and Guides and women’s groups in India has funded development of road safety (e.g., literacy or health programs) to teach par- education materials. Businesses may be will- ents how to teach their children to be safe. ing to finance publication costs in return for Community education should also be used sponsorship credit or company logos printed to emphasize lifelong learning and to build links on the publications. between home, community, and school. Although it is generally recommended that there should be an increase in road safety tui- 3.6 Policy Coordination tion through schools, police teams already in existence in many countries do have a role in Lack of awareness by policymakers of the supplementing this, and supporting topic work. However, one problem that the officers face is Plate 2: need for RSE can be an impediment in improv- Children being ing this sector. It is often the case that there is that they are unlikely to stay in one section of taught on real roads ad hoc road safety education already taking the police for a long period. in Nepal. place. A national road Valuable resources are lost by training safety council officers for this specific role and then losing (NRSC), or similar their expertise. Consideration should perhaps body has a vital role to be given to road safety being a career position play in coordinating within the police. road safety nationally, to increase efficiency and prevent dup- 4 STAGES OF lication of effort. This DEVELOPMENT is especially important when there are limited The development of an effective road safety resources available in education program in a developing country will this sector. most probably involve the country proceeding Many government and nongovernment or- through a number of stages. The major steps ganizations (NGO) can play a role in RSE. are typically as follows: Obviously, the ministry of education is an important player, but also ministries of health, 1) review of current practices and re- police, etc., can play a part. Highlighting of sponsibilities for RSE. RSE provided accident problems, and even a network national by schools, police, or service groups accident database, can help to direct activity in should be assessed in light of accident all organizations towards the same target. data and recent trends to identify prior- For the development of road safety within ity areas and opportunities for improve- a country, it is essential that information, ideas, ment; and examples of good practice are disseminated 2) short-term and immediate improve- among professionals working in the field. At ments to the current system identified the very least, if there is no NRSC in place, this and introduced. To enable RSE to con- could be done within the appropriate minis- tinue in a more effective form while try. Information could be shared by: more substantial programs are set up, short-term improvements to the existing 1) regular meetings or seminars; system should be undertaken. For exam- 2) a newsletter; ple, if police teams visit schools to give

ROAD SAFETY GUIDELINES 4.6 - 5 ROAD SAFETY EDUCATION OF CHILDREN

talks on road safety they can increase reach children who are unable to attend effectiveness by basic training, content school on a regular basis and to educate review, and production of worksheets parents and older generations, commu- that can be left at the school to encour- nity education programs should include age follow-up work. Maximum use RSE. (Once schools are all teaching road should also be made of school outings safety, RSE can be expanded to involve with practical road safety lessons incor- NGOs for supplemental support). porated; 3) introduce RSE pilot project. Areas where road accidents are a serious prob- 5 BENEFITS AND EFFECTS lem should be targeted first. Local expertise should be developed. Villages The potential benefits of RSE for children near rehabilitated roads are an ideal can- include the following: didate as the accident risk is increasing. Aid-funded projects are beginning to 1) increased awareness and knowledge of fund local RSE programs in order to pre- the traffic environment; pare roadside communities for expected 2) appropriate survival skills necessary for increases in vehicle speeds and traffic the safe use of the road environment; volumes. Local reference material 3) understanding of the behavior and atti- should be produced and may require pre- tudes that have an influence on road liminary road safety awareness seminars safety; offered by an RSE specialist; 4) knowledge and understanding of how 4) develop RSE school curriculum con- humans, vehicles, and systems interact tent. To ensure relevant skills are taught and work; to each age group in a structured way, 5) decision making skills that will enable RSE policy and plans should be drawn them to make choices and to take respon- up to improve provision in a sensible sibility for their own safety and that of and organized manner and to identify others; priority areas in the country. Clearly 6) esteem and care for other people; defined responsibility for RSE and 7) knowledge and understanding of the good coordination between providers causes and consequences of road acci- is necessary; dents; and 5) produce basic classroom materials 8) necessary knowledge, understanding, and teachers’ guides. It is important to and skills to travel safely in or on a vehi- ensure relevance of materials to the cle, while showing consideration for local situation and to accident problems others. identified. Teachers’ guides and materials should be pilot tested before final pro- Research shows that human error plays a duction. When a teachers’ guide is avail- large part in road accidents. It is a contributory able, ideally all current and new teach- factor in about 95 percent of accidents. By ers should have their own copy; teaching the basics of road safety to children, 6) improve teacher training . Develop- they are being prepared for the future and de- ment and inclusion of road safety in veloping positive, safe attitudes that will have initial teacher training through colleges benefit in years to come as these children be- and continuing professional come teenagers and then adults. Inculcation of development. This should include the safety skills in children can provide lifelong abilities of different aged children, benefits to society. In countries where the implications for their behavior on the number of motorized vehicles is still increas- roads, how to teach safety effectively, ing, the number of accidents is likely to rise how road safety issues can be unless steps are taken to educate road users at incorporated into current school topics, an early age. and an introduction to available Attitudes developed in the earliest years teaching materials; largely define how the individual behaves on 7) introduce community education ini- the road in later years. Attitudes are difficult tiatives. To ensure road safety messages to change once they have been formed. It is

4.6 - 6 ROAD SAFETY GUIDELINES ROAD SAFETY EDUCATION OF CHILDREN

easier to teach good habits at an early age than begun sending current and former patients who to break bad habits later. RSE has long-term were paralyzed in road accidents to visit benefits for the community in terms of road schools and discuss their tragedy. The center user behavior as it helps to develop positive has also produced road safety advice leaflets, attitudes and values. RSE should commence which it distributes to schools. NGO promotion at an early age — at kindergarten, or even of road safety is the objective of a recent World earlier through publicity initiatives aimed at Bank initiative in Bangladesh. parents. Fiji has recently introduced traffic safety Road safety education is necessary to pro- into the curriculum. A teachers’ guide is being vide the basis for improving road user behavior developed and the National Road Safety Coun- over time. Because it involves the development cil7 in association with the Department of Edu- of safe, positive attitudes, it will always be a cation is introducing a number of initiatives, long-term investment. This is especially be- including visiting drama groups to present cause it is trying to counteract attitudes and safety plays for school children and develop- behavior learned from and continually rein- ment of a road safety character called “Road forced by parents and others in close contact Ranger” to provide safety advice (see Plate 3). with the children who tend to pass on unsafe Several road safety education booklets behavior. have been produced recently in India. The pre- Many of a child’s attitudes are learned in viously mentioned Loss Prevention Associa- the first five years of life from their parents tion’s publication and Dealing with Traffic — and carers. Once developed, attitudes can be A Guide for Young People were produced from difficult to change. the proceeds of an art exhibition held during the International Conference on Traffic Safety in New Delhi in 1991. 6 EXAMPLES OF GOOD In Kazakstan, the traffic police are active PRACTICE in the organization of road safety lessons by teachers in the schools. Parents are also in- In Bangladesh, where road safety educa- volved with the parents of entry classes being tion is limited, one organization, the Centre tested themselves on their road safety knowl- for the Rehabilitation of the Paralysed, has edge. Parents are requested to help their children identify and map out a safe route to school. A road safety education project in Nepal funded by the Overseas Development Admin- istration (ODA) of the United Kingdom (UK) has produced local road safety education materials, including readers, workbooks, posters, and teachers guides. These materials were produced by a team of writers from the Primary Education Curriculum Text Book Design Unit after undergoing a week’s orientation, which included field visits to rehabilitated roads, discussions with traffic police and pediatricians, and a brief review of road safety materials designed for schools in the UK. Puppet shows were used to introduce the topic of road safety education into primary schools as well as women’s groups and roadside communities8. The experiences of accident victims are used in many countries to emphasis the personal consequences of road accidents. In Den- mark, a team of people crippled in road acci- Plate 3: Fiji child education dents visit schools as part of an RSE program. material. In the United States (US), Mothers Against

ROAD SAFETY GUIDELINES 4.6 - 7 ROAD SAFETY EDUCATION OF CHILDREN

Drunk Drivers often send representatives to ˇˁ ˖˻˼˿˷ˀ̇̂ˀ˖˻˼˿˷ʳ˧̅̈̆̇ʿʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˘˷̈ˀ speak to schools, especially, the age groups ˶˴̇˼̂́ʿʳ˅˃ʳ˕˸˷˹̂̅˷ʳ˪˴̌ʿʳ˟̂́˷̂́ʳ˪˖˄˛ where students are starting to drive. ˢ˔˟ʿʳ˨˞ˁʳ˧˸˿ˍʳʻˇˇʳ˄ˊ˄ʼʳˉ˄˅ʳˉˉˈ˃ˎʳ˙˴̋ˍ All speakers must be properly trained and ʻˇˇʳ˄ˊ˄ʼʳˉ˄˅ʳˉˉˇˈˁ can serve an effective supplementary role. ˈˁ ˜́˹̂̅̀˴̇˼̂́ʳ˴˵̂̈̇ʳ̅˸̆̂̈̅˶˸̆ʳ˴́˷ʳ̇˸˴˶˻ˀ ˼́˺ʳ˴˼˷̆ʳ˶˴́ʳ˵˸ʳ̂˵̇˴˼́˸˷ʳ˹̅̂̀ˍʳ̇˻˸ʳ˥̂̌˴˿ 7 REFERENCES AND KEY ˦̂˶˼˸̇̌ʳ˹̂̅ʳ̇˻˸ʳˣ̅˸̉˸́̇˼̂́ʳ̂˹ʳ˔˶˶˼˷˸́̇̆ DOCUMENTS ʻ˥̂˦ˣ˔ʼʿʳ˖˴́́̂́ʳ˛̂̈̆˸ʿʳ˧˻˸ʳˣ̅˼̂̅̌ ˤ̈˸˸́̆̊˴̌ʿʳ˕˼̅̀˼́˺˻˴̀ʳ˕ˇʳˉ˕˦ʿʳ˨˞ˁ ˄ˁ ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳʻ˗̂˧ʼˁʳ˄ˌˌˈˁ ˧˸˿ˍʳʻˇˇʳ˄˅˄ʼʳ˅˃˃ʳ˅ˇˉ˄ˎʳ˙˴̋ˍʳʻˇˇʳ˄˅˄ʼ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˘˷̈˶˴̇˼̂́ʳ˼́ʳ˦˶˻̂̂˿̆ˍʳ˚̂̂˷ ˅˃˃ʳ˄˅ˈˇˁ ˣ̅˴˶̇˼˶˸ʳ˚̈˼˷˸˿˼́˸̆ˁʳ˨˞ˍʳ˗̂˧ˁ ˉˁ ˕̅˼̇˼̆˻ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧̅˴˹˹˼˶ʳ˘˷̈˶˴̇˼̂́ ˅ˁ ˗̂˧ˁʳ˄ˌˌˉˁʳ˖˻˼˿˷ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˴́˷ʳ̇˻˸ ˥˸̆˸˴̅˶˻ʳʻ˕˜˧˘˥ʼʿʳ˞˸́̇ʳ˛̂̈̆˸ʿʳ˞˸́̇ ˔˼̀̆ʳ̂˹ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˘˷̈˶˴̇˼̂́ˍʳ˔ʳ˥˸ˀ ˦̇̅˸˸̇ʿʳ˕˼̅̀˼́˺˻˴̀ʳ˕ˈʳˉˤ˙ʿʳ˨˞ˁʳ˧˸˿ˍ ̉˼˸̊ʳ˴́˷ʳ˔́˴˿̌̆˼̆ˁʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˥˸ˀ ʻˇˇʳ˄˅˄ʼʳˉ˅˅ʳ˅ˇ˃˅ˎʳ˙˴̋ˍʳʻˇˇʳ˄˅˄ʼʳˉ˅˅ ̆˸˴̅˶˻ʳ˥˸̃̂̅̇ʳˡ̂ˁʳ˄ˁʳ˨˞ˍʳ˗̂˧ˁ ˆˇˈ˃ˁ ˆˁ ˠ̂̅˸ʳ˼́˹̂̅̀˴̇˼̂́ʳ˶˴́ʳ˵˸ʳ̂˵̇˴˼́˸˷ʳ̂́ ˊˁ ˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˖̂̀̀˼̇̇˸˸ʿʳˣˁˢˁ ˥̂˴˷ʳ˦˴˹˸̇̌ʳˢ˹˹˼˶˸̅̆ʳʻ˥˦ˢʼʳ˹̅̂̀ʳ̇˻˸ ˕̂̋ʳˊ˄˅ˈʿʳˡ˴̆˼́̈ʿʳ˦̈̉˴ʿʳ˙˼˽˼ˁʳ˧˸˿ˍʳʻˉˊˌʼ ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˢ˹˹˼˶˸̅̆ʿʳ˄ˉ ˆˌˇʳˋˋˉˎʳ˙˴̋ˍʳʻˉˊˌʼʳˆˌˆʳ˅ˈˆˁ ˦̂̈̇˻˿˴́˷̆ʳ˔̉˸́̈˸ʿʳ˟̂̈̇˻ʿʳ˟˼́˶̂˿́ˀ ˋˁ ˥˴̀ʳ˕˴˷˴́ʳ˝̂̆˻˼ʿʳˣ̅˼̉˴̇˸ʳ˕̂˴̅˷˼́˺ ̆˻˼̅˸ʳ˟ˡ˄˄ʳˋ˘˪ʿʳ˨˞ˁʳ˧˸˿ˍʳʻˇˇʳ˄ˈ˃ˊʼ ˦˶˻̂̂˿ʳˢ̅˺˴́˼̍˴̇˼̂́ʿʳ ˞˴̇˻̀˴́˷̈ʿ ˆ˅ˊʳ˃˅ˋˁ ˡ˸̃˴˿ˁʳ˙˴̋ˍʳʻˌˊˊʼʳ˄ˇ˄ʳ˅ˈˊ˅ˁ

4.6 - 8 ROAD SAFETY GUIDELINES 4.7 DRIVER TRAINING AND TESTING

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY DRIVER TRAINING 4.7 AND TESTING

2. Provide adequate training and staffing for driving examiners and ensure they are taught to drive all vehicles to the highest standards.

3 Organize training courses for professional driving instructors, develop a standardized driver training curriculum, and established a registration system, driving instructors, and driving schools.

ROAD SAFETY GUIDELINES 4.7 - 1 1 INTRODUCTION

These sector guidelines on “Driver Training and Testing” are from a set of Road Safety Guidelines for the Asian and Pacific Region policymakers, developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). This section deals with driver testing and training and emphasizes the responsibility held by all drivers and riders of motorized vehicles. The importance of an early awareness of this responsibility and the value of a structured program of testing and training for all new drivers is detailed. These guidelines are targeted at the rapidly motorizing countries in the Asian and Pacific region and are restricted to standard, conventional licensing programs; i.e., where drivers passing the driving test are treated the same as all other licensed drivers. Advanced programs, such as probationary or graduated licenses, where certain restrictions and stricter penalties are imposed on the learner or novice driver, require a computerized database and an efficient monitoring system.

2 WHY A DRIVER table spiraling in accidents and consequent TESTING AND pain, grief, and costs. TRAINING SYSTEM Most vehicle accidents are not accidents, but result from a lack of planning, anticipation, ARE NEEDED concentration, or control by those involved. In industrialized countries, younger drivers (aged here are about 235,000 road accident between 17 and 21) make up only 10 percent deaths in the Asian and Pacific region of all license holders but may be involved in Teach year. Recent studies in the UK and more than 20 percent of all accidents; a young US have shown that, in about 95 percent of male driver is seven times more likely to be recorded accidents, driver error was a contribu- involved in a fatal road accident than a middle- tory factor in some form or other. aged man. However, research by Transport It is, therefore, vital that the human factor Research Laboratory (TRL) of the UK indicates is addressed in attempting to solve the problems that lack of driving experience, not immaturity, of road safety. Fundamental to this is an is the main contributory factor. It also concludes efficient driver testing and training regime. that the more driving situations that are This regime must not only be efficient and experienced by drivers, the safer they become. cost-effective, but, just as important, it must Can any country afford to let its new drivers have public confidence. learn by trial and error and kill each other in Driver education should be at the forefront the process? All new drivers require of any program designed to reduce road appropriate instruction and have to be guided accident figures. through situations where a lack of experience The experience of most countries with can make them vulnerable and have serious growing numbers of vehicles and drivers is that consequences. a program of structured training, followed by a New drivers, of whatever age group, need valid and reliable test of competence, can con- to be made aware of the correct attitude and tribute towards a reduction in road accidents. approach from day one of their driving careers. The alternative is an unrestricted increase in The development of driving as a skill for life untrained, undisciplined drivers with an inevi- should be instilled. Skill in the control of the

4.7 - 2 ROAD SAFETY GUIDELINES DRIVER TRAINING AND TESTING vehicle needs to be supplemented by many While 18 is the standard minimum age, ac- other qualities relating to the vehicle’s interac- cording to the EC Directive 91/439/EEC, for tions with its environment. These can be gained legal driving of cars, the age for driving a light by a mixture of comprehensive training and (or low-powered) motorcycle is only 16 and real-life experience. the minimum for commercial passenger carry- The need for an effective driver testing and ing vehicles, i.e., those with more than eight training system is overdue in the Asian and seats, is 21. In the Asian and Pacific region, Pacific region for the following reasons: the minimum age for driving commercial vehicles is typically set higher (although only 1) the mixture of motorized and non-mo- 18 in the Republic of Korea and 19 in the Phil - torized modes with an inadequate road ippines) with a requirement for one year or network and hierarchy, and poor traffic more experience of driving light vehicles. control methods contribute to a difficult License durations (including duration of a driving environment; and learner’s license) should be specified by law. 2) the rapid increase in motor vehicles and In several Asian and Pacific countries, the novice drivers will result in a proportion- learning period allowed by the validity of a ate increase in accidents unless there is learner’s license is too short and should be ex- a dramatic improvement in driving panded to a 6-12 month period. Their is no standards. real advantage in road safety terms of imposing a short duration for the normal driving license. 3 KEY COMPONENTS In the UK, for example, light vehicle driving licenses do not require renewal until the holder 3.1 Driver Testing reaches the age of 70, after which the duration between renewals is three years. The driving test will always be the main Heavy commercial vehicle licenses last judge of any driver training syllabus. For this until age 45, after which they need to be reason, although driver training is experienced renewed every five years until age 60 and then first, the driving test is reviewed first. Most train- annually; these renewals must be accompanied ing is geared towards passing the driving test by a medical report form. rather than teaching the student to become a safe Several Asian countries have adopted leg- and competent driver. In newly motorizing islation restricting newly-qualified motorcycle countries, ensuring proper training through a riders from carrying passengers for the first comprehensive driving test is the most practical year. Such legislation should be linked to the way to improve the standards of novice drivers. display of probationer plates on the motorcycle. As with all legislation, only that which can a) Legislation be enforced should be enacted, in order to pro- The traffic regulations must define both the mote respect for the law. legal authorities of the state that controls driver Legislation should, where possible, enable licensing and specify the requirements for po- changes in the driving licensing procedures tential license holders. Licensing legislation is without lengthy delays. For example, countries discussed in Sector Guidelines 4.10, but should may wish to introduce driving licenses with include criteria on the following: photographs or holograms as security measures. 1) minimum driving ages by vehicle type; b) Medical examination 2) vehicle classifications; The medical examination could in practice 3) medical limitations; be limited to an eyesight check (a simple test 4) driving test procedures; of reading a registration plate at 20.5 meters 5) provision for training; and [67 feet] is still used in the UK) and a consent 6) restrictions on learner or novice drivers. form declaring that the candidate has none of License categories should follow interna- the medical conditions specified in legislation tional guidelines to enable interchangeability as prohibiting driving. Many countries still use and acceptance in other countries. Such clas- a medical or general board to test the sifications should be similar to those set out candidate’s mental or physical fitness, in European Community (EC) Directive 91/ although the growing number of license 439/EEC. candidates may cause backlogs and problems.

ROAD SAFETY GUIDELINES 4.7 - 3 DRIVER TRAINING AND TESTING

c) Theory examination perception skills without exceeding their capabilities. Pedestrian crossings and junctions In addition to the pure driving skills of can- (right and left turns), including roundabouts, didates, their knowledge should also be sub- should be included to provide opportunity for ject to examination. A theory examination give way testing. The on-road test should in- should test the candidates’ knowledge of the clude (but not be limited to) the following highway code: traffic signs, traffic regulations, checks and exercises: as well as basic knowledge of vehicle performance and simple safety checks before using a 1) take proper precautions before starting vehicle. It may be tested in one of several ways. the engine of the vehicle; Test by oral examination, while labor intensive, 2) make proper use of all controls; is still appropriate in countries where the lit- 3) position normally on the road and make eracy rate is low. In this case, the oral exami- normal stops in a safe place; nation may be carried out by the driving ex- 4) drive at a speed appropriate for the con- aminer either immediately before or after the ditions; practical driving test and should follow a set pat- 5) make effective use of rearview mirrors; tern. If a formalized question paper or compu- 6) give all necessary signals; ter-based exam is used, it should be taken be- 7) show alertness and anticipation of the fore the practical driving test and passing will actions of other road users; be a prerequisite for the practical test. 8) overtake, meet, and cross the path of It must be emphasized that literacy is not other vehicles safely; necessarily a requirement for a good driver and 9) act properly at road junctions; that, for most countries, there is no requirement 10) take appropriate action at pedestrian to move immediately to a state-of-the-art test- crossings; and ing system. Where a theoretical (oral or writ- 11) take prompt and appropriate action on ten) test is used, it should be available in all all traffic signs, road markings, traffic the main languages in use within the country lights, signals by traffic controllers and or the use of translators should be permitted. A other road users. test covering sufficient topics will require Motorcycle tests can be conducted by an about 50 questions and last about 45 minutes. examiner observing set exercises on a normal Subjects covered by the theory test should road system or by specially trained examiners, include at least the following topics: riding their own machine, following the test 1) traffic regulations; candidate round a set route on normal roads. 2) vehicle handling; Contact can be easily maintained by simple 3) vehicle maneuvering procedures; radio equipment. By its very nature, this would 4) hazard perception; and be a more expensive option. Careful location 5) effects of weather and road conditions of a number of examiners around a route could on driving. enable a large number of motorcycle tests to be performed efficiently. When testing drivers of heavy goods vehi- d) Practical driving test cles or large buses, recognition should be given Few countries conduct the whole practical to the fact that the potential for damage by test on public roads but use off-road facilities these vehicles is extremely high. It is to examine the technical control of vehicles; recommended that the time taken to examine i.e., emergency stop, hill start, zigzag a candidate for a vehicle in one of these maneuvers, and parallel parking. Normally the categories should be about twice that for a off-road test is carried out first and this is fol- driving test for a light vehicle. Large vehicles lowed by the on-road test, which should be should have an area of prescribed minimum conducted in light traffic on normal roads. All dimensions available for maneuvering test routes should ideally be on-road, although exercises. It is important that vehicles on these it is acceptable to have a combination of off- off-road areas do not interfere with one another. and on-road routes. They should be as uniform Standardized assessment forms are neces- as possible and include a common range of typi- sary to ensure consistency among tests, to facil- cal road and traffic conditions. The test route itate monitoring and to provide feedback. Errors should be chosen to test candidates’ hazard should be precoded and thus standardized.

4.7 - 4 ROAD SAFETY GUIDELINES DRIVER TRAINING AND TESTING

It is recognized that drivers will experience Examiners should give clear directions and many different conditions that cannot be ex- instructions, and should be understanding and amined. These include nighttime driving and sympathetic, making every effort to put the driving in rain, mist, candidate at ease. They should assess and mark ice, or snow, and on driving faults as they occur. It is useful to have high speed highways a standard form (Figure 1) that examiners com- or gravel roads. In plete during the actual test (i.e., not retrospec- spite of these defi- tively). ciencies, it is not fea- Driving examiners should be subject to fre- sible to extend tests to quent supervision to ensure that their individual any other conditions assessment is checked and that the tests are than those experi- being conducted in accordance with the regu- enced on the day of lations. Test results can easily be monitored by the test. There is, computer over any period. Any pronounced therefore, an opportu- individual variation from the average results nity for driving obtained by colleagues in similar areas would schools to offer train- readily show up. To facilitate this checking ing courses in condi- process, it is necessary that records of tests tions such as night, should be retained and collated at regular inter- snow, or highway vals. driving. The taking of Examiners can be recruited from many such courses could be backgrounds. They need to have good interper- encouraged by insur- sonal skills, have a wide driving experience Figure 1: ance companies as a dual road safety and cost of most types of vehicles, be good communi- UK Driving Test reduction program. cators, and be able to write clear and concise Assessment Form. reports quickly. An even temperament to cope e) Driving examiners with often stressful situations is essential, together with a firm and confident manner. No matter how elaborate or strict the driv- To avoid any accusation of corruption, ex- ing test is designed to be, it can be effective aminers should not be made aware of their test only if driving examiners are properly trained programs before the day of the test. They should and have adequate time to conduct the test. The not be permitted to give driving instruction increase in driving examiners has not kept up themselves or be associated with any driving with the increase in license applicants. Lack of schools. Candidates with criminal records staffing has had a greater impact than inad- should not be permitted to become driving ex- equate training. Even with forms and proce- aminers. dures, the effectiveness is wasted if only a few minutes is available for each test due to de- f) Test administration mand. All examiners, whether employed to test Clear requirements for the administration drivers of cars, motorcycles, heavy goods ve- of driver testing are necessary. These should hicles (HGVs), or public service vehicles cover all classes of driving licenses and should (PSVs), or for the police or the military, should be available in published format for sale to the be subject to the same training and should be public. A complete list of areas to be tested and qualified to drive all categories of vehicles that standards required should also be published. they are likely to examine. Examiners should There should be an appeals procedure to be trained to drive to an exemplary standard at cover allegations from candidates that tests all times. Training should include both an ex- have not been conducted in accordance with ternal course as well as a probationary period the regulations. However, there should be no (three to six months) on the job. One-week re- appeal against the result of the test apart from fresher courses for existing driving examiners the above reason. Appeals can be easily inves- should also be conducted on a regular basis. It tigated by senior examiners if there is a stand- is essential that driving examiners are seen to ard marking and reporting system for each test. be fair and impartial and that the test sets a Driving test centers need to be convenient uniform standard wherever it is applied. for large numbers of the population and it is

ROAD SAFETY GUIDELINES 4.7 - 5 DRIVER TRAINING AND TESTING

important that potential drivers do not have to Examiner training facilities need to be con- travel unreasonable distances for their test. sidered. Classrooms, accommodation, training These centers should be able to accommodate staff, and vehicles will all need to be costed sufficient numbers of examiners to meet the into the driving test fee. A central training es- likely demand for tests in that area and also tablishment is found to be usually more cost- provide waiting and toilet facilities for effective. The cost of training and training fa- candidates. cilities should be taken into account when set- Parking should be convenient at the test ting the fees for driving tests. Further cost re- center and provision made for all types of tests cuperation can come from the dual use of such that are to be carried out at the center. For ex- an establishment to train candidate driving in- ample, it may be considered convenient to structors. carry out some of the test exercises off-road at Driving instructors are charged for entry marked-out areas. Theory tests and medicals examinations to the instructor register and also may also be provided at the same venue if con- pay an annual fee. These charges also help to sidered practical. Clerical staff may be neces- defray the cost of the testing operation. The sary if tests are booked at a local level. Com- publication of official guidelines to help can- puters will ease this function and the collating didates prepare for tests can also be a worth- of test results. while source of revenue. In countries with a widely distributed population, it may not prove feasible to combine 3.2 Driver Training the requirements of reasonable distances with expected demand for driving tests. In this case, a) Curriculum it may prove acceptable to use a traveling ex- In most industrialized countries, driver amination center in which examiners may training is seen as a necessary requirement in travel to outlying towns either regularly or on the quest for a driving license or permit. The demand to carry out driving tests (e.g., once a normal approach is to follow a syllabus that sufficient number of candidates makes a trip covers sufficient elements to enable the stu- worthwhile). dent to pass a test for granting of the license. Depending on the size of the country and Ideally, the syllabus and the training should demand for tests, there should be a senior man- aim to prepare learner drivers for all potential ager with day to day responsibility for the op- hazards and situations and not just those tested eration of the driving test organization. They by the examiner at the time of the test. But in should be supported by supervising examiners reality, it cannot. It is evident that most to monitor the testing and training systems and candidates are concerned only about learning assess the validity of appeals. They will also enough to pass the test. be supported by clerical staff to monitor test Driving is a skill that takes years to master and training results for uniformity, to maintain properly. Learning does not and should not a booking and cash handling system, prepare stop when the candidate passes the driving test. statistical summaries of driving test data, and Safe driving is as much about attitude as about perform staff administration. ability to control the car. Driver training should not only introduce this message but should g) Cost recovery reinforce it throughout training. The learner must also gain the following: The provision of a driving license should always be seen as a privilege and not a right. The 1) a thorough knowledge of the highway provision of a testing regime infrastructure code and the motoring laws; and amounts to considerable capital sum with 2) a thorough understanding of the respon- substantial running costs. However, most coun- sibilities of a driver. tries using a testing system, as described, try to recoup the running costs from the driving test fees. This means that drivers must have real con- Administration staff and management do not cern, not only for their own safety, but for the usually conduct tests, so the cost of their services safety of all road users, including pedestrians. should also be recouped from driving test fees. There can be no minimum number of lessons, There are no known instances of countries as the requirements of each pupil will depend providing a driving test as a free public service. on a variety of factors. The syllabus will list

4.7 - 6 ROAD SAFETY GUIDELINES DRIVER TRAINING AND TESTING

the skills in which basic competence must be For motorcycle riders, training needs to achieved in order to pass the driving test (see emphasize their vulnerability and the risk of Plate 1). not using an approved safety helmet. Any syllabus for learner drivers of motor Defensive driver training, either as part of vehicles should cover the following main the initial training or as an advanced driver headings: course, has been found to be effective, especially in reducing accidents involving com- 1) legal requirements; pany vehicle drivers. Once the initial training 2) car controls, equipment, and compo- syllabus has been determined, it may be useful nents; to consider defensive driver training as an ac- 3) road user behavior; cident prevention strategy. Initially, large com- 4) vehicle characteristics; panies could be approached and the scheme 5) road and weather conditions; then extended to the general public, if the de- 6) traffic signs, rules, and regulations; cision is taken not to include such techniques 7) car control and road procedure; and in initial training. Again this kind of training 8) additional general knowledge about may be left to the private sector. driving-related situations. Depending on the mix in the vehicle fleet of a country, it may also be necessary to con- Trainees should be made aware of the need Plate 1: sider training and testing requirements for driv- to take further training to cover those aspects Typical driving test ers of nonmotorized vehicles. It is likely to be manual. not included in the “official” test. impractical, however, and publicity relating to general road behavior may be more cost-effective and productive.

b) Driving instructors

Governments must ensure that people advertising themselves as driving instructors are qualified to do so. In order to receive a qualifi- cation they must have successfully completed a training course organized by the appropriate authorities and be qualified to drive vehicles of the type in which they wish to instruct. Once qualified, their names should appear on a register of driving instructors and they are then entitled to charge for driving lessons. How- ever, it is not essential that learners be instructed only by a qualified driving instructor. In many countries, a variety of options exist for learners varying from driving instructors to training by family members or friends who are qualified drivers. Driving instructors should have the ability to impart practical and theoretical knowledge to their students. As well as the obvious skills in driving the vehicles and giving demonstrations of techniques where appropriate, they should be conversant and comfortable with classroom procedures and be good communi- cators. It should always be remembered that a competent driver does not necessarily make a good driving instructor, but a competent driving instructor must always be a good driver. In an ideal situation, all instructors would be trained and qualified in these techniques

ROAD SAFETY GUIDELINES 4.7 - 7 DRIVER TRAINING AND TESTING

by a recognized authority and this should be countries. This should ideally involve devel- the aim of any driving instructor registration opment of a common policy on the grouping scheme. The most efficient way to monitor the of vehicles and the requirements of tests for profession is by way of a central register. This licenses for the various groups. ensures that the public can be assured that an acceptable standard of tuition is offered by all c) Driving schools instructors and driving schools. It should be illegal for anyone to charge for driving instruc- It has been found to be beneficial to regis- tion unless their name is on the register. ter driving schools separately from driving in- There is no reason why driving instructors structors, but it is not essential. It will encour- should be employed by the government. A pri- age driving schools to meet criteria, such as vatized tuition system where driving schools having registered instructors, adequate numbers operate in a free market environment works of training vehicles, and lecture rooms for well in most countries. Individual instructors theory training (see Plate 1). This ensures bet- either work for multivehicle schools or are self- ter quality control as instructors and schools employed with only one vehicle. It is now rec- can be taken off the register or disciplined for ognized that an official supervisory system is any corruption or other deficiencies. necessary to ensure that standards of instruc- There are also benefits in organizing a driv- tion are maintained. There also needs to be a ing schools association to aid coordination be- facility to ensure that unsatisfactory or crimi- tween driving schools and to establish an in- nal practices are punished by removal from dustry code of practice (such as happens in Fiji). the roll of driving instructors. Driving schools can also be involved in the Potential driving instructors should be retraining and rehabilitation of offenders, espe- quired to pass a qualifying examination. This cially if the government organizations such as should cover: the police do not have the necessary resources. theory: a multiple-choice question paper on all aspects of driving and instruction; 4 STAGES OF practical driving: a test of driving ability DEVELOPMENT to advanced standards and lasting about one hour; and This section describes the typical stages in instructional ability: a practical test where the organization of driver testing in develop- the potential instructor gives a lesson to a ing countries. It is not necessarily meant to assessing examiner on a random driving imply that, to get from stage one to stage four, topic. stages two and three have to be taken in the Each of these modules must be passed in sequence shown. In some countries it may be turn before going on to the next stage. Only possible to miss a whole stage to improve the on satisfactory completion of all three modules system. The ultimate aim must be to implement is the instructor eligible to join the register. A a driver testing regime that fairly and ad- fee is paid to remain on the register and equately prepares new drivers for the challenges continued membership is dependent on of driving. favorable reports from frequent check tests by government inspectors (the fees should cover 1) Stage 1: This is a basic but ineffective the costs of inclusion on the register and level. Tests are conducted mainly off- supervision). Similarly, although separate, road or on quiet local roads. The test is schemes need to be considered to provide short and simple (less than 10 minutes) adequate training for instructors of and requires little training for drivers. motorcyclists and drivers of HGVs and PSVs. There are few examiners as they have Some countries allow approved driving in- little or no training and with no written structors to test drivers at the end of a recog- procedures or monitoring. The driving nized training course. This procedure does re- examiners are often also required to con- quire intensive supervision to ensure that the duct vehicle inspections. system is not abused. It can also be useful to 2) Stage 2: This next level is first seen in standardize the various systems of driver train- major urban areas while Stage 1 may ing and testing within a group of neighboring continue to exist in provincial areas. On-

4.7 - 8 ROAD SAFETY GUIDELINES DRIVER TRAINING AND TESTING

or off-road tests are carried out but they monitoring could also extend to traffic citation are not standardized. Driver training data if available. schools begin to develop and training The introduction of such a change in driver may be offered for instructors. The ex- licensing should not be seen in isolation and aminers will begin to be concerned the benefits should be widely publicized. In- solely with driving tests and routine evitably they will initially result in the lower- monitoring will be conducted. ing of the pass rate. This is no bad thing, espe- 3) Stage 3: Assessment forms are intro- cially when the pass rate may have been ex- duced and used by driving examiners, cessively high (e.g., more than 80 percent) on and monitoring of driving instructors first test. One way of fine-tuning the system and driving schools started. The focus will be to establish the current pass rate and on training will be shifting away from gradually bring in changes to the test to reduce classroom and mechanical knowledge to it. The introduction of professional driving in- hazard perception and practical training. struction should then gradually counteract this A basic theory test will be included. reduction and tend to improve the pass rate. 4) Stage 4: Feedback is given to candi- Driving schools should be monitored on the dates, and a monitoring system in place basis of obtained pass rates. with publication of statistics. Quality as- Consideration should be given to retrain- surance of exam system will lead to im- ing and/or retesting drivers who have commit- provements in examiner consistency. An ted serious motoring offences. This should have adequate number of examiners will be a deterrent effect on any tendency towards available and the test workload will be reckless or aggressive driving and can actively adjusted to suit the number of examin- assist in the reduction of accident figures. Cat- ers. A theory test will be introduced that egories of vehicles and drivers that show high will comprehensively assess candidates’ accident rates should also be targeted for pos- knowledge. sible revisions to training or testing procedures or standards. It is essential that improvements in the driving tests are introduced immediately before or simultaneously with improvements in training. 6 EXAMPLES OF GOOD If this is not done, it will prove difficult to PRACTICE improve driver training standards. Driver training must be led by improvements in the A standardized Euro-test based on the best requirements for the driving test. practices of all member countries is planned to be implemented throughout the European Un- ion. This planning is at an advanced stage. It is 5 BENEFITS AND one of the conditions of entry for any aspiring EFFECTS member country that their driver testing will follow similar patterns. Any road safety improvements such as The UK implemented a driving test for light those described in this sector have to be seen vehicles and motorcycles in 1935 and has since as a long-term policy designed to accelerate developed and refined this test. The HGV and the acquisition of driving experience and thus PSV tests for professional drivers have been in improve the skills of new drivers and the safety existence for more than 25 years and the of all road users. The positive aspects of a struc- professional register for Approved Driving tured training program followed by a profes- Instructors for about the same period. In 1996, sional, valid test should be readily recognized a written theory test replaced the previous by most drivers. The effect on road safety and informal question-and-answer session held at accident figures will not be immediate, how- the end of the driving test. This is based on a ever, as it will take time for the more highly multiplechoice question paper and has to be skilled drivers to become a significant percent- passed before the candidate can sit the practical age of the total. These improvements must be driving test. All of these systems are now linked into an efficient accident data system in administered by the Driving Standards Agency order that the qualifications of drivers in- (DSA), a division of the Department of volved in accidents may be monitored. This Transport formed in 1990.

ROAD SAFETY GUIDELINES 4.7 - 9 DRIVER TRAINING AND TESTING

The Agency has its own central training instructor course was also developed and many establishment where initial and refresher driving instructors were trained as defensive courses are given to all examiners. Promotion driving instructors. courses and pilot exercises for possible im- Driver training in Kazakstan is undertaken provements to test practices are a regular fea- by a mixture of organizations with the best train- ture. Trainees from many countries have at- ing schools being well-equipped with class- tended four-week basic examiner training and rooms containing displays of traffic signs and in recent years, Australia; Bangladesh; Hong typical situations, and technical displays of ve- Kong, China; and Sri Lanka are among the hicles, components, and systems. Students take governments that have used the facilities. about three months to complete their training, It is recommended that all countries should which includes 190 hours of theoretical train- move, eventually, to the type of on-road test ing plus eight hours on a driving simulator and undertaken in developed countries. At present, 22 hours driving a vehicle. However, this thor- tests in many Asian and Pacific countries are oughness of training is not matched by the even- carried out on a mixture of off-road and on- tual test, during which only 10 theory questions road locations. Some countries (e.g., Republic are asked and a short practical test, lasting about of Korea) still carry out the whole test off- 15 minutes, is given. road, even though this means that the driver In Singapore, special large off-road areas will never actually drive in normal traffic until are available containing a network of roads after passing the test. Despite such undesirable with various types of junctions, ramps, and systems, there are a number of examples of good parking practice areas for learner drivers to practice in the region. practice on. Part of the driving test is carried Each province in the People’s Republic of out off-road at these locations and part of the China has designated driving schools and test is conducted on the road network in normal these normally own large off-road areas with traffic. This appears to work well. networks of roads, intersections, parking practice areas, and ramps (for hill starts). They also own fleets of vehicles that are used for driver instruction and trainees must pass a 7 REFERENCES AND KEY series of modules as part of their training. The DOCUMENTS test itself is carried out by traffic police driving examiners who visit the driving schools by ar- 1. Information on driving tests or driver rangement to conduct the test. Some of the test training in the UK can be obtained from: is conducted on the off-road facility and if the DSA Head Office, Stanley House, 56 driver performs satisfactorily, the remainder of Talbot Street, Nottingham NG1 5GU, the test is undertaken by driving 15-20 min- UK. Fax: (44 115) 955 7735. utes on the real roads in normal traffic. 2. Information on examiner training can be In Fiji, the driving test is conducted largely obtained from: The Training Manager, on the normal road network and only parking DSA Training Establishment, Paul and a few other basic maneuvers are tested off- Waller Avenue, Cardington, Bedford road. A recent ADB-funded road safety project MK45 3ST, UK. Fax: (44 1234) 742 728. implemented improvements such as the intro- 3. DSA. 1992. Driving Skills: The Driving duction of a new theory test that could be con- Manual. UK: The Stationery Office ducted orally and had a preset pass mark, stand- (ISBN 0 11 551054 0). ardized test routes, and the production of manu- 4. DSA. 1995. Driving Skills: Your Driving als for licensing (including driving schools and Test. UK: The Stationery Office (ISBN 0 instructors). Training was also given to all driv- 11 551158 X). ing examiners on the new manual and proce- Information on 3 and 4 can be obtained dures. The monitoring system has been im- from; proved and checks have been imposed on driv- The Stationery Office ing examiners. Efforts have also been made to P.O. Box No. 276 strengthen the driving school industry in Fiji London SW8 5DT, UK, by developing a code of practice and stand- or Overseas Sales, The Stationery Office, ardized training curriculum. A defensive driving Fax: (44 171) 873 8203

4.7 - 10 ROAD SAFETY GUIDELINES 4.8 ROAD SAFETY PUBLICITY AND CAMPAIGNS

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY ROAD SAFETY PUBLICITY4.8 AND CAMPAIGNS

Where possible, the publicity should be part of a wider marketing strategy aimed at raising awareness and influencing behavior. PRIORITY ACTIONS NEEDED

1. Road accident data must be analyzed to identify the nature and characteristics of the problem, and the road user group to be targeted.

2. Publicity and campaigns should focus on a single concise message, and the media materials and images used must be appropriate to local conditions and the target groups.

3. Publicity campaigns should, where possible, be coordinated with engineering, legislation, and enforcement and should be evaluated by conducting before and after surveys.

Road safety publicity is an indispensable part of any nation’s road safety strategy and is most successful if used in conjunction with engineering, legislation, or enforcement.

ROAD SAFETY GUIDELINES 4.8 - 1 1 INTRODUCTION

These sector guidelines on “Road Safety Publicity and Campaigns” are from a set of Road Safety Guidelines for the Asian and Pacific Region policymakers, developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). Publicity is the means through which the population is given information for a specific purpose, and which contains a message that people can readily act upon. It differs from education in that it does not involve a face-to-face interaction between the giver of the information and the recipient. Thus it does not generally allow a dialogue. It involves the imposition of information and opinions upon a whole population or a subset of that population. Its potential effectiveness depends on a number of factors, including: 1) credibility of the message; 2) design of the message; 3) implementation of the delivery; and 4) the extent to which the country in question has a publicity culture. The extent to which the publicist can “reach” people depends on the number of opportunities for them to see or hear the message through the printed or electronic media. Publicity can be purely factual; for example, announcing a new law on seat belt wearing, or target a subset of the population with information about the effects of alcohol on driving performance. It may also be used as a tool for persuasion (sometimes referred to as propaganda), where the information and use of images are designed to create support and sympathy for an opinion; e.g., creating an opinion that drunk-drivers are antisocial by depicting the injuries they cause to innocent children. Publicity is often managed within a campaign that involves mass communication designed to promote safety through the actions of the public. Probably the single most important lesson in publicity is “know your audience,” and in particular what motivates it. Recent experience from well-developed market economies points to the need for a more sophisticated approach to discerning adult populations that expect to exercise individual choices about behavior. The concept of marketing has been borrowed from commerce and adapted for social issues. Social marketing1 is an increasingly important concept that requires road safety bodies to understand the needs of individuals, as indicated by the individuals themselves.

2 WHY IS ROAD SAFETY 1) create awareness of road accident PUBLICITY NEEDED? threats and vulnerability of certain road users; s road user error is believed to be a fac- 2) educate road users as to what constitutes tor in 95 percent of all road accidents, safe road user behavior; improving road user behavior should 3) change attitudes and beliefs to a more A positive road safety approach; and always be a priority. With the ability to educate and influence the general public, road 4) inform road users of changes in traffic safety publicity is needed in order to: regulations or operating conditions.

4.8 - 2 ROAD SAFETY GUIDELINES ROAD SAFETY PUBLICITY AND CAMPAIGNS

On the face of it, it might seem unneces- efits possible. It is not unusual for road safety sary to have to devote resources to guide peo- practitioners to overestimate the understand- ple to behavior that may obviously be in the ing of the general road user population of such best interests of their own health and safety; basic devices as road signs and lane markings. e.g., not drinking and driving, wearing of safety The failure of a lane-marking program in helmets and seat belts, not driving at excessive Bangladesh in the 1970s can be largely ex- speed. People may not actually understand the plained by the absence of any explanation to risks, or if they do, may displace the risk by drivers as to their meaning, and partly by inad- acting on the basis that “it will happen to some- equate enforcement to ensure compliance. In one else, not me.” Many people are skeptical or countries experiencing an explosion of traffic even superstitious about certain safety meas- growth, the driving conditions and traffic laws ures, such as the wearing of seat belts. In some can change rapidly. Not all drivers will under- cultures there might even be a fatalistic atti- stand the changes. There are also particular tude that all accidents are “the will of God.” problems facing pedestrians, the disabled, and Breaking down these barriers and convincing users of nonmotorized vehicles, who are often the public that many accidents can, and have overlooked as road users in need of special been prevented, can be a slow process. Public- information. ity should, therefore, be seen as a sustained Publicity is not always easy to direct effec- commitment. tively to the elderly, children, or the illiterate. Publicity will often be most applicable to However, it will still have a role to play in coun- adults, as children in formal education may tries where some of the population does not have the opportunity for detailed work on road have access to formal schooling. While mass safety direct from a competent source in schools public education through posters, leaflets, ra- (see Sector Guidelines 4.6). Adults are diffi- dio, and television make less impact than cult to reach on an individual level, and mass school-based education, it can be effective. For publicity is often the only viable way of inform- instance, a targeted public information pro- ing them and voluntarily modifying their gram on the effects of alcohol or drugs can go behavior. Safety publicity will have to be suf- some way to fill in the gap in understanding ficiently powerful to counteract influences pre- that might otherwise be filled in school or sented in mass media, including the images of college-based traffic education. speed and glamour frequently used in the advertising of cars and powerful motorcycles. Safety will have to compete for the public’s 3 KEY COMPONENTS attention with other influences that offer more immediate and tangible benefits. Most of the countries in the Asian and Pa- Publicity is often used to tackle problems cific region employ road safety publicity tech- that cannot be easily solved by other means, niques based upon posters, leaflets, billboards, such as altering the environment or police en- newspapers, and often radio and television. forcement. There are many parallels with pub- However, few of these campaigns appear to be lic health issues where the threat of disease in planned in the systematic manner necessary to the population outstrips the pace at which medi- ensure success. The key components that need cal or infrastructural support (e.g., clean water to be considered in this sector are discussed programs) can be applied. While the chances below. of complete success in such campaigns may be small, it is still accepted that some attempt has 3.1 Problem Assessment to be made to equip the target population with sufficient advice on which to act2. Publicity campaigns should be based on the Publicity is also very valuable in helping to best understanding of the road accident situa- raise the general level of expectations and de- tion at the time and, ideally, publicity initia- sire in society for safety, and may give it a sta- tives should be data-led. It is important to un- tus and perceived level of importance that will derstand the nature of the particular accident prompt a culture change. or behavior problem being targeted in some Without an effective publicity capability, detail, if the message is to be credible with the other engineering, legislative, or enforcement audience. There are various types of data that measures may fail, or not deliver the full ben- can be utilized, including the following.

ROAD SAFETY GUIDELINES 4.8 - 3 ROAD SAFETY PUBLICITY AND CAMPAIGNS

a) Accident data For example, if many accidents occur because of drunk-driving it may be that the drivers con- Accident data gives the broad picture and cerned do not know the effects of alcohol. may give an indication of the road user group, Knowledge testing can be more easily carried gender, and age group most at risk. Accident out than attitude testing by means of a ques- data should be used as a starting point, and tionnaire or survey. may be sufficient if detailed data is available One of the advantages of using data-led or there are constraints on use of other data. methods to determine the behavior, knowledge, Accident data from the previous three years is or attitudes that may contribute to accident normally accepted as giving a fair indication causation, is that the same measures can be of the problem. applied at a later date to help determine the However, accident data is often incomplete effectiveness of the campaign. and may not be able to provide a clear understanding of the priority areas or the reasons behind the accidents (which are needed to de- 3.2 Campaign Design termine how to prevent their future occurrence). Neither will accident data indicate the extent Once the problem has been identified, it is to which the road safety problem is perceived. necessary to consider the target behavior, tar- For these reasons, the assessment of the situa- get audience, what will motivate the target au- tion should extend beyond accident data analy- dience to change their behavior, message con- sis and include other approaches. tent, the media, and the appeal that are most appropriate. b) Observation

Observation of road users involved in acci- 3.3 Campaign Message dents highlighted in the data may give an indication of the behavior that should be targeted. The campaign has to identify the changes For example, if many casualties are pedestrians, people should make. These should be actions there may be some indication of the behavior that have a realistic chance of being influenced that needs to be modified to reduce conflicts. and may be the outcome of a political decision to accompany another remedial measure (e.g., c) Police discussions new legislation) as a result of public pressure, or as part of a long-term road safety strategy. Although the police focus following an ac- The objectives of the program should be cident tends to be on prosecutions, discussions clearly defined so that relative success or with groups of officers who regularly attend failure of the publicity can be measured. the scene of accidents may reveal common pat- Traditional publicity campaigns have often terns of behavior that publicity campaigns been seen as the imposition of ideas, or pre- could be specifically designed to address. ferred behavior, upon a public that has largely remained slow to be convinced of the benefits. d) Attitude testing The problem is that often certain actions are not seen as risky when they are something the A person’s attitude will affect the way they individual does, probably daily, without ex- behave and by changing attitudes it is possible periencing an accident. Whatever the behavior to change the resultant behavior. Attitude test- change that is being promoted through pub- ing needs to be done properly to be valid. Sam- licity, it must have benefits to the target audi- ple groups of the target population (focus groups) ence, even if it is not directly safety-related. can be surveyed by specialist public opinion The message content for publicity should organizations. If there is a limited budget it may be clear, unambiguous, and directional. Gen- be possible to involve university students to carry eral exhortations such as “drive safely” are not out the work as a piece of research. particularly effective. Campaigns should concentrate on a single concise message (e.g., do e) Knowledge testing not drink and drive) and should not confuse the target audience with related messages, however It could be that road users are not behaving well-meaning. It is easy to assume that the in- in a safe way because of lack of knowledge. tended message is actually being received, but

4.8 - 4 ROAD SAFETY GUIDELINES ROAD SAFETY PUBLICITY AND CAMPAIGNS this is not always the case, and campaign mes- risk behavior, but focuses attention on chang- sages should be used in copy trials to ensure ing the way the problem is understood as a pub- the proper message is conveyed and that the lic health issue. It attempts to use the media to message catches the attention. increase public support for more effective Market research techniques can be used to policy-level approaches to public health prob- find out if the message is understood, or can lems. decide which of several designs is the most memorable or eye-catching. It should be noted 3.5 Pilot Testing that in general, a one-off campaign is unlikely to result in any long-lasting behavioral changes. It should be stressed that publicity is a cul- When a change in attitudes is required (e.g., turally sensitive device and is probably the least drunk-driving or speeding) it is especially nec- directly transferable from country to country essary to plan a sustained series of campaigns of all the road safety measures available. It is on a theme over a long period of say five or also a demographically sensitive tool, and the even ten years. use of language, images, and messages should The timing of any single campaign or other be designed for precise target population initiative needs to be considered in terms of groups, whether by age, sex, ethnic origin, or length of the campaign and also the most ap- the recently revealed importance of lifestyle. propriate times of year to run it. Individual cam- Of prime importance in publicity is not only paigns should not generally be too long as im- knowing your audience, but, in particular, pact is lost and the message becomes diluted what motivates it. Certain general principles or ignored. and techniques may, however, be established Positive instruction is preferred. As most that will be of relevance to all countries in the road users overestimate their road safety region. behavior, if perpetrators are targeted, most viewers will not identify with the offender. 3.6 Success Indicators and Methods of 3.4 Target Audience Evaluation Selection Unless clear objectives have been defined, Although the use of mass media will result it will not be possible to devise effective evalu- in widespread awareness, a publicist should ation methods. The indicators used will vary select messages, images, and media such that according to the complexity of the subject and the target group will be particularly influenced the time period involved. Criteria for effective- by them. It may often be appropriate to direct ness may involve one or more of the follow- publicity at a limited and more manageable ing: audience of, say, local opinion leaders. In some societies, particularly those with well-devel- 1) drop in numbers or severity of accidents; oped local community structures, it is not al- 2) changes in actual (observed) behavior; ways necessary to target the public direct, but 3) changes in claimed (not observed) to reach the enablers, who are then able to ac- behavior; celerate the information process in ways ap- 4) changes in knowledge; propriate to that local community. 5) changes in opinions; and The target group need not be the same as 6) recall of the campaign. the accident victim group as, in the case of pedestrian accidents, motorists are often the tar- In general, this list may be seen to be in get group for publicity campaigns. Likewise, ascending order of validity, but descending or- child accident involvement problems are often der of convenience and ease of use. If reduc- addressed through targeting parents and care tion of accidents is to be used as a measure, providers. then the time interval must be great enough to Mass media can be used to advance a so- pick up any effects. While use of accident statis- cial or public policy initiative, such as road tics may be appropriate, especially in the case safety. This approach is termed media advo- of long-term (five- or ten-year) campaigns, in cacy. It does not attempt to change individual the shorter term it is not appropriate to use ac-

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cident data alone. Wherever possible, multiple health, or public service publicity will obvi- measures should be used. If accident data is ously have the advantage. used as a means of evaluation, only the stimu- lus, i.e., the publicity, and the end result are 3.8 Sources of Funding known. It can be helpful to have information on the best path that will achieve the end re- Although some countries will have direct sult. It may help to indicate why certain pro- access to radio and television time, or be able to grams were successful and other why other pro- influence program controllers, it is likely that grams failed. The information gained should paid advertising will form part of the publicity be fed back into the design of future campaigns strategy. This can be expensive, especially if so that there is a dynamic process of improve- prime air-time or newspaper spots are sought. ment. Sharing the cost of advertising with others, including commercial sponsors, may extend the 3.7 Identify Any Other buying power of the campaign planning group. Many businesses, particularly those in the field ‘Players’ of insurance, will have an interest in being associated with safety. Part of the brief to an ad- It is sometimes preferable to have the mes- vertising agency could be to locate other sage come from more than one source. Other sources of funding or value added from within groups with a likely interest include police, the private sector. It may also be possible to doctors, health promoters, interest groups, and negotiate special rates with the media to increase the private sector. Where different agencies value, as part of their public responsibilities. have responsibilities for road safety, it is important to ensure that coordination takes place to maximize effectiveness and to reduce frag- 3.9 Select Carriers of the mentation of effort. Message Some countries will find it useful to create a campaign planning group that will steer the The carriers selected will depend on their initiative. Once a message has been agreed upon cost in relation to the available budget, and by the safety specialists, it is sometimes the their appropriateness to the target population subject of top-level political scrutiny. Although group. Not all publicity needs to utilize paid road safety is generally not regarded as party media advertising, though this is the obvious political, there may be political sensitivities route to take in any country with a well- about the nature of the message or the likely developed commercial press, radio, and public response. Clearly, politicians are not al- television. In these countries, a budget for ways ready to publicize a safety issue that op- advertising should create a media mix suitable ponents could seize upon to point to past fail- for the target group and message. Thus a ures, or that might conflict with policies from campaign aiming at youth might concentrate elsewhere within the administration. on popular journals and radio and television It is probably at this stage also that consid- programs with high audiences of teenagers. eration will be given to employing the services Television is by far the most potent me- of a professional advertising and marketing dium for awareness, though in some countries agency. These companies can offer good value this will preclude certain rural areas, and certain for money with their creative advice, media socio-economic groups that do not have ready buying power, and experience of the market access to the electronic media. place. A good agency should be able to extend In countries with well-developed family and the reach of the campaign by drawing in the community networks, these may be accessed financial or service support of other organiza- to great effect, and most countries have their tions. informal communication network. The prac- These agencies can be asked to compete for tices and expertise within health agencies a single contract, or for a more long-term asso- should be closely observed in this field, as they ciation. They can usually be asked to provide usually have had many more years of experi- a speculative presentation of how they would ence than road safety practitioners in changing tackle the brief if they won the contract. Those individual behavior through community ac- agencies with a proven track record in safety, tion and public education.

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Once the problem has been identified, it is nity to involve the appropriate minister or other necessary to consider the target behavior, figurehead, and thus further legitimize the target audience, what will motivate the target measure. Thereafter, every effort should be audience to change behavior, message content, made to put the message in front of as many of and the media that is most appropriate. the target group as possible, as often as possi- The media used will depend largely on the ble. There is evidence that people need to see target audience. It is necessary to consider the publicity many times before they acknowl- where the targeted road users are likely to see a edge it, and even more times before they act message, e.g., what newspaper do they tend to upon it. read, and issues such as literacy rates. The choice of media will also be influenced by cost. 3.12 Monitoring and A combination of media should be considered Documenting and could include: television, radio, cinema, newspapers, posters, billboards and hoardings, Once the campaign is over, it is important leaflets, stickers, speeches, or special events to collect data regarding its effectiveness. This such as conferences, exhibitions, and competi- should be documented, in order that it may tions. contribute to a knowledge of what does and does not work. 3.10 Appeal The above-mentioned aspects of planning and implementing road safety campaigns rep- The images chosen will depend on the tar- resent the ideal. Developing countries should get audience. Shock/horror is not always ap- review their procedures and devise a program propriate or effective though, effectively han- that will allow campaigns to become more tar- dled, it can tackle complacency among the targeted and effective according to these princi- get population. ples, but in a way that is feasible for their par- The campaign’s appeal could be based on: ticular circumstances. There are now various horror, fear, grief, humor, information, endorse- tried and tested methods available in the field ment, or responsibility. It is often possible to of road safety publicity and several documents combine celebrity status with personal appeal that offer guidance3, 4. The consensus of pro- as road accidents have affected so many. Ac- fessional opinion is that road safety initiatives tors and sports celebrities in many countries should be data-led and evaluated to determine have begun campaigning for road safety after their effectiveness. loved ones have been injured or killed in road accidents. 4 STAGES OF Campaigns can have several appeals, as in DEVELOPMENT the case of pedestrian safety. Different approaches might be taken with pedestrians than For a country to make progress with road with drivers and with children than with adults, safety publicity there are some preconditions although all will be aimed at reducing the risk of to satisfy, and then a logical and progressive a selected pedestrian accident pattern. course of action to follow. A publicity campaign can be pursued only 3.11 Implementation if there are the material and human resources available to give it a chance of success. Quali- The timing of the publicity should be syn- fied staff should be sufficiently familiar with chronized such that it is associated with an- publicity techniques to run the campaign, or to other partner measure, such as the planned commission and monitor a campaign run by a introduction of a new law, an enforcement ini- professional publicity and marketing consul- tiative or engineering initiative, or the avail- tancy. ability of new safety equipment (e.g., reflective While a certain amount of free publicity can clothing for use by pedestrians and cyclists be expected from media editorial, or by piggy- after dark). It is particularly useful to synchro- backing on other organizations’ materials, a nize a centrally-run campaign with local initia- realistic budget is needed to penetrate the tives on the same theme. market. Formal launches designed to attract free There also needs to be a companion initia- media coverage can also be a useful opportu- tive running alongside the publicity. This could

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be an engineering development, new legisla- everyone just because you are using tion, a new enforcement program, or a new mass media. Choose a specific target sec- safety product. In many countries, political will tor; is also an essential precondition. 3) design the campaign and build in per- The main milestones and activities formance indicators. When you have recommended during the different stages of selected the best type of media, write development are as follows: down what success indicators you would expect for each phase, and review them 1) collect data, not just about accidents but regularly; also about the people involved. Many 4) implement the campaign alongside campaigns fail because they are devised other measures and agencies if possible. by one type of person (often in the pro- It pays to link the publicity to related fessional classes), yet are directed at an- safety measures. It can also be useful to other type of person (often in lower so- have the campaign backed by other agen- cioeconomic classes) whose motivations cies or organizations. Commercial spon- Plate 1: have not been adequately researched; sorship is useful not only for the extra Speeding campaign supported 2) decide who you want to communicate money, but because it implies the en- by posters in the United with, and what you want them to know dorsement of the message by another Kingdom (UK). or do. Do not try to communicate with organization not usually associated with road safety. Linking road safety with health promotion is particularly useful; and 5) learn from the success or failure of the campaign. The temptation can be for the campaign organizers to neglect monitoring outcomes and claim success based on output alone. The temptation must be avoided whereby the production of a glossy poster can be seen as a success in itself. To justify the diversion of scarce safety funds into publicity requires more than an act of faith. It requires evidence that its objectives have been met.

5 BENEFITS AND EFFECTS

Publicity can help achieve compliance with road traffic laws, and help achieve general public support for the aims of road safety, thus making it easier to justify the continued allocation of central resources to other measures. Publicity can create a better informed public and contribute to that elusive achievement of a safety culture, where the demand for safety eventually comes from the population itself. Even the publicizing of road accident data in itself can boost the awareness among the public of the scale of the country’s safety problem. If the campaigns are potent enough, most people are likely to be affected, including the nation’s opinion leaders, magistrates, politicians, and police. These key people may not always be as well-informed, or give safety the

4.8 - 8 ROAD SAFETY GUIDELINES ROAD SAFETY PUBLICITY AND CAMPAIGNS personal priority and attention they might. En- Subject: Public awareness of accident prob- forcing a drunk-driving program will be easier lems, particularly to children, and awareness if the public perceives that politicians lead by of a new National Road Safety Council example, magistrates give appropriate sen- Location: Fiji tences, and police are not themselves suspected Facts: Using funding from a national levy of drunk-driving practices. on car insurance policies, the newly estab- Publicity is an indispensable part of any lished Fiji National Road Safety Council nation’s road safety strategy, though it should recruited the services of a local advertising not be used in isolation of other measures. Cam- agency with a clear brief to promote awareness paigns will be successful if they are imple- of the Council. To demonstrate the function of mented alongside an engineering, legislative, the Council, there was publicizing of road or enforcement measure. If road safety public- accidents to children by the distribution of a ity is mishandled it can be ineffective, and a child accident leaflet, a junior road code, a waste of resources. To be successful in meet- touring safety theater production, and printed ing its objectives, publicity deserves to be given advice to parents in several languages. the same specialist attention and thorough Subject: Pedestrian safety preparation that would be given to the other Location: Nepal technical components of the road safety plan. Facts: A road safety project in Nepal funded by the Overseas Development Administration (ODA) of the UK provided a road safety 6 EXAMPLES OF GOOD publicity technical assistance input that PRACTICES supervised the design and production of a pedestrian safety campaign and produced a road The following documented examples of safety publicity design manual for use with successful of road safety campaigns are taken future campaigns. Market research surveys and from both developed and developing countries. focused discussion groups were conducted to They illustrate the benefits of targeting, plan- determine the most effective media for differ- ning, and monitoring the results of publicity. ent road user groups, including drivers, adults, Themes for campaigns can be adapted from and children. The pedestrian safety campaign those found to be successful in other countries, was directed at pedestrians and motorists alike. but they must be adapted to local needs and Good coordination was achieved with traffic cultural sensitivities. police as initially offenders received warnings and instructional leaflets. Subject: Child pedal cycle helmets Location:Australia ˦̈˵˽˸˶̇ˍʳ˗̅̈́˾ˀ˷̅˼̉˼́˺ʳ˶˴̀̃˴˼˺́ Facts: As a result of a social marketing ˟̂˶˴̇˼̂́ˍʳ˨˞ strategy, involving mass media, head injury ˙˴˶̇̆ˍʳ˔ʳ̆̈̆̇˴˼́˸˷ʳ̀˸˷˼˴ʳ˴˷̉˸̅̇˼̆˼́˺ʳ˶̂̀ˀ rates for cyclists declined by 20 percent within ̀˼̇̀˸́̇ʳ˵˸̇̊˸˸́ʳ˄ˌˊˌʳ˴́˷ʳ˄ˌˌˇʿʳ˶̂̀˵˼́˸˷ʳ̊˼̇˻ three years, and helmet wearing rates rose in ˼̀̃̅̂̉˸˷ʳ̃̂˿˼˶˸ʳ̇˸̆̇˼́˺ʳ̃̅̂˶˸˷̈̅˸̆ʿʳ̅˸̆̈˿̇˸˷ʳ˼́ young children from 5 percent to 39 percent in ˴ʳ˻˴˿̉˼́˺ʳ̂˹ʳ̇˻˸ʳ́̈̀˵˸̅̆ʳ̂˹ʳ̀˸́ʳ̊˻̂ʳ˷̅̂̉˸ʳ˴˹̇˸̅ a little more than a year. These results were due ˷̅˼́˾˼́˺ʿʳ˴́˷ʳ˴ʳ̅˸˷̈˶̇˼̂́ʳ˹̅̂̀ʳ˄ˈʳ̃˸̅˶˸́̇ʳ̇̂ʳˇ to a number of changes that made helmets more ̃˸̅˶˸́̇ʳ̂˹ʳ̀˸́ʳ̊˻̂ʳ˷̅̂̉˸ʳ̊˻˼˿˸ʳ̂̉˸̅ʳ̇˻˸ʳ˿˼̀˼̇ˁ attractive to the target group, and the use of ˧˻˸ʳ̃̅̂̃̂̅̇˼̂́ʳ̂˹ʳ̀˸́ʳ̊˻̂ʳ˹˸˿̇ʳ˼̇ʳ̊˴̆ʳ˷˼˹˹˼˶̈˿̇ television and other media reinforced the ben- ̇̂ʳ˴̉̂˼˷ʳ˷̅˼́˾˼́˺ʳ˴́˷ʳ˷̅˼̉˼́˺ʳ˼́ʳ̇˻˸ʳ̆̂˶˼˴˿ efits of making the exchange in social market- ˶̂́̇˸̋̇ʳ˹˸˿˿ʳ˹̅̂̀ʳˉ˄ʳ̃˸̅˶˸́̇ʳ̇̂ʳˆ˃ʳ̃˸̅˶˸́̇ˁ ing terms. ˕˸̇̊˸˸́ʳ˄ˌˊˌʳ˴́˷ʳ˄ˌˌˇʿʳ˷̅̈́˾ˀ˷̅˼̉˼́˺ʳ˷˸˴̇˻̆ Subject: Encouraging left-turn drivers to ˷̅̂̃̃˸˷ʳ˹̅̂̀ʳ˄ʿˊˋ˃ʳ̃˸̅ʳ̌˸˴̅ʳ̇̂ʳˈˈ˃ˁʳ˧˻˸ʳ˵̅˸˴̇˻ yield to pedestrians ̇˸̆̇ʳ˹˴˼˿̈̅˸ʳ̅˴̇˸ʳ˷̅̂̃̃˸˷ʳ˹̅̂̀ʳˇ˅ʳ̃˸̅˶˸́̇ʳ̇̂ʳˉ Location: Victoria, Canada ̃˸̅˶˸́̇ˁʳ˗̅˼́˾˼́˺ʳ˴́˷ʳ˷̅˼̉˼́˺ʳ˼̆ʳ́̂̊ʳ̃̂̃̈˿˴̅˿̌ Facts: After an intensive five-month mul- ̅˸˺˴̅˷˸˷ʳ˴̆ʳ˴ʳ̇̂̇˴˿˿̌ʳ˴́̇˼̆̂˶˼˴˿ʳ˴˶̇˼̉˼̇̌ˁ timedia publicity campaign, a significant im- ˦̈˵˽˸˶̇ˍʳʳ˛̂̀˸ʳ̆˴˹˸̇̌ provement in yielding behavior was observed. ˟̂˶˴̇˼̂́ˍʳˡ˸̊˶˴̆̇˿˸ʿʳ˨˞ This occurred in the longer, rather than shorter ˙˴˶̇̆ˍʳ˔ʳ̇˸˿˸̉˼̆˼̂́ʳ˶˴̀̃˴˼˺́ʳ̂́ʳ̆˴˹˸̇̌ʳ̅˸ˀ term, and may have been more effective with ̆̈˿̇˸˷ʳ˼́ʳˌʳ̃˸̅˶˸́̇ʳ̂˹ʳ˹˴̀˼˿˼˸̆ʳ˼́ʳ̇˻˸ʳ̆̇̈˷̌ʳ̇˴˾ˀ older and female drivers. ˼́˺ʳ˴˶̇˼̂́ʳ̇̂ʳ̀˴˾˸ʳ̇˻˸˼̅ʳ˻̂̀˸̆ʳ̆˴˹˸̅ˁʳ˪˻˸́

ROAD SAFETY GUIDELINES 4.8 - 9 ROAD SAFETY PUBLICITY AND CAMPAIGNS

˴́̂̇˻˸̅ʳ̀˴̆̆ʳ̀˸˷˼˴ʳ˶˴̀̃˴˼˺́ʳ̊˴̆ʳ˹̂˿˿̂̊˸˷ from fewer messages being regularly reinforced. ˵̌ʳ̇˴̅˺˸̇˸˷ʳ˴˷̉˼˶˸ʳ˵̌ʳ˻˸˴˿̇˻ʳ̉˼̆˼̇̂̅̆ʳ˷̈̅˼́˺ One message, on motorcycle racing, had been ˻̂̀˸ʳ̉˼̆˼̇̆ʿʳ̇˻˸ʳ̃̅̂̃̂̅̇˼̂́ʳ̂˹ʳ˹˴̀˼˿˼˸̆ʳ̀˴˾˼́˺ reinforced by increased enforcement targeted ˶˻˴́˺˸̆ʳ̅̂̆˸ʳ̇̂ʳˉ˃ʳ̃˸̅˶˸́̇ˁ at motorcycle racing. The Commission also began publishing a traffic safety magazine, but Subject: Seat belt wearing had not been able to coordinate the topics with Location: UK the television series. Facts: It took 22 years between the first Parliamentary questions relating to mandatory front seat belts in cars to their approval in legislation in 1981. Before legislation, long-term 7 REFERENCES AND KEY intensive media promotion of belts resulted in DOCUMENTS a slight increase in voluntary wearing. The wearing rate after legislation rose to more than 1. Hastings, G., and A. Haywood. 1991. 95 percent, and this has been sustained. The Social Marketing and Communication media phase helped convince the nation, in- in Health Promotion: Health Promotion cluding policymakers, of the benefits of belts, International. UK: Oxford University and the subsequent passing of legislation was Press. the cue for most people to change their 2. Glanz, K. et al. (Ed.). 1990. Health behavior. Behavior and Health Education. Cali- fornia, US: Jossey-Bass. Subject: Children falling from windows 3. Organisation for Economic Co-opera- Location: New York, United States (US) tion and Development (OECD). 1971. Facts: A combination of mass media, indi- Road Safety Campaigns: Design and vidual education, home inspection, and pro- Evaluation — The Use of Mass Commu- vision of reduced price window locks resulted nication for the Modification of Road in a 35 percent decline in deaths due to falls. User Behavior. Paris, France: Road Subject: Traffic safety Transport Research, OECD (out of print). Location: Viet Nam 4. OECD. 1975. Manual on Road Safety Subject: Drunk-driving Campaigns. Paris, France: Road Trans- Facts: The National Traffic Safety Com- port Research, OECD. mission of Viet Nam initiated a regular televi- 5. OECD. 1993. Marketing of Traffic sion series on traffic safety. Each program lasted Safety. Paris, France: Road Transport ten minutes and more than 80 percent of the Research, OECD. programs related to road safety. While Com- 6. OECD. 1994. Improving Road Safety by mission funds paid for the production costs, Attitude Modification. Paris, France: Viet Nam television did not charge for the Road Transport Research, OECD. broadcasting time and showed each program 7. Preusser, D. F., and R. D. Blomberg (Ed. J. during peak hours (before the Wednesday A. Rothengatter). 1987. Development and evening film, as well as another showing dur- Validation of a Road Safety Public ing the day). Many topics were covered by the Education Process: Road Users and Traf- series and the program could have benefited fic Safety. The Netherlands: Van Gorcum.

4.8 - 10 ROAD SAFETY GUIDELINES 4.9 VEHICLE SAFETY STANDARDS

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY VEHICLE SAFETY 4.9 STANDARDS

• braking system; • steering; • tires; and • lights.

1. Vehicle defects most likely to contribute to road accidents and casualties should be targeted in routine and roadside vehicle inspections.

3. Random roadside inspection checking should be introduced involving the police and vehicle inspectors day and night to encourage compliance with safety standards.

ROAD SAFETY GUIDELINES 4.9 - 1 1 INTRODUCTION

˧˻˸̆˸ʳ̆˸˶̇̂̅ʳ˺̈˼˷˸˿˼́˸̆ʳ̂́ʳϘ˩˸˻˼˶˿˸ʳ˦˴˹˸̇̌ʳ˦̇˴́˷˴̅˷̆ϙʳ˴̅˸ʳ˹̅̂̀ʳ˴ʳ̆˸̇ʳ̂˹ʳ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˚̈˼˷˸ˀ ˿˼́˸̆ʳ ˹̂̅ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ˥˸˺˼̂́ʳ̃̂˿˼˶̌̀˴˾˸̅̆ʿʳ˷˸̉˸˿̂̃˸˷ʳ˴̆ʳ̃˴̅̇ʳ̂˹ʳ˴ʳ̅˸˺˼̂́˴˿ʳ̇˸˶˻́˼˶˴˿ ˴̆̆˼̆̇˴́˶˸ʳ̃̅̂˽˸˶̇ʳʻ˥˘˧˔ʳˈˉ˅˃ʼʳ˹̈́˷˸˷ʳ˵̌ʳ̇˻˸ʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ʳʻ˔˗˕ʼˁ ˧˻˸̌ʳ˷˸˴˿ʳ̊˼̇˻ʳ̇˻˸ʳ́˸˸˷ʳ˹̂̅ʳ˸˹˹˸˶̇˼̉˸ʳ˶̂́̇̅̂˿ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ˷˸̆˼˺́ʿʳ˶̂́̆̇̅̈˶̇˼̂́ʿʳ̂̃˸̅˴̇˼̂́ʿʳ˴́˷ ̀˴˼́̇˸́˴́˶˸ʳ̆̇˴́˷˴̅˷̆ʳ˴́˷ʳ̇˻˸ʳ̀˸˴́̆ʳ˵̌ʳ̊˻˼˶˻ʳ̇˻˸̆˸ʳ˶˴́ʳ˵˸ʳ˴̆̆̈̅˸˷ʳ˼́ʳ̂̅˷˸̅ʳ̇̂ʳ̅˸˷̈˶˸ʳ̇̂ʳ˴ ̀˼́˼̀̈̀ʳ̇˻˸ʳ˸˹˹˸˶̇ʳ̂˹ʳ̃̂̂̅ʳ̉˸˻˼˶˿˸ʳ˶̂́˷˼̇˼̂́ʳ̂́ʳ̅̂˴˷ʳ̈̆˸̅̆ʳ˴́˷ʳ˼́˹̅˴̆̇̅̈˶̇̈̅˸ˁʳ˧˻˸̆˸ʳ̆˸˶̇̂̅ ˺̈˼˷˸˿˼́˸̆ʳ˶̂́̆˼˷˸̅ʳ̇˻˸ʳ́˸˸˷ʳ˹̂̅ʳ˸́˹̂̅˶˸̀˸́̇ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ̆̇˴́˷˴̅˷̆ʿʳ˻̂̊ʳ̆̇˴́˷˴̅˷̆ʳ˴̅˸ʳ˴̆̆̈̅˸˷ʿ ˴́˷ʳ̇˻˸ʳ˸̆̆˸́̇˼˴˿ʳ˿˼́˾̆ʳ˼́ʳ˴ʳ̉˸˻˼˶˿˸ʳ̆̇˴́˷˴̅˷̆ʳ̆̌̆̇˸̀ˁ

2 WHY THE NEED FOR ˵̈̆˸̆ʳ˹̂̈́˷ʳ̇̊̂ʳ̇˻˼̅˷̆ʳ̊˼̇˻ʳ̂́˸ʳ̂̅ʳ́̂ʳ̅˸˴̅ VEHICLE SAFETY ˿˼˺˻̇̆ˁʳ˩˸˻˼˶˿˸ʳ˿˼˺˻̇˼́˺ʳ˼̆ʳ˸̉˸́ʳ̀̂̅˸ʳ˼̀̃̂̅̇˴́̇ STANDARDS? ˼́ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ̊˻˸̅˸ʳ̅̂˴˷ʳ˿˼˺˻̇˼́˺ʿ ˴́˷ʳ̅̂˴˷ʳ̀˴̅˾˼́˺ʿʳ˴́˷ʳ̆˼˺́̆ʳ˴̅˸ʳ˼́˴˷˸̄̈˴̇˸ ̇̈˷˼˸̆ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˼́ʳ̇˻˸ʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ ˴́˷ʳ˷̅˼̉˼́˺ʳ˶̂́˷˼̇˼̂́̆ʳ̃̂̂̅ˁ ʻ˨˞ʼʳ˼́ʳ̅˸˶˸́̇ʳ̌˸˴̅̆ʳ˻˴̉˸ʳ˼́˷˼˶˴̇˸˷ʳ̇˻˴̇ ˕̈̆ʳ˴˶˶˼˷˸́̇̆ʳ˴̅˸ʳ˿˼˾˸˿̌ʳ̇̂ʳ˵˸ʳ̆˸̅˼̂̈̆ʳ̊˼̇˻ ˵˸̇̊˸˸́ʳˈʳ̃˸̅˶˸́̇ʳ˴́˷ʳˋˁˈʳ̃˸̅˶˸́̇ʳ̂˹ʳ˴˶ˀ ˴ʳ˻˼˺˻ʳ˿̂̆̆ʳ̂˹ʳ˿˼˹˸ʳ̊˻˸́ʳ̇˻˸̌ʳ̂˶˶̈̅ʳ˼́ʳ˼́˻̂̆̃˼ˀ ˦ ̇˴˵˿˸ʳ̅˸˺˼̂́̆ʳ̅˸̀̂̇˸ʳ˹̅̂̀ʳ̅˸̆˶̈˸ʳ̆˸̅̉˼˶˸̆ˁʳ˙̂̅ ˶˼˷˸́̇̆ʳ˴̅˸ʳ˷˼̅˸˶̇˿̌ʳ˶˴̈̆˸˷ʳ˵̌ʳ̉˸˻˼˶˿˸ʳ˶̂́˷˼̇˼̂́ ˹˴̈˿̇̆ˁʳˢ̇˻˸̅ʳ̅˸˶˸́̇ʳ̆̇̈˷˼˸̆ʳ˼́ʳ̇˻˸ʳ˶̂̈́̇̅̌ʳ˼́˷˼ˀ ˸̋˴̀̃˿˸ʿʳ˴ʳ˵̈̆ʳ˴˶˶˼˷˸́̇ʳ˼́ʳˣ˸̅̈ʳ˼́ʳ˄ˌˌˈʳ˾˼˿˿˸˷ ˶˴̇˸ʳ̇˻˴̇ʳ˅ˈʳ̃˸̅˶˸́̇ʳ̂˹ʳ˺̂̂˷̆ʳ̉˸˻˼˶˿˸̆ʳ˴́˷ʳ˄˄ ̀̂̅˸ʳ̇˻˴́ʳˆ˃ʳ̃˸̂̃˿˸ʳ̊˻˸́ʳ̇˻˸ʳ̉˸˻˼˶˿˸ʳ̅̂˿˿˸˷ ̃˸̅˶˸́̇ʳ̂˹ʳ˿˴̅˺˸ʳ̃˴̆̆˸́˺˸̅ʳ˶˴̅̅̌˼́˺ʳ̉˸˻˼˶˿˸̆ ˷̂̊́ʳ˴ʳ̀̂̈́̇˴˼́̆˼˷˸ʳ˴˹̇˸̅ʳ̇˻˸ʳ˷̅˼̉˼́˺ʳ˿˼˺˻̇̆ ˼́̉̂˿̉˸˷ʳ˼́ʳ˴˶˶˼˷˸́̇̆ʳ˻˴̉˸ʳ˶̂́̇̅˼˵̈̇̂̅̌ʳ˷˸˹˸˶̇̆ˁ ˻˴˷ʳ˹˴˼˿˸˷ʳ˴́˷ʳ̇˻˸ʳ˷̅˼̉˸̅ʳ̆̇˸˸̅˸˷ʳ̇˻˸ʳ̉˸˻˼˶˿˸ ˜́ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʿʳ˼̇ʳ˼̆ʳ˿˼˾˸˿̌ʳ̇˻˴̇ʳ̉˸ˀ ̊˼̇˻ʳ̂́˸ʳ˻˴́˷ʳ̊˻˼˿˸ʳ˻̂˿˷˼́˺ʳ˴ʳ˹˿˴̆˻˿˼˺˻̇ʳ̂̈̇ ˻˼˶˿˸ʳ˷˸˹˸˶̇̆ʳ˴̅˸ʳ̀̂̅˸ʳ̂˹̇˸́ʳ˴ʳ˹˴˶̇̂̅ʳ˼́ʳ˴˶˶˼ˀ ̂˹ʳ̇˻˸ʳ̊˼́˷̂̊ʳ˼́ʳ̂̅˷˸̅ʳ̇̂ʳ˹̂˿˿̂̊ʳ̇˻˸ʳ̅̂˴˷ˁ ˷˸́̇̆ʳ˴̆ʳ̉˸˻˼˶˿˸ʳ˶̂́˷˼̇˼̂́ʳ˼̆ʳ˺˸́˸̅˴˿˿̌ʳ̀̈˶˻ ˦˼̀˼˿˴̅ʳ˴˶˶˼˷˸́̇̆ʳ˴̅˸ʳ˶̂̀̀̂́ʳ̊˻˸̅˸ʳ̇˻˸ʳ̃̅˸ˀ ̊̂̅̆˸ˁʳ˧˻˸ʳ̉˸˻˼˶˿˸ʳ˹˿˸˸̇ʳ˼̆ʳ̈̆̈˴˿˿̌ʳ̂˿˷˸̅ʳ̊˼̇˻ ˷̂̀˼́˴́̇ʳ˹̂̅̀ʳ̂˹ʳ̃˴̆̆˸́˺˸̅ʳ̇̅˴́̆̃̂̅̇ʳ˼̆ʳ̇˻˸ ̀˴́̌ʳ̉˸˻˼˶˿˸̆ʳ˼̀̃̂̅̇˸˷ʳ̆˸˶̂́˷ˀ˻˴́˷ʳ˹̅̂̀ ˵̈̆ˁ ̂̇˻˸̅ʳ˶̂̈́̇̅˼˸̆ˁʳ˔́˷ʳ̇˻˸̅˸ʳ̀˴̌ʳ˵˸ʳ˷˼˹˹˼˶̈˿̇̌ ˢ̉˸̅˿̂˴˷˼́˺ʳ˼̆ʳ˴ʳ̆˸̅˼̂̈̆ʳ̃̅̂˵˿˸̀ʳ˼́ʳ̀˴́̌ ˼́ʳ̂˵̇˴˼́˼́˺ʳ̆̈˼̇˴˵˿˸ʳ̆̃˴̅˸ʳ̃˴̅̇̆ˁ ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ˁʳ˘˴˶˻ʳ̉˸˻˼˶˿˸ʳ˻˴̆ʳ˴ʳ˷˸ˀ ˜́ʳ˴˷˷˼̇˼̂́ʳ̇̂ʳ˴ʳ̆˻̂̅̇˴˺˸ʳ̂˹ʳ̆̃˸˶˼˴˿˼̍˸˷ ̆˼˺́˸˷ʳ̀˴̋˼̀̈̀ʳ̊˸˼˺˻̇ʿʳ̊˻˼˶˻ʳ˷˸̃˸́˷̆ʳ̂́ʳ̇˻˸ ˸̄̈˼̃̀˸́̇ʳ˴́˷ʳ̇̂̂˿̆ʿʳ̀˴˼́̇˸́˴́˶˸ʳ̆˾˼˿˿̆ʳ˴̅˸ ̆̇̅̈˶̇̈̅˴˿ʳ̆̇̅˸́˺̇˻ʳ̂˹ʳ̇˻˸ʳ˶˻˴̆̆˼̆ʿʳ̆̈̆̃˸́̆˼̂́ʿ ̂˹̇˸́ʳ̆˶˴̅˶˸ʳ˴́˷ʳ˾́̂̊˿˸˷˺˸ʳ̂˹ʳ̀̂˷˸̅́ʳ̅˸̃˴˼̅ ˵̅˴˾˼́˺ʳ̆̌̆̇˸̀ʿʳ̇˼̅˸̆ʿʳ˴́˷ʳ˸́˺˼́˸ʳ̃̂̊˸̅ˁʳ˜́ ̇˸˶˻́˼̄̈˸̆ʳ˼̆ʳ˹̅˸̄̈˸́̇˿̌ʳ̃̂̂̅ˁʳ˦˻̂̅̇ˀ̇˸̅̀ʳ̇˻˼́˾ˀ ˴˷˷˼̇˼̂́ʿʳ̀˴́̌ʳ˶̂̈́̇̅˼˸̆ʳ̅˸˺̈˿˴̇˸ʳ̇˻˸ʳ˸˹˹˸˶̇ʳ̂́ ˼́˺ʳ̂˹̇˸́ʳ˷̂̀˼́˴̇˸̆ʳ̀˴˼́̇˸́˴́˶˸ʳ˴́˷ʳ̅˸̃˴˼̅ ̅̂˴˷ʳ̆̈̅˹˴˶˸̆ʳ˴́˷ʳ˵̅˼˷˺˸̆ʳ˵̌ʳ˶̂́̇̅̂˿˿˼́˺ʳ̇˻˸ ˷˸˶˼̆˼̂́̆ˁʳ˟˴˶˾ʳ̂˹ʳ˴ʳ˹̂̅̀˴˿ʳ˴̃̃̅˸́̇˼˶˸̆˻˼̃ʳ̆̌̆ˀ ˺̅̂̆̆ʳ̉˸˻˼˶˿˸ʳ̊˸˼˺˻̇ʳ˴́˷ʳ˼́˷˼̉˼˷̈˴˿ʳ˴̋˿˸ʳ˿̂˴˷ ̇˸̀ʳ̂̅ʳ̂˹ʳ̇˸˶˻́˼˶˴˿ʳ̇̅˴˼́˼́˺ʳ˶̂˿˿˸˺˸̆ʳ˶˴́ʳ̅˸̆̈˿̇ ̇̂ʳ˴ʳ˹˼˺̈̅˸ʳ˿̂̊˸̅ʳ̇˻˴́ʳ̇˻˸ʳ˺̅̂̆̆ʳ̉˸˻˼˶˿˸ʳ˷˸̆˼˺́ ˼́ʳ̃̂̂̅ʳ̀˴˼́̇˸́˴́˶˸ʳ˴̆ʳ̇˻˸̅˸ʳ˼̆ʳ˿˼̇̇˿˸ʳ˼́˶˸́̇˼̉˸ ̊˸˼˺˻̇ˁ ̇̂ʳ˷˸̉˸˿̂̃ʳ̇̅˴˼́˸˷ʳ̇˸˶˻́˼˶˴˿ʳ̅˸̃˴˼̅ʳ̆̇˴˹˹ˁ ˨́̂˹˹˼˶˼˴˿ʳ̀̂˷˼˹˼˶˴̇˼̂́ʳ̂˹ʳ˺̂̂˷̆ʳ̉˸˻˼˶˿˸̆ ˟˼˺˻̇˼́˺ʳ˷˸˹˸˶̇̆ʳ˴̅˸ʳ˶̂̀̀̂́ʳ˼́ʳ˷˸̉˸˿̂̃ˀ ˵̌ʳ̊˸˿˷˼́˺ʳ̅˸˼́˹̂̅˶˸̀˸́̇̆ʳ̂̅ʳ˸̋̇˸́̆˼̂́̆ʳ̇̂ʳ̇˻˸ ˼́˺ʳ˶̂̈́̇̅˼˸̆ ˁʳ˥̂˴˷̆˼˷˸ʳ̆̈̅̉˸̌̆ʳ˶̂́˷̈˶̇˸˷ʳ˼́ ˶˻˴̆̆˼̆ʳ̂̅ʳ̇˻˸ʳ˴˷˷˼̇˼̂́ʳ̂˹ʳ˴́ʳ˸̋̇̅˴ʳ˴̋˿˸ʳ˶˴́ʳ̅˸ˀ ˞˴̇˻̀˴́˷̈ʿʳˡ˸̃˴˿ʿʳ˼́ʳ˄ˌˌˉʳ˹̂̈́˷ʳ̂́˿̌ʳˇ˃ʳ̃˸̅ˀ ̆̈˿̇ʳ˼́ʳ˴ʳ̉˸˻˼˶˿˸ʳ̊˼̇˻ʳ˴ʳ̆˸̅˼̂̈̆˿̌ʳ˶̂̀̃̅̂̀˼̆˸˷ ˶˸́̇ʳ̂˹ʳ̇̅̈˶˾̆ʳ˴́˷ʳ˵̈̆˸̆ʳ˼́̆̃˸˶̇˸˷ʳ˻˴˷ʳ˹̅̂́̇ ̆˴˹˸̇̌ʳ̃˸̅˹̂̅̀˴́˶˸ˁʳ˧˻˼̆ʳ̃̅˴˶̇˼˶˸ʳ˼̆ʳ˶̂̀̀̂́ʳ˼́ ˿˼˺˻̇̆ʳ˴́˷ʳ˴ʳ́˼˺˻̇̇˼̀˸ʳ̆̈̅̉˸̌ʳ̂˹ʳ˿̂́˺ʳ˷˼̆̇˴́˶˸ ̀˴́̌ʳ˶̂̈́̇̅˼˸̆ʳ̇˻˴̇ʳ˻˴̉˸ʳ˼́˸˹˹˸˶̇˼̉˸ʳ̅˸˺̈˿˴ˀ

4.9 - 2 ROAD SAFETY GUIDELINES VEHICLE SAFETY STANDARDS

̇˼̂́ʳ̂˹ʳ˶̂́̆̇̅̈˶̇˼̂́ʳ̆̇˴́˷˴̅˷̆ˁʳ˧̅̈˶˾̆ʳ̀˴̌ʳ̈̆˸ ˴̆ʳ̇˻˸ʳ̊̂̂˷ʳ̆̃˿˼́̇˸̅̆ʳ̅˴̇˻˸̅ʳ̇˻˴́ʳ˷˸˹̂̅̀̆ʳ˴̆ ˴ʳ˶̂̀˵˼́˴̇˼̂́ʳ̂˹ʳ˶˻˴̆̆˼̆ʳ̆̇̅˸́˺̇˻˸́˼́˺ʳ˴́˷ʳ˴́ ̆˻˸˸̇ʳ̆̇˸˸˿ʳ̆˻̂̈˿˷ʿʳ˴́˷ʳ˼̇ʳ˴˵̆̂̅˵̆ʳ̀̂̅˸ʳ̂˹ʳ̇˻˸ ˸̋̇̅˴ʳ˴̋˿˸ʳ̇̂ʳ˷̂̈˵˿˸ʳ̇˻˸˼̅ʳ˿̂˴˷ʳ˶˴̅̅̌˼́˺ʳ˶˴̃˴˶ˀ ˼̀̃˴˶̇ʳ˸́˸̅˺̌ʳ˼́ʳ̆̂ʳ˷̂˼́˺ˁ ˼̇̌ˁʳ˨́˹̂̅̇̈́˴̇˸˿̌ʿʳ˸̉˸́ʳ̇˻˸ʳ˸̋̇̅˴ʳ˴̋˿˸ʳ̀˴̌ʳ̂́˿̌ ˩˸˻˼˶˿˸ʳ˺˴̆˸̂̈̆ʿʳ̃˴̅̇˼˶̈˿˴̇˸ʳ˴́˷ʳ́̂˼̆˸ʳ˸̀˼̆ˀ ˼́˶̅˸˴̆˸ʳ ˵̅˴˾˼́˺ʳ ˶˴̃˴˶˼̇̌ʳ ˵̌ʳ ˈ˃ʳ ̃˸̅˶˸́̇ʿ ̆˼̂́̆ʳ˴˿̆̂ʳ˻˴̉˸ʳ̀˴˽̂̅ʳ˸˹˹˸˶̇̆ʳ̂́ʳ̇˻˸ʳ˸́̉˼̅̂́ˀ ̊˻˸̅˸˴̆ʳ̇˻˸ʳ˺̅̂̆̆ʳ̊˸˼˺˻̇ʳ̀˴̌ʳ˻˴̉˸ʳ˼́˶̅˸˴̆˸˷ ̀˸́̇ˁʳ˪˻˸́ʳ˴̇ʳ˻˼˺˻ʳ˶̂́˶˸́̇̅˴̇˼̂́̆ʿʳ˴́˷ʳ˼́ʳ˶̂́ˀ ˵̌ʳ̇̊̂ʳ̇˻˼̅˷̆ˁ ˽̈́˶̇˼̂́ʳ̊˼̇˻ʳ˶˸̅̇˴˼́ʳ̂̇˻˸̅ʳ˴̇̀̂̆̃˻˸̅˼˶ʳ˶̂́˷˼ˀ ˕̈̆˸̆ʳ˴̅˸ʳ̂˹̇˸́ʳ˶̂́̆̇̅̈˶̇˸˷ʳ̂́ʳ̇̅̈˶˾ʳ˶˻˴̆ˀ ̇˼̂́̆ʿʳ̇˻˸̆˸ʳ˶˴́ʳ̃̅˸̆˸́̇ʳ˴ʳ̀˴˽̂̅ʳ˻˸˴˿̇˻ʳ˻˴̍˴̅˷ˁ ̆˼̆ʳ̈̆˼́˺ʳ̀˴̇˸̅˼˴˿̆ʳ˴́˷ʳ˷˸̆˼˺́̆ʳ̇˻˴̇ʳ̂˹˹˸̅ʳ˿˼̇̇˿˸ ˧˻˼̆ʳ˼̆ʳ˸̆̃˸˶˼˴˿˿̌ʳ˼̀̃̂̅̇˴́̇ʳ˼́ʳ˶˼̇˼˸̆ʳ̊˼̇˻˼́ʳ̇˻˸ ̂̅ʳ́̂ʳ̃̅̂̇˸˶̇˼̂́ʳ̇̂ʳ̃˴̆̆˸́˺˸̅̆ʳ˼́ʳ̇˻˸ʳ˸̉˸́̇ʳ̂˹ ̇̅̂̃˼˶̆ʳ̊˻˸̅˸ʳ˿˴̅˺˸ʳ́̈̀˵˸̅̆ʳ̂˹ʳ̃˸̂̃˿˸ʳ˿˼̉˸ʳ˴́˷ ˴́ʳ˴˶˶˼˷˸́̇ˁʳ˟˸˺ʳ̅̂̂̀ʳ˵˸̇̊˸˸́ʳ̆˸˴̇̆ʳ˼̆ʳ̂˹̇˸́ ̊̂̅˾ʳ̂́ʳ̇˻˸ʳ̆̇̅˸˸̇̆ʿʳ̂̅ʳ̊˻˸̅˸ʳ̇˻˸ʳ̇̂̃̂˺̅˴̃˻̌ ˸̋˶˸̃̇˼̂́˴˿˿̌ʳ̃̂̂̅ʳ˼́ʳ̂̅˷˸̅ʳ̇̂ʳ̆̄̈˸˸̍˸ʳ̇˻˸ʳ̀˴̋˼ˀ ˷̂˸̆ʳ́̂̇ʳ̃˸̅̀˼̇ʳ˸˴̆̌ʳ˷˼̆̃˸̅̆˴˿ʳ̂˹ʳ̆̈˶˻ʳ˺˴̆˸̆ˁ ̀̈̀ʳ́̈̀˵˸̅ʳ̂˹ʳ̆˸˴̇̆ʳ˼́ʳ̇˻˸ʳ̉˸˻˼˶˿˸ʿʳ˴́˷ʳ̇˻˸ ̆˸˴̇ʳ˹̅˴̀˸̆ʳ̇˻˸̀̆˸˿̉˸̆ʳ˴̅˸ʳ̈̆̈˴˿˿̌ʳ˹̂̅̀˸˷ʳ˹̅̂̀ ˴́˺˿˸ʳ̆̇˸˸˿ʿʳ˹̅˸̄̈˸́̇˿̌ʳ˶˴̈̆˼́˺ʳ˴̀̃̈̇˴̇˼̂́ʳ̂˹ 3 KEY COMPONENTS ˿˼̀˵̆ʳ˼́ʳ˴́ʳ˴˶˶˼˷˸́̇ˁʳ˘̀˸̅˺˸́˶̌ʳ˸̋˼̇̆ʿʳ̊˻˸́ ̃̅̂̉˼˷˸˷ʿʳ˴̅˸ʳ̂˹̇˸́ʳ˵˿̂˶˾˸˷ʳ˵̌ʳ˴ʳ̅̂̊ʳ̂˹ʳ̆˸˴̇̆ʿ ˜́ʳ̂̅˷˸̅ʳ̇˻˴̇ʳ˴ʳ̉˸˻˼˶˿˸ʳ˶˴́ʳ˵˸ʳ̀˴˼́̇˴˼́˸˷ʳ˼́ ̀˴˾˼́˺ʳ̇˻˸˼̅ʳ̈̆˸ʳ˷˼˹˹˼˶̈˿̇ˁ ˴ʳ̆˴˹˸ʿʳ̅̂˴˷̊̂̅̇˻̌ʳ˶̂́˷˼̇˼̂́ʳ˼̇ʳ˼̆ʳ́˸˶˸̆̆˴̅̌ʳ˹̂̅ ˦˸˶̂́˷˴̅̌ʳ̆˴˹˸̇̌ʳ˼́ʳ˺˸́˸̅˴˿ʿʳ˼ˁ˸ˁʿʳ̊˻˴̇ʳ˻˴̃ˀ ̉˴̅˼̂̈̆ʳ˿˸˺˴˿ʳ˴́˷ʳ̂̃˸̅˴̇˼̂́˴˿ʳ̆̌̆̇˸̀̆ʳ̇̂ʳ˵˸ ̃˸́̆ʳ̇̂ʳ̂˶˶̈̃˴́̇̆ʳ˷̈̅˼́˺ʳ˴́ʳ˴˶˶˼˷˸́̇ʿʳ˼̆ʳ˴ʳ̆̈˵ˀ ˿˼́˾˸˷ˁʳ˧˻˸̆˸ʳ̆̌̆̇˸̀̆ʳ˼́˶˿̈˷˸ˍ ˽˸˶̇ʳ̇˻˸ʳ̉˴̆̇ʳ̀˴˽̂̅˼̇̌ʳ̂˹ʳ˿̂˶˴˿ʳ̉˸˻˼˶˿˸ʳ˵̈˼˿˷˸̅̆ ˴̃̃˸˴̅ʳ̇̂ʳ˾́̂̊ʳ˿˼̇̇˿˸ʳ˴˵̂̈̇ˁʳ˧˻˸̌ʳ̅˴̅˸˿̌ʳ˼́˶̂̅ˀ ˄ʼ ˿˸˺˼̆˿˴̇˼̂́ˎ ̃̂̅˴̇˸ʳ̆˴˹˸̇̌ʳ˸˿˸̀˸́̇̆ʳ˷̈̅˼́˺ʳ˼́˷˼˺˸́̂̈̆ʳ̉˸ˀ ˅ʼ ̀˴́˴˺˸̀˸́̇ʳ˴́˷ʳ˴˷̀˼́˼̆̇̅˴̇˼̂́ˎ ˻˼˶˿˸ʳ˶̂́̆̇̅̈˶̇˼̂́ʳ̂̅ʳ˴˷˴̃̇˴̇˼̂́ˁ ˆʼ ˸̄̈˼̃̀˸́̇ʳ˴́˷ʳ˹˴˶˼˿˼̇˼˸̆ˎ ˦̂̀˸ʳ˹̂̅̀ʳ̂˹ʳ̅˸˺̈˿˴̇˼̂́ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ˵̈˼˿˷ˀ ˇʼ ̇̅˴˼́˼́˺ʳ˴́˷ʳ̆̇˴˹˹˼́˺ˎʳ˴́˷ ˸̅̆ʿʳ˸̆̃˸˶˼˴˿˿̌ʳ̇˻̂̆˸ʳ˼́ʳ̇˻˸ʳ˼́˹̂̅̀˴˿ʳ̆˸˶̇̂̅ʳ̊˻̂ ˈʼ ̂̊́˸̅̆˻˼̃ˁ ˵̈˼˿˷ʳ˵̂˷˼˸̆ʳ̂́ʳ˵˴̆˼˶ʳ˶˻˴̆̆˼̆ʿʳ˼̆ʳ˴́ʳ˸̆̆˸́̇˼˴˿ ̆̇˸̃ʳ̂́ʳ̇˻˸ʳ̊˴̌ʳ̇̂ʳ̃̅̂̉˼˷˼́˺ʳ̆˴˹˸ʳ̇̅˴́̆̃̂̅̇ʳ˹̂̅ ˧˻˸̆˸ʳ˶̂́̆̇˼̇̈̇˸ʳ̇˻˸ʳ˾˸̌ʳ˶̂̀̃̂́˸́̇̆ʳ̇˻˴̇ ˴˿˿ʳ̆˸˶̇̂̅̆ʳ̂˹ʳ̇˻˸ʳ˶̂̀̀̈́˼̇̌ˁ ̀̈̆̇ʳ˵˸ʳ˼́ʳ̃˿˴˶˸ʳ˹̂̅ʳ̇˻˼̆ʳ̆˸˶̇̂̅ʳ̇̂ʳ̂̃˸̅˴̇˸ʳ˸˹ˀ ˩˸˻˼˶˿˸ʳ˶̂́̆̇̅̈˶̇˼̂́ʳ̆̇˴́˷˴̅˷̆ʳ˶˴́ʳ˴˿̆̂ʳ˼́ˀ ˹˸˶̇˼̉˸˿̌ʳ˼́ʳ̇˸̅̀̆ʳ̂˹ʳ̅̂˴˷ʳ̆˴˹˸̇̌ˁʳ˘˴˶˻ʳ̂˹ʳ̇˻˸̆˸ ˹˿̈˸́˶˸ʳ̇˻˸ʳ˸̋̇˸́̇ʳ̂˹ʳ˼́˽̈̅˼˸̆ʳ˼́˶̈̅̅˸˷ʳ˼́ʳ̅̂˴˷ ˼̆ʳ˷˼̆˶̈̆̆˸˷ʳ˵̅˼˸˹˿̌ʳ˵˸˿̂̊ˁ ˴˶˶˼˷˸́̇̆ˁʳ˦˸˴̇ʳ˵˸˿̇̆ʿʳ̃˸˷˸̆̇̅˼˴́ˀ˹̅˼˸́˷˿̌ʳ̉˸˻˼ˀ ˶˿˸ʳ˹̅̂́̇̆ʿʳ˴́˷ʳ̆˴˹˸̇̌ʳ˺˿˴̆̆ʳ˴̅˸ʳ˸̋˴̀̃˿˸̆ʳ̂˹ʳ˻̂̊ 3.1 Legislation ̉˸˻˼˶˿˸ʳ̆̇˴́˷˴̅˷̆ʳ˶˴́ʳ˻˸˿̃ʳ̃̅̂̇˸˶̇ʳ˴́˷ʳ̀˼́˼ˀ Plate 1: ̀˼̍˸ʳ˶˴̆̈˴˿̇̌ʳ̆˸̉˸̅˼̇̌ˁʳ˖̂́̉˸̅̆˸˿̌ʿʳ̇˻˸ʳ˶̂́ˀ ˕˸˹̂̅˸ʳ˴́̌ʳ̇˸̆̇˼́˺ʳ̆̌̆̇˸̀ʳ˶˴́ʳ˵˸ʳ˸̀˵˴̅˾˸˷ Simple low cost ̆̇̅̈˶̇˼̂́ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ˵̂˷˼˸̆ʳ˹̅̂̀ʳ̇˼̀˵˸̅ʳ˶˴́ʳ̅˸ˀ ̈̃̂́ʿʳ̇˻˸ʳ˿˸˺˴˿ʳ˹̅˴̀˸̊̂̅˾ʳ˵̌ʳ̊˻˼˶˻ʳ˼̇ʳ˼̆ʳ̇̂ʳ˵˸ inspection ramp in Fiji. ̆̈˿̇ʳ˼́ʳ̆˸̉˸̅˸ʳ˼́˽̈̅˼˸̆ʳ˼́ʳ˸̉˸́ʳ̀˼́̂̅ʳ˴˶˶˼˷˸́̇̆ ̅˸˺̈˿˴̇˸˷ʳ̆˻̂̈˿˷ʳ˵˸ʳ̃̅̂˷̈˶˸˷ˁʳ˧˻˸ʳ˿˸˺˼̆˿˴̇˼̂́ ̆˻̂̈˿˷ʳ˼́˶˿̈˷˸ʳ̇˻˸ʳ˶̂̀̃̂́˸́̇̆ʳ̂̅ʳ̆̌̆̇˸̀̆ʿʳ̆̇˴́˷ˀ ˴̅˷̆ʿʳ˴́˷ʳ˴̈̇˻̂̅˼̇̌ʳ˹̂̅ʳ̇˸̆̇˼́˺ˁʳ˜̇ʳ˼̆ʳ˸̆̆˸́̇˼˴˿ʳ̇˻˴̇ ̇˻˸ʳ˿˸˺˼̆˿˴̇˼̂́ʳ˼̆ʳ˼́ʳ̇˻˸ʳ˹̂̅̀ʳ̂˹ʳ˴́ʳ˸́˴˵˿˼́˺ʳ˵˼˿˿ ̇˻˴̇ʳ˼̆ʳ̈́˴̀˵˼˺̈̂̈̆ʿʳ˶˿˸˴̅ʿʳ˴́˷ʳ˺˸́˸̅˴˿ʳ̅˴̇˻˸̅ ̇˻˴́ʳ̆̃˸˶˼˹˼˶ˁʳ˧˻˸ʳ̆̃˸˶˼˹˼˶ʳ̅˸̄̈˼̅˸̀˸́̇̆ʳ̂˹ʳ˴ ̇˸̆̇˼́˺ʳ̆˶˻˸̀˸ʳ̆˻̂̈˿˷ʳ̇˻˸́ʳ˵˸ʳ˷˸̇˴˼˿˸˷ʳ˼́ʳ̆˸̃˴̅˴̇˸ ̅˸˺̈˿˴̇˼̂́̆ʳ̇˻˴̇ʳ˶˴́ʳ˵˸ʳ˸˴̆˼˿̌ʳ̈̃˷˴̇˸˷ʳ˴́˷ʳ˴̅˸ ˸́˴˵˿˸˷ʳ˵̌ʳ̇˻˸ʳ̀˴˼́ʳ˿˸˺˼̆˿˴̇˼̂́ˁ ˣ̅̂˶˸˷̈̅˸̆ʳʻ˼́˶˿̈˷˼́˺ʳ̀̂́˼̇̂̅˼́˺ʼʳ˴̅˸ʳ̇˻˸ ̅˸̆̃̂́̆˼˵˼˿˼̇̌ʳ̂˹ʳ̇˻˸ʳ̅˸˿˸̉˴́̇ʳ˺̂̉˸̅́̀˸́̇ʳ˵̂˷̌ ˴́˷ʳ̆˻̂̈˿˷ʳ˷̅˴̊ʳ̂́ʳ˵˸̆̇ʳ̃̅˴˶̇˼˶˸̆ʳ̂˹ʳ˸̋˼̆̇˼́˺ ̀˸̇˻̂˷̆ʳ˹̅̂̀ʳ̂̇˻˸̅ʳ˶̂̈́̇̅˼˸̆ˁʳ˙̂̅ʳ˸̋˴̀̃˿˸ʿʳ̇˻˸ ̅˸˿˸̉˴́̇ʳ ˘̈̅̂̃˸˴́ʳ ˖̂̀̀̈́˼̇̌ʳ ˷˼̅˸˶̇˼̉˸ ʻˊˊ˂˄ˇˆ˂˘˘˖˄ʳ˴́˷ʳ˴̀˸́˷̀˸́̇̆ʼʳ˹̂̅̀̆ʳ˴́ʳ˸̋ˀ ˶˸˿˿˸́̇ʳ˵˴̆˼̆ʳ˹̂̅ʳ˴́̌ʳ̅̂˴˷̊̂̅̇˻˼́˸̆̆ʳ̆˶˻˸̀˸ ˴́˷ʳ˶˴́ʳ˸˴̆˼˿̌ʳ˵˸ʳ̀̂˷˼˹˼˸˷ʳ̇̂ʳ˶̂̃˸ʳ̊˼̇˻ʳ˿̂˶˴˿ ˶̂́˷˼̇˼̂́̆ˁʳ˦˼̀˼˿˴̅˿̌ʿʳ̇˻˸ʳ˕̅˼̇˼̆˻ʳ˩˸˻˼˶˿˸ʳ˜́ˀ ̆̃˸˶̇̂̅˴̇˸ʳ̃̈˵˿˼˶˴̇˼̂́̆˅ˀˉʳ̂́ʳ̇˻˸ʳ˼́̆̃˸˶̇˼̂́ʳ̂˹

ROAD SAFETY GUIDELINES 4.9 - 3 VEHICLE SAFETY STANDARDS

̇˻˸ʳ˷˼˹˹˸̅˸́̇ʳ˶˿˴̆̆˸̆ʳ̂˹ʳ̉˸˻˼˶˿˸̆ʳ˴̅˸ʳ̀̂˷˸˿̆ʳ̂˹ ˹̈˿˿̌ʳ˸̉˴˿̈˴̇˸˷ʳ˵̌ʳ̇˻˸ʳ̅˸̆̃̂́̆˼˵˿˸ʳ˵̂˷̌ˁʳ˧˻˸ ˶˿˴̅˼̇̌ʳ˴́˷ʳ˴̅˸ʳ˹̅˸˸˿̌ʳ˴̉˴˼˿˴˵˿˸ˁ ̅˸̄̈˼̅˸̀˸́̇̆ʳ́˸˸˷ʳ̇̂ʳ˵˸ʳ˶̂́̇˼́̈̂̈̆˿̌ʳ̀̂́˼ˀ ˦˼̀˼˿˴̅˿̌ʿʳ̇˻˸ʳ̅˸˺̈˿˴̇˼̂́ʳ̂́ʳ˶̂́̆̇̅̈˶̇˼̂́ ̇̂̅˸˷ʳ˴́˷ʳ̇˻˸ʳ˷˸˺̅˸˸ʳ̇̂ʳ̊˻˼˶˻ʳ̃˸̅˹̂̅̀˴́˶˸ʳ̇˴̅ˀ ˴́˷ʳ̈̆˸ʳ̀˴̌ʳ˵˸ʳ˷̅˴̊́ʳ̈̃ʳ̊˼̇˻ʳ̅˸˹˸̅˸́˶˸ʳ̇̂ʳ˿˸˺ˀ ˺˸̇̆ʳ˴̅˸ʳ̀˸̇ʳ˴̆̆˸̆̆˸˷ˁʳ˜́̆̃˸˶̇˼̂́ʳ˹̅˸̄̈˸́˶̌ʳ˴́˷ ˼̆˿˴̇˼̂́ʳ˹̅̂̀ʳ̂̇˻˸̅ʳ˶̂̈́̇̅˼˸̆ʳ˴˷˴̃̇˸˷ʳ˴̆ʳ˴̃̃̅̂ˀ ˿˸́˺̇˻ʳ̂˹ʳ˼́̆̃˸˶̇˼̂́ʳ˷˸̇˸̅̀˼́˸ʳ̆̇˴˹˹˼́˺ʳ̅˸̄̈˼̅˸ˀ ̃̅˼˴̇˸ʳ̇̂ʳ˿̂˶˴˿ʳ́˸˸˷̆ʿʳ˶̂́˷˼̇˼̂́̆ʿʳ˴́˷ʳ̅˸̆̂̈̅˶˸̆ˁ ̀˸́̇̆ʳ˵̈̇ʳ̇˻˸ʳ̂̅˺˴́˼̍˴̇˼̂́ʳ̂˹ʳ̇˸̆̇ʳ̆̇˴̇˼̂́̆ʳ˼̆ ˧˻˸̆˸ʳ̆˻̂̈˿˷ʳ˷˸˹˼́˸ʳ̇˻˸ʳ̅˸̄̈˼̅˸̀˸́̇̆ʳ˹̂̅ʳ̇˻˸ ˴˿̆̂ʳ˶̅˼̇˼˶˴˿ʳ˹̂̅ʳ̆̇˴˹˹˼́˺ʳ́˸˸˷̆ˁ ̉˴̅˼̂̈̆ʳ̇̌̃˸̆ʳ̂˹ʳ̉˸˻˼˶˿˸̆ʳ˴́˷ʳ̊˻˴̇ʳ˼́˼̇˼˴˿ʳ˼́ˀ ˜̇ʳ˼̆ʳ̉˼̇˴˿ʳ̇˻˴̇ʳ˶˿˸˴̅ʳ˿˼́˸̆ʳ̂˹ʳ̅˸̃̂̅̇˼́˺ʳ˴̅˸ ̆̃˸˶̇˼̂́ʳʻ̇̌̃˸ʳ̇˸̆̇˼́˺ʼʳ̂˹ʳ˿̂˶˴˿˿̌ˀ˵̈˼˿̇ʳ̂̅ʳ˼̀ˀ ˶̂́̆̇̅̈˶̇˸˷ʳ̇˻˴̇ʳ˴˿˿̂̊ʳ̇̊̂ˀ̊˴̌ʳ˶̂̀̀̈́˼˶˴̇˼̂́ ̃̂̅̇˸˷ʳ̆˸˶̂́˷ˀ˻˴́˷ʳ̉˸˻˼˶˿˸̆ʳ˼̆ʳ́˸˶˸̆̆˴̅̌ˁ ˵˸̇̊˸˸́ʳ̇˻˸ʳ˻˸˴˷̄̈˴̅̇˸̅̆ʳ˴́˷ʳ̇˻˸ʳ̇˸̆̇ʳ̆̇˴̇˼̂́̆ˁ ˜́ʳ̂̅˷˸̅ʳ̇̂ʳ˸́̆̈̅˸ʳ̇˻˴̇ʳ̉˸˻˼˶˿˸̆ʳ˴̅˸ʳ̃̅˸̆˸́̇˸˷ ˧˻˸̆˸ʳ˶̂̀̀˸́̇̆ʳ˴̃̃˿̌ʳ˸̄̈˴˿˿̌ʳ̊˻˸̇˻˸̅ʳ̇˻˸ ˹̂̅ʳ̇˸̆̇ʳ̊˻˸́ʳ̅˸̄̈˼̅˸˷ʳ˵̌ʳ˿˴̊ʿʳ˼̇ʳ˼̆ʳ́˸˶˸̆̆˴̅̌ʳ̇̂ ˼́̆̃˸˶̇˼̂́̆ʳ˴̅˸ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˼́ʳ̇˻˸ʳ̃̅˼̉˴̇˸ʳ̆˸˶̇̂̅ ˻˴̉˸ʳ˴́ʳ˸˴̆˼˿̌ʳ˼˷˸́̇˼˹˼˴˵˿˸ʳ˶̂́̇̅̂˿ʳ̆̌̆̇˸̀ˁ ̂̅ʳ˼́ʳ̇˻˸ʳ̃̈˵˿˼˶ʳ̆˸˶̇̂̅ˁʳ˜̅̅˸̆̃˸˶̇˼̉˸ʳ̂˹ʳ̊˻̂ʳ˷̂˸̆ ˧˻˼̆ʿʳ˼˹ʳ˸́˹̂̅˶˸˷ʿʳ˶˴́ʳ˻˸˿̃ʳ̇̂ʳ˸́̆̈̅˸ʳ˴˿˿ ̇˻˸ʳ˴˶̇̈˴˿ʳ̇˸̆̇˼́˺ʿʳ̇˻˸ʳ̂̉˸̅˴˿˿ʳ̃̂˿˼˶̌ʳ˴́˷ʳ̀˴́ˀ ̉˸˻˼˶˿˸̆ʳ̈́˷˸̅˺̂ʳ˼́̆̃˸˶̇˼̂́ʳ̇˸̆̇˼́˺ʳ˴́˷ʳ˶˴́ ˴˺˸̀˸́̇ʳ̆˻̂̈˿˷ʳ˵˸ʳ˾˸̃̇ʳ̊˼̇˻˼́ʳ̇˻˸ʳ˺̂̉˸̅́̀˸́̇ˁ ˶̂́̇̅̂˿ʳ ̇˻˸ʳ ˹˿̂̊ʳ ̂˹ ˖˿˸˴̅ʳ̀˴́̈˴˿̆ʳ˴́˷ʳ˷̂˶̈̀˸́̇˴̇˼̂́ʳ˴̅˸ʳ́˸˶ˀ ̉˸˻˼˶˿˸̆ʳ ̇˻̅̂̈˺˻ ˸̆̆˴̅̌ʳ̇̂ʳ˸́̆̈̅˸ʳ̇˻˴̇ʳ˶̂̀̀̂́ʳ̆̌̆̇˸̀̆ʿʳ˴́˷ ̇˸̆̇˼́˺ˁʳˠ˴́̌ʳ˶̂̈́ˀ ̆̇˴́˷˴̅˷̆ʳ̂˹ʳ̇˸̆̇˼́˺ʳ˴́˷ʳ˸́˹̂̅˶˸̀˸́̇ʳ˴̅˸ʳ̈̆˸˷ ̇̅˼˸̆ʳ ˻˴̉˸ʳ ˿˸˺˼̆˿˴̇˸˷ ̇˻̅̂̈˺˻̂̈̇ʳ̇˻˸ʳ̅˸˺˼̂́ʿʳ˴́˷ʳ̇˻˴̇ʳ˴˿˿ʳ˸̆̆˸́̇˼˴˿ ̇˻˸ʳ̈̆˸ʳ̂˹ʳ˶̂˿̂̅ˀ˶̂˷˸˷ ̉˸˻˼˶˿˸ʳ̆̌̆̇˸̀̆ʳ˴̅˸ʳ˶˻˸˶˾˸˷ˁʳ˧˻˸̆˸ʳ̀˴́̈˴˿̆ ̊˼́˷̆˻˼˸˿˷ʳ ̆̇˼˶˾˸̅̆ ̆˻̂̈˿˷ʳ˼́˶˿̈˷˸ʳ̃̅̂˶˸˷̈̅˸̆ʳ˴́˷ʳ˹˴˼˿̈̅˸ʳ̀̂˷˸̆ ̇˻˴̇ʳ˺˼̉˸ʳ̇˻˸ʳ̉˸˻˼˶˿˸ ˴́˷ʳ̆˻̂̈˿˷ʳ˴˿̆̂ʳ˵˸ʳ˹̅˸˸˿̌ʳ˴̉˴˼˿˴˵˿˸ʳ̇̂ʳ̇˻˸ʳ̃̈˵ˀ ˼́̆̃˸˶̇˼̂́ʳ ˷˴̇˸ʳ ˴́˷ ˿˼˶ʳ˼́ʳ̂̅˷˸̅ʳ̇˻˴̇ʳ̇˻˸˼̅ʳ˶̂́˹˼˷˸́˶˸ʳ˼́ʳ̇˻˸ʳ̆̌̆̇˸̀ ̇˻˴̇ʳ̀˴˾˸ʳ˼̇ʳ˸˴̆˼˸̅ʳ˹̂̅ ˼̆ʳ́̂̇ʳ̂́˿̌ʳ˺˸́˸̅˴̇˸˷ʳ˵̈̇ʳ̀˴˼́̇˴˼́˸˷ˁ ̃̂˿˼˶˸ʳ˴́˷ʳ̂̇˻˸̅ʳ˸́ˀ ˣ̈˵˿˼˶ʳ̃˸̅˶˸̃̇˼̂́ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ̇˸̆̇˼́˺ʳ˼́ʳ̀˴́̌ ˹̂̅˶˸̀˸́̇ʳ˴̈̇˻̂̅˼̇˼˸̆ ˶̂̈́̇̅˼˸̆ʳ˼̆ʳ̇˻˴̇ʳ˼˿˿˼˶˼̇ʳ̃˴̌̀˸́̇̆ʳ̇̂ʳ̇˻˸ʳ̉˸˻˼˶˿˸ ̇̂ʳ̆˸˸ʳ̊˻˸́ʳ˴ʳ̉˸˻˼˶˿˸ ˼́̆̃˸˶̇̂̅ʳ̊˼˿˿ʳ̅˸̆̈˿̇ʳ˼́ʳ̃̅˸˹˸̅˸́̇˼˴˿ʳ̇̅˸˴̇̀˸́̇ˁ ˼̆ʳ˷̈˸ʳ˹̂̅ʳ̅˸̇˸̆̇˼́˺ˁ ˧˻˸ʳ̅˸˺̈˿˴̅ʳ˶˻˸˶˾˼́˺ʳ̂˹ʳ̇˸̆̇˼́˺ʳ̃̅˸̀˼̆˸̆ʿʳ̃̅̂ˀ ˧˻˼̆ʳ˸́˶̂̈̅˴˺˸̆ʳ˶̂̀ˀ ˶˸˷̈̅˸̆ʿʳ˴́˷ʳ̅˸˶˸́̇˿̌ʳ̇˸̆̇˸˷ʳ̉˸˻˼˶˿˸̆ʳ˼̆ʳ́˸˶˸̆ˀ Plate 2: ̃˿˼˴́˶˸ʳ̊˼̇˻ʳ̇˸̆̇˼́˺ʳ̅˸̄̈˼̅˸̀˸́̇̆ˁ ̆˴̅̌ʳ̇̂ʳ˸́̆̈̅˸ʳ̇˻˴̇ʳ̇˻˸ʳ̆̌̆̇˸̀ʳ˶˴́ʳ˵˸ʳ̆˸˸́ʳ̇̂ʳ˵˸ Training of vehicle ˚˼̉˸́ʳ̇˻˸ʳ̅˸˿˼˴́˶˸ʳ̂́ʳ˼̀̃̂̅̇˸˷ʳ̉˸˻˼˶˿˸̆ ̂̃˸́ʳ˴́˷ʳ˻̂́˸̆̇ˁʳ˪˻˸̅˸̉˸̅ʳ̃̂̆̆˼˵˿˸ʿʳ˷˼̅˸˶̇ʳ˴́˷ inspection staff in Fiji. ʻ˵̂̇˻ʳ́˸̊ʳ˴́˷ʳ̅˸˶̂́˷˼̇˼̂́˸˷ʼʳ˼́ʳ̀˴́̌ʳ˔̆˼˴́ ̃̅˼̉˴̇˸ʳ˶̂́̇˴˶̇ʳ˵˸̇̊˸˸́ʳ̇˻˸ʳ̇˸̆̇˸̅ʳ˴́˷ʳ̉˸˻˼˶˿˸ ˴́˷ʳˣ˴˶˼˹˼˶ʳ˶̂̈́̇̅˼˸̆ʿʳ̅˸˺˼̂́˴˿ʳ̆̇˴́˷˴̅˷˼̍˴̇˼̂́ ̂̊́˸̅ʳ̂̅ʳ̂̃˸̅˴̇̂̅ʳ˷̈̅˼́˺ʳ̇˻˸ʳ̇˸̆̇ʳ̃̅̂˶˸˷̈̅˸ ˴́˷ʳ˻˴̅̀̂́˼̍˴̇˼̂́ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ˷˸̆˼˺́ʳ˴́˷ʳ˶̂́ˀ ̆˻̂̈˿˷ʳ˵˸ʳ˸˿˼̀˼́˴̇˸˷ʳ˼́ʳ̂̅˷˸̅ʳ̇̂ʳ̅˸˷̈˶˸ʳ̂̃̃̂̅ˀ ̆̇̅̈˶̇˼̂́ʳ̆˴˹˸̇̌ʳ̆̇˴́˷˴̅˷̆ʳ̊̂̈˿˷ʳ̃̅̂̉˸ʳ̈̆˸˹̈˿ ̇̈́˼̇˼˸̆ʳ˹̂̅ʳ˶̂̅̅̈̃̇ʳ̃˴̌̀˸́̇̆ʳ̇̂ʳ˼́˹˿̈˸́˶˸ʳ̇˻˸ ˹̂̅ʳ̇˻˸ʳ̀̂̇̂̅ʳ̉˸˻˼˶˿˸ʳ˼̀̃̂̅̇˼́˺ʳ́˴̇˼̂́̆ʿʳ˸́̆̈̅ˀ ̇˸̆̇ʳ̂̈̇˶̂̀˸ˁ ˼́˺ʳ̆˴˹˸ʳ̉˸˻˼˶˿˸ʳ̆̇˴́˷˴̅˷̆ˁʳ˧˻˸̅˸ʳ˼̆ʳ́̂̇˻˼́˺ ˼́̇̅˼́̆˼˶˴˿˿̌ʳ̊̅̂́˺ʳ̊˼̇˻ʳ˼̀̃̂̅̇˼́˺ʳ̆˸˶̂́˷ˀ˻˴́˷ 3.3 Equipment and ̉˸˻˼˶˿˸̆ʳ˴̆ʳ˿̂́˺ʳ˴̆ʳ̇˻˸̌ʳ˴̅˸ʳ̅̂˴˷̊̂̅̇˻̌ˁʳ˖˴̅˸ Facilities ̆˻̂̈˿˷ʿʳ˻̂̊˸̉˸̅ʿʳ˵˸ʳ̇˴˾˸́ʳ̇̂ʳ˸́̆̈̅˸ʳ̇˻˴̇ʳ̇˻˸̆˸ ̉˸˻˼˶˿˸̆ʳ˻˴̉˸ʳ́̂̇ʳ˵˸˸́ʳ˼̀̃̂̅̇˸˷ʳ˵˸˶˴̈̆˸ʳ̂˹ ˥˸̄̈˼̅˸̀˸́̇̆ʳ̊˼˿˿ʳ̉˴̅̌ʳ˶̂́̆˼˷˸̅˴˵˿̌ʿʳ˷˸ˀ ˷˴́˺˸̅̂̈̆ʳ˹˴̈˿̇̆ˁʳ˔́̌ʳ̆˸˶̂́˷ˀ˻˴́˷ʳ̉˸˻˼˶˿˸̆ ̃˸́˷˼́˺ʳ̂́ʳ̇˻˸ʳ̅˸̆̂̈̅˶˸̆ʳ˴̉˴˼˿˴˵˿˸ʳ˼́ʳ˴ʳ̃˴̅̇˼˶̈ˀ ˼̀̃̂̅̇˸˷ʳ̆˻̂̈˿˷ʳ˵˸ʳ̆̈˵˽˸˶̇ʳ̇̂ʳ˴ʳ̅̂˴˷̊̂̅̇˻˼́˸̆̆ ˿˴̅ʳ˶̂̈́̇̅̌ʿʳ̇˻˸ʳ̆̇˴˺˸ʳ̇˻˴̇ʳ˸̋˼̆̇˼́˺ʳ˴́˷ʳ̃̅̂̃̂̆˸˷ ˼́̆̃˸˶̇˼̂́ʳ̇˻˴̇ʳ˼̆ʿʳ̂˹ʳ́˸˶˸̆̆˼̇̌ʿʳ̀̂̅˸ʳ̅˼˺̂̅̂̈̆ ̇˸̆̇˼́˺ʳ˻˴̆ʳ̅˸˴˶˻˸˷ʿʳ˴́˷ʳ̇˻˸ʳ̇˸˶˻́˼˶˴˿ʳ˸˷̈˶˴ˀ ̇˻˴́ʳ̇˻˸ʳ̅̂̈̇˼́˸ʳ˼́̆̃˸˶̇˼̂́ˁʳ˔ʳ̆̌̆̇˸̀ʳ̂˹ʳ̇̌̃˸ ̇˼̂́ʳ˴́˷ʳ̆˾˼˿˿̆ʳ̂˹ʳ̇˻˸ʳ̈̆˸̅̆ˁʳ˧˻˸ʳ̈̆˸ʳ̂˹ʳ˿̂̊ˀ ˴̃̃̅̂̉˴˿ʳ̆˻̂̈˿˷ʳ˵˸ʳ˸̆̇˴˵˿˼̆˻˸˷ʳ̇˻˴̇ʳ̅˸̄̈˼̅˸̆ʳ˴˿˿ ˶̂̆̇ʿʳ˿̂˶˴˿˿̌ʳ̀˴́̈˹˴˶̇̈̅˸˷ʳ˸̄̈˼̃̀˸́̇ʳ̀˴̌ʳ̂˹ˀ ˼̀̃̂̅̇˸˷ʳ̉˸˻˼˶˿˸̆ʳ̇̂ʳ˶̂̀̃˿̌ʳ̊˼̇˻ʳ̆˴˹˸̇̌ʳ̅˸ˀ ̇˸́ʳ˵˸ʳ̃̅˸˹˸̅˴˵˿˸ʳ̇̂ʳ˸̋̃˸́̆˼̉˸ʳ˻˼˺˻ˀ˶̂̆̇ʳ˸̄̈˼̃ˀ ̄̈˼̅˸̀˸́̇̆ʳ̂˹ʳ̇˻˸ʳ̀˴˽̂̅ʳ̉˸˻˼˶˿˸ʳ̀˴́̈˹˴˶̇̈̅ˀ ̀˸́̇ʳ̇˻˴̇ʳ̅˸̄̈˼̅˸̆ʳ̆˾˼˿˿˸˷ʳ̈̆˸ʳ˴́˷ʳ̀˴˼́̇˸́˴́˶˸ʿ ˼́˺ʳ ̆̇˴́˷˴̅˷̆ʳ˼́ʳ˼́̇˸̅́˴̇˼̂́˴˿ʳ̈̆˸ˁ ̂˹̇˸́ʳ˴̇ʳ˴ʳ˻˼˺˻ʳ̅˸˺̈˿˴̅ʳ˶̂̆̇ˁʳ˕˴̆˼˶ʳ̇˸̆̇˼́˺ʳ̂˹ ˵̅˴˾˸̆ʳ˴́˷ʳ˿˼˺˻̇̆ʳ˶˴́ʳ˵˸ʳ˷̂́˸ʳ˸̉˸́ʳ̊˼̇˻ʳ̆˼̀ˀ 3.2 Management and ̃˿˸ʳ˸̄̈˼̃̀˸́̇ˁʳ˧˻˸ʳ˸̋˴˶̇ʳ˸̄̈˼̃̀˸́̇ʳ̅˸̄̈˼̅˸ˀ Administration ̀˸́̇̆ʳ˴̅˸ʳ́̂̇ʳ˿˼̆̇˸˷ʳ˻˸̅˸ʳ˴̆ʳ̇˻˸̌ʳ˴̅˸ʳ˵˸̌̂́˷ ̇˻˸ʳ̆˶̂̃˸ʳ̂˹ʳ̇˻˼̆ʳ˚̈˼˷˸˿˼́˸̆ˁʳ˧˻˸̌ʳ̊̂̈˿˷ʳ̂˵̉˼ˀ ˧˻˸ʳ ̃̂˿˼˶̌ʳ˼̀̃˿˼˶˴̇˼̂́̆ʳ̂˹ʳ̂̃˸̅˴̇˼́˺ʳ˴ʳ̃˴̅ˀ ̂̈̆˿̌ʳ˵˸ʳ˶̈̆̇̂̀˼̍˸˷ʳ̇̂ʳ̇˻˸ʳ̅˸̄̈˼̅˸̀˸́̇̆ʳ˴́˷ ̇˼˶̈˿˴̅ʳ̉˸˻˼˶˿˸ʳ̇˸̆̇˼́˺ʳ̅˸˺˼̀˸ʳ́˸˸˷ʳ̇̂ʳ˵˸ʳ˶˴̅˸ˀ ̅˸̆̂̈̅˶˸̆ʳ̂˹ʳ˴́̌ʳ˶̂̈́̇̅̌ʳ̅˸̄̈˼̅˼́˺ʳ̇˻˸̀ˁʳ˗˸ˀ

4.9 - 4 ROAD SAFETY GUIDELINES VEHICLE SAFETY STANDARDS

̃˸́˷˼́˺ʳ̂́ʳ̆̂̃˻˼̆̇˼˶˴̇˼̂́ʳ̅˸̄̈˼̅˸˷ʿʳ̇˻˸ʳ˶̂̆̇ ̀˸́̇ˁʳ˜́ʳ̆˸̉˸̅˴˿ʳ˶̂̈́̇̅˼˸̆ʳ̅̂˿˿˸̅ʳ˵̅˴˾˸ʳ̇˸̆̇˸̅̆ ˶̂̈˿˷ʳ̅˴́˺˸ʳ˹̅̂̀ʳ˨˦ʷ˄˃˃ʳ̇̂ʳ˨˦ʷ˄˃˃ʿ˃˃˃ʳ̃˸̅ ˻˴̉˸ʳ ˵˸˸́ʳ ̂˵̆˸̅̉˸˷ʳ ˼́ʳ ˴́ʳ ̈́̆˸̅̉˼˶˸˴˵˿˸ ̇˸̆̇ʳ ˿˴́˸ˁ ˶̂́˷˼̇˼̂́ʳ˵˸˶˴̈̆˸ʳ̂˹ʳ˴ʳ˿˴˶˾ʳ̂˹ʳ̀˴˼́̇˸́˴́˶˸ ˔˿̇˻̂̈˺˻ʳ˸̄̈˼̃̀˸́̇ʳ˼̆ʳ˸̆̆˸́̇˼˴˿ʳ˹̂̅ʳ̀˴́̌ ˴́˷ʳ̃˴̅̇̆ˁʳ˜́ʳ̂̇˻˸̅ʳ˶̂̈́̇̅˼˸̆ʳ̇˻˼̆ʳ̀˴̌ʳ˵˸ ̂˹ʳ̇˻˸ʳ̆̇˴́˷˴̅˷ʳ̇˸̆̇̆ʳ̈̆˸˷ʳ˼́ʳ̀̂̅˸ʳ˷˸̉˸˿̂̃˸˷ ˶̂̀̃̂̈́˷˸˷ʳ˵̌ʳ̇˻˸ʳ˷̂́˴̇˼̂́ʳ̂˹ʳ˸̄̈˼̃̀˸́̇ ˶̂̈́̇̅˼˸̆ʿʳ˼̇ʳ˼̆ʳ́̂̇ʳ̇̂̇˴˿˿̌ʳ˼́˷˼̆̃˸́̆˴˵˿˸ʳ˴́˷ʳ˼̇ ̇˻̅̂̈˺˻ʳ˵˼˿˴̇˸̅˴˿ʳ˴˼˷ʳ̊˼̇˻̂̈̇ʳ˴́̌ʳ̇̅˴˼́˼́˺ʳ̂̅ ̀˴̌ʳ̂˹̇˸́ʳ˵˸ʳ˹˸˴̆˼˵˿˸ʳ̇̂ʳ̅˸̃˿˴˶˸ʳ˼̇ʳ̊˼̇˻ʳ̆˼̀ˀ ̀˴˼́̇˸́˴́˶˸ʳ˵˴˶˾̈̃ˁ ̃˿˼˹˼˸˷ʳ̇˸̆̇ʳ̃̅̂˶˸˷̈̅˸̆ˁʳ˔˿̇˻̂̈˺˻ʳ̃̅˸˶˼̆˼̂́ʳ˴́˷ ˧˻˸ʳ̃̅˸̃˴̅˴̇˼̂́ʳ̂˹ʳ˶˿˸˴̅ʿʳ̊̅˼̇̇˸́ʳ̃̅̂˶˸ˀ ˴˶˶̈̅˴˶̌ʳ̀˴̌ʳ̆̈˹˹˸̅ʿʳ̆˼̀˼˿˴̅ʳ̇˸̆̇̆ʳ̀˴̌ʳ˵˸ʳ˶˴̅ˀ ˷̈̅˸̆ʿʳ̊˻˸̅˸ʳ̃̂̆̆˼˵˿˸ʳ˼́ʳ̇˻˸ʳ˿̂˶˴˿ʳ˿˴́˺̈˴˺˸ʳ˵̈̇ ̅˼˸˷ʳ̂̈̇ʳ̊˼̇˻ʳ˿̂̊ˀ˶̂̆̇ʿʳ˿̂˶˴˿˿̌ʳ̃̅̂˷̈˶˸˷ʳ˸̄̈˼̃ˀ ̀̂̆̇ʳ˷˸˹˼́˼̇˸˿̌ʳ˼́ʳ̇˻˸ʳ̂˹˹˼˶˼˴˿ʳ˿˴́˺̈˴˺˸ʿʳ˼̆ʳ˸̆ˀ ̀˸́̇ˁʳ˧˴˵˿˸ʳ˄ʳ˵˸˿̂̊ʳ˺˼̉˸̆ʳ˴́ʳ˼́˷˼˶˴̇˼̂́ʳ̂˹ ̆˸́̇˼˴˿ˁʳ˧˻˸̆˸ʳ̃̅̂˶˸˷̈̅˸̆ʳ̆˻̂̈˿˷ʳ˼́˶˿̈˷˸ʳ˸˿ˀ ˸̄̈˼̃̀˸́̇ʳ̅˸̄̈˼̅˸̀˸́̇̆ʳ˹̂̅ʳ˷˼˹˹˸̅˸́̇ʳ˿˸̉˸˿̆ʳ̂˹ ˸̀˸́̇˴̅̌ʳ˹˴̈˿̇ʳ˹˼́˷˼́˺ʿʳ̅̂̈̇˼́˸ʳ˶˴˿˼˵̅˴̇˼̂́ʿ ̅̂˴˷̊̂̅̇˻˼́˸̆̆ʳ̇˸̆̇˼́˺ˁ ˶˿˸˴́˼́˺ʿʳ˴́˷ʳ˵˴̆˼˶ʳ̀˴˼́̇˸́˴́˶˸ˁʳ˪˻˸̅˸ʳ̇˻˸ ˜̇ʳ̆˻̂̈˿˷ʳ˵˸ʳ́̂̇˸˷ʳ̇˻˴̇ʳ˶̂̀̃̈̇˸̅̆ʳ˴̅˸ʳ́̂̊ ̅˸̆̈˿̇̆ʳ˹̅̂̀ʳ̇˸̆̇˼́˺ʳ˴ʳ̆̌̆̇˸̀ʳ˴̅˸ʳ˷˸̃˸́˷˸́̇ʳ̂́ ̅˸˿˴̇˼̉˸˿̌ʳ˼́˸̋̃˸́̆˼̉˸ʳ̆̂ʳ̇˻˴̇ʳ˸̉˸́ʳ̇˻˸ʳ˿̂̊˸̆̇ˀ ̇˻˸ʳ˷˸̆˼˺́ʳ̂˹ʳ̇˻˴̇ʳ̆̌̆̇˸̀ʿʳ̇˻˸́ʳ˴̀̃˿˼˹˼˶˴̇˼̂́ ˶̂̆̇ʳ̂̅˺˴́˼̍˴̇˼̂́ʳ̆˻̂̈˿˷ʳ˴˶̇˼̉˸˿̌ʳ˶̂́̆˼˷˸̅ʳ̇˻˸˼̅ ́̂̇˸̆ʳ̀̈̆̇ʳ˵˸ʳ̃̅̂̉˼˷˸˷ˁʳˠ̂̅˸ʳ˶̂̀̃˿˸̋ʳ̀˴˼́ˀ ˼́̇̅̂˷̈˶̇˼̂́ʳ˹̂̅ʳ˴˿˿ʳ˴̆̃˸˶̇̆ʳ̂˹ʳ˴˷̀˼́˼̆̇̅˴̇˼̂́ˁ ̇˸́˴́˶˸ʳ̆˻̂̈˿˷ʳ˵˸ʳ˶̂́̇̅˴˶̇˸˷ʳ̇̂ʳ̇˻˸ʳ˿̂˶˴˿ʳ˴˺˸́̇ ˘̄̈˼̃̀˸́̇ʳ˼̆ʳ̂˹̇˸́ʳ˷˸̆˼˺́˸˷ʳ˵̌ʳ˴ʳ̀˴́̈˹˴˶ˀ ˹̂̅ʳ̇˻˸ʳ˸̄̈˼̃̀˸́̇ʳ̂̅ʳ̇̂ʳ˴ʳ̅˸̃̈̇˴˵˿˸ʳ˿̂˶˴˿ʳ˶̂̀ˀ ̇̈̅˸̅ʳ˹̂̅ʳ˴ʳ̃˴̅̇˼˶̈˿˴̅ʳ̀˴̅˾˸̇ˁʳ˪˻˸́ʳ̆̂˿˷ʳ˼́ʳ˴ ̃˴́̌ʳ̊˼̇˻ʳ̆˾˼˿˿̆ʳ˼́ʳ̇˻˸ʳ̀˴˼́̇˸́˴́˶˸ʳ̂˹ʳ˸˿˸˶̇̅̂ˀ ́˸̊ʳ̀˴̅˾˸̇ʿʳ̇˻˸ʳ̃̅̂˵˿˸̀ʳ˴̅˼̆˸̆ʳ̂˹ʳ˿˴˶˾ʳ̂˹ʳ˾́̂̊ˀ ̀˸˶˻˴́˼˶˴˿ʳ˸̄̈˼̃̀˸́̇ˁ ˻̂̊ʿʳ˵̂̇˻ʳ˼́ʳ˸̄̈˼̃̀˸́̇ʳ̂̃˸̅˴̇˼̂́ʳ˴́˷ʳ̀˴˼́̇˸ˀ ˠ̂́˼̇̂̅˼́˺ʳ̂˹ʳ̃˴̆̆ʳ̅˴̇˸̆ʳ˵̌ʳ˼́̆̃˸˶̇̂̅ʿʳ̇˸̆̇ ́˴́˶˸ˁʳ˧˻˸ʳ̃̅̂̉˼̆˼̂́ʳ̂˹ʳ˸̄̈˼̃̀˸́̇ʳ̊˼̇˻̂̈̇ ̆̇˴̇˼̂́ʿʳ˴́˷ʳ̉˸˻˼˶˿˸ʳ˶˿˴̆̆ʳ˶˴́ʳ̄̈˼˶˾˿̌ʳ˼˷˸́̇˼˹̌ ̀˴˼́̇˸́˴́˶˸ʳ˶̂́̇̅˴˶̇̆ʳ˼̆ʳ̈́˹̂̅̇̈́˴̇˸˿̌ʳ˴˿˿ʳ̇̂̂ ˷˸̃˴̅̇̈̅˸̆ʳ˹̅̂̀ʳ̇˻˸ʳ́̂̅̀ˁʳ˔˿̇˻̂̈˺˻ʳ˶̂̀̃̈̇˸̅˼ˀ ˶̂̀̀̂́ʳ˸̉˸́ʳ̊˻˸̅˸ʳ̇˻˸ʳ˼́̆̃˸˶̇̂̅̆ʳ˻˴̉˸ʳ˵˸˸́ ̍˴̇˼̂́ʳ̂˹ʳ̇˸̆̇˼́˺ʳ˼̆ʳ˹˸˴̆˼˵˿˸ʿʳ˼̇ʳ˼̆ʳ˿˼˾˸˿̌ʳ̇̂ʳ˵˸ ˺˼̉˸́ʳ˼́̆̇̅̈˶̇˼̂́ʳ˼́ʳ̂̃˸̅˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ˸̄̈˼̃ˀ ˼̀̃̅˴˶̇˼˶˴˿ʳ˺˼̉˸́ʳ˴̉˴˼˿˴˵˿˸ʳ̅˸̆̂̈̅˶˸̆ˁʳ ˛̂̊ˀ

Table 1: Equipment Requirements

˟˸̉˸˿ʳ̂˹ʳ̇˸̆̇˼́˺ ˘̄̈˼̃̀˸́̇˂˶˻˴̅˴˶̇˸̅˼̆̇˼˶̆ ˕˴̆˼˶ ˟̂̊ˀ˶̂̆̇ʳ˸̄̈˼̃̀˸́̇ Θ ˡ̂ʳ̃̅˸̉˼̂̈̆ʳ˸˹˹˸˶̇˼̉˸ʳ̇˸̆̇˼́˺ Θ ˛˸˴˷˿˴̀̃ʳ̃˴̇̇˸̅́ʳ̀˴̅˾˸˷ʳ̂́ʳ̊˴˿˿ Θ ˕˸˿̂̊ʳ˅˃ʳ̉˸˻˼˶˿˸̆˂˄ʿ˃˃˃ʳ˼́˻˴˵˼̇˴́̇̆ Θ ˕˿˴˶˾ʳ̆̀̂˾˸ʳ̉˼̆̈˴˿ʳ˼́̆̃˸˶̇˼̂́ Θ ˚̅̂̆̆ʳ˷̂̀˸̆̇˼˶ʳ̃̅̂˷̈˶̇ʳʻ˚˗ˣʼʳ̃˸̅ʳ˶˴̃˼̇˴ʳ˵˸˿̂̊ʳ˨˦ʷˈ˃˃˂̌˸˴̅ Θ ˕̅˴˾˸ʳ̇˸̆̇ʳ̂́ʳ̅̂˴˷ʳ̈̆˼́˺ʳ˷˸˶˸˿˸̅̂̀˸̇˸̅ Θ ˪˼˷˸̆̃̅˸˴˷ʳ˸̉˴̆˼̂́ʳ̂˹ʳ̇˸̆̇˼́˺ ˠ˸˷˼̈̀ ˠ˼̋̇̈̅˸ʳ̂˹ʳ˸̄̈˼̃̀˸́̇ Θ ˧˸̆̇˼́˺ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˵̈̇ʳ˻˴̆ʳ˵˸˸́ʳ̅˸̆̇̅˼˶̇˸˷ʳ˷̈˸ Θ ˢ̃̇˼˶˴˿ʳ˻˸˴˷˿˴̀̃ʳ̀˸̇˸̅ ̇̂ʳ˷̂̀˸̆̇˼˶ʳ̆˼̇̈˴̇˼̂́ʳ̂̅ʳ˿˴˶˾ʳ̂˹ʳ̅˸̆̂̈̅˶˸̆ Θ ˕˿˴˶˾ʳ̆̀̂˾˸ʳ̀˸̇˸̅ Θ ˕˸˿̂̊ʳ˄˃˃ʳ̉˸˻˼˶˿˸̆˂˄ʿ˃˃˃ʳ˼́˻˴˵˼̇˴́̇̆ Θ ˧˼̅˸ʳ̇̅˸˴˷ʳ˷˸̃̇˻ʳ˺˴̈˺˸ʳˮ˿̂̊ˀ˶̂̆̇˰ Θ ˚˗ˣʳ̃˸̅ʳ˶˴̃˼̇˴ʳ˴˵̂̉˸ʳ˨˦ʷˈ˃˃˂̌˸˴̅ Θ ˥̂˿˿˸̅ʳ˵̅˴˾˸ʳ̇˸̆̇˸̅ʳ˹̂̅ʳ˻˸˴̉̌ʳ̉˸˻˼˶˿˸̆ Θ ˘̉˴̆˼̂́ʳ˶̂̀̀̂́ Θ ˕̅˴˾˸ʳ̇˸̆̇ʳ̂́ʳ̅̂˴˷ʳ̈̆˼́˺ʳ˷˸˶˸˿˸̅̂̀˸̇˸̅ʳ˹̂̅ʳ˿˼˺˻̇ ̉˸˻˼˶˿˸̆ Θ ˦̇˸˸̅˼́˺ʳ˹̅˸˸ʳ̃˿˴̌ʳ̀˸̇˸̅ ˛˼˺˻ ˛˼˺˻ˀ̄̈˴˿˼̇̌ʿʳ̆̇˴́˷˴̅˷˼̍˸˷ʳ˸̄̈˼̃̀˸́̇ Θ ˥̂̈̇˼́˸ʳ̇˸̆̇˼́˺ʳ̇̂ʳ˶̂́̆˼̆̇˸́̇ʳ˼́̇˸̅́˴̇˼̂́˴˿ Θ ˢ̃̇˼˶˴˿ʳ˻˸˴˷˿˴̀̃ʳ̀˸̇˸̅ ̆̇˴́˷˴̅˷̆ Θ ˕˿˴˶˾ʳ̆̀̂˾˸ʳ̀˸̇˸̅ Θ ˔˵̂̉˸ʳ˄˃˃ʳ̉˸˻˼˶˿˸̆˂˄ʿ˃˃˃ʳ˼́˻˴˵˼̇˴́̇̆ Θ ˖ˢ˂˛˖ʳ̀˸̇˸̅ Θ ˚˗ˣʳ̃˸̅ʳ˶˴̃˼̇˴ʳ˴˵̂̉˸ʳ˨˦ʷˆʿ˃˃˃˂̌˸˴̅ Θ ˧˼̅˸ʳ̇̅˸˴˷ʳ˷˸̃̇˻ʳ˺˴̈˺˸ Θ ˥̂˿˿˸̅ʳ˵̅˴˾˸ʳ̇˸̆̇˸̅ʳ˹̂̅ʳ˴˿˿ʳ̉˸˻˼˶˿˸̆ Θ ˦̇˸˸̅˼́˺ʳ˹̅˸˸ʳ̃˿˴̌ʳ˴́˷ʳ̆̈̆̃˸́̆˼̂́ʳ˶˻˸˶˾˼́˺ ˸̄̈˼̃̀˸́̇ ˦̇˴̇˸ʳ̂˹ʳ̇˻˸ʳ˴̅̇ ˖̂̀̃̈̇˸̅ʳ˶̂́̇̅̂˿˿˸˷ʳ˸̄̈˼̃̀˸́̇ʳ̀˼́˼̀˼̍˸̆ʳ̂̃˸̅˴̇̂̅ Θ ˛˼˺˻ʳ̀̂̇̂̅˼̍˴̇˼̂́ʳ̊˼̇˻ʳ́˸˸˷ʳ˹̂̅ʳ˶̂́̇̅̂˿ʳ̂˹ ̆̈˵˽˸˶̇˼̉˼̇̌ʳ˴́˷ʳ̀˴̋˼̀˼̍˸̆ʳ̇˻̅̂̈˺˻̃̈̇ˁ ̉˸˻˼˶˿˸ʳ́̈̀˵˸̅̆ Θ ˣ̂̆̆˼˵˿˸ʳ˹̈˿˿ʳ˶̂́̇̅̂˿ʳ˵̌ʳ̂́˸ʳ̂̅˺˴́˼̍˴̇˼̂́ Θ ˛˼˺˻ʳ˼́˶̂̀˸ʳ˚˗ˣʳ̃˸̅ʳ˶˴̃˼̇˴ʳ˴˵̂̉˸ Θ ˛˼˺˻ʳ̆˸˶̈̅˼̇̌ʳ˷̂˶̈̀˸́̇˴̇˼̂́ʳ˴́˷ʳ˶̂́̇̅̂˿ ˨˦ʷ˄˃ʿ˃˃˃˂̌˸˴̅ ̃˴̅˴̀̂̈́̇

ROAD SAFETY GUIDELINES 4.9 - 5 VEHICLE SAFETY STANDARDS

˸̋̃˸̅˼˸́˶˸˷ʳ̆̇˴˹˹ʳ˼́ʳ̂̅˷˸̅ʳ̇˻˴̇ʳ˵˸̆̇ʳ˼́̇˸̅́˴̇˼̂́˴˿ ̃̅˴˶̇˼˶˸̆ʳ̀˴̌ʳ˵˸ʳ˴̆̆˼̀˼˿˴̇˸˷ˁ ˧˻˸ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ʳ˼́ʳ̇˻˸ʳ˨˞ʿʳ˹̂̅ ˸̋˴̀̃˿˸ʿʳ̅̈́̆ʳ́̈̀˸̅̂̈̆ʳ˶̂̈̅̆˸̆ʳ̂́ʳ̉˸˻˼˶˿˸ ˼́̆̃˸˶̇˼̂́ʳ˴́˷ʳ˻˴̆ʳ̇˸˴̀ʳ̂˹ʳ˸̋̃˸̅̇ʳ̇̅˴˼́˸̅̆ʳ̇˻˴̇ ˴̅˸ʳ˴̉˴˼˿˴˵˿˸ʳ˹̂̅ʳ̇̅˴˼́˼́˺ʳ̆̇˴˹˹ʳ˼́ʳ˴˿˿ʳ˴̆̃˸˶̇̆ʳ̂˹ ̉˸˻˼˶˿˸ʳ ̇˸̆̇˼́˺ʿʳ ̇̂ʳ ˴ʳ ̉˴̅˼˸̇̌ʳ ̂˹ʳ̇˸˶˻́˼˶˴˿ ̆̇˴́˷˴̅˷̆ˁ ˣ˿˴̇˸ʳ˅ʳ̆˻̂̊̆ʳ˴ʳ˺̅̂̈̃ʳ̂˹ʳ˸̋˴̀˼́˸̅̆ʳ˼́ʳ˙˼˽˼ ˵˸˼́˺ʳ̆˻̂̊́ʳ̉˸˻˼˶˿˸ʳ̇˸̆̇˼́˺ʳ̀˸̇˻̂˷̆ʳ˴́˷ʳ̇˸˶˻ˀ ́˼̄̈˸̆ʳ̈̆˼́˺ʳ̉˼˷˸̂̆ʳ̃̅̂˷̈˶˸˷ʳ˼́ʳ˚˸̅̀˴́̌ʳ˴́˷ ̇˻˸ʳ˨˞ʳ˴̆ʳ̃˴̅̇ʳ̂˹ʳ̃̅˴˶̇˼˶˴˿ʳ˴́˷ʳ̇˻˸̂̅˸̇˼˶˴˿ ˼́̆̇̅̈˶̇˼̂́ʳ̂́ʳ˿̂˶˴̇˼̂́ˁʳ˦̈˶˻ʳ̇̅˴˼́˼́˺ʳ̆˻̂̈˿˷ ˴˿̊˴̌̆ʳ ˵˸ʳ ˹̂˶̈̆˸˷ʳ ̂́ʳ ̇˻˸ʳ ̉˸˻˼˶˿˸̆ʳ ˴́˷ ˸̄̈˼̃̀˸́̇ʳ̇˻˴̇ʳ˴̅˸ʳ˴̉˴˼˿˴˵˿˸ʳ˼́ʳ̇˻˸ʳ̇˸̆̇ʳ̆̇˴̇˼̂́̆ ˼́ʳ̇˻˸ʳ˻̂̀˸ʳ˶̂̈́̇̅̌ˁ ˖̂̈̅̆˸̆ʳ̆˻̂̈˿˷ʳ˴˿˿ʳ˵˸ʳ˴˼̀˸˷ʳ˴̇ʳ̄̈˴˿˼˹˼˸˷ ̀˸˶˻˴́˼˶̆ʳ̊˻̂ʳ̆˻̂̈˿˷ʳ˻˴̉˸ʳ˴ʳ˷˸̇˴˼˿˸˷ʳ˾́̂̊˿ˀ Plate 3: ˸̉˸̅ʿʳ˶̂̀̃̈̇˸̅˼̍˴̇˼̂́ʳ̂˹ʳ˴˿˿ʳ̇˸̆̇˼́˺ʳ˷˴̇˴ʳ̅˸̆̈˿̇̆ ˸˷˺˸ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ̇˸˶˻́̂˿̂˺̌ʿʳ̅˸̃˴˼̅ʿʳ˴́˷ʳ̂̃˸̅˴ˀ Singapore training ̊˼˿˿ʳ̃˸̅̀˼̇ʳ̅˴̃˼˷ʳ˸̉˴˿̈˴̇˼̂́ʳ̂˹ʳ̃˸̅˹̂̅̀˴́˶˸ˁ station. ̇˼̂́ˁʳ˧˻˸ʳ̇̅˴˼́˼́˺ʳ˼̇̆˸˿˹ʳ˶˴́ʳ̇˻˸́ʳ˶̂́˶˸́̇̅˴̇˸ ˔ʳ̄̈˼˶˾ʳ̅˸̆̃̂́̆˸ʳ̇̂ʳ˼̅̅˸˺̈˿˴̅˼̇˼˸̆ʳ̊˼˿˿ʳ˻˴̉˸ʳ̀̈˶˻ ̂́ʳϘ˻̂̊ʳ̇̂ʳ˼́̆̃˸˶̇ʳ˴ʳ̉˸˻˼˶˿˸ϙˁʳ˜̇ʳ̆˻̂̈˿˷ʳ˶̂́ˀ ̀̂̅˸ʳ˸˹˹˸˶̇ʳ̇˻˴́ʳ˷˼̆˶˼̃˿˼́˴̅̌ʳ˴˶̇˼̂́ʳˉʳ̂̅ ˶˸́̇̅˴̇˸ʳ̂́ʳ˶̂̀̃̂́˸́̇̆ʳ˴́˷ʳ̆̌̆̇˸̀̆ʳ̇̂ʳ˵˸ʳ˼́ˀ ˄˅ʳ̀̂́̇˻̆ʳ˴˹̇˸̅ʳ̇˻˸ʳ˸˹˹˸˶̇ˁʳ˦̈˶˻ʳ̀̂́˼̇̂̅˼́˺ ̆̃˸˶̇˸˷ʿʳ˻̂̊ʳ̇̂ʳ˼́̆̃˸˶̇ʳ̇˻˸̀ʿʳ˴́˷ʳ̅˸˴̆̂́̆ʳ˹̂̅ ̆˻̂̈˿˷ʳ̇˴˾˸ʳ̃˿˴˶˸ʳ̊˸˸˾˿̌ʳ̇̂ʳ˸́̆̈̅˸ʳ̈̃˻̂˿˷˼́˺ ˹˴˼˿˼́˺ʳ̇˻˸̀ˁʳ˦̈˶˻ʳ˴ʳ˶̂̈̅̆˸ʳ˶̂̈˿˷ʳ˶̂̉˸̅ʳ˴˿˿ʳ̉˸ˀ ̂˹ʳ̆̇˴́˷˴̅˷̆ˁ ˻˼˶˿˸ʳ̇̌̃˸̆ʳ˴́˷ʳ˶˿˴̆̆˸̆ʳ̊˼̇˻˼́ʳ˴ʳ̇̊̂ˀ̊˸˸˾ʳ̃˸ˀ ˔˶˶˼˷˸́̇ʳ˴́˷ʳ˷˸˹˸˶̇ʳ˷˴̇˴ʳ̅˸˶̂̅˷̆ʳ̊˼˿˿ʳ˵˸ʳ˴́ ̅˼̂˷ˁʳ˘˴˶˻ʳ˶̂̈̅̆˸ʳ̊̂̈˿˷ʳ̇̅˴˼́ʳ̈̃ʳ̇̂ʳ˸˼˺˻̇ʳ˼́ˀ ˼̀̃̂̅̇˴́̇ʳ̊˴̌ʳ̂˹ʳ˸̉˴˿̈˴̇˼́˺ʳ̇˻˸ʳ̅˸˿˸̉˴́˶˸ʳ̂˹ ̆̃˸˶̇̂̅̆ʳ̊˼̇˻ʳ̂́˸ʳ̇̅˴˼́˸̅ʳ˵˸˼́˺ʳ˼́̉̂˿̉˸˷ʳ̃˸̅ ̇˻˸ʳ̉˸˻˼˶˿˸ʳ˼́̆̃˸˶̇˼̂́ʳ̃̅̂˶˸̆̆ʳ˴́˷ʳ̆˻̂̈˿˷ʳ˵˸ ˶˿˴̆̆ˁʳ˧˻˼̆ʳ̊˼˿˿ʳ̂˵̉˼̂̈̆˿̌ʳ˷˸̃˸́˷ʳ̂́ʳ˴ʳ˶̂̀ˀ ˶˴̅˸˹̈˿˿̌ʳ̀˴˼́̇˴˼́˸˷ˁʳ˧˻˸ʳ́˸˸˷ʳ˹̂̅ʳ˴́ʳ˴˶˶˼˷˸́̇ ̀̂́ʳ˿˴́˺̈˴˺˸ʳ˵˸̇̊˸˸́ʳ̇̅˴˼́˸̅ʳ˴́˷ʳ̆̇̈˷˸́̇̆ˁ ˼́̆̃˸˶̇˼̂́ʳ˶˴̃˴˵˼˿˼̇̌ʳ̆˻̂̈˿˷ʳ˵˸ʳ˸̉˴˿̈˴̇˸˷ʳ˼́ ˙̅˸̄̈˸́̇ʳ˼́˹̂̅̀˴̇˼̂́ʳ̈̃˷˴̇˼́˺ʳ˴́˷ʳ˼́ˀ̆˸̅̉ˀ ˶̂́́˸˶̇˼̂́ʳ̊˼̇˻ʳ̇˻˸ʳ̃̂˿˼˶˸ʳ˴́˷ʳ˼́̆̈̅˴́˶˸ʳ˶̂̀ˀ ˼˶˸ʳ̇̅˴˼́˼́˺ʳ̆˸̆̆˼̂́̆ʳ˴̅˸ʳ˼̀̃̂̅̇˴́̇ʳ˹̂̅ʳ̀˴˼́ˀ ̃˴́˼˸̆ʿʳ˴́˷ʳ˴ʳ˶˿˸˴̅ʳ˹̈́˷˼́˺ʳ̀˸˶˻˴́˼̆̀ʳ̆˻̂̈˿˷ ̇˴˼́˼́˺ʳ̇˻˸ʳ̃̅̂˹˸̆̆˼̂́˴˿ʳ̆̇˴́˷˴̅˷̆ʳ̂˹ʳ̉˸˻˼˶˿˸ ˵˸ʳ˸̆̇˴˵˿˼̆˻˸˷ˁ ˼́̆̃˸˶̇̂̅̆ˁʳ˦̇˴˹˹˼́˺ʳ̅˸̄̈˼̅˸̀˸́̇̆ʳ̊˼˿˿ʳ̂˵̉˼ˀ ˔˿˿ʳ ̉˸˻˼˶˿˸ʳ ˼́̆̃˸˶̇˼̂́ʳ ̆˸̅̉˼˶˸̆ʳ ̆˻̂̈˿˷ ̂̈̆˿̌ʳ̉˴̅̌ʳ̊˼̇˻ʳ̇˻˸ʳ˶̂̀̃˿˸̋˼̇̌ʳ̂˹ʳ̇˻˸ʳ˼́̆̃˸˶ˀ ˶˻˴̅˺˸ʳ˹˸˸̆ʳ̇̂ʳ̅˸˶̂̉˸̅ʳ˶̂̆̇̆ʳ˴́˷ʳ˺˸́˸̅˴̇˸ʳ˹̈́˷̆ ̇˼̂́ʳ˴́˷ʳ˹˴˶˼˿˼̇˼˸̆ˁ ˹̂̅ʳ˼́̉˸̆̇̀˸́̇ʳ˼́ʳ˸̄̈˼̃̀˸́̇ʳ˴́˷ʳ˶̂́̇̅̂˿ʳ̆̌̆ˀ ̇˸̀̆ˁʳ˧˻˼̆ʳ˴̃̃˿˼˸̆ʳ̇̂ʳ̂̃˸̅˴̇˼̂́̆ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˵̌ ˵̂̇˻ʳ̇˻˸ʳ̃̈˵˿˼˶ʳ˴́˷ʳ̃̅˼̉˴̇˸ʳ̆˸˶̇̂̅̆ˁʳ˜̇ʳ̊˼˿˿ʳ˴˿̆̂ 3.5 Ownership ˴̃̃˿̌ʳ̇̂ʳ̅˸˺̈˿˴̇̂̅̌ʳ̊̂̅˾ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˵̌ʳ˴ ˺̂̉˸̅́̀˸́̇ʳ˵̂˷̌ʳ̇̂ʳ̂̉˸̅̆˸˸ʳ̃̅˼̉˴̇˸ʳ̇˸̆̇˼́˺ˁ ˗˼˹˹˸̅˸́̇ʳ˶̂̈́̇̅˼˸̆ʳ˴˷̂̃̇ʳ˷˼˹˹˸̅˸́̇ʳ̃̂˿˼˶˼˸̆ ̇̂̊˴̅˷̆ʳ̂̊́˸̅̆˻˼̃ʳ˴́˷ʳ˶̂́̇̅̂˿ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ̇˸̆̇ˀ 3.4 Training and Staffing ˼́˺ʳ˹˴˶˼˿˼̇˼˸̆ˁʳ˘˴˶˻ʳ˻˴̆ʳ˼̇̆ʳ̂̊́ʳ˴˷̉˴́̇˴˺˸̆ʳ˴́˷ ˷˼̆˴˷̉˴́̇˴˺˸̆ʳ̇˻˴̇ʳ̀˴̌ʳ˵˸ʳ̀̂̅˸ʳ̆̈˼̇˴˵˿˸ʳ̇̂ʳ̇˻˸ ˜́̆̃˸˶̇˼̂́ʳ˴́˷ʳ̆̈̃˸̅̉˼̆̂̅̌ʳ̆̇˴˹˹ʿʳ̄̈˴˿˼˹˼˸˷ ˶̂̈́̇̅̌ʿʳ˼̇̆ʳ˷˸̀̂˺̅˴̃˻˼˶ʳ̆˼̇̈˴̇˼̂́ʿʳ˴́˷ʳ˿˸˺˴˿ʿ ̇̂ʳ˴ʳ̆˸̇ʳ̆̇˴́˷˴̅˷ʳ̂˹ʳ̇˸˶˻́˼˶˴˿ʳ˴˵˼˿˼̇̌ʳ˼́ʳ̂̅˷˸̅ʳ̇̂ ̃̂˿˼̇˼˶˴˿ʿʳ˴́˷ʳ˹˼́˴́˶˼˴˿ʳ̃̂˿˼˶˼˸̆ˁʳ˧˻˸ʳ̉˸˻˼˶˿˸ ̀˴˾˸ʳ˽̈˷˺̀˸́̇˴˿ʳ˷˸˶˼̆˼̂́̆ʳ̂́ʳ̃˴̆̆˂˹˴˼˿ʳ˶̅˼̇˸ˀ ˼́̆̃˸˶̇˼̂́ʳ̆̌̆̇˸̀ʳ˶˴́ʳ˵˸ʳ̃̅˼̉˴̇˸˿̌ʳ̂̅ʳ̃̈˵˿˼˶˿̌ ̅˼˴ʿʳ˴̅˸ʳ́˸˶˸̆̆˴̅̌ʳ˼́ʳ˴́̌ʳ̆̌̆̇˸̀ˁʳ˧̅˴˼́˼́˺ʳ̂˹ ̂̃˸̅˴̇˸˷ʳ̂̅ʳ˴ʳ˶̂̀˵˼́˴̇˼̂́ʳ̂˹ʳ˵̂̇˻ˁʳ˜́ʳ˴́̌ʳ˸̉˸́̇ ˼́̆̃˸˶̇˼̂́ʳ̆̇˴˹˹ʳ˼́ʳ̀˸̇˻̂˷̆ʿʳ̆̇˴́˷˴̅˷̆ʿʳ˴˷̀˼́ˀ ˼̇ʳ̆˻̂̈˿˷ʳ˵˸ʳ̅˸˺̈˿˴̇˸˷ʳ˵̌ʳ̇˻˸ʳ˺̂̉˸̅́̀˸́̇ʳ̉˼˴ ˼̆̇̅˴̇˼̂́ʿʳ˴́˷ʳ˶̂́̇̅̂˿ʳ̂˹ʳ̇˻˸ʳ̆̌̆̇˸̀̆ʳ˴́˷ʳ˸̄̈˼̃ˀ ̇˻˸ʳ˿̂˶˴˿ʳ̀˼́˼̆̇̅̌ʳ̂˹ʳ̇̅˴́̆̃̂̅̇ˁʳ˧˻˸ʳ˾˸̌ʳ˹˸˴̇̈̅˸̆ ̀˸́̇ʳ˼̆ʳ˸̆̆˸́̇˼˴˿ʳ˵˸˹̂̅˸ʳ˴́̌ʳ̇˸̆̇˼́˺ʳ̅˸˺˼̀˸ʳ˶˴́ ̂˹ʳ̇˻˸̆˸ʳ˴˿̇˸̅́˴̇˼̉˸ʳ˴̃̃̅̂˴˶˻˸̆ʳ˴̅˸ʳ̂̈̇˿˼́˸˷ ˵˸ʳ˴˷̂̃̇˸˷ˁʳ˧˻˸ʳ̇̅˴˼́˼́˺ʳ˶̂̈˿˷ʳ˵˸ʳ˹̅̂̀ʳ˸˼̇˻˸̅ ˵˸˿̂̊ˁ ̇˻˸ʳ̃̈˵˿˼˶ʳ̂̅ʳ̃̅˼̉˴̇˸ʳ̆˸˶̇̂̅ʿʳ˷˸̃˸́˷˼́˺ʳ̂́ʳ̇˻˸ ˣ̅˼̉˴̇˸ʳ̂̊́˸̅̆˻˼̃ʳ˴́˷ʳ̂̃˸̅˴̇˼̂́ˍʳ˙̈˿˿ʳ̃̅˼ˀ ˿̂˶˴˿ʳ̆˼̇̈˴̇˼̂́ʿʳ̂̅ʳ˶̂̈˿˷ʳ˵˸ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˿̂˶˴˿˿̌ ̉˴̇˸ʳ̂̊́˸̅̆˻˼̃ʳ̅˸˷̈˶˸̆ʳ̇˻˸ʳ˶˴̃˼̇˴˿ʳ˶̂̆̇̆ʳ̇̂ʳ̇˻˸ ˵̌ʳ̇̅˴˼́˸̅̆ʳ˹̅̂̀ʳ̂̇˻˸̅ʳ˶̂̈́̇̅˼˸̆ˁʳ˜̇ʳ˶˴́ʳ˵˸ʳ˶˴̅ˀ ̆̇˴̇˸ʳ̇̂ʳ˴ʳ̀˼́˼̀̈̀ʳ˵̈̇ʳ́˸˶˸̆̆˼̇˴̇˸̆ʳ̆̇̅̂́˺ʳ˴́˷ ̅˼˸˷ʳ̂̈̇ʳ˼́ʳ̃̈˵˿˼˶ʳ̆˸˶̇̂̅ʳ̂̅ʳ̃̅˼̉˴̇˸ʳ˼́̆̇˼̇̈̇˼̂́̆ʿ ˼́˷˸̃˸́˷˸́̇ʳ̆̈̃˸̅̉˼̆˼̂́ʳ̂˹ʳ̇˸̆̇˼́˺ʳ̆̇˴́˷˴̅˷̆ʿ ˵̈̇ʳ̀˴̌ʳ˼́̉̂˿̉˸ʳ̂̉˸̅̆˸˴̆ʳ̇̅˴˼́˼́˺ʳ̂̅ʳ̉˼̆˼̇̆ʳ˵̌ ˹˴˶˼˿˼̇˼˸̆ʿʳ˴́˷ʳ̇̅˴˼́˼́˺ʳ̂˹ʳ̇˸̆̇˼́˺ʳ̆̇˴̇˼̂́ʳ̆̇˴˹˹ˁ

4.9 - 6 ROAD SAFETY GUIDELINES VEHICLE SAFETY STANDARDS

˧˻˼̆ʳ̆̌̆̇˸̀ʳ˻˴̆ʳ˵˸˸́ʳ˴˷̂̃̇˸˷ʳ˵̌ʳ˦˼́˺˴̃̂̅˸ ̇˸̆̇˸˷ʳ˼́ʳ̇˻˸ʳ˹˴˶˼˿˼̇̌ˁʳ˔ʳ̉˸˻˼˶˿˸ʳ˼́̆̃˸˶̇̂̅ʳ̉˼̆˼̇̆ ̊˻˸̅˸ʳ̇˻̅˸˸ʳ̀˴˼́ʳ˶̂́̇̅˴˶̇̂̅̆ʳʻ˴˿˿ʳ̄̈˴˿˼˹˼˸˷ʳ̇̂ ̇˻˸ʳ̃̅˸̀˼̆˸̆ʳ˴́˷ʳ˶˴̅̅˼˸̆ʳ̂̈̇ʳ̇˻˸ʳ̇˸̆̇̆ˁʳ˧˻˼̆ʳ˻˴̆ ˜́̇˸̅́˴̇˼̂́˴˿ʳˤ̈˴˿˼̇̌ʳ˔̆̆̈̅˴́˶˸ʳ˦̇˴́˷˴̅˷ʳ˜˦ˢ ̇˻˸ʳ˴˷̉˴́̇˴˺˸ʳ̂˹ʳ̃̅̂̉˼˷˼́˺ʳ˴ʳ̀̂̅˸ʳ˼̀̀˸˷˼˴̇˸ ˌ˃˃˅ʼʳ˻˴̉˸ʳ˵˸˸́ʳ˿˼˶˸́̆˸˷ˁʳ˧˻˸̅˸ʳ˼̆ʿʳ˼́ʳ˴˷˷˼ˀ ̆˸̅̉˼˶˸ʳ̇̂ʳ̇˻˸ʳ˶̈̆̇̂̀˸̅ʿʳ̅˸˷̈˶˼́˺ʳ̇̅˴̉˸˿˼́˺ʳ˴́˷ ̇˼̂́ʿʳ˴́ʳ˸́˹̂̅˶˸̀˸́̇ʳ̅˸˺˼̀˸ʳ̂̃˸̅˴̇˸˷ʳ˵̌ʳ̇˻˸ ˷̂̊́ʳ̇˼̀˸ʳ˵̈̇ʳ˼́˶̅˸˴̆˸̆ʳ̆̇˴˹˹ʳ˶̂̆̇̆ʳ̇̂ʳ̇˻˸ʳ˜́ˀ ˥˸˺˼̆̇̅˴̅ʳ̂˹ʳ ˩˸˻˼˶˿˸̆ʳ˴́˷ʳ ̇˻˸ʳ ̃̂˿˼˶˸ˁʳ ˔ ̆̃˸˶̇̂̅˴̇˸ˁ ˺̂̉˸̅́̀˸́̇ʳ̇˸̆̇˼́˺ʳ̆̇˴̇˼̂́ʿʳ˹̂̅̀˸̅˿̌ʳ̇˻˸ʳ̂́˿̌ ˠ̈˶˻ʳ̂˹ʳ̇˻˸ʳ̆̃˸˶˼˹˼˸˷ʳ˸̄̈˼̃̀˸́̇ʳ̆˻̂̈˿˷ ̆̇˴́˷˴̅˷̆ʳ˸́˹̂̅˶˸̀˸́̇ʳ˹˴˶˼˿˼̇̌ʿʳ˼̆ʳ˴̉˴˼˿˴˵˿˸ʳ˹̂̅ ˴˿̅˸˴˷̌ʳ˵˸ʳ˻˸˿˷ʳ˵̌ʳ˿˴̅˺˸ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˹̂̅ʳ̅˸˺̈˿˴̅ ̇˸̆̇˼́˺ʳ ̆̈̆̃˸˶̇ʳ ̉˸˻˼˶˿˸̆ʳ ˵̌ʳ ˺̂̉˸̅́̀˸́̇ ̀˴˼́̇˸́˴́˶˸ʳ˴́˷ʳ˷˼˴˺́̂̆̇˼˶̆ʿʳ̃̅̂̉˼˷˼́˺ʳ˴ʳ̆˴˹˸̅ ˸̋˴̀˼́˸̅̆ˁʳ˧˸̆̇˼́˺ʳ̂˹ʳ˿˼˺˻̇ʳ̉˸˻˼˶˿˸̆ʳ˼́ʳ̇˻˸ʳ˨˞ ̂̃˸̅˴̇˼̂́ˎʳ˼̇ʳ˻˴̆ʳ̇˻˸ʳ˷˼̆˴˷̉˴́̇˴˺˸ʳ̂˹ʳ̃̂̆̆˼˵˿̌ ˼̆ʳ˴˿̆̂ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˵̌ʳ̇˻˸ʳ̃̅˼̉˴̇˸ʳ̆˸˶̇̂̅ʳ̊˼̇˻ ˴˷˷˼́˺ʳ˴ʳ˶˴̃˼̇˴˿ʳ˶̂̆̇ʳ̇̂ʳ̇˻˸˼̅ʳ̂̃˸̅˴̇˼̂́ʳ˹̂̅ʳ˴́̌ ˴̃̃̅̂̃̅˼˴̇˸ʳ˶̂́̇̅̂˿ʳ˴́˷ʳ˸́˹̂̅˶˸̀˸́̇ʳ˵̌ʳ̇˻˸ ˸̋̇̅˴ʳ˸̄̈˼̃̀˸́̇ʳ́̂̇ʳ˴˿̅˸˴˷̌ʳ́˸˸˷˸˷ʳ˹̂̅ʳ̀˴˼́ˀ ˺̂̉˸̅́̀˸́̇ˁ ̇˸́˴́˶˸ˁʳ˛̂̊˸̉˸̅ʿʳ̆̂̀˸ʳ̂˹ʳ̇˻˼̆ʳ˶̂̆̇ʳ˶˴́ʳ˵˸ʳ̅˸ˀ ˣ̈˵˿˼˶ʳ̂̊́˸̅̆˻˼̃˂̃̅˼̉˴̇˸ʳ̂̃˸̅˴̇˼̂́ˍʳˣ̈˵ˀ ˶̂̈̃˸˷ʳ˵̌ʳ˶˻˴̅˺˼́˺ʳ˴ʳ˹˸˸ʳ̇̂ʳ̉˼̆˼̇˼́˺ʳ̂̃˸̅˴̇̂̅̆ˁ ˿˼˶ʳ̂̊́˸̅̆˻˼̃ʳ̂˹ʳ̇˻˸ʳ̇˸̆̇˼́˺ʳ˹˴˶˼˿˼̇̌ʳ˵̈̇ʳ̂̃˸̅ˀ ˴̇˸˷ʳ˵̌ʳ˴ʳ̃̅˼̉˴̇˸ʳ˸́̇˸̅̃̅˼̆˸ʳ˼̆ʳ̂́˸ʳ̂˹ʳ̇˻̅˸˸ʳ̆̌̆ˀ 3.6 Spot Checks and ̇˸̀̆ʳ̂̃˸̅˴̇˸˷ʳ˼́ʳ˛̂́˺ʳ˞̂́˺ʿʳ˖˻˼́˴ʳ˴́˷ʳ̅˸˺̈ˀ Enforcement ˿˴̅˿̌ʳ̂˹˹˸̅̆ʳ̇˻˸ʳ˵̈̆˼́˸̆̆ʳ̂̈̇ʳ̇̂ʳ˶̂́̇̅˴˶̇ˁʳ˧˻˼̆ ˻˴̆ʳ̇˻˸ʳ˴˷̉˴́̇˴˺˸ʳ̂˹ʳ˿̂̊˸̅˼́˺ʳ̇˻˸ʳ˼̀̀˸˷˼˴̇˸ ˥˴́˷̂̀ʳ̅̂˴˷̆˼˷˸ʳ̆̃̂̇ʳ˶˻˸˶˾̆ʿʳ̈̆˼́˺ʳ˴ʳ˽̂˼́̇ ˶˴̃˼̇˴˿ʳ˶̂̆̇ʳ̇̂ʳ̆̀˴˿˿ʳ̂̃˸̅˴̇̂̅̆ʳ˼́̇˸̅˸̆̇˸˷ʳ˼́ʳ̇˸́ˀ ̇˸˴̀ʳ̂˹ʳ̃̂˿˼˶˸ʳ˴́˷ʳ̉˸˻˼˶˿˸ʳ˼́̆̃˸˶̇̂̅̆ʿʳ˴̅˸ʳ̂˹ ˷˸̅˼́˺ˁʳ˦˼́˶˸ʳ˺̂̉˸̅́̀˸́̇ʳ̀˴˼́̇˴˼́̆ʳ˴ʳ̃̅˸̆˸́˶˸ ˶̅̈˶˼˴˿ʳ˼̀̃̂̅̇˴́˶˸ʳ˼́ʳ̅˸̀˼́˷˼́˺ʳ˷̅˼̉˸̅̆ʳ˴́˷ ˼́ʳ̇˻˸ʳ̇˸̆̇˼́˺ʳ̆̇˴̇˼̂́ʳ˹̂̅ʳ˵̂̂˾˼́˺ʳ˴́˷ʳ̂̇˻˸̅ʳ˹̈́˶ˀ ̂̃˸̅˴̇̂̅̆ʳ̂˹ʳ̇˻˸ʳ˶̂́̇˼́̈˼́˺ʳ́˸˸˷ʳ̇̂ʳ̈̃˾˸˸̃ʳ̉˸ˀ ̇˼̂́̆ʿʳ˼̇ʳ˼̆ʳ˴˿̆̂ʳ̃̂̆̆˼˵˿˸ʳ̇̂ʳ̀̂́˼̇̂̅ʳ̆̇˴́˷˴̅˷̆ ˻˼˶˿˸̆ʳ˹̂̅ʳ̆˴˹˸̇̌ˁʳ˧˻˸̆˸ʳ˶˻˸˶˾̆ʳ˶˴́ʳ˵˸ʳ˶̂̀˵˼́˸˷ ˶˿̂̆˸˿̌ˁʳ˜̇ʳ˼́˶̅˸˴̆˸̆ʳ̇˻˸ʳ˺̂̉˸̅́̀˸́̇ʳ˶˴̃˼̇˴˿ ̊˼̇˻ʳ˷̂˶̈̀˸́̇ʳ˴́˷ʳ̊˸˼˺˻̇ʳ˶˻˸˶˾˼́˺ʿʳ˹̂̅̀˼́˺ ̂̈̇˿˴̌ʳ˵̈̇ʳ˸́̆̈̅˸̆ʳ˼̇ʳ˾˸˸̃̆ʳ˶˿̂̆˸̅ʳ˶̂́̇̅̂˿ʳ̂̉˸̅ ˴ʳ̈̆˸˹̈˿ʳ˸́˹̂̅˶˸̀˸́̇ʳ̇̂̂˿ʳ̇˻˴̇ʳ˶˴́ʳ˵˸ʳ˼́̆̇˴˿˿˸˷ ̃̅̂̃˸̅̇̌ʳ˴́˷ʳ˿˴́˷ʳ̅˼˺˻̇̆ˁ ˹̂̅ʳ˿̂́˺ʳ̂̅ʳ̆˻̂̅̇ʳ̃˸̅˼̂˷̆ʳ˴̇ʳ˴ʳ̉˴̅˼˸̇̌ʳ̂˹ʳ˿̂˶˴̇˼̂́̆ˁ ˣ̈˵˿˼˶ʳ̂̊́˸̅̆˻˼̃ʳ˴́˷ʳ̂̃˸̅˴̇˼̂́ˍʳˣ̈˵˿˼˶ ˧˻˸ʳ̆̇˴́˷˴̅˷̆ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ̀˴˼́̇˸́˴́˶˸ʳ˴́˷ ̂̊́˸̅̆˻˼̃ʳ˴́˷ʳ̂̃˸̅˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ˹˴˶˼˿˼̇̌ʳ˼̆ʳ̇˻˸ ̂̃˸̅˴̇˼̂́ʳ˶˴́ʳ˵˸ʳ˸˹˹˸˶̇˼̉˸˿̌ʳ˶̂́̇̅̂˿˿˸˷ʳ̂́˿̌ʳ˵̌ ̆̌̆̇˸̀ʳ̈̆˸˷ʳ˼́ʳ̇˻˸ʳ˨˞ʳ˹̂̅ʳ̀̈˶˻ʳ̂˹ʳ̇˻˸ʳ̇˸̆̇˼́˺ ̅˸˺̈˿˴̅ʳ̉˸˻˼˶˿˸ʳ˶̂́˷˼̇˼̂́ʳ˶˻˸˶˾̆ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˼́ ̂˹ʳ˛˚˩̆ʳ˴́˷ʳˣ˦˩̆ˁʳ˜̇ʳ̇˼˸̆ʳ̈̃ʳ˶̂́̆˼˷˸̅˴˵˿˸ ˴̃̃̅̂̉˸˷ʳ˴́˷ʳ̅˸˺̈˿˴̇˸˷ʳ̇˸̆̇˼́˺ʳ̃̅˸̀˼̆˸̆ʳ˴́˷ʳ˵̌ ˺̂̉˸̅́̀˸́̇˴˿ʳ˶˴̃˼̇˴˿ʳ˵̈̇ʳ˶˴́ʳ̂˹˹˸̅ʳ˴́ʳ̈́˵˼˴̆˸˷ ˹̅˸̄̈˸́̇ʳ̅̂˴˷̆˼˷˸ʳ̆̃̂̇ʳ˶˻˸˶˾̆ʳ̆̂ʳ̇˻˴̇ʳ˴˿˿ʳ˷̅˼̉˸̅̆ ˴́˷ʳ̅˸˿˴̇˼̉˸˿̌ʳ˶̂̅̅̈̃̇˼̂́ˀ˹̅˸˸ʳ̆˸̅̉˼˶˸ʳ̊˻̂̆˸ ˹˸˸˿ʳ˴̇ʳ̅˼̆˾ʳ̂˹ʳ̃̅̂̆˸˶̈̇˼̂́ʳ˼˹ʳ̇˻˸̌ʳ˷̅˼̉˸ʳ˴ʳ̉˸˻˼˶˿˸ ̅̈́́˼́˺ʳ˶̂̆̇̆ʳ˴̅˸ʳ˶̂̀̃˿˸̇˸˿̌ʳ˹̈́˷˸˷ʳ˹̅̂̀ʳ̇˸̆̇ ̊˼̇˻̂̈̇ʳ˴ʳ̉˴˿˼˷ʳ̅̂˴˷̊̂̅̇˻˼́˸̆̆ʳ˶˸̅̇˼˹˼˶˴̇˸ˁ ˹˸˸̆ˁʳ˜̇ʳ˼̆ʳ˴̃̃̅˸˶˼˴̇˸˷ʳ˵̌ʳ̀̂̆̇ʳ̉˸˻˼˶˿˸ʳ̂̃˸̅˴̇̂̅̆ʿ ̊˻̂̆˸ʳ˴̆̆̂˶˼˴̇˼̂́̆ʳ˶˴́̉˴̆˸˷ʳ˹̂̅ʳ˼̇̆ʳ̅˸̇˸́̇˼̂́ ̊˻˸́ʳ̃̅˼̉˴̇˼̍˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ̇˸̆̇˼́˺ʳ̆̌̆̇˸̀ʳ̊˴̆ 4 STAGES OF ̃̅̂̃̂̆˸˷ˁʳ˧˻˼̆ʳ̆̌̆̇˸̀ʳ˼̆ʳ˴˿̆̂ʳ̈̆˸˷ʳ˹̂̅ʳ̇˸̆̇˼́˺ DEVELOPMENT ̂˹ʳ˴˿˿ʳ̇̌̃˸̆ʳ̂˹ʳ̉˸˻˼˶˿˸̆ʳ˼́ʳ˴ʳ́̈̀˵˸̅ʳ̂˹ʳ˔̆˼˴́ ˴́˷ʳˣ˴˶˼˹˼˶ʳ˶̂̈́̇̅˼˸̆ˁʳ˘˹˹˸˶̇˼̉˸ʳ̀̂́˼̇̂̅˼́˺ʳ̂˹ ˧˻˸ʳ̀̂̆̇ʳ̆˼̀̃˿˸ʳ̆̌̆̇˸̀̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ˶̂́ˀ ˴˶̇˼̉˼̇˼˸̆ʳ˼̆ʿʳ˻̂̊˸̉˸̅ʿʳ́˸˶˸̆̆˴̅̌ˁʳ˜́ʳ̀˴́̌ʳ̆̈˶˻ ̆˼˷˸̅˸˷ʳ˹˼̅̆̇ˁʳ˧˻˸̌ʳ˴̅˸ʳ̇˻˸ʳ˿˸˴̆̇ʳ˿˼˾˸˿̌ʳ̇̂ʳ˵˸ ˶̂̈́̇̅˼˸̆ʿʳ̃̈˵˿˼˶ʳ̆˸̅̉˴́̇̆ʳ˴̅˸ʳ˸̋̇̅˸̀˸˿̌ʳ˵˴˷˿̌ ˴˹˹˸˶̇˸˷ʳ˵̌ʳ˶̂̅̅̈̃̇˼̂́ʿʳ̊˼˿˿ʳ́˸˸˷ʳ̇˻˸ʳ˿˸˴̆̇ ̃˴˼˷ʳ˴́˷ʳ̇˻˸ʳ̃̂̆̆˼˵˼˿˼̇˼˸̆ʳ̂˹ʳ˶̂̅̅̈̃̇˼̂́ʳ̀˴̌ ˹̈́˷˼́˺ʳ˴́˷ʳ̇̅˴˼́˼́˺ʿʳ˴́˷ʳ˶˴́ʳ̃̅̂˶˸˸˷ʳ̊˼̇˻ʳ̇˻˸ ˵˸ʳ˻˼˺˻˸̅ʳ̊˼̇˻˼́ʳ˴́ʳ˼́˸˹˹˼˶˼˸́̇ʳ˺̂̉˸̅́̀˸́̇ ̀˼́˼̀̈̀ʳ̂˹ʳ̂̈̇̆˼˷˸ʳ˻˸˿̃ˁ ̆̌̆̇˸̀ʳ̇˻˴́ʳ˼́ʳ˴ʳ˶˿̂̆˸˿̌ʳ̅˸˺̈˿˴̇˸˷ʳ̃̅˼̉˴̇˸ ˖̂̈́̇̅˼˸̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ̅˸˴˿˼̆̇˼˶ʳ˴˵̂̈̇ʳ̇˻˸ ̆̌̆̇˸̀ˁ ́̈̀˵˸̅ʳ̂˹ʳ̉˸˻˼˶˿˸̆ʳ̇˻˸̌ʳ˶˴́ʳ̇˸̆̇ʳ˼́ʳ̅˸˿˴̇˼̂́ʳ̇̂ ˣ̅˼̉˴̇˸ʳ̂̊́˸̅̆˻˼̃˂̃̈˵˿˼˶ʳ̂̃˸̅˴̇˼̂́ˍʳˣ̅˼ˀ ̇˻˸ʳ́̈̀˵˸̅ʳ̂˹ʳ̇̅˴˼́˸˷ʳ̆̇˴˹˹ʳ˴̉˴˼˿˴˵˿˸ˁʳ˙̅˸̄̈˸́̇˿̌ ̉˴̇˸ʳ̂̊́˸̅̆˻˼̃ʳ̂˹ʳ̇˻˸ʳ˹˴˶˼˿˼̇̌ʳ̊˼̇˻ʳ̇˸̆̇˼́˺ʳ˶˴̅ˀ ˴ʳ˶̂̈́̇̅̌ϗ̆ʳ˸̋˼̆̇˼́˺ʳ˼́̆̃˸˶̇˼̂́ʳ̆̌̆̇˸̀ʳ˼̆ʳ̆̇̅̈˺ˀ ̅˼˸˷ʳ̂̈̇ʳ˵̌ʳ̃̈˵˿˼˶ʳ̆˸˶̇̂̅ʳ˼́̆̃˸˶̇̂̅̆ʳ˼̆ʳ˴ʳ̆̌̆̇˸̀ ˺˿˼́˺ʳ̈́˷˸̅ʳ̇˻˸ʳ̊˸˼˺˻̇ʳ̂˹ʳ̅˸̄̈˼̅˸̀˸́̇̆ʳ̂˹ʳ̇˸̆̇ˀ ́̂̊ʳ˵˸˼́˺ʳ˸́˶̂̈̅˴˺˸˷ʳ˼́ʳ̇˻˸ʳ˨˞ˁʳ˧˻˸ʳ̃̅˼̉˴̇˸ ˼́˺ʳ˸̉˸̅̌ʳ̆˼̋ʳ̀̂́̇˻̆ʳ˴́˷ʳ˿˴˶˾ʳ̂˹ʳ̆̇˴˹˹ˁʳ˖̂́̆˸ˀ ̂̃˸̅˴̇̂̅ʳʻ̂˹̇˸́ʳ˴ʳ̇̅˴́̆̃̂̅̇ʳ̂̃˸̅˴̇̂̅ʳ̊˼̇˻ʳ˴ʳ˿˴̅˺˸ ̄̈˸́̇˿̌ʿʳ̂́˸ʳ̂˹ʳ̇˻˸ʳ̊˴̌̆ʳ̇̂ʳ̅˸˷̈˶˸ʳ̇˻˸ʳ́̈̀˵˸̅ ˹˿˸˸̇ʳ̂˹ʳ̉˸˻˼˶˿˸̆ʼʳ˼́̆̇˴˿˿̆ʳ˸̄̈˼̃̀˸́̇ʳ˼́ʳ̇˻˸ ̂˹ʳ̉˸˻˼˶˿˸̆ʳ̇̂ʳ˵˸ʳ̇˸̆̇˸˷ʳ˼̆ʳ̇̂ʳ˼́˶̅˸˴̆˸ʳ̇˻˸ʳ̇˼̀˸ʳ̇̂ ̃̅˸̀˼̆˸̆ʳ̇̂ʳ̇˻˸ʳ̆̃˸˶˼˹˼˶˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ˩˸˻˼˶˿˸ ˼́˼̇˼˴˿ʳ̇˸̆̇ʳ˹̂̅ʳ́˸̊ʳ̉˸˻˼˶˿˸̆ʿʳ̅˸˷̈˶˼́˺ʳ̇˻˸ʳ̆˸̉˸̅˼̇̌ ˜́̆̃˸˶̇̂̅˴̇˸ˁʳ˧˸̆̇̆ʳ˴̅˸ʳ˵̂̂˾˸˷ʳ̇˻̅̂̈˺˻ʳ̇˻˸ ˴́˷ʳ̅˴́˺˸ʳ̂˹ʳ̉˸˻˼˶˿˸̆ʳ̇̂ʳ˵˸ʳ̇˸̆̇˸˷ˁʳ˔̆ʳ˴ʳ˺˸́˸̅˴˿ ̃˴̅˸́̇ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ʳ˧˸̆̇˼́˺ʳ˦̇˴̇˼̂́ʳ˵̌ ̅̈˿˸ʿʳ˹˸̊˸̅ʳ˺̂̂˷ʳ̇˸̆̇̆ʳ̂˹ʳ˷˴́˺˸̅̂̈̆ʳ̉˸˻˼˶˿˸̆ʳ˴̅˸ ̂̃˸̅˴̇̂̅̆ʳ̊˻̂ʳ̊˼̆˻ʳ̇̂ʳ˻˴̉˸ʳ̇˻˸˼̅ʳ̉˸˻˼˶˿˸̆ ̃̅˸˹˸̅̅˸˷ʳ̇̂ʳ̀˴́̌ʳ ̇˸̆̇̆ʳ̂˹ʳ̀˼́˼̀˴˿ʳ̉˴˿̈˸ˁ

ROAD SAFETY GUIDELINES 4.9 - 7 VEHICLE SAFETY STANDARDS

˧̅˴˼́˼́˺ʳ̆˻̂̈˿˷ʳ˵˸ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˼́ʳ̇˻˸ʳ˻̂̀˸ ̆˸̅̉˼˶˼́˺ʳ̇̂ʳ˸́̆̈̅˸ʳ̇˻˴̇ʳ̇˻˸̌ʳ˷̂ʳ́̂̇ʳ̅˸˴˶˻ʳ˴ ˶̂̈́̇̅̌ʳ˴́˷ʳ̇˴˼˿̂̅˸˷ʳ˴̃̃̅̂̃̅˼˴̇˸˿̌ʳ̇̂ʳ̇˻˸ʳ̉˸˻˼ˀ ˶̂́˷˼̇˼̂́ʳ˼́ʳ̊˻˼˶˻ʳ̇˻˸̌ʳ˴̅˸ʳ̈́̆˴˹˸ʳ̇̂ʳ̈̆˸ˁ ˶˿˸ʳ̇̌̃˸ʳ˴́˷ʳ̆̌̆̇˸̀̆ʳ̂˹ʳ̇˻˸ʳ˶̂̈́̇̅̌ˁ ˦˴˹˸̅ʳ̉˸˻˼˶˿˸̆ʳ̊˼˿˿ʳ˺˸́˸̅˴˿˿̌ʳ˵˸ʳ˼́̉̂˿̉˸˷ ˠ̂́˼̇̂̅˼́˺ʳ̆̌̆̇˸̀̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ˸̆̇˴˵˿˼̆˻˸˷ ˼́ʳ˹˸̊˸̅ʳ˴˶˶˼˷˸́̇̆ˁʳ˘̉˸́ʳ̊˻˸́ʳ˴˶˶˼˷˸́̇̆ʳ˷̂ ˴́˷ʳ̆˻̂̈˿˷ʳ˵˸ʳ̅˼˺̂̅̂̈̆ʳ˴́˷ʳ˼́˷˸̃˸́˷˸́̇ˁʳ˗˴̇˴ ̂˶˶̈̅ʿʳ˿˸̆̆ʳ̆˸̅˼̂̈̆ʳ˼́˽̈̅̌ʳ̀˴̌ʳ̅˸̆̈˿̇ʳ˵˸˶˴̈̆˸ ̆˻̂̈˿˷ʳ˵˸ʳ˶̂˿˿˸˶̇˸˷ʳ˹̅˸̄̈˸́̇˿̌ʳ˴́˷ʳ˴́˴˿̌̍˸˷ ̂˹ʳ̇˻˸ʳ̆˴˹˸̇̌ʳ˹˸˴̇̈̅˸̆ʳʻ˸ˁ˺ˁʿʳ̆˸˴̇ʳ˵˸˿̇̆ʳ̂̅ʳ̆˴˹˸̇̌ ̄̈˼˶˾˿̌ʳ̇̂ʳ˼˷˸́̇˼˹̌ʳ̈́̈̆̈˴˿ʳ̃˴̇̇˸̅́̆ʳ˼́ʳ̃˴̆̆ʳ̅˴̇˸̆ˁ ˺˿˴̆̆ʼˁʳ˪˻˸́ʳ˴˿˿ʳ̆̌̆̇˸̀̆ʳ˴̅˸ʳ̊̂̅˾˼́˺ʳ˶̂̅̅˸˶̇˿̌ʿ ˙˸˸̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ̆˸̇ʳ˴̇ʳ˴ʳ˿˸̉˸˿ʳ̇˻˴̇ʳ̊˼˿˿ʳ˸́ˀ ˼̇ʳ˼̆ʳ̃̂̆̆˼˵˿˸ʳ̇˻˴̇ʳ˷̅˼̉˸̅̆ʳ̀˴̌ʳ˵˸ʳ˴˵˿˸ʳ̇̂ʳ̅˸˷̈˶˸ ˴˵˿˸ʳ̇˻˸ʳ̂̅˺˴́˼̍˴̇˼̂́ϗ̆ʳ˶̂̆̇̆ʳ̇̂ʳ˵˸ʳ̅˸˶̂̉˸̅˸˷ ̆̃˸˸˷ʳ̀̂̅˸ʳ̄̈˼˶˾˿̌ʳ˴́˷ʳ̇˴˾˸ʳ˸̉˴̆˼̉˸ʳ˴˶̇˼̂́ ˴́˷ʳ̇˻˴̇ʳ̊˼˿˿ʳ˴˿˿̂̊ʳ˼́̉˸̆̇̀˸́̇ʳ˼́ʳ˼̀̃̅̂̉˸˷ ̆̈˶˻ʳ̇˻˴̇ʳ̇˻˸ʳ˸˹˹˸˶̇̆ʳ̂˹ʳ˴́ʳ˼̀̃˴˶̇ʳ˴̅˸ʳ̀˼́˼̀˼̍˸˷ʿ ˶̂́̇̅̂˿ʳ̃̅̂˶˸˷̈̅˸̆ʳ˴́˷ʳ˸̄̈˼̃̀˸́̇ˁ ̃˸̅˻˴̃̆ʳ̊˼̇˻ʳ̅˸˷̈˶˸˷ʳ˼́˽̈̅̌ˁ ˥̂̈̇˼́˸ʳ˼́̆̃˸˶̇˼̂́ʳ̆˻̂̈˿˷ʳ˵˸ʳ̅˸˼́˹̂̅˶˸˷ʳ˵̌ ˜̇ʳ̆˻̂̈˿˷ʳ˵˸ʳ˸̀̃˻˴̆˼̍˸˷ʳ̇˻˴̇ʳ̉˸˻˼˶˿˸ʳ˼́̆̃˸˶ˀ ˹̅˸̄̈˸́̇ʳ̅˴́˷̂̀ʳ̅̂˴˷̆˼˷˸ʳ˶˻˸˶˾̆ʳ̈́˷˸̅̇˴˾˸́ ̇˼̂́ʳ˼̆ʳ˴ʳ̆˴˹˸̇̌ʳ˼́̆̃˸˶̇˼̂́ˁʳ˜́˶̂̅̃̂̅˴̇˼̂́ʳ̂˹ʳ̇̂̂ ˵̌ʳ̃̂˿˼˶˸ʳ˴́˷ʳ̉˸˻˼˶˿˸ʳ˼́̆̃˸˶̇̂̅̆ʳ̊̂̅˾˼́˺ʳ˼́ ̀˴́̌ʳ́̂́̆˴˹˸̇̌ˀ̅˸˿˴̇˸˷ʳ˼̇˸̀̆ʳ˶˴́ʳ˻˴̉˸ʳ˴ʳ˷˸̇̅˼ˀ ˶̂˿˿˴˵̂̅˴̇˼̂́ˁ ̀˸́̇˴˿ʳ˸˹˹˸˶̇ʳ̂́ʳ̇˻˸ʳ˼́̆̃˸˶̇˼̂́ʿʳ˴́˷ʳ˼̇ʳ˼̆ ̆̇̅̂́˺˿̌ʳ˴˷̉˼̆˸˷ʳ̇˻˴̇ʳ̇˻˸̆˸ʳ˴̅˸ʳ˾˸̃̇ʳ̇̂ʳ˴ʳ̀˼́˼ˀ ̀̈̀ʳ˴́˷ʳ̂́˿̌ʳ˼́˶˿̈˷˸˷ʳ˼˹ʳ̇˻˸̌ʳ˴̅˸ʳ˷˼̅˸˶̇˿̌ʳ̅˸˿ˀ 5 BENEFITS AND ˸̉˴́̇ʳ̇̂ʳ̇˻˸ʳ̂̃˸̅˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ̉˸˻˼˶˿˸ˎʳ˸ˁ˺ˁʿʳ˸̋ˀ EFFECTS ˻˴̈̆̇ʳ˸̀˼̆̆˼̂́ʳ̇˸̆̇˼́˺ˁ

ˠ˴˼́̇˴˼́˼́˺ʳ̉˸˻˼˶˿˸ʳ̆˴˹˸̇̌ʳ̆̇˴́˷˴̅˷̆ʳ˻˴̆ʳ̇˻˸ ˹̂˿˿̂̊˼́˺ʳ̇˻̅˸˸ʳ̀˴˼́ʳ˵˸́˸˹˼̇̆ˍ 6 EXAMPLES OF GOOD PRACTICE ˄ʼ ̆˴˹˸̇̌ʳ˶̈˿̇̈̅˸ʳ˼̆ʳ̃̅̂̀̂̇˸˷ʳ˴́˷ʳ˴˿˿ʳ̀̂ˀ ̇̂̅˼̆̇̆ʳ˾́̂̊ʳ̇˻˸̌ʳ˻˴̉˸ʳ˴ʳ̅˸̆̃̂́̆˼˵˼˿˼̇̌ ˦˼́˺˴̃̂̅˸ʳ˻˴̆ʳ̊˻˴̇ʳ˼̆ʳ̃̅̂˵˴˵˿̌ʳ̇˻˸ʳ̀̂̆̇ ˴́˷ʳ̂˵˿˼˺˴̇˼̂́ʳ́̂̇ʳ̇̂ʳ˷̅˼̉˸ʳ̈́̆˴˹˸ʳ̂̅ ̆̂̃˻˼̆̇˼˶˴̇˸˷ʳ˴́˷ʳ˶˿̂̆˸˿̌ʳ̅˸˺̈˿˴̇˸˷ʳ̆̌̆̇˸̀ʳ˼́ ̈́̅̂˴˷̊̂̅̇˻̌ʳ̉˸˻˼˶˿˸̆ʳ̂́ʳ̇˻˸ʳ̅̂˴˷ˎ ̇˻˸ʳ̊̂̅˿˷ʳ˹̂̅ʳ˶̂́̇̅̂˿ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ̆̇˴́˷˴̅˷̆ˁʳˣ˿˴̇˸ ˅ʼ ̉˸˻˼˶˿˸ʳ˷˸˹˸˶̇̆ʳ˴̅˸ʳ˴ʳ˶̂́̇̅˼˵̈̇˼́˺ʳ˹˴˶̇̂̅ ˆʳ̆˻̂̊̆ʳ̇˻˸ʳ˼́̇˸̅˼̂̅ʳ̂˹ʳ̂́˸ʳ˶̂̀̃̈̇˸̅ʳ˶̂́̇̅̂˿ˀ ˼́ʳ˴ʳ̆̀˴˿˿˸̅ʳ̃̅̂̃̂̅̇˼̂́ʳ̂̅ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇̆ˎ ˿˸˷ʳ˴́˷ʳ˴̈̇̂̀˴̇˸˷ʳ̆̇˴̇˼̂́ʿʳ̂̊́˸˷ʳ˴́˷ʳ̂̃˸̅˴̇˸˷ ˴́˷ ˵̌ʳ˦˼́˺˴̃̂̅˸ʳ˧˸˶˻́̂˿̂˺˼˸̆ʳ˔̈̇̂̀̂̇˼̉˸ʳʻ˦˧˔ʼˁ ˆʼ ̇˻˸ʳ̆˸̉˸̅˼̇̌ʳ̂˹ʳ˼́˽̈̅̌ʳ̂˹ʳ˶˴̆̈˴˿̇˼˸̆ʳ˼̆ʳ̅˸ˀ ˔ʳ̇˻˼̅˷ʳ̆̇˴̇˼̂́ʳ˼̆ʳ̆˻̂̅̇˿̌ʳ̇̂ʳ̂̃˸́ˁ ˷̈˶˸˷ʳ˴̆ʳ̉˸˻˼˶˿˸̆ʳ˴̅˸ʳ̆˴˹˸̅ˁ ˧˻˸ʳ˦˼́˺˴̃̂̅˸ʳ̉˸˻˼˶˿˸ʳ̇˸̆̇˼́˺ʳ̆̌̆̇˸̀ʳ̀˼˺˻̇ ˵˸ʳ̃˸̅˻˴̃̆ʳ˵˸̇̇˸̅ʳ˷˸̆˶̅˼˵˸˷ʳ˴̆ʳ˼˷˸˴˿ʳ̃̅˴˶̇˼˶˸ˁ ˣ˸̅˻˴̃̆ʳ̇˻˸ʳ̀̂̆̇ʳ˼̀̃̂̅̇˴́̇ʳ˴̆̃˸˶̇ʳ̂˹ʳ˴ʳ̉˸ˀ ˧˻˸ʳ˼́̆̃˸˶̇˼̂́ʳ˹˿̂̊ʳ˶˻˴̅̇ʳ˹̂̅ʳ˦˼́˺˴̃̂̅˸ʳ̇˸̆̇ˀ ˻˼˶˿˸ʳ̅̂˴˷̊̂̅̇˻˼́˸̆̆ʳ̆˶˻˸̀˸ʳ˼̆ʳ̇˻˸ʳ̃̅̂̀̂̇˼̂́ ˼́˺ʳ̆̇˴̇˼̂́̆ʳ˼̆ʳ̆˻̂̊́ʳ˼́ʳ˙˼˺̈̅˸ʳ˄ˁʳˢ̇˻˸̅ʳ˶̂̈́ˀ ̂˹ʳ˴ʳ̆˴˹˸̇̌ʳ˶̈˿̇̈̅˸ˁʳ˞́̂̊˼́˺ʳ̇˻˴̇ʳ̇˻˸ʳ̉˸˻˼˶˿˸ ̇̅˼˸̆ʳ̊˼̇˻˼́ʳ̇˻˸ʳ̅˸˺˼̂́ʳ̊˼̇˻ʳ˺̂̂˷ʳ̉˸˻˼˶˿˸ʳ̇˸̆̇ˀ ˻˴̆ʳ̇̂ʳ̀˸˸̇ʳ˶˸̅̇˴˼́ʳ̀˼́˼̀̈̀ʳ̆̇˴́˷˴̅˷̆ʳ̂˹ ˼́˺ʳ̆̌̆̇˸̀̆ʳ˼́˶˿̈˷˸ʳˣ˸̂̃˿˸ϗ̆ʳ˥˸̃̈˵˿˼˶ʳ̂˹ ̆˴˹˸̇̌ʳ̊˼˿˿ʳ˸́˶̂̈̅˴˺˸ʳ˷̅˼̉˸̅̆ʳ̇̂ʳ̇˻˼́˾ʳ˴˵̂̈̇ ˖˻˼́˴ˎʳ˛̂́˺ʳ˞̂́˺ʿʳ˖˻˼́˴ˎʳ˥˸̃̈˵˿˼˶ʳ̂˹ʳ˞̂ˀ ̆˴˹˸̇̌ʳ˴́˷ʳ̊˻̌ʳ̇˻˸ʳ̅̂˴˷̊̂̅̇˻˼́˸̆̆ʳ̅˸̄̈˼̅˸ˀ ̅˸˴ˎʳ˴́˷ʳˠ˴˿˴̌̆˼˴ˁ ̀˸́̇̆ʳ˴̅˸ʳ̇˻˸̅˸ˁʳ˦˴˹˸ʳ˷̅˼̉˼́˺ʳ˴́˷ʳ̉˸˻˼˶˿˸ʳ˶̂́ˀ ˜́ʳ̇˻˸ʳ˨˞ ʿʳ̇˻˸ʳ̇˸̆̇˼́˺ʳ̆̌̆̇˸̀ʳ˻˴̆ʳ˸̉̂˿̉˸˷ ˷˼̇˼̂́ʳ˴̅˸ʳ˶˿̂̆˸˿̌ʳ˼́̇˸̅˶̂́́˸˶̇˸˷ʳ˴̆ʳ˼̇ʳ˼̆ʳ˷˼˹˹˼ˀ ̂̉˸̅ʳ̀˴́̌ʳ̌˸˴̅̆ˁʳ˧˻˸ʳ̇˸̆̇˼́˺ʳ̂˹ʳ˵̈̆˸̆ʳ̆̇˴̅̇˸˷ ˶̈˿̇ʳ̇̂ʳ˶˴̅˸ʳ˴˵̂̈̇ʳ˷̅˼̉˼́˺ʳ̆̇˴́˷˴̅˷̆ʳ̊˻˸́ʳ̌̂̈ ˼́ʳ˴́ʳ˼́˹̂̅̀˴˿ʳ̊˴̌ʳ˸˴̅˿̌ʳ̇˻˼̆ʳ˶˸́̇̈̅̌ʳ˴́˷ ˷̂ʳ́̂̇ʳ˶˴̅˸ʳ˴˵̂̈̇ʳ̇˻˸ʳ˶̂́˷˼̇˼̂́ʳ̂˹ʳ̇˻˸ʳ̉˸˻˼˶˿˸ ˷˸̉˸˿̂̃˸˷ʳ̈́̇˼˿ʳ˼̇ʳ̊˴̆ʳ˹̂̅̀˴˿˼̍˸˷ʳ˼́ʳ˄ˌˋ˅ˁ ̌̂̈ʳ˷̅˼̉˸ʳ˴́˷ʳ̇˻˸ʳ̆˴˹˸̇̌ʳ̂˹ʳ̌̂̈̅ʳ̃˴̆̆˸́˺˸̅̆ˁ ˜́̆̃˸˶̇˼̂́ʳ˼̆ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ̇̂ʳ˴ʳ̆̇̅˼˶̇ʳ̅˸˺˼̀˸ʳ˵̌ ˧˻˸ʳ̃˻̅˴̆˸ʳϘ̀˼́˼̀̈̀ʳ˴˶˶˸̃̇˴˵˿˸ʳ̆̇˴́˷˴̅˷ϙ ˸̋˴̀˼́˸̅̆ʳ ̂˹ʳ ̇˻˸ʳ ˩˸˻˼˶˿˸ʳ ˜́̆̃˸˶̇̂̅˴̇˸ʳ ˼́ ˻˴̆ʳ˴ʳ̉˸̅̌ʳ˶˿˸˴̅ʳ̀˸˴́˼́˺ʳ˴́˷ʳ˼̆ʳ̂́˸ʳ̇˻˴̇ ˴̈̇˻̂̅˼̍˸˷ʳ̃̅˸̀˼̆˸̆ʳ˸̄̈˼̃̃˸˷ʳ̊˼̇˻ʳ̆̃˸˶˼˹˼˸˷ ̆˻̂̈˿˷ʳ˵˸ʳ˴̃̃̅˸˶˼˴̇˸˷ʳ˵̌ʳ˴˿˿ʳ̉˸˻˼˶˿˸ʳ̂̃˸̅˴̇̂̅̆ˁ ˹˴˶˼˿˼̇˼˸̆ˁ ˜̇ʳ̀˸˴́̆ʳ̇˻˸̆˸ʳ˴̅˸ʳ̇˻˸ʳ˿̂̊˸̆̇ʳ̆̇˴́˷˴̅˷̆ʳ˴̇ ˛˚˩̆ʳ˻˴̉˸ʳ˵˸˸́ʳ̆̈˵˽˸˶̇ʳ̇̂ʳ̇˻˼̆ʳ̆˶˻˸̀˸ ̊˻˼˶˻ʳ̉˸˻˼˶˿˸̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ˴˿˿̂̊˸˷ʳ̇̂ʳ̂̃˸̅˴̇˸ˁ ̆˼́˶˸ʳ˄ˌˉˋˁʳ˛˚˩̆ʿʳˣ˦˩̆ʿʳ˴́˷ʳ̇˴̋˼̆ʳʻ˼ˁ˸ˁʿʳ˼́ˀ ˩˸˻˼˶˿˸̆ʳ ̇˻˴̇ʳ ˴̅˸ʳ ̀˴˼́̇˴˼́˸˷ʳ ̇̂ʳ ˵˴̅˸˿̌ ˶˿̈˷˼́˺ʳ̀̂̆̇ʳ̃̈˵˿˼˶ʳ̃˴̆̆˸́˺˸̅ʳ˶˴̅̅̌˼́˺ʳ̉˸˻˼ˀ Ϙ˴˶˶˸̃̇˴˵˿˸ʳ̆̇˴́˷˴̅˷̆ϙʳ̊˼˿˿ʳ˵˸ʳ̈́̆˴˹˸ʳ˴́˷ʳ˼́ ˶˿˸̆ʼʳ˴̅˸ʳ̇˸̆̇˸˷ʳ˴́́̈˴˿˿̌ʳ˹̅̂̀ʳ̇˻˸ʳ˸́˷ʳ̂˹ʳ̇˻˸˼̅ ˴́ʳ̈́̅̂˴˷̊̂̅̇˻̌ʳ˶̂́˷˼̇˼̂́ʳ˹̂̅ʳ̀̂̆̇ʳ̂˹ʳ̇˻˸˼̅ ˹˼̅̆̇ʳ̌˸˴̅ʳ̂˹ʳ̆˸̅̉˼˶˸ˁ ̇˼̀˸ʳ̂́ʳ̇˻˸ʳ̅̂˴˷̆ˁʳ˜̇ʳ̇˻˸̅˸˹̂̅˸ʳ˹̂˿˿̂̊̆ʳ̇˻˴̇ ˧˸̆̇˼́˺ʳ̂˹ʳ̃̅˼̉˴̇˸ʳ˶˴̅̆ʳ˴́˷ʳ̂̇˻˸̅ʳ˿˼˺˻̇ʳ̉˸˻˼ˀ ̉˸˻˼˶˿˸̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ̀˴˼́̇˴˼́˸˷ʳ̇̂ʳ˴ʳ˻˼˺˻˸̅ ˶˿˸̆ʳ̊˴̆ʳ˼́̇̅̂˷̈˶˸˷ʳ˼́ʳ˄ˌˉ˃ˁʳ˧˻˸ʳ˷˴̇˸ʳ̂˹ʳ˹˼̅̆̇ ̆̇˴́˷˴̅˷ʳ̇̂ʳ˴˿˿̂̊ʳ˹̂̅ʳ˴́̌ʳ˷˸̇˸̅˼̂̅˴̇˼̂́ʳ˵˸̇̊˸˸́ ̇˸̆̇ʳ̊˴̆ʳ̂̅˼˺˼́˴˿˿̌ʳ˴̇ʳ̇˸́ʳ̌˸˴̅̆ʳ̂˿˷ʳ˵̈̇ʳ̇˻˼̆ʳ̃˸ˀ

4.9 - 8 ROAD SAFETY GUIDELINES VEHICLE SAFETY STANDARDS

̅˼̂˷ʳ̊˴̆ʳ̅˸˷̈˶˸˷ʳ̇̂ ̇˼̂́̆ʳ˼́ʳ̅˸˿˴̇˼̂́ʳ̇̂ʳ˼́ˀ̆˸̅̉˼˶˸ʳ̉˸˻˼˶˿˸̆ʿʳ̇˻˸ʳ̇˸̆̇ˀ ̇˻̅˸˸ʳ ̌˸˴̅̆ˁʳ ˟˼˺˻̇ ˼́˺ʳ̆̇˴̇˼̂́ʳ˸̄̈˼̃̀˸́̇ʿʳ̇˻˸ʳ̀˼́˼̀̈̀ʳ̃˸̅˼̂˷ʳ̂˹ ̉˸˻˼˶˿˸̆ʳ ʻ̈́˷˸̅ʳ ˆˁˈ ̇˸̆̇ʳ˹̂̅ʳ˸˴˶˻ʳ̇̌̃˸ʳ̂˹ʳ̉˸˻˼˶˿˸ʿʳ˴́˷ʳ˴ʳ̇˼̀˸ʳ˿˼̀˼̇ ̇̂́́˸̆ʳ˷˸̆˼˺́ʳ ˺̅̂̆̆ ˷̈̅˼́˺ʳ̊˻˼˶˻ʳ˷˼˹˹˸̅˸́̇ʳ˶̂̈́̇̅˼˸̆ʳ̆˻̂̈˿˷ʳ˶̂̀ˀ ̊˸˼˺˻̇ʳ̂̅ʳ˄˅ʳ̃˴̆̆˸́ˀ ̃˿̌ˁʳ˜̇ʳ˴˿̆̂ʳ̅˸˶̂̀̀˸́˷̆ʳ̇˻˴̇ʳ˹̂̅ʳ˷˸̉˸˿̂̃˼́˺ ˺˸̅ʳ ̆˸˴̇̆ʼʳ ˶˴́ʳ ˵˸ ˶̂̈́̇̅˼˸̆ʿʳ̃˿˴́̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ̀˴˷˸ʳ̇̂ʳ˼́̇̅̂˷̈˶˸ ̇˸̆̇˸˷ʳ˼́ʳ̃̅˼̉˴̇˸ʳ˺˴ˀ ̃̅̂˺̅˸̆̆˼̉˸ʳ̇̅˴˼́˼́˺ʳ˹̂̅ʳ̇˸̆̇˼́˺ʳ̆̇˴˹˹ʳ˴́˷ʳ̇˻˸ ̅˴˺˸̆ˁʳ˧˻˸̅˸ʳ˴̅˸ʳ˴˵̂̈̇ ́˸˶˸̆̆˴̅̌ʳ̇˸̆̇˼́˺ʳ˸̄̈˼̃̀˸́̇ˁʳ˧˻˸ʳ̃˴̃˸̅ʳ˴˿̆̂ ˄ˋʿ˃˃˃ʳ ̂˹ʳ ̇˻˸̆˸ ˶̂́̆˼˷˸̅̆ʿʳ̈̆˼́˺ʳ˼́˹̂̅̀˴̇˼̂́ʳ˶̈̅̅˸́̇ʳ˴̇ʳ̇˻˸ʳ̇˼̀˸ʿ ̇˻̅̂̈˺˻̂̈̇ʳ ̇˻˸ ˴́˷ʳ̇˻˸ʳ̃̅̂̆ʳ˴́˷ʳ˶̂́̆ʳ̂˹ʳ̇˻˸ʳ̉˴̅˼̂̈̆ʳ̇̌̃˸̆ʳ̂˹ ˶̂̈́̇̅̌ʿʳ ˴̈̇˻̂̅˼̍˸˷ ̇˸̆̇˼́˺ʳ̂̅˺˴́˼̍˴̇˼̂́ʿʳ̊˻˸̇˻˸̅ʳ̇˻˸̌ʳ˴̅˸ʳ̃̅˼̉˴̇˸ ˴́˷ʳ ̆̈̃˸̅̉˼̆˸˷ʳ ˵̌ ̂̅ʳ̃̈˵˿˼˶˿̌ʳ̂̊́˸˷ʳ˴́˷ʳ̂̃˸̅˴̇˸˷ˁ Plate 4: ̂˹˹˼˶˸̅̆ʳ̂˹ʳ̇˻˸ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ˁ ˧˻˸ʳ˨˞ϗ̆ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ʳ˻˴̆ʳ˵˸˸́ UK Testing station. ˔˿˿ʳ̇˸̆̇˼́˺ʳ̆̌̆̇˸̀̆ʳ˴̅˸ʳ̆̈˵˽˸˶̇ʳ̇̂ʳ˶̂́̇˼́̈ˀ ˶̂́̉˸̅̇˸˷ʳ̇̂ʳ˴˺˸́˶̌ʳ̆̇˴̇̈̆ʳ˴́˷ʳ˼́˹̂̅̀˴̇˼̂́ ̂̈̆ʳ˷˸̉˸˿̂̃̀˸́̇ʳ̇̂ʳ˼̀̃̅̂̉˸ʳ̆̇˴́˷˴̅˷̆ʿʳ˴́˷ ˴̉˴˼˿˴˵˿˸ʳ ˼́ʳ ˼̇̆ʳ ˔́́̈˴˿ʳ ˥˸̃̂̅̇ʳ ˺˼̉˸̆ʳ ˴ ˻˴̅̀̂́˼̍˴̇˼̂́ʳ̊˼̇˻ʳ˘̈̅̂̃˸˴́ʳ˴́˷ʳ˼́̇˸̅́˴ˀ ˶̂́̆˼˷˸̅˴˵˿˸ʳ˷˸˺̅˸˸ʳ̂˹ʳ˼́˹̂̅̀˴̇˼̂́ʳ̇˻˴̇ʳ̊̂̈˿˷ ̇˼̂́˴˿ʳ̅˸̄̈˼̅˸̀˸́̇̆ʿʳ̆̈˶˻ʳ˴̆ʳ˵̅˴˾˼́˺ʳ˴́˷ʳ˸́ˀ ˵˸ʳ̉˴˿̈˴˵˿˸ʳ˼́ʳ̇˻˸ʳ̆˸̇̇˼́˺ʳ̈̃ʳ̂˹ʳ˴ʳ̆˼̀˼˿˴̅ʳ˼́̆̇˼ˀ ̉˼̅̂́̀˸́̇˴˿ʳ̃̂˿˿̈̇˼̂́ˁʳ˧˻˸ʳ˛˚˩ʳ˴́˷ʳˣ˦˩ ̇̈̇˼̂́ʳ˼́ʳ̂̇˻˸̅ʳ˶̂̈́̇˼˸̆ˁʳ˧˻˸ʳ̀˴́̈˴˿̆ʳ˹̂̅ʳ̉˸˻˼ˀ ̆̌̆̇˸̀ʳ˼́ʳ̇˻˸ʳ˨˞ʳ˼̆ʳ˵˸˼́˺ʳ˷˸̉˸˿̂̃˸˷ʳ̇̂ʳ˴˷˴̃̇ ˶˿˸ʳ˼́̆̃˸˶̇˼̂́ʳ˴́˷ʳ̂̃˸̅˴̇˼̂́ʳ̂˹ʳ˴ʳ̇˸̆̇˼́˺ʳ̆˶˻˸̀˸ ˼̇ʳ̇̂ʳ˶̂̀̃̈̇˸̅ʳ˶̂́̇̅̂˿ˁʳ˜̇ʳ̊˼˿˿ʳ̀˴˼́̇˴˼́ʳ̇˻˸ ˴̅˸ʳ˴˿̆̂ʳ̃̈˵˿˼̆˻˸˷ʳ˼́ʳ̇˻˸ʳ˨˞ʳ˵̌ʳ̇˻˸ʳ˦̇˴̇˼̂́˸̅̌ ˷˸̃̇˻ʳ̂˹ʳ˻̈̀˴́ʳ˼́̆̃˸˶̇˼̂́ʳ́˸˶˸̆̆˴̅̌ʳ̇̂ʳ˴˶ˀ ˢ˹˹˼˶˸ʳ ˴́˷ʳ ˴̅˸ʳ ̈̆˸˹̈˿ˁʳ ˧˻˸ʳ ̀̂̆̇ʳ ̈̆˸˹̈˿ ˶̂̀̀̂˷˴̇˸ʳ˴ʳ̊˼˷˸ʳ̅˴́˺˸ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ˴˺˸̆ʿ ˷̂˶̈̀˸́̇̆ʳ˼́ʳ̇˻˼̆ʳ̆˸˶̇̂̅ʳ˴̅˸ʳ˿˼̆̇˸˷ʳ˵˸˿̂̊ˍʳ˧˻˸ ̊˻˼˶˻ʳ˶˴́ʳ˵˸ʳ˷˼˹˹˼˶̈˿̇ʳ̇̂ʳ˴˶˻˼˸̉˸ʳ̊˼̇˻ʳ̇˻˸ʳ˹̈˿˿̌ ̅˸˿˸̉˴́̇ʳ˘̈̅̂̃˸˴́ʳ˖̂̀̀̈́˼̇̌ʳ˗˼̅˸˶̇˼̉˸̆ʳ˴̅˸ ˶̂̀̃̈̇˸̅˼̍˸˷ʳ̆̌̆̇˸̀̆ʳ̈̆˸˷ʳ˼́ʳ̆̂̀˸ʳ˶̂̈́̇̅˼˸̆ˁ ˘˖ʳ˗˼̅˸˶̇˼̉˸ʳˊˊ˂˄ˇˆ˂˘˘˖ʳ˴́˷ʳ˴̀˸́˷̀˸́̇̆ʳ̂́ ˣ˿˴̇˸ʳˇʳ̆˻̂̊̆ʳ˴ʳ˨˞ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ ̇˻˸ʳ˴̃̃̅̂̋˼̀˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ˿˴̊̆ʳ̂˹ʳ̀˸̀˵˸̅ʳ̆̇˴̇˸̆ ˧˸̆̇˼́˺ʳ˦̇˴̇˼̂́ʳ˶˴̅̅̌˼́˺ʳ̂̈̇ʳ˴ʳ˶˿̂̆˸ʳ̉˼̆̈˴˿ʳ˸̋ˀ ̅˸˿˴̇˼́˺ʳ̇̂ʳ̅̂˴˷̊̂̅̇˻˼́˸̆̆ʳ̇˸̆̇̆ʳ˹̂̅ʳ̀̂̇̂̅ ˴̀˼́˴̇˼̂́ʳ̂˹ʳ˴ʳ˹̅̂́̇ʳ̊˻˸˸˿ʳ̆̌̆̇˸̀ˁ ̉˸˻˼˶˿˸̆ʳ˴́˷ʳ̇˻˸˼̅ʳ̇̅˴˼˿˸̅̆ˁ ˧˻˸ʳ˨˞ϗ̆ʳ̃˸̅˼̂˷ʳ̂˹ʳ̇˸̆̇˼́˺ʳ˼̆ʳ˴́́̈˴˿ʳ˴˹̇˸̅ ̇˻̅˸˸ʳ̌˸˴̅̆ʳ˹̂̅ʳ̆̀˴˿˿ʳ̃̅˼̉˴̇˸ʳ̉˸˻˼˶˿˸̆ʳ˴́˷ʳ˴́́̈˴˿ ˅ ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ˁ ˴˹̇˸̅ʳ̂́˸ʳ̌˸˴̅ʳ˹̂̅ʳ˛˚˩̆ʿʳˣ˦˩̆ʿʳ˴́˷ʳ̇˴̋˼̆ˁʳ˧˻˼̆ʳ˼̆ ˖˴̅̆ʳ˴́˷ʳ˟˼˺˻̇ʳ˖̂̀̀˸̅˶˼˴˿ʳ˩˸˻˼˶˿˸ʳ˧˸̆̇ˀ ̆̇̅˼˶̇˸̅ʳ̇˻˴́ʳ̇˻˸ʳ˸̄̈˼̉˴˿˸́̇ʳ˘̈̅̂̃˸˴́ʳ˨́˼̂́ ˼́˺ʳʻ˜˦˕ˡʳ˃ʳ˄˄ʳˈˈ˄˃ˈˆʳ˅ʼˁ ̆̇˴́˷˴̅˷̆ʳ˴́˷ʳ̇˻˸ʳ˽̈̆̇˼˹˼˶˴̇˼̂́ʳ˹̂̅ʳ̀̂̅˸ʳ˹̅˸̄̈˸́̇ ˆ ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ˁ ̇˸̆̇˼́˺ʳ˼̆ʳ˷˼˹˹˼˶̈˿̇ʳ̇̂ʳ̀˴˾˸ˁʳ˦̂̀˸ʳ˶̂̈́̇̅˼˸̆ʿʳ̆̈˶˻ ˠ̂̇̂̅ʳ˖̌˶˿˸ʳ˧˸̆̇˼́˺ʳʻ˜˦˕ˡʳ˃ʳ˄˄ʳˈˈ˄˃˃ˈ ˴̆ʳ˦˼́˺˴̃̂̅˸ʿʳ̊˼̇˻ʳ˼̇̆ʳ˻˼˺˻˿̌ʳ̃̅̂˷̈˶̇˼̉˸ʳ˴́˷ʳ̆̂ˀ ˅ʼˁ ̃˻˼̆̇˼˶˴̇˸˷ʳ̇˸̆̇ʳ̆̌̆̇˸̀ʿʳ̆̃˸˶˼˹˼˸̆ʳ˼́̆̃˸˶̇˼̂́̆ ˇ ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ˁ ˸̉˸̅̌ʳ̆˼̋ʳ̀̂́̇˻̆ʳ˹̂̅ʳ˛˚˩̆ʿʳˣ˦˩̆ʿʳ˴́˷ʳ̇˴̋˼̆ˁ ˛˸˴̉̌ʳ˚̂̂˷̆ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇˼̂́ʳˠ˴́̈˴˿ ʻ˜˦˕ˡʳ˃ʳ˄˄ʳˈˈ˄˃ˉˆʳ˫ʼˁ ˈ ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ˁ ˣ̈˵˿˼˶ʳ ˦˸̅̉˼˶˸ʳ ˩˸˻˼˶˿˸ʳ ˜́̆̃˸˶̇˼̂́ 7 REFERENCES AND KEY ˠ˴́̈˴˿ʳʻ˜˦˕ˡʳ˃ʳ˄˄ʳˈˈ˄˃ˊ˃ʳ˅ʼˁ DOCUMENTS ˉ ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇̂̅˴̇˸ˁ ˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˧˸̆̇˼́˺ʳ˚̈˼˷˸ ˧˻˸ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳˠ̂̇̂̅ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇˼̂́ ʻ˜˦˕ˡʳ˃ʳ˄˄ʳˈˈ˄˃ˈˉʳˊʼˁʳ˧˻˸ʳ˦̇˴̇˼̂́˸̅̌ ˖̂̀̀˼̇̇˸˸ʳ˼̆ʳ˴ʳ́̂́̃̅̂˹˼̇ʳ̀˴˾˼́˺ʳ̂̅˺˴́˼̍˴̇˼̂́ ˢ˹˹˼˶˸ˁ ̇˻˴̇ʳ˸̋˼̆̇̆ʳ̇̂ʳ˸̋˶˻˴́˺˸ʳ˼́˹̂̅̀˴̇˼̂́ʳ˴́˷ʳ˸̋̃˸̅˼ˀ ˊ ˜́˺ʳ ˚̈˼˷̂ˁʳ ˖˜˧˔ʳ ˪̂̅˾˼́˺ʳ ˚̅̂̈̃ʿ ˸́˶˸ʳ˶̂́̇˼́̈̂̈̆˿̌ʳ˴̀̂́˺ʳ˼̇̆ʳ̀˸̀˵˸̅̆ʳ̊˼̇˻˼́ Ϙˣ̅̂̀̂̇˼̂́ʳ̂˹ʳ̇˻˸ʳ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇˼̂́ˁϙ ̇˻˸ʳ˹˼˸˿˷ʳ̂˹ʳ̆˴˹˸̇̌ʳ˴́˷ʳ˸́̉˼̅̂́̀˸́̇˴˿ʳ˼́̆̃˸˶ˀ ˣ˴̃˸̅ˍʳϘ˧˸˶˻́˼˶˴˿ʳ˜́̆̃˸˶̇˼̂́ˁϙʳ˖˜˧˔ ̇˼̂́ʳ̂˹ʳ̉˸˻˼˶˿˸̆ˁʳ˔́ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳˠ̂̇̂̅ʳ˩˸˻˼ˀ ˴˵̆˼ʿʳ˥̈˸ʳ˷˸ʳ˿˴ʳ˧˸˶˻́̂˿̂˺˼˸ʳ˅˄˂˅ˈ˕ ˶˿˸ʳ˜́̆̃˸˶̇˼̂́ʳ˖̂̀̀˼̇̇˸˸ʿʳ˖̂̀˼̇˸ʳ˜́̇˸̅́˴̇˼̂́˴˿ ˄˃ˋ˅ʿʳ˕̅̈̆̆˸˿̆ʿʳ˕˸˿˺˼̈̀ˁʳ˧˸˿ˍʳʻˆ˅ʳ˅ˇʼ ˗˸˿ʳ ˜́̆̃˸˶̇̂̅˴̇˸ʳ ˧˸˶˻́˼̄̈˸ʳ ˔̈̇̂̀̂˵˼˿˸ ˉˌ˃ˊ˃ˎʳ˙˴̋ˍʳʻˆ˅ʳ˅ˇʼʳˉˌ˃ʳˊˌˈˁ ʻ˖˜˧˔ʼʿʳ˄ˌˌ˄ʳ̆̈̅̉˸̌ˊʳ̂˹ʳ˅˄ʳ˶̂̈́̇̅˼˸̆ʳ˼́ʳ˔˹̅˼˶˴ʿ ˔̆˼˴ʿʳ˘̈̅̂̃˸ʿʳ˴́˷ʳˡ̂̅̇˻ʳ˔̀˸̅˼˶˴ʳ˶̂́˶˿̈˷˸˷ ˜̇˸̀̆ʳ˅ˀˉʳ˶˴́ʳ˵˸ʳ̂˵̇˴˼́˸˷ʳ˹̅̂̀ʳ˦̇˴̇˼̂́˸̅̌ ̇˻˴̇ʳ̇˻˸̅˸ʳ̆˻̂̈˿˷ʳ˵˸ʳ̆̇˴́˷˴̅˷˼̍˴̇˼̂́ʳ̇˻̅̂̈˺˻ˀ ˢ˹˹˼˶˸ʳ˕̂̂˾̆˻̂̃ʿʳˣˁˢˁʳ˕̂̋ʳ˅ˊˉʿʳ˟̂́˷̂́ʳ˦˪ˋ ̂̈̇ʳ˸̉˸̅̌ʳ˶̂̈́̇̅̌ʳ̂́ʳ̀˸̇˻̂˷̆ʳ̂˹ʳ˶̂̀̃̈˿̆̂̅̌ ˈ˗˧ʿʳ˨˞ˁʳ˧˸˿ˍʳʻˇˇʳ˄ˊ˄ʼʳˋˊˆʳ˃˃˄˄ˎʳ˙˴̋ˍʳʻˇˇʳ˄ˊ˄ʼ ̃˸̅˼̂˷˼˶ʳ˼́̆̃˸˶̇˼̂́ʿʳ̇˻˸ʳ́̈̀˵˸̅ʳ̂˹ʳ̇˸̆̇˼́˺ʳ̆̇˴ˀ ˋˊˆʳˋ˅˃˃ˁ

ROAD SAFETY GUIDELINES 4.9 - 9 TRAFFIC4.10 LEGISLATION

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY TRAFFIC 4.10 LEGISLATION

Legislation specific to road safety includes as follows:

1. Review existing legislation and prosecution patterns to identify areas needing to be revised, and weaknesses in current legal system regarding citations and prosecutions.

3. Where it does not already exist, develop and introduce urgently legislation on a national road safety council (NSRC) or similar to oversee coordination and improvement of road safety.

ROAD SAFETY GUIDELINES 4.10 - 1 1 INTRODUCTION

These sector guidelines on “Traffic Legislation” are from a set of Road Safety Guidelines for the Asian and Pacific Region policymakers, developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). This section cannot cover specific items of legislation in particular countries. It will, however, examine strategic issues that impinge upon road safety so that local legislation can be compared and evaluated to assess the need and practicality of updating it.

2 WHY IS TRAFFIC capabilities, and where the existing traffic law LEGISLATION NEEDED? no longer meets the needs of modern traffic conditions. As numbers of vehicles increase, it has become increasingly necessary to regulate raffic legislation regulates the use of road users and use of the road to minimize con- public roads and provides a framework flicts and to improve road safety. to promote and, where necessary, to T It is therefore first necessary to consider enforce safer road user behavior. This is done how existing legislation could be reviewed, by requiring compliance with specified stand- updated, and strengthened. This is best done ards for the benefit of all road users. through a systematic revision process, as de- It is therefore necessary that there be a tailed below: clearly defined framework of legislation sup- The specific objective of traffic legislation ported by detailed regulations that are appro- should be clarified in order to ensure the legis- priate and relevant to the needs of modern traf- lation is written as clearly and effectively as fic, and that permit effective enforcement to possible and that it is appropriate for the local be carried out by relevant agencies to ensure environment. Legislation can rarely be self- safe and orderly use of the public road net- enforcing. It can only be effective if it can and work. will be enforced and if offenders can be proc- Unfortunately, much of the legislation now essed by the judicial system. All traffic legisla- in place in many developing countries of the tion should be reviewed according to the fol- Asian and Pacific region has evolved from the lowing criteria: legislation of the colonial powers. This legislation has in only a few cases been compre- 1) is there a need for the regulation? hensively updated to meet modern needs. In 2) is the regulation acceptable in principle most cases, however, this has been done sim- and of practical application to the ma- ply by ad hoc changes as needed. This often jority of the user population? results in confusing mixtures of old and new 3) is it framed so as to be clear and unam- legislation and resultant ambiguity both for biguous? the public and for those enforcing the law. 4) is it consistent with other regulations? There are often problems and delays in judicial 5) is the user population aware of it? and processing of traffic offenders, reducing the 6) is it enforceable? effectiveness of enforcement. Traffic legislation updating is needed in Given the limited traffic policing resources developing countries where motor vehicles that are characteristic of developing countries have increased rapidly in both numbers and (especially in South Asia where many of the

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lower ranks of traffic police personnel are not ence in framing or updating legislation. Use of even authorized to cite traffic violations), these such an informed but neutral independent spe- considerations are even more relevant. Traffic cialist ensures that best advice is given uncon- regulations should be kept to the basic mini- strained by territorial or organizational loyal- mum to increase their chances of being en- ties of the key agencies involved in enforce- forced. ment. Ideally, traffic legislation (passed as a traffic Publicity campaigns should be imple- act by government) should provide the umbrella mented to inform the public of any proposed framework, and details should be specified in the changes in legislation and the associated rea- regulations that are within a minister’s authority sons, so that they are fully aware of the new and hence are much easier to revise. Examples requirements before enforcement commences. where such flexibility would be beneficial include: speed limits, traffic fines and penalty points, and blood alcohol limits. These are all 3 KEY COMPONENTS areas where standards may change from time to time given accident trends, public opinion, or A number of areas of legislation can have new developments in equipment, and such significant effects upon road safety. Legisla- regulations should be updatable quickly without tion is needed on the following key areas: the need to alter the main traffic act. There have been recent moves towards 1) driver-related; eliminating the traditional legalistic style of 2) vehicle-related; writing traffic legislation and framing it so the 3) control of traffic; public can understand. Given the education 4) traffic signs and markings; and levels among the road users in the Asian and 5) fines and penalties Pacific region, there is much advantage to be gained in writing traffic legislation in as clear Only the most important aspects of legisla- and straightforward style that is readily under- tion are summarized below as many of the ele- stood by all. ments are covered in the other individual sec- Traffic legislation will have a much better tors of these guidelines. chance of being accepted if it has been developed by a multidisciplinary team that includes private and public sector interests, as well as 3.1 Driver-related Issues traffic police and traffic engineers. The revision process should be guided by There is no inherent right to drive a motor an independent specialist with recent experi- vehicle on a road. So a motorist must be

Table 1: Typical Safety Issues that Need to be Covered within Traffic Legislation

Driver-related Highways-related • Driving instructors • Authority • Driving schools • Statutory responsibility • Learner licenses • Access/development control • Driving tests • Signs/markings – medical • Speed zones – theory • Traffic calming – practical • Safety audit • License holders • License categories • Professional drivers Vehicle-related Fines/penalties-related Traffic control/general safety-related • Condition/construction • Traffic accident • Drunk-driving requirements Investigation • Seat belts • Roadworthiness testing • Penalties • Speed limits • Safety belts/equipment • Courts/hearings • Pedestrians • Dangerous loads • Fines • Road user education • Documents/insurance • NRSC

ROAD SAFETY GUIDELINES 4.10 - 3 TRAFFIC LEGISLATION

granted permission to drive by way of a license tries usually have to be supervised by an expe- issued by the state, provided certain criteria rienced driver at all times until a driving test is relating to health, age, and competence to drive passed. Consideration should be given to in- are met. Driver training and testing are covered troducing a requirement that motorcyclists more comprehensively in Sector Guidelines should have had at least four hours of off-road 4.7, but some of the key legislation-related training in basic maneuverability skills before issues concerning licensing are listed below. being issued with a learner license (such training can often be provided by motorcycle deal- a) Driving instructors and ers and driving schools). Driver training regu- driving schools lations should be restricted to those that can be enforced. Many countries find it useful to have a registration system for driving instructors and c) Driving tests (separately) for driving schools, and no one is allowed to give paid instruction unless a spe- A driving test is designed to ensure that at cial test is passed to become a registered driv- least a minimum standard of competence is ing instructor. This ensures that driving instruc- achieved by a driver before being allowed un- tors have the necessary competence and knowl- restricted access to the public roads, subject to edge not only of driving but also for teaching other criteria in respect of vehicles or classes and instructing learners. The registration of of vehicle. Driving test standards vary through- schools ensures that they meet at least mini- out the world, from minimal vehicle control mum standards and criteria on premises, vehi- maneuvering demonstrations to sophisticated cles, teaching aids, and qualified instructors. multipart tests. The latter may include a medi- In some countries (e.g., Fiji) driving instructors cal test to ensure physical fitness to drive and are encouraged to take defensive driving a theory test on road knowledge before the courses and to include some of these elements third, practical part of the test (a drive of about into their training of learner drivers, while driv- 30 minutes in varied road conditions accompa- ing schools are being encouraged to set indus- nied by an examiner). Generally, it is thought try standards and controls. that more extensive tests produce better, and therefore safer, drivers. b) Learner licenses

In many countries, new license holders are d) License holders constrained in the types of vehicles they can Plate 1: drive by restrictions placed on the driving li- Age is only one consideration in assessing Motorcycle training, cense. Engine size of motorcycles and cars may the suitability for a driving license. It is appro- Singapore. be limited. Learner car drivers in most coun- priate to set minimum standards of health and eyesight on applications for a license. As such medical conditions may manifest themselves later in life, it is appropriate to require the holder to notify the license issuers of specified medical conditions once aware of them. It would also be appropriate, if a regular license renewal system is in operation, to restate a health warranty at time of renewal. Graduated licensing programs have been used in motorized countries to prevent novice drivers from exceeding their capabilities. This is achieved by restricting motor vehicle choice and driving times. In some countries, novice drivers use a “P” plate to make easier detection of novice driver violations. In Japan, for example, novice motorcyclists are forbidden from carrying passengers for the first year. Retraining courses are being proposed for drivers convicted of certain driving offenses.

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Programs have been introduced in a number of ment of at least 1 millimeter (mm) of tread pat- countries (including the Philippines) where tern over the entire width of the vehicle and drivers caught speeding are required to un- around the circumference. The limit could jus- dergo a day’s retraining, but there is little hard tifiably be raised to a higher level, say 1.6 mm, evidence as to whether such courses are at a later date when general conditions of ve- effective. hicles improve. The lack of tread is not the only potentially e) License categories dangerous defect associated with tires. Failure of the internal ply structures and cuts that ex- In most countries, a system will already pose the ply structure weaken the tire, inviting exist that categorizes vehicles into classes and total failure. Mixing of tires of differing ply the license applies to certain types of vehicle constructions is also dangerous as radial and depending on the driving tests undertaken. crossply tires have different reactions to physi- Commercial licenses should also be incorpo- cal forces acting on them. When cornering at rated within the basic driving license system speed, the difference in grip may be so great as but require additional criteria related to com- to cause the crossply tire to lose all grip and petence, age, and driving experience. the vehicle to become uncontrollable. These defects can easily be incorporated f) Professional drivers in legislation. It is recommended that a catchall provision be attached to outlaw the use of tires Most countries require a higher minimum used under “unsuitable” conditions. Such pro- standard (e.g., 25 years age and at least five visions should also be used with brakes and years’ driving experience) for eligibility to be- steering. come a professional driver of heavy goods ve- Lights. Lights are essential for the driver to hicles (HGVs) and public service vehicles see the road ahead clearly and be seen by other (PSVs). There should also be a requirement to road users. A minimum standard of front lights, carry out a driving test in the type of vehicle rear lights, brake lights, reflectors, and direction for which such a license is being requested. It indicators should be defined appropriate to each should not be permissible to pass a test for a country and required by legislation. private vehicle and to then, after some time start Subsequently, there should be a requirement to driving an HGV or PSV. An additional more maintain the lights in efficient working order. stringent test must be taken in an HGV or PSV Glass. Three- or four-wheeled motor vehi- to ensure competence to drive such a vehicle, cles should be required to have a laminated not only because of the greater skill level re- glass windscreen at the front that should be quired to control the larger vehicles but also maintained to allow a clear and unobstructed the greater potential risk to public safety. view. Thus, cracked or shattered screens would not be lawful and use of vehicles with tough- 3.2 Vehicle-related Issues ened glass windscreens (which can cause much more serious injury in an accident) should not Legislative controls are needed to ensure be permitted. the roadworthiness and safety of a vehicle at Dangerous condition. In order to cover the registration and throughout its working life. unforeseen and to save legislating for every Vehicle safety standards and inspections are possible safety-related defect on a motor vehi- discussed in Sector Guidelines 4.9, but some cle, a provision to cover using a motor vehicle of the key legislation-related issues concern- on a road in a dangerous condition should be ing vehicles are: considered. Such a section would cover defective shock absorbers or corroded shock ab- a) Condition of vehicle sorber mountings, which are directly related The enforcement of laws about vehicle to safety, and defects to the structure or chassis condition and operation are the responsibility from which failure can result. of traffic police, often working with the land transport department’s vehicle inspectorate. b) Testing of vehicles Tires: One of the most common vehicle faults that contributes to road accidents is tire In most parts of the world, imported vehi- defects. It is recommended that there be require- cles are “type” tested to ensure they meet local

ROAD SAFETY GUIDELINES 4.10 - 5 TRAFFIC LEGISLATION

standards. In addition, all imported and local c) Dangerous loads vehicles are periodically tested by government testing stations or by authorized private test- Another feature common to many countries ers. Experience in many countries suggests that is the precarious manner in which passengers the poor condition of many vehicles, despite and loads are carried on the roof or hanging on display of a “pass” disc to the outside of vehicles. Again, an all en- or sticker, must throw compassing provision is recommended to into doubt the quality prevent the carriage of a load in such a way as or vigor of testing. The to endanger any person. Further provisions that general aims of road refer to total gross and axle weights should safety can be covered also be considered. by an annual test of vehicles more than three d) Safety belts and safety years old, supple- equipment mented by random roadside spot checks Increasingly, traffic legislation includes re- and technical examina- quirements that safety belts be fitted and some- tions of vehicles by times that other safety equipment (e.g., reflec- government vehicle tive advance warning triangle for use in break- Plate 2: inspectors, the traffic police, or (more usually) downs) be carried. It is important that such Inadequate road both acting in partnership. equipment meets appropriate local criteria and worthiness testing results It is recommended that powers to prohibit it is often best to base such criteria on those in unsafe vehicles. further use of the vehicle, either immediate or used in other more motorized countries. All subject to conditions, be enacted until the de- major motor manufacturers already manufac- fects have been repaired. ture equipment to such standards, making com- A vehicle defect rectification scheme is in- pliance more likely and avoids the risk of sub- creasingly used in industrialized countries standard equipment being permitted onto the ensuring that the vehicle is made roadworthy. market. In this system, a vehicle is stopped and the appropriate defect identified. The driver is of- e) Documents/insurance fered a chance to either repair the defect within 14 days and present the vehicle for testing, or The legislation must always incorporate go to court. rules or requirements relating to the use of ve- The vast majority will accept the former hicles. Apart from requiring that the vehicle be option. They have the vehicle tested and sub- in a roadworthy condition, there should be mit the certificate of testing, or prove that the clauses requiring that vehicles be licensed by vehicle has been scrapped or broken up. Then the relevant authorities, for correct vehicle reg- the matter is closed. istration documents to be held by the owner If the offer is not accepted or the certifi- (to prove ownership), and for at least third party cate of testing is not submitted within 14 days, motor insurance to have been taken by the court proceedings automatically follow. owner or driver to cover damage or injury to However, the problem in most developing innocent third parties. If it is made compulsory countries is tracing the vehicle. It may be ap- that vehicle registration, insurance, and road- propriate to confiscate the vehicle documents worthiness certificates have to be shown when and driver license until the vehicle is brought licensing a vehicle and at the same time, that back repaired. vehicle registration, roadworthiness, and li- Advantages of the scheme are that cense documents must be shown when seek- unroadworthy vehicles are repaired (which can- ing insurance, a degree of cross-checking can not always be guaranteed in the case of court be introduced. This acts as a useful control to proceedings) or broken up. It may also pro- deter motorists who might otherwise drive duce revenue for government testing stations, without insurance or without a roadworthiness with possibly a fee levied on submission of certificate. For this to work best, it is neces- certificates of testing or breaking up. It also sary for all vehicles to be licensed annually, relieves the courts of the burden of dealing and for the expiry date on annual licenses to with minor offenses unnecessarily. be easily seen and checked from outside the

4.10 - 6 ROAD SAFETY GUIDELINES TRAFFIC LEGISLATION vehicle. This is often done by requiring the d) Safety audit certificate to be prominently displayed on the windscreen so that passing police officers can Highway authorities should be required to easily see if the certificate is valid. systematically check proposed new or rehabilitation road schemes from a safety 3.3 Highway-related Issues perspective at preliminary design, detailed design, and just after construction (but before a) Authority opening) stages. These safety checks should be undertaken by road safety specialists to There needs to be clear-cut indication in the ensure that the needs of all road users legislation defining who is responsible for what (especially vulnerable road users) have been in terms of traffic and use of roads. This might, for taken into consideration. This formal process example, specify the differing roles and responsi- known as “safety audits” is important to ensure bilities concerning traffic of the ministry of development of safer road networks. transport or public works, provincial governments and municipalities, or national police. e) Traffic calming Of particular importance is that it should specify wherever possible a statutory respon- Traffic calming regulations are made to sibility upon each highway or roads authority provide local highway authorities with the nec- (whether national, provincial, or municipal) “to essary powers to construct speed reduction and monitor and improve road safety on their other measures for traffic calming that are not respective road networks.” Sector guidelines otherwise clearly authorized. Provision may 4.4 and 4.5 cover engineering-related matters need to be left for detailed specifications via and 4.11 covers police traffic law enforcement ministerial regulations. in more depth, but some of the important legislative issues related to roads and enforcement f) Traffic signs and road are given below. markings Traffic signs and markings should be as b) Access and development specified by the relevant ministry for roads, control but should be compatible with relevant inter- Each highway or roads authority must be national conventions. given the right to comment to the planning or At present, many traffic signs in developing development control agency on any proposed countries are based on outdated standards and land use development on land adjacent to a the sign size is often too small for adequate road and from which access may be required. visibility when drivers are traveling at currently In particular, they must be given the right and permitted speeds. authority to refuse access from such developments unless the access can be provided with- 3.4 Traffic Control and out causing undue traffic or safety problems. General Safety Anyone wishing to create access onto a public road must be required to apply for permission Most legal systems consider the manner of and approval from the relevant roads authority. driving under two categories: c) Speed zones 1) reckless where the driver acts in such a manner that serious consequences can Each highway authority should be entitled be foreseen; and to categorize its network in terms of road hier- 2) careless but nevertheless (for the pro- archy and to specify appropriate speed zones tection of other road users and the main- depending upon the function that particular tenance of an adequate standard of driv- roads or sections of the network is supposed to ing) deserving of a sanction. provide. This may include imposition of lower speed limits, physical speed reduction devices, The consequences may be taken into ac- and traffic calming in residential areas or as rural count if death results and the offense is con- roads pass through communities strad- sidered to be more serious if the driver was dling the road. reckless.

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a) Drink–driving ing countries. This is more affordable when first commencing such a program and avoids, at least Any review of legislation from a road in the early years, the high investment that would safety perspective should include drinking and otherwise be needed to place and maintain ex- driving legislation as a priority. Experience from pensive evidential machines in all police stations. several countries has shown that road From a road safety perspective, the preven- deaths can be reduced by around 15 percent tion of drinking and driving is vital. Additional by strict enforcement of this legislation. provisions may have to be considered where This is done by prescribing a limit to drugs are taken and the effects and safety impli- alcoholic intake above which a driver commits cations are the same as drinking and driving, but an offense. Blood alcohol concentration (BAC) evidence can be obtained only from a labora- levels of between 20 milligrams (mg) and 100 tory test or a physical examination by a doctor. mg of alcohol per 100 milliliters (ml) of blood are typically used in developed countries, with most countries adopting a level of 50 mg/100 b) Speed limits ml of blood or lower. It should be noted that accident risk increases markedly with the BAC Maximum speed limits should be set for level. At BAC 50 mg/100 ml, accident risk is urban and rural areas that allow for lower speed twice as high as at zero BAC level, while the limits near schools, hospitals, or other areas accident risk at 100 mg/100 ml is almost eight (see Sector Guidelines 4.4 on traffic calming). times as high as at zero BAC level. It is important to stress that speed limits The investigation of an offense starts with represent maximum limits and police should a power to require a driver to supply a speci- enforce these strictly, especially where men of breath into an alcohol screening device. pedestrians and other road users are at risk. A positive result (i.e., BAC in excess of some Reduced speeds in urban areas and in des- prespecified level) may in some countries be ignated area-wide zones have proved effective sufficient to prove an offense. In other coun- in reducing the number and severity of road tries, a further test is carried out on an eviden- accident injuries in many motorized countries. tial machine (at a police station) after the driv- Designation of certain locations as reduced er’s arrest. The reading obtained quantifies the speed zones should be permitted under the traf- level of alcohol in the blood as ascertained from fic legislation. a specimen of breath, which both proves the offense and identifies the seriousness of the c) Following too closely transgression. A blood test could be considered as an alternative, but carries severe problems, Drivers should be required to maintain a such as difficulties in ensuring availability of safe distance between their vehicle and the rear medical staff and keeping the specimen in a of the vehicle ahead as the driver in the fol- satisfactory condition before analysis. Also, lowing vehicle will almost always be held ac- continuity of evidence questions may crop up countable for any accidents with the vehicle with specimens of blood, so this method should in front. This distance will vary according to be avoided wherever possible. speed, weather, and road conditions and should Plate 3: It is strongly recommended that an alcohol be clarified in driver training and in a highway Police spot checks on limit of 30 mg to 50 mg or less be adopted in all code. However, the law should specify that the drunk driving. countries as a matter of urgency. Random test- driver at the rear in such an accident is auto- ing should also be matically considered to be at fault unless ex- adopted so that any tenuating circumstances can be shown. driver at any time could be required to give a d) Give way procedures specimen. Wherever possible, the roadside Priority rules should be specified in legis- test using mobile lation and properly signposted as a reminder alcohol testing devices to road users. Give way rules are required to should be regarded as cover intersections, turning movements, park- sufficient evidence for ing, approaching emergency vehicles, and en- prosecution in develop- tering congested intersections.

4.10 - 8 ROAD SAFETY GUIDELINES TRAFFIC LEGISLATION e) Pedestrian rights and manufactured, and seat belt wearing compul- requirements sory when seat belts are available. Later the requirement for fitting can be extended to all Given the large share of road accident casu- cars less than five years old and eventually to alties accounted for by pedestrians in the Asian all cars of any age capable of carrying at least and Pacific region, traffic legislation must one passenger. Police must have strong pow- clearly state priority. Drivers should be required ers of enforcement and must exercise them if to stop for pedestrians at formal pedestrian the full benefits are to be achieved. crossings and parking or overtaking near a pedestrian crossing should not be allowed. When h) Nonmotorized vehicles turning, drivers must be required to give way to pedestrians already crossing. Although traffic regulations are assumed Pedestrians can be legally required to use to apply to all road users, pedestrians, bicycles, nearby pedestrian crossings and to walk on the and other nonmotorized vehicles (NMVs) are footpath when it is provided. ignored in the traffic legislation in some countries. Traffic regulations should apply fairly to f) Motorcycle helmets all those using public roads and should not discriminate against slow-moving and NMVs. Mandatory motorcycle helmet usage in ru- Given the very large numbers of vulnerable ral areas was required as far back as 1970 for road users involved in road accidents in the Singapore but as late as 1995 for Viet Nam. It Asian and Pacific region and the high propor- should be introduced nationwide in all coun- tion of nonmotorized traffic in many countries tries. Available accident data generally will of the region, much more should be done to provide evidence that motorcycle and recognize the legitimate needs and require- passenger head injuries are occurring and that ments within the traffic stream. Legislation mandatory motorcycle helmet wearing will could, for example, be drafted to give priority save lives and injuries. Exemptions for wearers to NMVs in certain situations and to provide of turbans is usually necessary. However, the protection for NMVs in their conflicts with capacity for enforcement must be taken into motorized vehicles in the traffic stream. account and it is essential that a safe standard is specified for helmets and that efforts are made i) Postaccident requirements by government to ensure such helmets are readily available from many outlets and All injury accidents should be reported to suppliers at an affordable price. the police and providing assistance to the injured should be a requirement of all those in- g) Seat belts volved. However, given the threat of danger in some societies to those perceived as responsi- Introduction of legislation requiring wear- ble for accidents, developing countries may ing of seat belts and effective enforcement has also want to consider making it a specific crime resulted in significant reductions in road deaths for bystanders to harm those involved in road in many developed countries (e.g., 23 percent accidents, although the difficulty in enforcing reduction in the United Kingdom (UK) when this must first be considered. first introduced) so it can certainly be justified. Seat belts have been required on a partial basis j) Highway code (e.g., on expressways only) in some Asian and Pacific countries for a number of years. The There should be provision for a highway proportion of car drivers and passengers killed code to be produced by the relevant depart- or injured in the Asian and Pacific region is ment. In most countries, highway codes are much less than in the industrialized countries, only advisory whereas in the UK, where the and seat belts will therefore have a much less word “must” is used, the Highway Code refers significant impact in countries where to actual legal requirements. In Malaysia, the pedestrians and motorcyclists form the Highway Code was published as regulations majority of traffic deaths. Nevertheless, it is a in 1959 and the Sri Lankan Highway Code is measure likely to save many lives. also supported by regulations. Seat belt legislation normally needs to be The highway code should provide an introduced in stages: first making seat belt fit- overview in nontechnical language of traffic ting compulsory on all cars being imported or rules and obligations of all road users.

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than high penalties. If encouragement of compliance with regulations is the primary objective, then this suggests it would be better to be giving many smaller penalties rather than fewer high-priced ones. “On-the-spot fines” are useful for minor offenses but problems with accountability can prevent these quick and simple penalties from being used in many developing countries. In several Asian countries, including the Philip- pines and Viet Nam, to overcome such “accountability problems,” traffic fines cannot be paid directly to the traffic police but must be paid at a separate authority such as a national bank or post office. The delay incurred in being stopped and the inconvenience and time involved in paying a fine should encourage Plate 4: k) NRSC the road user to comply with the traffic regula- Highway codes are tions, and so the method is worth considering. used in many An NRSC should be constituted with statu- countries. tory powers to oversee road safety improve- The penalty system should consider the ments. Ideally the NRSC should be established optimal division of responsibility between the directly under the prime minister’s office be- traffic police and the courts that will be unique cause many ministries are involved. Legisla- to each country. Court-imposed penalty systems tion should also specify powers, provide for can sometimes overwhelm civil courts to the funding and establish a permanent secretariat point that judgments become delayed, tending to implement, follow up, and coordinate to reduce the deterrence effect of the enforce- NRSC decisions. More information on NRSCs ment system. is provided in Sector Guidelines 4.1. Fixed penalty notices are used where proceedings are commenced by police but settled l) Insurance requirements on payment of a fixed penalty or fine, or combination of fine and penalty point (see below). Third party insurance should be made man- They relieve the courts of burdensome minor datory for all drivers, whether driving a pri- matters and generate revenue. They have been vate, commercial, or government-owned vehi- used to sanction drivers for noncompliance cle, and motorists should have to show regis- offenses, disobeying signals, excess speed, tration documents and a roadworthiness cer- and other safety-related offenses. Thus even tificate before insurance is awarded. Con- though traffic volumes and the number of versely, for annual vehicle registration a road- offenses increase, no increases are required in worthiness certificate and a valid insurance judicial or prosecution resources. certificate should be required. A levy on third party insurance premiums should be dedicated to funding an NRSC and b) Penalty point system its operations. The authority to impose such a levy should be granted in the legislation, with Penalty point systems have existed in leg- the specific amount and consultation process islation for many years but have rarely been (to set the amount) determined by ministerial implemented effectively in developing coun- regulations. tries. Driving convictions can be marked on the driving license but this practice is rarely enforced in developing countries. Penalty point

3.5 Fines and Penalties systems have proven successful in industrialized countries where driving license details are a) Level of fines and fine computerized, accurate, and up to date. In most collection developing countries, accurate computerized Studies in motorized countries have shown records are rarely available but such systems risk of detection to be a stronger deterrent should be introduced when feasible.

4.10 - 10 ROAD SAFETY GUIDELINES TRAFFIC LEGISLATION c) Disqualification of license traffic control devices such as traffic signals, holder or modern enforcement equipment such as radar speed detectors and alcohol detectors. While often included in traffic regulations, NMVs may not be included, insurance many countries at present lack the administrative requirements insufficient, and speed limits in- support to cancel driving licenses and ensure new adequate. Road signs may be in sizes too small driving licenses are not obtained. Absence of a for current speeds and in individual and unfa- central driver records register means that drivers miliar designs. often simply go to another province and get a While the inadequacies of the traffic legis- new license, so the threat of disqualification lation are clear in such circumstances, what is becomes less powerful. Efforts should be made less well known is how to correct these defi- to establish a single master list of driving licenses ciencies in the most effective manner. Instead, (computerized) as quickly as possible, and piecemeal amendments are often added to the provision retained within legislation for penalty old base as needed, and the result is often con- points systems and disqualification. fusing and ineffective. A typical amendment might be the d) Fines used to finance requirement of motorcycle helmets for riders traffic police (but not always passengers) and perhaps seat belt wearing in certain areas only (e.g., rural Several countries (including Malaysia and highways). the Philippines) have recently allowed a percentage of the traffic fines collected to be used to fund traffic police enforcement equipment, Stage 2: Legislative traffic police activity, or traffic police welfare. Revision It is particularly appropriate where new and With the inadequacy and problems of ad additional income is generated from use of new hoc amendments realized, traffic police and equipment (e.g., speed detectors or alcohol transport authorities begin pressing for testing devices) or from new legislation such legislation revision. For convenience sake and as seat belt wearing or drink-driving. While lack of an alternative, the existing regulations the arrangement may seem improper and en- may be used as the foundation for the revised courage unrestrained fines being imposed, it traffic regulations. does offer a way to increase funding for traffic However, the individuals assigned to re- police enforcement without having to rely write the legislation (sometimes only one per- solely on availability of government funds and son and often without relevant training as such provides incentives to the police to carry out skills are not always readily available) are of- enforcement. An alternative approach is used ten within the ministry of transport, and nego- in the UK where the recent Sponsorship Act tiations with other ministries can go on for years. allows private sector funding to go directly to Traffic legislation revision has taken more than the traffic police rather than to general revenue. a decade in Indonesia and Pakistan because of interministerial rivalries and revision has also been ongoing for the past few years in 4 STAGES OF Bangladesh. DEVELOPMENT In Nepal, traffic legislation was updated in 1993, but the traffic police were not allowed Stage 1: Colonial/Outdated to contribute to the revision process even System though they have to enforce it. Much confusion has resulted both in what is required Traffic legislation in many developing by road users and how the legal proceedings countries is still heavily based on colonial mo- are to be settled. tor vehicle codes and has been outdated and inappropriate for controlling traffic and im- Stage 3: Working Group proving road safety for years. Committees Such legislation was developed when there were few cars, traffic conflicts were not a To help ensure that the traffic legislation serious issue, and before the onset of modern produced will be acceptable to the public, a

ROAD SAFETY GUIDELINES 4.10 - 11 TRAFFIC LEGISLATION

working group should be formed with partici- with the traffic regulations results in increased pants from within the government as well as predictability and uniformity of behavior of outside, and should include private and public road users, reducing the risk of road accidents. sector transport operators as well as transport specialists. This is often best done under the nonpartisan and neutral umbrella of the NRSC 6 EXAMPLES OF GOOD as it minimizes ministerial rivalries. It is im- PRACTICE perative that the traffic police are included in the traffic legislation revision committee to In the Asian and Pacific region, the State of ensure practical experience is used and to ob- Victoria, Australia, can lay claim to concise tain their support. With the assistance of spe- and clear traffic regulations. The last major cialists (technical assistance may be needed revision was in 19881 although such articles from abroad), the traffic legislation should as drink-driving limits have been strengthened specify blood alcohol limits and testing proce- since then. dures, seat belt requirements, and the optimal For regional code standardization, two distribution of responsibility as appropriate for sources, although both from outside the region, that country between individual ministries, and could prove useful. between traffic police and the courts. The Uniform Vehicle Code2 in the United States (US) provides a guide for harmoniza- Stage 4: Standardization tion of traffic legislation between the 50 states. and Automation In the last decade, a model traffic statute was also produced for Southern Africa (along with The desired situation is attained when traf- a Highway Code and Road Signs and Markings fic regulations are streamlined with optimal Manual3,4). This may offer a base mode that distribution between legislation and regula- could be adapted. tions, and regional standardization achieved. Provision for use of modern automated techniques of traffic control, such as red light cam- 7 REFERENCES eras and modern enforcement equipment, should be covered under the traffic regulations. 1. Road Safety (Traffic) Regulations 1988: A legal requirement will have been imposed on Road Safety Act 1986. Victoria, Aus- every road authority to try to improve road tralia. safety on its road network and traffic calming 2. National Committee on Uniform Traffic regulations will have been specified. Laws and Ordinances: Uniform Vehicle Code and Model Traffic Ordinance. 1992. Evanston, Illinois, US. 5 BENEFITS AND 3. Southern Africa Transport and EFFECTS Communications Commission (SATCC). 1990. The SATCC Road Traffic legislation provides the legal frame- Traffic Signs Manual. Norway: Institute work for traffic police enforcement and speci- of Transport Economics. fies the requirements for safe road user behavior 4. SATCC. SATCC Highway Code. Norway: that will benefit all road users. Modern traffic Institute of Transport Economics. legislation should contain a safety focus rather 5. Zaal, D. 1994. Traffic Law Enforcement: than the old-fashioned administrative and A Review of the Literature. Australia: document-related concerns characteristic of Federal Office of Road Safety. older, outdated legislation. 6. Axup, D. 1993. Enforcement: Traffic When properly developed, traffic legisla- Safety Toolbox. Washington, DC, US: In- tion and regulations must include not only institute of Transportation Engineers. formation about road use but also a stream- 7. Legal Research Board. 1992. Road Trans- lined punishment system with an adequate de- port Rules. Laws of Malaysia. Malaysia: terrence effect upon road users. Compliance International Law Book Services.

4.10 - 12 ROAD SAFETY GUIDELINES 4.11 TRAFFIC POLICE AND LAW ENFORCEMENT

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY TRAFFIC POLICE AND 4.11 LAW ENFORCEMENT

Traffic law enforcement is needed to encourage safer road use and an orderly traffic flow.

ROAD SAFETY GUIDELINES 4.11 - 1 1 INTRODUCTION

˧˻˸̆˸ʳ̆˸˶̇̂̅ʳ˺̈˼˷˸˿˼́˸̆ʳ̂́ʳϘ˧̅˴˹˹˼˶ʳˣ̂˿˼˶˸ʳ˴́˷ʳ˟˴̊ʳ˘́˹̂̅˶˸̀˸́̇ϙʳ˴̅˸ʳ˹̅̂̀ʳ˴ʳ̆˸̇ʳ̂˹ʳ˚̈˼˷˸ˀ ˿˼́˸̆ʳ̂́ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˹̂̅ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ˥˸˺˼̂́ʳ̃̂˿˼˶̌̀˴˾˸̅̆ʿʳ˷˸̉˸˿̂̃˸˷ʳ˴̆ʳ̃˴̅̇ʳ̂˹ʳ˴ ̅˸˺˼̂́˴˿ʳ̇˸˶˻́˼˶˴˿ʳ˴̆̆˼̆̇˴́˶˸ʳ̃̅̂˽˸˶̇ʳʻ˥˘˧˔ʳˈˉ˅˃ˍʳ˥˸˺˼̂́˴˿ʳ˜́˼̇˼˴̇˼̉˸̆ʳ˼́ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʼ ˹̈́˷˸˷ʳ ˵̌ʳ̇˻˸ʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ʳʻ˔˗˕ʼˁ ˧˻˸ʳ̀˴˼́ʳ̂˵˽˸˶̇˼̉˸ʳ̂˹ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ʳ˼̆ʳ̇˻˸ʳ̆˴˹˸ʳ˴́˷ʳ˸˹˹˼˶˼˸́̇ʳ˹˿̂̊ʳ̂˹ʳ̇̅˴˹˹˼˶ʿʳ˴˶˻˼˸̉˸˷ ̇˻̅̂̈˺˻ʳ̀˸˴́̆ʳ̂˹ʳ̃˸̅̆̈˴̆˼̂́ʿʳ̃̅˸̉˸́̇˼̂́ʿʳ˴́˷ʳ̃̈́˼̆˻̀˸́̇ˁ

2 WHY ARE TRAFFIC ˧˻˸̅˸ʳ˼̆ʳ˴́ʳ˸̉˸́ʳ˺̅˸˴̇˸̅ʳ́˸˸˷ʳ˹̂̅ʳ̇̅˴˼́˸˷ POLICE AND LAW ˴́˷ʳ˸˹˹˸˶̇˼̉˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˼́ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́ˀ ENFORCEMENT ̇̅˼˸̆ʳ˷̈˸ʳ̇̂ʳ̇˻˸ʳ˶̂̀̃˸̇˼́˺ʳ˷˸̀˴́˷̆ʳ̂́ʳ̆˶˴̅˶˸ ̅̂˴˷ʳ̆̃˴˶˸ʿʳ˴ʳ̃̂̃̈˿˴˶˸ʳ˿˴̅˺˸˿̌ʳ˿˴˶˾˼́˺ʳ˼́ʳ̅̂˴˷ NEEDED? ̆˴˹˸̇̌ʳ˴̊˴̅˸́˸̆̆ʿʳ˴́˷ʳ˼́̆̈˹˹˼˶˼˸́̇ʳ˺̈˼˷˴́˶˸ ̃̅̂̉˼˷˸˷ʳ̇̂ʳ̅̂˴˷ʳ̈̆˸̅̆ʳ˵̌ʳ̅̂˴˷ʳ̆˼˺́̆ʿʳ̀˴̅˾ˀ ̆ʳ̀̂̇̂̅ʳ̉˸˻˼˶˿˸̆ʳ˼́˶̅˸˴̆˸ʳ˼́ʳ́̈̀˵˸̅̆ʳ˴́˷ ˼́˺̆ʿʳ˴́˷ʳ˹˴˶˼˿˼̇˼˸̆ˁʳˢ́ʳ̇˻˸ʳ̆̇̅˸˸̇̆ʿʳ̇˻˸ʳ̇̅˴˹˹˼˶ ˼́ʳ̇˻˸˼̅ʳ̃̂̊˸̅ʳ˴́˷ʳ˶˴̃˴˵˼˿˼̇̌ʿʳ̇̅˴˹˹˼˶ ̃̂˿˼˶˸ʳ˴̅˸ʳ˸̋̃˸˶̇˸˷ʳ̇̂ʳ˶̂̀̃˸́̆˴̇˸ʳ˹̂̅ʳ˴́̌ ˶̂́˷˼̇˼̂́̆ʳ˵˸˶̂̀˸ʳ˻˴̅˷˸̅ʳ˹̂̅ʳ̇˻˸ʳ˴̉ˀ ˔ ˷˸˹˼˶˼˸́˶̌ʳ ˼́ʳ ̇̅˴˹˹˼˶ʳ ˸́˺˼́˸˸̅˼́˺ʳ ̊˻˼˿˸ ˸̅˴˺˸ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅ʳ̇̂ʳ˶̂́̇̅̂˿ˁʳ˦̃˸˶˼˴˿˼̍˸˷ʳ ̇̅˴˼́ˀ ˵˴˿˴́˶˼́˺ʳ˷˼˹˹˸̅˸́̇ʳ ̅̂˴˷ʳ̈̆˸ʳ˷˸̀˴́˷̆ʳ˴̆ ˼́˺ʳ˼̆ʳ́˸˸˷˸˷ʳ̇̂ʳ˸́̆̈̅˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̂˹ˀ ˷˼̉˸̅̆˸ʳ˴̆ʳ˶˻˼˿˷ʳ̃˸˷˸̆̇̅˼˴́̆ʳ˴́˷ʳ˻˴́˷˶˴̅̇̆ʿ ˹˼˶˸̅̆ʳ˻˴̉˸ʳ˴ʳ̃̅˴˶̇˼˶˴˿ʳ̈́˷˸̅̆̇˴́˷˼́˺ʳ̂˹ʳ˻̂̊ ̂̉˸̅˿̂˴˷˸˷ʳ̇̅̈˶˾̆ʿʳ˴́˷ʳ̀̂˷˸̅́ʳ˿˴́˷ʳ˶̅̈˼̆˸̅̆ˁ ˵˸̆̇ʳ̇̂ʳ˴˶˻˼˸̉˸ʳ̆˴˹˸̇̌ʳ˴́˷ʳ˴́ʳ̂̅˷˸̅˿̌ʳ˹˿̂̊ʳ̂˹ ˦̃˸˶˼˴˿˼̍˸˷ʳ̇̅˴˼́˼́˺ʳ˵˸˶̂̀˸̆ʳ˴ʳ́˸˶˸̆̆˼̇̌ʳ˴̆ ̇̅˴˹˹˼˶ʳ̂́ʳ̇˻˸ʳ̅̂˴˷ˁ ̇˻˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˴̅˸ʳ˻˸˿˷ʳ̅˸̆̃̂́̆˼˵˿˸ʳ˹̂̅ ˧̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̇̅˴˼́˼́˺ʳ˼̆ʳ˸̋̃˸́̆˼̉˸ʳ˴́˷ʳ˼̇ ˸́̆̈̅˼́˺ʳ˴ʳ̆˴˹˸ʳ˴́˷ʳ˸˹˹˼˶˼˸́̇ʳ̅̂˴˷ʳ́˸̇̊̂̅˾ ˼̆ʳ́̂̇ʳ˶̂̆̇ˀ˸˹˹˸˶̇˼̉˸ʳ̇̂ʳ̆̈̃̃˿̌ʳ˼̇ʳ˴̆ʳ˴ʳ̃˴̅̇ʳ̂˹ ̈́˷˸̅ʳ̆̈˶˻ʳ˶˻˴˿˿˸́˺˼́˺ʳ˶˼̅˶̈̀̆̇˴́˶˸̆ˁ ˵˴̆˼˶ʳ̇̅˴˼́˼́˺ʳ̇̂ʳ˴˿˿ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅̆ˁʳ˧˻˸ʳ˷̈̇˼˸̆ ̂˹ʳ˴ʳ̇̅˴˹˹˼˶ʳ̂˹˹˼˶˸̅ʳΫʳ˷˸˴˿˼́˺ʳ̊˼̇˻ʳ˹˴̇˴˿ʳ˴́˷ ̆˸̅˼̂̈̆ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇̆ʿʳ˴́˷ʳ̅˸̃̂̅̇˼́˺ʳ̇̅˴˹˹˼˶ ̂˹˹˸́̆˸̆ʳΫʳ˷̂ʳ́̂̇ʳ˴̃̃˸˴˿ʳ̇̂ʳ˴˿˿ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅̆ˁ 3 KEY COMPONENTS ˙̈̅̇˻˸̅̀̂̅˸ʿʳ̃̂˿˼˶˸ʳ˷̅˼̉˸̅ʳ̇̅˴˼́˼́˺ʳ˼̆ʳ˴ʳ̆˾˼˿˿ ̇˻˴̇ʿʳ̇˴˾˸́ʳ̇̂ʳ˻˼˺˻ʳ˿˸̉˸˿̆ʿʳ˼̆ʳ́̂̇ʳ̊˼̇˻˼́ʳ̇˻˸ʳ˶˴ˀ ˧˻˸ʳ˹˼̉˸ʳ˾˸̌ʳ˶̂̀̃̂́˸́̇̆ʳ˴̅˸ˍʳ̂̅˺˴́˼̍˴ˀ ̃˴˵˼˿˼̇̌ʳ̂˹ʳ˴˿˿ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅̆ˁ ̇˼̂́ʿʳ̃̂˿˼˶̌ʿʳ̇̅˴˼́˼́˺ʿʳ̉˸˻˼˶˿˸̆ʿʳ˴́˷ʳ˸̄̈˼̃̀˸́̇ˁ Figure 1: Traffic police sectors ˜́ʳ˼́˷̈̆̇̅˼˴˿˼̍˸˷ʳ˶̂̈́̇̅˼˸̆ʿʳ̇̅˴˹˹˼˶ʳ˸́˹̂̅˶˸ˀ and activities. ̀˸́̇ʳ˻˴̆ʳ˵˸˶̂̀˸ʳ̇˻˸ʳ̃̅̂̉˼́˶˸ʳ̂˹ʳ˴ʳ́̈˶˿˸̈̆ʳ̂˹ 3.1 Organization ˻˼˺˻˿̌ˀ̇̅˴˼́˸˷ʳ ̆̃˸ˀ ˶˼˴˿˼̆̇ʳ̂˹˹˼˶˸̅̆ʳ̊˻̂̆˸ ˜́ʳ ˼́˷̈̆̇̅˼˴˿˼̍˸˷ʳ ˶̂̈́̇̅˼˸̆ʿʳ ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ ˷̈̇̌ʳ˼̆ʳ̆̂˿˸˿̌ʳ̇˻˸ʳ̃̅˸ˀ ̇̌̃˼˶˴˿˿̌ʳ˴˶˶̂̈́̇ʳ˹̂̅ʳˋˀ˄˃ʳ̃˸̅˶˸́̇ʳ̂˹ʳ̇˻˸ʳ̇̂̇˴˿ ̉˸́̇˼̂́ʳ ̂˹ʳ˴˶˶˼˷˸́̇̆ʿ ̃̂˿˼˶˸ʳ˵̈˷˺˸̇ʳ˴́˷ʳ˼́ʳ̇˻˸ʳ˶̂̈́̇̅˼˸̆ʳ̊˻˸̅˸ʳ̇̅˴˹˹˼˶ ˴́˷ʳ̇˻˸ʳ̀˴˼́̇˸́˴́˶˸ ̃̂˿˼˶˼́˺ʳ˼̆ʳ̃˴̅̇˼˶̈˿˴̅ʳ̆̇̅̂́˺ʳʻ˸ˁ˺ˁʿʳ˝˴̃˴́ʼʿʳ̇̅˴˹˹˼˶ ̂˹ʳ̆̀̂̂̇˻ʳ˴́˷ʳ̂̅˷˸̅˿̌ ̃̂˿˼˶˸ʳ̀˴̌ʳ˴˶˶̂̈́̇ʳ˹̂̅ʳ˄ˇˀ˄ˉʳ̃˸̅˶˸́̇ʳ̂˹ʳ̇˻˸ʳ̇̂̇˴˿ ̇̅˴˹˹˼˶ʳ˹˿̂̊ˁʳ˛̂̊˸̉˸̅ʿ ̃̂˿˼˶˸ʳ˵̈˷˺˸̇ˁʳ˜́ʳ̀̂̆̇ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʿ ˼́ʳ˷˸̉˸˿̂̃˼́˺ʳ ˶̂̈́ˀ ̇̅˴˹˹˼˶ʳ ̃̂˿˼˶˸ʳ ˴̅˸ʳ ̂˹̇˸́ʳ ̈́˷˸̅˹̈́˷˸˷ʳ ˴́˷ ̇̅˼˸̆ʿʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˴̅˸ ̈́˷˸̅̅˸̆̂̈̅˶˸˷ʿʳ˴́˷ʳ˴̅˸ʳ̅˴̅˸˿̌ʳ˴˿˿̂˶˴̇˸˷ʳ˸̉˸́ʳˈ ˿˴̅˺˸˿̌ʳ̈́̇̅˴˼́˸˷ʿʳ̈́ˀ ̃˸̅˶˸́̇ʳ̂˹ʳ̃̂˿˼˶˸ʳ˵̈˷˺˸̇̆ˁʳ˟˼̀˼̇˸˷ʳ̅˸̆̂̈̅˶˸̆ ˸̄̈˼̃̃˸˷ʿʳ˴́˷ʳ̃̂̂̅˿̌ ̅˸̄̈˼̅˸ʳ̇˻˸ʳ˸˹˹˼˶˼˸́̇ʳ̂̅˺˴́˼̍˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ̇̅˴˹˹˼˶ ̃˴˼˷ˁ ̃̂˿˼˶˸ʳ̇̂ʳ̀˴̋˼̀˼̍˸ʳ̃̂̇˸́̇˼˴˿ʳ˸˹˹˸˶̇˼̉˸́˸̆̆ˁ

4.11 - 2 ROAD SAFETY GUIDELINES TRAFFIC POLICE AND LAW ENFORCEMENT

˙̂̅˶˸ʳ̆̇̅˸́˺̇˻ʳ˼̆ʳ́̂̇ʳ̈̆̈˴˿˿̌ʳ˴ʳ˶̂́̆̇̅˴˼́˼́˺ ˿˴̇˼̂́ʳ ̊˼̇˻ʳ˴˶˶˼˷˸́̇̆ʳ̇˻˴́ʳ˷̂ʳ̇˻˸ʳ̆˴˹˸̇̌ ˹˴˶̇̂̅ʳ˴̆ʳ̆̇˴˹˹˼́˺ʿʳ̅˸˴˷˼˿̌ʳ˴̉˴˼˿˴˵˿˸ʳ˼́ʳ˷˸̉˸˿ˀ ̂˹˹˸́̆˸̆ˎʳ˴́˷ ̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʿʳ˼̆ʳ̂˹̇˸́ʳ̈̆˸˷ʳ̇̂ʳ˶̂̀̃˸́̆˴̇˸ ˇʼ ˴˷̀˼́˼̆̇̅˴̇˼̉˸ˍʳ̃˴̃˸̅̊̂̅˾ʳ̂˹˹˸́̆˸̆ ˹̂̅ʳ˿˴˶˾ʳ̂˹ʳ˸̄̈˼̃̀˸́̇ʳ˴́˷ʳ̉˸˻˼˶˿˸̆ˁ ̆̈˶˻ʳ˴̆ʳ˼̀̃̅̂̃˸̅ʳ̉˸˻˼˶˿˸ʳ̅˸˺˼̆̇̅˴̇˼̂́ʳ̂̅ ˢ̅˺˴́˼̍˴̇˼̂́˴˿ʳ̆̇̅̈˶̇̈̅˸ʳ˼́ʳ̇˻˸ʳ̇̅˴˹˹˼˶ʳ̃̂ˀ ̇̅˴́̆˹˸̅ʳ̂˹ʳ̂̊́˸̅̆˻˼̃ˁ ˿˼˶˸ʳ˹̂̅˶˸̆ʳ̂˹ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ˻˴̆ʳ̇˸́˷˸˷ ̇̂ʳ˵˸ʳ˵̂̇̇̂̀ʳ˻˸˴̉̌ʳ˴̇ʳ̇˻˸ʳ˿̂̊˸̆̇ʳ˿˸̉˸˿̆ʿʳ̊˼̇˻ ˦˴˹˸̇̌ʳ̉˼̂˿˴̇˼̂́̆ʿʳ̂̅ʳϘ̀̂̉˼́˺ϙʳ̉˼̂˿˴̇˼̂́̆ ̀˴́̌ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅̆ʳ́̂̇ʳ˸̉˸́ʳ˸̀̃̂̊˸̅˸˷ʳ̇̂ ˴̆ʳ̇˻˸̌ʳ˴̅˸ʳ̆̂̀˸̇˼̀˸̆ʳ˶˴˿˿˸˷ʿʳ̆˻̂̈˿˷ʳ˵˸ʳ̇˴̅ˀ ˶˼̇˸ʳ̇̅˴˹˹˼˶ʳ̉˼̂˿˴̇˼̂́̆ˁʳˠ˼˷˷˿˸ʳ̀˴́˴˺˸̀˸́̇ʿ ˺˸̇˸˷ʳ̇̂ʳ˹̂˶̈̆ʳ˸́˹̂̅˶˸̀˸́̇ʳ˸˹˹̂̅̇̆ʳ˴̇ʳ˴˶̇˼̂́̆ ̊˻˸̅˸ʳ˴́˴˿̌̆˼̆ʳ̊̂̈˿˷ʳ́̂̅̀˴˿˿̌ʳ˵˸ʳ˶̂́˷̈˶̇˸˷ʿ ̀̂̆̇ʳ˶˿̂̆˸˿̌ʳ˶̂́́˸˶̇˸˷ʳ̊˼̇˻ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇̆ˁ ˼̆ʳ̂˹̇˸́ʳ̀˼́˼̀˴˿ʳ˴́˷ʳ̂̃˸̅˴̇˼̂́˴˿ʳ˷˸˶˼̆˼̂́̆ʳ̂˹ˀ ˛˼˺˻ˀ̅˼̆˾ʳ ˴˶˶˼˷˸́̇ʳ ̆˼̇˸̆ʳ ̆˻̂̈˿˷ʳ ˴˿̆̂ʳ ˵˸ ̇˸́ʳ˶̂̀˸ʳ˹̅̂̀ʳ̇̂̃ʳ̀˴́˴˺˸̀˸́̇ʳ˵˴̆˸˷ʳ̂́ʳ̃̅̂ˀ ̇˴̅˺˸̇˸˷ˁʳ ˔̆ʳ̇̅˴˹˹˼˶ʳ̅˸˺̈˿˴̇˼̂́̆ʳ̈̆̈˴˿˿̌ʳ̆̃˸˶˼˹̌ ˹˸̆̆˼̂́˴˿ʳ˽̈˷˺̀˸́̇ʳ˴˿̂́˸ʳ̅˴̇˻˸̅ʳ̇˻˴́ʳ̂́ʳ̆̌̆ˀ ̇˻˸ʳ̀˴̋˼̀̈̀ʳ˹˼́˸ʳ˹̂̅ʳ˸˴˶˻ʳ̉˼̂˿˴̇˼̂́ʿʳ̆˴˹˸̇̌ ̇˸̀˴̇˼˶ʳ˴́˴˿̌̆˼̆ʳ̂˹ʳ˷˴̇˴ˁ ̉˼̂˿˴̇˼̂́̆ʳ̆˻̂̈˿˷ʳ˼́˶̈̅ʳ̇˻˸ʳ̀˴̋˼̀̈̀ʳ˹˼́˸ʳ̇̂ ˜́ʳ̀˴́̌ʳ˶̂̈́̇̅˼˸̆ʿʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˴̅˸ʳ̇̅˴́̆ˀ ˻˼˺˻˿˼˺˻̇ʳ̇˻˸ʳ̆˸̅˼̂̈̆́˸̆̆ʳ̂˹ʳ̇˻˸ʳ̂˹˹˸́̆˸ˁ ˹˸̅̅˸˷ʳ˴˹̇˸̅ʳ̇̊̂ʳ̇̂ʳ̇˻̅˸˸ʳ̌˸˴̅̆ʳ˴́˷ʳ̇˻˸̅˸ʳ˼̆ʳ˿˼̀ˀ ˼̇˸˷ʳ̂̃̃̂̅̇̈́˼̇̌ʳ̇̂ʳ˴˷̉˴́˶˸ʳ̂̅ʳ̈̆˸ʳ˴́̌ʳ̆̃˸ˀ ˶˼˴˿˼̆̇ʳ̇̅˴˼́˼́˺ʳ̅˸˶˸˼̉˸˷ˁʳ˖˴̅˸˸̅ʳ̇˸́̈̅˸ʳ˻˴̆ʳ˵˸˸́ 3.3 Tactics ˼́̇̅̂˷̈˶˸˷ʳ˼́ʳ̆̂̀˸ʳ˶̂̈́̇̅˼˸̆ʳ̇˻˴̇ʳ˴˿˿̂̊̆ʳ̂˹ˀ a) Strategic plans and selective ˹˼˶˸̅̆ʳ̇̂ʳ̆̃˸˶˼˴˿˼̍˸ʳ˼́ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ʳ˴́˷ʳ˻˸˿̃̆ enforcement ˶̅˸˴̇˸ʳ˴ʳ́̈˶˿˸̈̆ʳ̂˹ʳ˸̋̃˸̅˼˸́˶˸˷ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ ̂˹˹˼˶˸̅̆ʳ̊˻̂ʳ˵˸˶̂̀˸ʳ˴ʳ̉˴˿̈˴˵˿˸ʳ̅˸̆̂̈̅˶˸ʳ˹̂̅ ˘́˹̂̅˶˸̀˸́̇ʳ̃̅˼̂̅˼̇˼˸̆ʳ́˸˸˷ʳ̇̂ʳ˵˸ʳ˶˿˸˴̅˿̌ ̇˻˸˼̅ʳ˶̂̈́̇̅̌ˁ ˼˷˸́̇˼˹˼˸˷ʳ˼́ʳ˴ʳ̃̂˿˼˶̌ʳ˷̂˶̈̀˸́̇ʳ̆̈˶˻ʳ˴̆ʳ˴ʳ̆̇̅˴ˀ ˜́ʳ̀̂̆̇ʳ˶̂̈́̇̅˼˸̆ʿʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̆˴˿˴̅˼˸̆ʳ˴̅˸ ̇˸˺˼˶ʳ̃˿˴́ˁʳ˜́ʳ̅˸˶˸́̇ʳ̌˸˴̅̆ʿʳ̆̇̅˴̇˸˺˼˶ʳ̃˿˴́̆ʳ˻˴̉˸ ̇˼˸˷ʳ˼́̇̂ʳ̇˻˸ʳ˶˼̉˼˿ʳ̆˸̅̉˴́̇̆ϗʳ̃˴̌ʳ̆˶˴˿˸̆ʳ˴́˷ʳ˷̂ ˵˸˸́ʳ̈̆˸˷ʳ̇̂ʳ̆̃˸˶˼˹̌ʳ̃̂˿˼˶˸ʳ˹̂̅˶˸̆ϗʳ̂˵˽˸˶̇˼̉˸̆ ́̂̇ʳ̃̅̂̃˸̅˿̌ʳ̅˸˹˿˸˶̇ʳ̇˻˸ʳ˻˴̍˴̅˷̂̈̆ʳ˴́˷ʳ˷˸̀˴́˷ˀ ˴́˷ʳ̇˻˸ʳ˴˶̇˼̂́̆ʳ˼́̇˸́˷˸˷ʳ̇̂ʳ˻˸˿̃ʳ˴˶˻˼˸̉˸ʳ̇˻˸ ˼́˺ʳ́˴̇̈̅˸ʳ̂˹ʳ̇˻˸ʳ̊̂̅˾ˁʳ˧̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˴̅˸ʳ̅˸ˀ ̆̇˴̇˸˷ʳ̂˵˽˸˶̇˼̉˸̆ˁʳ˧˴̅˺˸̇ʳ˷˸˴˷˿˼́˸̆ʳ̆˻̂̈˿˷ʳ˴˿̆̂ ̄̈˼̅˸˷ʳ̇̂ʳ̊̂̅˾ʳ˿̂́˺ʳ̆˻˼˹̇̆ʳ̂́ʳ̃̂˼́̇ʳ˷̈̇̌ʳ˼́ ˵˸ʳ̃̅̂̉˼˷˸˷ʳ̇̂ʳ˴˿˿̂̊ʳ̀̂́˼̇̂̅˼́˺ʳ̂˹ʳ̇˻˸ʳ̊̂̅˾ ̇̅̂̃˼˶˴˿ʳ˶˿˼̀˴̇˸̆ʿʳ̂˹̇˸́ʳ˹̂̅ʳ̆˸̉˸́ʳ˷˴̌̆ʳ˴ʳ̊˸˸˾ˁ ̈́˷˸̅̇˴˾˸́ˁ ˟˸˴̉˸ʳ˸́̇˼̇˿˸̀˸́̇ʳ˼̆ʳ̂˹̇˸́ʳ̅˸̆̇̅˼˶̇˸˷ʿʳ̊˻˼˶˻ ˦˸˿˸˶̇˼̉˸ʳ˸́˹̂̅˶˸̀˸́̇ʿʳ̊˻˸̅˸˵̌ʳ̆˴˹˸̇̌ʳ̉˼̂ˀ ˶̂́̇̅˼˵̈̇˸̆ʳ̇̂ʳ˴ʳ˻˼˺˻ʳ̆˼˶˾ʳ˿˸˴̉˸ʳ̅˴̇˸ˁʳ˧̂̂ʳ̀̈˶˻ ˿˴̇˼̂́̆ʳ˴̅˸ʳ˼˷˸́̇˼˹˼˸˷ʳ̇˻̅̂̈˺˻ʳ˴˶˶˼˷˸́̇ʳ˷˴̇˴ ̇˸̀̃̇˴̇˼̂́ʳ˴́˷ʳ̂̃̃̂̅̇̈́˼̇̌ʳ˹̂̅ʳ˶̂̅̅̈̃̇˼̂́ʳ˶˴́ ˴́˴˿̌̆˼̆ʳ˴́˷ʳ̃̅̂˹˸̆̆˼̂́˴˿ʳ˽̈˷˺̀˸́̇ʿʳ̆˻̂̈˿˷ ˸̋˼̆̇ʳ̊˼̇˻˼́ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ʳ˴́˷ʳ̊̂˸˹̈˿˿̌ʳ˼́ˀ ̃̅̂̉˼˷˸ʳ̇˻˸ʳ˵˴̆˼̆ʳ˹̂̅ʳ̆̇˴˹˹ʳ˷˸̃˿̂̌̀˸́̇ˁʳ˧˴̅˺˸̇˸˷ ˴˷˸̄̈˴̇˸ʳ̆˴˿˴̅˼˸̆ʳ˷̂ʳ́̂̇ʳ˻˸˿̃ˁ ˸́˹̂̅˶˸̀˸́̇ʳ˶˴̀̃˴˼˺́̆ʿʳ˸˼̇˻˸̅ʳ̆̇˴̇˼̂́˴̅̌ʳ̂̅ ̀̂˵˼˿˸ʿʳ̆˻̂̈˿˷ʳ˵˸ʳ̈́˷˸̅̇˴˾˸́ʳ̊˼̇˻ʳ̆̃˸˶˼˹˼˸˷ 3.2 Policy ̂˵˽˸˶̇˼̉˸̆ʳ˴́˷ʳ˴˺̅˸˸˷ʳ̀˸̇˻̂˷̆ʳ̂˹ʳ˸̉˴˿̈˴̇˼́˺ ̇˻˸ʳ˸˹˹˸˶̇˼̉˸́˸̆̆ʳ̂˹ʳ̇˻˸ʳ˶˴̀̃˴˼˺́̆ˁʳ˘̋̃˸̅˼˸́˶˸ ˪˼̇˻ʳ̇˻˸ʳ̊˼˷˸ʳ̅˴́˺˸ʳ̂˹ʳ̇̅˴˹˹˼˶ʳ̅˸˺̈˿˴̇˼̂́̆ ˻˴̆ʳ̆˻̂̊́ʳ̀˴́̌ʳ˸́˹̂̅˶˸̀˸́̇ʳ˶˴̀̃˴˼˺́̆ʿʳ̆̈˶˻ ˴́˷ʳ̇˻˸ʳ˿˼̀˼̇˸˷ʳ˴̀̂̈́̇ʳ̂˹ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̅˸ˀ ˴̆ʳ˻̂˿˷˼́˺ʳ˴ʳϘ˧̅˴˹˹˼˶ʳ˪˸˸˾ʿϙʳ˴̅˸ʳ̇̂̂ʳ̆˻̂̅̇ʳ˴́˷ ̆̂̈̅˶˸̆ʳ˴̉˴˼˿˴˵˿˸ʿʳ̇̅˴˹˹˼˶ʳ˸́˹̂̅˶˸̀˸́̇ʳ˸˹˹̂̅̇̆ ̈́˹̂˶̈̆˸˷ʳ̇̂ʳ˻˴̉˸ʳ˴́̌ʳ˿˴̆̇˼́˺ʳ˸˹˹˸˶̇ˁʳ˧̅˴˹˹˼˶ ̀̈̆̇ʳ˵˸ʳ̃̅˼̂̅˼̇˼̍˸˷ʳ̇̂ʳ̆̈˼̇ʳ˿̂˶˴˿ʳ̃̅̂˵˿˸̀̆ˁʳ˔ ̃̂˿˼˶˸ʳ˹̅˸̄̈˸́̇˿̌ʳ̈́˷˸̅˸̆̇˼̀˴̇˸ʳ̇˻˸ʳ˴̀̂̈́̇ʳ̂˹ ̅˸˶̂̀̀˸́˷˸˷ʳ̂̅˷˸̅ʳ̂˹ʳ̂˹˹˸́̆˸̆ʳ˹̂̅ʳ˶̂́̆˼˷˸̅˴ˀ ̇˼̀˸ʳ˴́˷ʳ˸˹˹̂̅̇ʳ˼̇ʳ̇˴˾˸̆ʳ̇̂ʳ˸˷̈˶˴̇˸ʳ̅̂˴˷ʳ̈̆˸̅̆ˁ ̇˼̂́ʳ˼̆ʳ˴̆ʳ˹̂˿˿̂̊̆ˍ

˄ʼ ̆˴˹˸̇̌ˍʳ ̂˹˹˸́̆˸̆ʳ̇˻˴̇ʳ˶̂̈˿˷ʳ˿˸˴˷ʳ̇̂ʳ˴ʳ̅̂˴˷ b) Verbal warnings ˴˶˶˼˷˸́̇ʿʳ˼ˁ˸ˁʿʳ̆̃˸˸˷˼́˺ʿʳ̆˼˺́˴˿ʳ̉˼̂˿˴̇˼̂́̆ʿ ˷̅̈́˾ˀ˷̅˼̉˼́˺ʳ̉˼̂˿˴̇˼̂́̆ʿʳ˴́˷ʳ̃˸˷˸̆̇̅˼˴́ ˩˸̅˵˴˿ʳ̊˴̅́˼́˺̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ̈̆˸˷ʿʳ˸̆̃˸˶˼˴˿˿̌ ˶̅̂̆̆˼́˺ʳ̉˼̂˿˴̇˼̂́̆ʳ˵̌ʳ˷̅˼̉˸̅̆ˎ ˼́ʳ̇˻˸ʳ˸˴̅˿̌ʳ̆̇˴˺˸̆ʳ̂˹ʳ˴́ʳ˸́˹̂̅˶˸̀˸́̇ʳ˶˴̀̃˴˼˺́ʿ ˅ʼ ̇̅˴˹˹˼˶ʳ̀˴́˴˺˸̀˸́̇ˍʳ̂˹˹˸́̆˸̆ʳ̇˻˴̇ʳ̊˻˼˿˸ ̊˻˸́ʳ˸˷̈˶˴̇˼̂́ʳ˴́˷ʳ̅˸˺̈˿˴̇˼̂́ʳ˶̂̀̃˿˼˴́˶˸ʳ˴̅˸ ́̂̇ʳ˼́˻˸̅˸́̇˿̌ʳ˷˴́˺˸̅̂̈̆ʳ˷̂ʳ́̂̇ʳ ˹˴˶˼˿˼ˀ ̇˻˸ʳ̂˵˽˸˶̇˼̉˸̆ʳ̅˴̇˻˸̅ʳ̇˻˴́ʳ̃̈́˼̆˻̀˸́̇ˁʳ˜́ʳ̀̂ˀ ̇˴̇˸ʳ̆̀̂̂̇˻ʳ̀̂̉˸̀˸́̇ʳ̂˹ʳ̇̅˴˹˹˼˶ʿʳ˼ˁ˸ˁʿʳ˼˿ˀ ̇̂̅˼̍˸˷ʳ˶̂̈́̇̅˼˸̆ʿʳ̇˻˸ʳ̀˴˽̂̅˼̇̌ʳ̂˹ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ ˿˸˺˴˿ʳ ̃˴̅˾˼́˺ʳ̂̅ʳ˵̈̆˸̆ʳ˿̂˴˷˼́˺ʳ˴́˷ʳ̈́ˀ ˼́̇˸̅˴˶̇˼̂́̆ʳ̊˼̇˻ʳ̇˻˸ʳ̃̈˵˿˼˶ʳ̅˸̆̈˿̇ʳ˼́ʳ̉˸̅˵˴˿ ˿̂˴˷˼́˺ʳ̃˴̆̆˸́˺˸̅̆ʳ̊˼̇˻˼́ʳ˴ʳ˽̈́˶̇˼̂́ˎ ̊˴̅́˼́˺̆ʳ̊˼̇˻ʳ˸̀˵˴̅̅˴̆̆̀˸́̇ʳ˴́˷ʳ˼́˶̂́̉˸́ˀ ˆʼ ˸̄̈˼̃̀˸́̇ˍʳ̂˹˹˸́̆˸̆ʳ̆̈˶˻ʳ˴̆ʳ˿˼˺˻̇˼́˺ʳ̂̅ ˼˸́˶˸ʳ̆˸˸́ʳ˴̆ʳ˴˷˸̄̈˴̇˸ʳ˷˸̇˸̅̅˸́̇̆ˁʳ˧˻˸ʳ˴˼̀ ̇˼̅˸ʳ˷˸˹˸˶̇̆ʳ̇˻˴̇ʳ˶̂̈˿˷ʳ˶̂́̇̅˼˵̈̇˸ʳ̇̂ʳ˴́ ̆˻̂̈˿˷ʳ˴˿̊˴̌̆ʳ˵˸ʳ̇̂ʳ˷˸̇˸̅ʳ˵˴˷ʳ˵˸˻˴̉˼̂̅ʳ̅˴̇˻˸̅ ˴˶˶˼˷˸́̇ʳ˵̈̇ʳ˻˴̉˸ʳ˴ʳ̀̈˶˻ʳ˿̂̊˸̅ʳ˶̂̅̅˸ˀ ̇˻˴́ʳ̇̂ʳ ̃̈́˼̆˻ʳ˼̇ˁ

ROAD SAFETY GUIDELINES 4.11 - 3 TRAFFIC POLICE AND LAW ENFORCEMENT

c) Staffing deployment ̃˴̇̅̂˿ʳ̅̂̈̇˸̆ʳ˵˸˼́˺ʳ˴̆̆˼˺́˸˷ʳ̆̂ʳ̃̂˿˼˶˸ʳ̃̅˸̆˸́˶˸ ˴́˷ʳ˻˸́˶˸ʳ˷˸̇˸̅̅˸́˶˸ʳ˸˹˹˸˶̇̆ʳ̂́ʳ̀̂̇̂̅˼̆̇̆ʳ˴̅˸ ˧˻˸ʳ˴˶̇̈˴˿ʳ˷˸̃˿̂̌̀˸́̇ʳ̂˹ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̊˼˿˿ ˿̂̊˸̅ˁʳˠ̂˵˼˿˸ʳ̃˴̇̅̂˿˿˼́˺ʿʳ˸̉˸́ʳ̊˼̇˻ʳ̇˻˸ʳ̉˸˻˼ˀ ˵˸ʳ˷˼˶̇˴̇˸˷ʳ˵̌ʳ̇˻˸ʳ́̈̀˵˸̅̆ʳ̂˹ʳ̉˸˻˼˶˿˸̆ʳ˴̉˴˼˿ˀ ˶˿˸̆ʳ˴̉˴˼˿˴˵˿˸ʿʳ˼̆ʳ́̂̇ʳ˴˿̊˴̌̆ʳ̈̆˸˷ʳ̇̂ʳ̀˴̋˼̀̈̀ ˴˵˿˸ˁʳ˧˻˸ʳ̀˴˼́ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˹̈́˶̇˼̂́̆ʳ˴̅˸ʳ̃̂˼́̇ ˸˹˹˸˶̇˼̉˸́˸̆̆ʳ̊˼̇˻ʳ˺˸́˸̅˴˿ʳ̃˴̇̅̂˿˿˼́˺ʳ˴́˷ʳ˶̅˼̀˸ˀ ˷̈̇̌ʿʳ̀̂˵˼˿˸ʳ̃˴̇̅̂˿˿˼́˺ʿʳ˴˶˶˼˷˸́̇ʳ˼́̉˸̆̇˼˺˴̇˼̂́ʿ ̅˸˿˴̇˸˷ʳ˷̈̇˼˸̆ʳ̂˹̇˸́ʳ̇˴˾˼́˺ʳ̃̅˼̂̅˼̇̌ˁʳ˔̆ʳ̊˼̇˻ ˴́˷ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˸˷̈˶˴̇˼̂́ˁ ̃̂˼́̇ʳ ˷̈̇̌ʳ ˴̆̆˼˺́̀˸́̇̆ʿʳ ̀̂˵˼˿˸ʳ̃˴̇̅̂˿˿˼́˺ ˜́ʳ̀˴́̌ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʿʳ̇˻˸ʳ̉˴̆̇ʳ̀˴ˀ ̆˻̂̈˿˷ʳ́̂̇ʳ˵˸ʳ̈́˼˹̂̅̀˿̌ʳ˷˼̆̇̅˼˵̈̇˸˷ʳ̇˻̅̂̈˺˻ˀ ˽̂̅˼̇̌ʳ̂˹ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˴̅˸ʳ˴̆̆˼˺́˸˷ʳ̇̂ʳ̆̇˴̇˼̂́ˀ ̂̈̇ʳ̇˻˸ʳ˷˴̌ʳ˴́˷ʳ̂̉˸̅ʳ̇˻˸ʳ́˸̇̊̂̅˾ʳ˵̈̇ʳ̆˻̂̈˿˷ ˴̅̌ʳ ̃̂˼́̇ʳ˷̈̇̌ʳ˹̂̅ʳ̇̅˴˹˹˼˶ʳ˶̂́̇̅̂˿ʳ˴́˷ʳ̀˴́˴˺˸ˀ ̇˴̅˺˸̇ʳ̅̂˴˷̆ʳ˴́˷ʳ̅̂˴˷ʳ̆˸˶̇˼̂́̆ʳ̇˻˴̇ʳ˴̅˸ʳ̀̂̆̇ ̀˸́̇ˁʳ˛̂̊˸̉˸̅ʿʳ̀̈˶˻ʳ˶˴́ʳ˵˸ʳ˴˶˻˼˸̉˸˷ʳ˵̌ʳ˵˸˴̇ ̃̅̂́˸ʳ̇̂ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇̆ˁ ̂˹˹˼˶˸̅̆ʳ˼˹ʳ̇˻˸̌ʳ˴̅˸ʳ̆̇˴̇˼̂́˸˷ʳ˴̇ʳ˻˼˺˻ˀ̅˼̆˾ʳ̆˼̇˸̆ˁ ˔˶˶˼˷˸́̇ʳ˼́̉˸̆̇˼˺˴̇˼̂́ʳ̅˸̆̃̂́̆˼˵˼˿˼̇̌ʳ˼̆ ˜́ʳ˶̂̈́̇̅˼˸̆ʳ̊˻˸̅˸ʳ̃˸˷˸̆̇̅˼˴́ʳ˴˶˶˼˷˸́̇̆ʳ˴̅˸ʳ˴ ̈̆̈˴˿˿̌ʳ˴̆̆˼˺́˸˷ʳ̇̂ʳ̆˸́˼̂̅ʳ̂˹˹˼˶˸̅̆ʿʳ˼˹ʳ́̂̇ʳ˴ʳ̆̃˸ˀ ̃̅̂˵˿˸̀ʿʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˶̂̈˿˷ʳ˵˸ʳ̈̆˸˷ʳ̀̂̅˸ʳ˸˹ˀ ˶˼˴˿˼̍˸˷ʳ̈́˼̇ˁʳ˪˻˼˿˸ʳ˴˶˶˼˷˸́̇ʳ˼́̉˸̆̇˼˺˴̇˼̂́ʳ˼̆ ˹˸˶̇˼̉˸˿̌ʳ˴̇ʳ̃˸˷˸̆̇̅˼˴́ʳ˶̅̂̆̆˼́˺̆ʳ̇̂ʳ˻˸˿̃ʳ̃˿˴ˀ ˶̂́˷̈˶̇˸˷ʳ˵̌ʳ˺˸́˸̅˴˿ʳ̃̂˿˼˶˸ʳ˼́ʳ˴ʳ˹˸̊ʳ˶̂̈́ˀ ̇̂̂́ʳ ̇˻˸ʳ̃˸˷˸̆̇̅˼˴́̆ʿʳ˴̆ʳ̊˸˿˿ʳ˴̆ʳ̅˸̄̈˼̅˼́˺ ̇̅˼˸̆ʿʳ˼̇ʳ˼̆ʳ˷˸̆˼̅˴˵˿˸ʳ̇˻˴̇ʳ̇˻˼̆ʳ˹̈́˶̇˼̂́ʳ˼̆ʳ˶˴̅̅˼˸˷ ̉˸˻˼˶˿˸̆ʳ̇̂ʳ̆̇̂̃ʳ˹̂̅ʳ̃˸˷˸̆̇̅˼˴́̆ʳ˶̅̂̆̆˼́˺ˁ ̂̈̇ʳ˵̌ʳ̇˻˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̆̂ʳ̇˻˴̇ʳ̇˻˸̌ʳ˴̅˸ʳ˴˵˿˸ʳ̇̂ ˔́̂̇˻˸̅ʳ˸̋˴̀̃˿˸ʳ̂˹ʳ˻̂̊ʳ̃̂˼́̇ʳ˷̈̇˼˸̆ʳ˶̂̈˿˷ ˺˼̉˸ʳ˸̋̃˸̅̇ʳ˸̉˼˷˸́˶˸ʳ˼́ʳ˶̂̈̅̇ʳ˶˴̆˸̆ʳ˼́̉̂˿̉˼́˺ ˵˸ʳ̈̆˸˷ʳ̀̂̅˸ʳ˸˹˹˸˶̇˼̉˸˿̌ʳ˼̆ʳ̇˻̅̂̈˺˻ʳ̇˻˸ʳ̆̇˴˹˹˼́˺ ̆˸̅˼̂̈̆ʳ˴˶˶˼˷˸́̇̆ˁʳ˧˻˸̌ʳ˶˴́ʳ˴́˷ʳ̆˻̂̈˿˷ʳ˵˸ ̂˹ʳ̆˻˼˹̇̆ˁʳ˗̈˸ʳ̇̂ʳ̇˻˸ʳ̃˻̌̆˼˶˴˿ʳ˷˸̀˴́˷̆ʿʳ̃̂˼́̇ ̇̅˴˼́˸˷ʳ˼́ʳ˴˶˶˼˷˸́̇ʳ˼́̉˸̆̇˼˺˴̇˼̂́ʳ̇˸˶˻́˼̄̈˸̆ ˷̈̇̌ʳ˼̆ʳ˵̅̂˾˸́ʳ˼́̇̂ʳ̆˸̉˸̅˴˿ʳ̆˻˼˹̇̆ʳ̂̉˸̅ʳ̇˻˸ʳ˷˴̌ˁ ˴́˷ʳ˴˶˶˼˷˸́̇ʳ̅˸˶̂́̆̇̅̈˶̇˼̂́ʳ̀˸̇˻̂˷̆˄ˁ ˕̈̇ʳ˼́ʳ̀˴́̌ʳ˶̂̈́̇̅˼˸̆ʳ̇˻˸ʳ̆̇˴˹˹˼́˺ʳ˿˸̉˸˿ʳ˼̆ʳ˶̂́ˀ ˥̂˴˷ʳ̆˴˹˸̇̌ʳ˸˷̈˶˴̇˼̂́ʳ˴˷̉˼˶˸ʳ˼̆ʳ̈̆̈˴˿˿̌ʳ˴ ̆̇˴́̇ʳ̇˻̅̂̈˺˻̂̈̇ʳ̇˻˸ʳ˷˴̌ˁʳ˔˷˷˼̇˼̂́˴˿ʳ̇̅˴˹˹˼˶ʳ̃̂ˀ ̆̈̃̃˿˸̀˸́̇˴˿ʳ̅̂˿˸ʳ˹̂̅ʳ̇˻˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˴́˷ʳ˼́ˀ ˿˼˶˸ʳ̆˻̂̈˿˷ʳ˵˸ʳ̇˼̀˸̇˴˵˿˸˷ʳ̇̂ʳ̂̃˸̅˴̇˸ʳ˷̈̅˼́˺ ̉̂˿̉˸̆ʳ̂˶˶˴̆˼̂́˴˿ʳ̇˴˿˾̆ʳ˴́˷ʳ̉˼̆˼̇̆ʳ̇̂ʳ̆˶˻̂̂˿̆ˁ ˵̈̆˼˸̅ʳ˻̂̈̅̆ʳ˴́˷ʳ̆̇˴̇˼̂́˸˷ʳ˴̇ʳ̃̂˼́̇ʳ˷̈̇̌ʳ˷̈̅˼́˺ ˧˻˼̆ʳ̆˻̂̈˿˷ʳ̃̅˸˹˸̅˴˵˿̌ʳ˵˸ʳ˶˴̅̅˼˸˷ʳ̂̈̇ʳ˼́ʳ˴ʳ˶̂̀ˀ ̇˻˸ʳ̃˸˴˾ʳ˻̂̈̅̆ʳ˹̂̅ʳ˴˶˶˼˷˸́̇̆ʳ˴́˷ʳ̇̅˴˹˹˼˶ʳ˶̂́˺˸̆ˀ ̃˿˸̀˸́̇˴̅̌ʳ̊˴̌ʳ̇̂ʳ̂̇˻˸̅ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˸˷̈˶˴̇˼̂́ ̇˼̂́ˁʳ˧˻˼̆ʳ˼̆ʳ́̂̊ʳ˷̂́˸ʳ˼́ʳˡ˸̃˴˿ˁ ˸˹˹̂̅̇̆ˁ ˪˻˼˿˸ʳ˴ʳ̇̌̃˼˶˴˿ʳ˿˸̉˸˿ʳ̂˹ʳ̃˴̇̅̂˿ʳ˶̂̉˸̅˴˺˸ʳ˼́ ̇˻˸ʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʳʻ˨˞ʼʳ˼̆ʳ̆˻̂̊́ʳ˼́ʳ˧˴˵˿˸ʳ˄ʿ 3.4 Training ̇˻˸ʳ̅˸˿˴̇˼̉˸ʳ̆˶˴̅˶˼̇̌ʳ̂˹ʳ̃˴̇̅̂˿ʳ̉˸˻˼˶˿˸̆ʳ˴̉˴˼˿˴˵˿˸ ˼́ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ̅˸̆̈˿̇̆ʳ˼́ʳ̀̈˶˻ʳ˿˴̅˺˸̅ ˣ̂˿˼˶˸ʳ˼́ʳ˴́̌ʳ˶̂̈́̇̅̌ʳ̅˸˹˿˸˶̇ʳ̇˻˸ʳ̆̂˶˼˸̇̌ʳ˼́ ̊˻˼˶˻ʳ̇˻˸̌ʳ˿˼̉˸ʳ˴́˷ʳ̇˻˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˼́ʳ˷˸̉˸˿ˀ Table 1: Traffic Patrol Coverage ̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ˴̅˸ʳ́̂ʳ˸̋˶˸̃̇˼̂́ˁʳˠ̂̅˸̂̉˸̅ʿ ˼́ʳ̀˴́̌ʳ˶̂̈́̇̅˼˸̆ʿʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˴̅˸ʳ̇˻˸ʳ˺˸́˸̅˴˿ ˔̅˸˴ ʳ˥̂˴˷ʳ˶˿˴̆̆ ˧˼̀˸ʳ̃˸̅˼̂˷ ʳʳʳʳʳ˟˸̉˸˿ʳ̂˹ʳ̃˴̇̅̂˿ʳ˶̂̉˸̅˴˺˸ ̃̈˵˿˼˶ϗ̆ʳ̃̅˼̀˴̅̌ʳ˼˹ʳ́̂̇ʳ˸̋˶˿̈̆˼̉˸ʳ˶̂́̇˴˶̇ʳ̊˼̇˻ ˨̅˵˴́ ˧̅̈́˾ʳ˴́˷ ˃ˋˁ˃˃ˀʳ˃˃ˁ˃˃ ˢ́˸ʳ˶˴̅ʳ˴́˷ʳ̇̊̂ʳ̀̂̇̂̅˶̌˶˿˸̆ʳ˹̂̅ ̇˻˸ʳ̃̂˿˼˶˸ʳ˹̂̅˶˸ʳ˴́˷ʳ̇˻˸ʳ˼̀˴˺˸ʳ̂˹ʳ̇˻˸ʳ̃̂˿˼˶˸ ϖ˔ϗʳ˖˿˴̆̆ ˸̉˸̅̌ʳ˅˃ʳ̀˼˿˸̆ʳʻˆ˅ʳ˾˼˿̂̀˸̇˸̅̆ʼʳ̂˹ ˹̂̅˶˸ʳ̅˸˿˼˸̆ʳ̂́ʳ˻̂̊ʳ̊˸˿˿ʳ̇˻˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˶̂́ˀ ˶˴̅̅˼˴˺˸̊˴̌ˁ ˷̈˶̇ʳ̇˻˸̀̆˸˿̉˸̆ˁʳ˧̅˴˼́˼́˺ʳ̃̅̂˺̅˴̀̆ʳ́˸˸˷ʳ̇̂ ˃˃ˁ˃˃ˀʳ˃ˋˁ˃˃ ˢ́˸ʳ˶˴̅ʳ˹̂̅ʳ˸̉˸̅̌ʳˆ˃ʳ̀˼˿˸̆ʳ̂˹ ˵˸ʳ˶˴̃˴˵˿˸ʳ̂˹ʳ̃̅̂˷̈˶˼́˺ʳ́̂̇ʳ̂́˿̌ʳ̇˸˶˻́˼˶˴˿˿̌ ˶˴̅̅˼˴˺˸̊˴̌ˁ ̄̈˴˿˼˹˼˸˷ʳ˵̈̇ʳ˴˿̆̂ʳ̃̅̂˹˸̆̆˼̂́˴˿ʳ̂˹˹˼˶˸̅̆ʳ̊˼̇˻ʳ˼́ˀ ˢ̇˻˸̅ ˔˿˿ ˢ́˸ʳ˶˴̅ʳ˹̂̅ʳ˸̉˸̅̌ʳ˅˃˃ʳ̀˼˿˸̆ʳ̂˹ ̇˸˺̅˼̇̌ʳ̊˻̂ʳ˶˴́ʳ̃̅˸̆˸́̇ʳ˴ʳ˺̂̂˷ʳ̃̈˵˿˼˶ʳ˼̀˴˺˸ˁ ˶˴̅̅˼˴˺˸̊˴̌ˁ ˟˴˶˾ʳ̂˹ʳ˴̃̃̅˸˶˼˴̇˼̂́ʳ˹̂̅ʳ̇˻˸ʳ̆˾˼˿˿̆ʳ̅˸̄̈˼̅˸˷ ˵̌ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ʳ˻˴̆ʳ˿˸˷ʳ̇̂ʳ˼́̆̈˹˹˼˶˼˸́̇ʳ̃̅˼̂̅ˀ ˥̈̅˴˿ ˠ̂̇̂̅̊˴̌̆ ˃ˋˁ˃˃ˀ˃˃ˁ˃˃ ˢ́˸ʳ˶˴̅ʳ˹̂̅ʳ˸̉˸̅̌ʳ˄˃ʳ̀˼˿˸̆ʳ̂˹ʳ̅̂˴˷ ʻ˅˃ʳ̀˼˿˸̆ʳ̂˹ʳ˶˴̅̅˼˴˺˸̊˴̌ʼˁ ˼̇̌ʳ˵˸˼́˺ʳ˺˼̉˸́ʳ̇̂ʳ̇̅˴˼́˼́˺ʳ́˸˸˷̆ˁʳ˟˴˶˾ʳ̂˹ʳ̇̅˴˼́ˀ ˼́˺ʳ̂˶˶̈̅̆ʳ˴̇ʳ˴˿˿ʳ˿˸̉˸˿̆ʳ˴́˷ʳ̆˸́˼̂̅ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶ˀ ˃˃ˁ˃˃ˀ˃ˋˁ˃˃ ˢ́˸ʳ˶˴̅ʳ˹̂̅ʳ˸̉˸̅̌ʳ˅˃ʳ̀˼˿˸̆ʳ̂˹ʳ̅̂˴˷ ʻˇ˃ʳ̀˼˿˸̆ʳ̂˹ʳ˶˴̅̅˼˴˺˸̊˴̌ʼˁ ˸̅̆ʳ˴̅˸ʳ˹̅˸̄̈˸́̇˿̌ʳ̇̅˴́̆˹˸̅̅˸˷ʳ˼́̇̂ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶ˀ ˼́˺ʳ ̊˼̇˻̂̈̇ʳ̅˸˶˸˼̉˼́˺ʳ˴́̌ʳ̃̅˸̉˼̂̈̆ʳ̇̅˴˹˹˼˶ ˔˿˿ˀ̃̈̅̃̂̆˸ ˃ˋˁ˃˃ˀ˃˃ˁ˃˃ ˢ́˸ʳ˶˴̅ʳ˴́˷ʳ̂́˸ʳ̀̂̇̂̅˶̌˶˿˸ʳ˹̂̅ ̇̅˴˼́˼́˺ˁʳ˧˻˼̆ʳ˴̃̃̅̂˴˶˻ʳ˼̆ʳ̆˿̂̊˿̌ʳ˶˻˴́˺˼́˺ʳ˴̆ ̇̅̈́˾ʳ̅̂˴˷̆ ˸̉˸̅̌ʳ˅˃ʳ̀˼˿˸̆ʳ̂˹ʳ̅̂̈̇˸ˁ ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅̆ʳ̅˸˴˿˼̍˸ʳ̇˻˴̇ʳ˴ʳ̆̀˴˿˿ʳ˵̈̇ʳ̊˸˿˿ˀ ˃˃ˁ˃˃ˀ˃ˋˁ˃˃ ˢ́˸ʳ˶˴̅ʳ˹̂̅ʳ˸̉˸̅̌ʳˇ˃ʳ̀˼˿˸̆ʳ̂˹ʳ̅̂̈̇˸ ̇̅˴˼́˸˷ʳ̃̂˿˼˶˸ʳ˹̂̅˶˸ʳ˸̀̃̂̊˸̅˸˷ʳ˴́˷ʳ˶˴̃˴˵˿˸ ˢ̇˻˸̅ʳ˔ʳ˴́˷ʳ˕ ˃ˋˁ˃˃ˀ˃˃ˁ˃˃ ˢ́˸ʳ˶˴̅ʳ˹̂̅ʳ˸̉˸̅̌ʳˋ˃ʳ̀˼˿˸̆ʳ̂˹ʳ̅̂̈̇˸ ̂˹ʳ ˶̂́˷̈˶̇˼́˺ʳ˹̂˶̈̆˸˷ʳ˸́˹̂̅˶˸̀˸́̇ʳ˶˴̀̃˴˼˺́̆ ˖˿˴̆̆ ˼̆ʳ̀̈˶˻ʳ̀̂̅˸ʳ˸˹˹˸˶̇˼̉˸ʳ̇˻˴́ʳ˴ʳ˿˴̅˺˸ʳ˹̂̅˶˸ʳ̂˹ ˃˃ˁ˃˃ˀ˃ˋˁ˃˃ ˢ́˸ʳ˶˴̅ʳ˹̂̅ʳ˸̉˸̅̌ʳ˄ˉ˃ʳ̀˼˿˸̆ʳ̂˹ʳ̅̂̈̇˸ ˿˼̀˼̇˸˷ʳ ̈̆˸ˁʳ˜̇ʳ˼̆ʳ˴˿̆̂ʳ˸˴̆˼˸̅ʳ̇̂ʳ˸̋̃˴́˷ʳ̈̃̂́ʳ˴ ̇̅˴˼́˸˷ʳ˵˴̆˸ˁ

4.11 - 4 ROAD SAFETY GUIDELINES TRAFFIC POLICE AND LAW ENFORCEMENT

˧̅˴˼́˼́˺ʳ˶̂̈̅̆˸̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ̃̅̂̉˼˷˸˷ʳ˼́ʳ̇̅˴˹ˀ ̆˴˹˸̇̌ʳ˹˸˴̇̈̅˸ʳ˹̂̅ʳ̇˻˸ʳ̂˹˹˼˶˸̅ˁʳ˜́ʳ̃˴̅̇˼˶̈˿˴̅ʿʳ˼̇ʳ˼̆ ˹˼˶ʳ̀˴́˴˺˸̀˸́̇ʳ˴́˷ʳ˶̂́̇̅̂˿ʳʻ˽̈́˼̂̅ʳ˴́˷ʳ̆˸́˼̂̅ ̅˸˶̂̀̀˸́˷˸˷ʳ̇˻˴̇ʳ˹˿̈̂̅˸̆˶˸́̇ʳ˴́˷ʳ̅˸˹˿˸˶̇˼̉˸ ˿˸̉˸˿ʳ˶̂̈̅̆˸̆ʼʿʳ̇̅˴˹˹˼˶ʳ˿˴̊ʿʳ˴˶˶˼˷˸́̇ʳ˼́̉˸̆̇˼˺˴ˀ ̀˴̇˸̅˼˴˿ʳ˵˸ʳ̊̂̅́ʳ˼́ʳ̃̂̂̅ʳ̊˸˴̇˻˸̅ʳ˴́˷ʳ˸̆̃˸ˀ ̇˼̂́ʿʳ˻˼˺˻̊˴̌ʳ̃˴̇̅̂˿˿˼́˺ʿʳ̆̃˸˸˷ʳ˶̂́̇̅̂˿ʿʳ˴́˷ʳ̇˻˸ ˶˼˴˿˿̌ʳ˴̇ʳ́˼˺˻̇ˁʳ˧̂ʳ˶̂̀̃˿˸̀˸́̇ʳ̇˻˸ʳ˶̂́̇̅˴̆̇˼́˺ Plate 1: ̈̆˸ʳ̂˹ʳ˵̅˸˴̇˻˴˿̌̍˸̅̆ˁʳ˗̅˼̉˸̅ʳ˴́˷ʳ̅˼˷˸̅ʳ̇̅˴˼́˼́˺ʿ ˶̂˿̂̅̆ʳ̂˹ʳ̇˻˸ʳ̀˴̅˾˸˷ʳ̉˸˻˼˶˿˸ʿʳ˼̇ʳ˼̆ʳ̆̈˺˺˸̆̇˸˷ Appropriate vehicles must be used for traffic ˼́˶˿̈˷˼́˺ʳ˵˴̆˼˶ʳ̀˴˼́̇˸́˴́˶˸ʿʳ̆˻̂̈˿˷ʳ˵˸ʳ̃̅̂ˀ ̇˻˴̇ʳ˴ʳ˹˿˴̆˻˼́˺ʳ˵˴̅ʳ˿˼˺˻̇ʳ̂̅ʳ̆˼̀˼˿˴̅ʳ˹˸˴̇̈̅˸ʳ˵˸ enforcement. ̉˼˷˸˷ʳ˹̂̅ʳ˴˿˿ʳ̃˴̇̅̂˿ʳ̂˹˹˼˶˸̅̆ˁʳ˧̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̇̅˴˼́ˀ ˹˼̇̇˸˷ʳ̇̂ʳ̇˻˸ʳ̉˸˻˼˶˿˸ʳ̅̂̂˹ˁʳ˧˻˼̆ʳ̊̂̈˿˷ʳ˷˼̆̃˿˴̌ ˼́˺ʳ ̆˻̂̈˿˷ʳ ̃̅̂̉˼˷˸ ˿˼˺˻̇̆ʳ̂˹ʳ̇˻˸ʳ˶̂˿̂̅ʳ˴̆̆̂˶˼˴̇˸˷ʳ̊˼̇˻ʳ̇˻˸ʳ̃̂˿˼˶˸ ˶̂̈̅̆˸̆ʳ˼́ʳ̃̈˵˿˼˶ʳ̅˸˿˴ˀ ˼́ʳ̇˻˸ʳ˶̂̈́̇̅̌ʳ˶̂́˶˸̅́˸˷ˁ ̇˼̂́̆ʳ ˴́˷ʳ ̀˴́˴˺˸ˀ ˣ˴̇̅̂˿ʳ̉˸˻˼˶˿˸̆ʳ̆˻̂̈˿˷ʳ˴˿̆̂ʳ˵˸ʳ˸̄̈˼̃̃˸˷ʳ̊˼̇˻ ̀˸́̇ʳ̆˾˼˿˿̆ˁʳ˦˸˶̇˼̂́̆ʳˉ ˴˶˶˼˷˸́̇ʳ̅˸̆˶̈˸ʳ̇̂̂˿̆ʳʻ̇̂ʳ˴̆̆˼̆̇ʳ˼́ʳ̇˻˸ʳ˹̅˸˸˼́˺ʳ̂˹ ˴́˷ʳˊʳ̂˹ʳ̇˻˸̆˸ʳ˦˸˶̇̂̅ ̇̅˴̃̃˸˷ʳ̉˼˶̇˼̀̆ʼʿʳ˹˼̅˸ʳ˸̋̇˼́˺̈˼̆˻˸̅̆ʿʳ̆̈˼̇˴˵˿˸ ˚̈˼˷˸˿˼́˸̆ʳ̂˹˹˸̅ʳ˴˷̉˼˶˸ ˴̅̇˼˶˿˸̆ʳ̇̂ʳ̅˸̀̂̉˸ʳ˷˸˵̅˼̆ʳ˹̅̂̀ʳ̇˻˸ʳ̅̂˴˷ʳ̆̈̅˹˴˶˸ʿ ̂́ʳ ̇˻˸ʳ ̇̌̃˸̆ʳ ˴́˷ ˶̂˿˿˴̃̆˼˵˿˸ʳ̊˴̅́˼́˺ʳ̆˼˺́̆ʿʳ˴́˷ʳ˹˿˴̆˻˼́˺ʳ˵˸˴ˀ ˿̂˶˴̇˼̂́̆ʳ̂˹ʳ˶̂̈̅̆˸̆ ˶̂́̆ˁʳ˟̂˶˴˿ʳ˷˸˶˼̆˼̂́̆ʳ̀̈̆̇ʳ˵˸ʳ̇˴˾˸́ʳ̇̂ʳ˸̉˴˿̈ˀ ̇˻˴̇ʳ˴̅˸ʳ̈́˷˸̅̇˴˾˸́ʳ˵̌ ˴̇˸ʳ̊˻˴̇ʳ˼̆ʳ̇˻˸ʳ̀̂̆̇ʳ́˸˶˸̆̆˴̅̌ʳ˸̄̈˼̃̀˸́̇ʳ˹̂̅ʳ˴ ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˼́ʳ˷˸̉˸˿ˀ ˺˼̉˸́ʳ˸́̉˼̅̂́̀˸́̇ʳ˴́˷ʳ˴́̌ʳ̃̂̇˸́̇˼˴˿ʳ˼̀̃˴˶̇ ̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ˁ ̂́ʳ̇˻˸ʳ̆̃˸˸˷ʳ˴́˷ʳ˻˴́˷˿˼́˺ʳ̂˹ʳ̇˻˸ʳ̉˸˻˼˶˿˸ˁ

3.6 Equipment 3.5 Vehicles ˧˻˸ʳ̆˴˹˸̇̌ʳ̂˹ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅̆ʳ˼̆ʳ̃˴̅˴ˀ ˦˸˿˸˶̇˼̂́ʳ̂˹ʳ̀̂̇̂̅ʳ̉˸˻˼˶˿˸̆ʳ˹̂̅ʳ̇̅˴˹˹˼˶ʳ̃˴ˀ ̀̂̈́̇ˁʳ˧˻˸ʳ́˴̇̈̅˸ʳ̂˹ʳ̇˻˸˼̅ʳ̊̂̅˾ʳ˼̆ʳ̇˻˴̇ʳ̇˻˸̌ʳ˴̅˸ ̇̅̂˿ʳ̊̂̅˾ʳ̆˻̂̈˿˷ʳ˵˸ʳ̂́ʳ̇˻˸ʳ˵˴̆˼̆ʳ̂˹ʳ̆̈˼̇˴˵˼˿˼̇̌ ˴˿̊˴̌̆ʳ˼́ʳ˴ʳ̃̂̇˸́̇˼˴˿˿̌ʳ˷˴́˺˸̅̂̈̆ʳ˸́̉˼̅̂́̀˸́̇ ˹̂̅ʳ̇˻˸ʳ̇˴̆˾ˁʳ˔́ʳ˸̋˴̀̃˿˸ʳ̂˹ʳ̈́̆̈˼̇˴˵˼˿˼̇̌ʳ̊̂̈˿˷ ˼́ʳ˶˿̂̆˸ʳ̃̅̂̋˼̀˼̇̌ʳ̇̂ʳ̀̂̉˼́˺ʳ̇̅˴˹˹˼˶ˁʳˣ̅˸˶˴̈ˀ ˵˸ʳ̇˻˸ʳ̈̆˸ʳ̂˹ʳ˴ʳ˻˼˺˻ˀ̃̂̊˸̅˸˷ʳ̆˴˿̂̂́ʳ̀̂̇̂̅ʳ˶˴̅ʿ ̇˼̂́̆ʳ̀̈̆̇ʳ˵˸ʳ̇˴˾˸́ʳ̇̂ʳ̀˼́˼̀˼̍˸ʳ̅˼̆˾ʳ̂˹ʳ˼́˽̈̅̌ˁ ˷˸̆˼˺́˸˷ʳ˹̂̅ʳ̃˸̅˹̂̅̀˴́˶˸ʳ̂́ʳ̆̀̂̂̇˻ʳ̆̈̅˹˴˶˸˷ ˔́ʳ˸̆̆˸́̇˼˴˿ʳ˼̇˸̀ʳ˼̆ʳ˴ʳ˻˼˺˻˿̌ʳ˶̂́̆̃˼˶̈̂̈̆ʳ̈́˼ˀ ̅̂˴˷̆ʿʳ̇̂ʳ̈́˷˸̅̇˴˾˸ʳ˴ʳ˺˸́˸̅˴˿ʳ̃˴̇̅̂˿ʳ̂́ʳ̃̂̂̅˿̌ ˹̂̅̀ʿʳ̂̅ʳ˴̇ʳ˿˸˴̆̇ʳ̂́˸ʳ̊˼̇˻ʳ̊˻˼˶˻ʳ˴ʳ˻˼˺˻ʳ̉˼̆˼˵˼˿ˀ ̀˴˼́̇˴˼́˸˷ʳ̅̂˴˷̆ʳ̂̅ʳ̈́̀˴˷˸ʳ̇̅˴˶˾̆ˁʳ˧˻˸ʳ̆̈˼̇ˀ ˼̇̌ʳ̉˸̆̇ʳ˶˴́ʳ˵˸ʳ̊̂̅́ʳ˼́ʳ˶̂̀˹̂̅̇ˁ ˴˵˼˿˼̇̌ʳ̂˹ʳ̆̂˿̂ʳ̀̂̇̂̅˶̌˶˿˸̆ʳ̆˻̂̈˿˷ʳ˴˿̆̂ʳ˵˸ʳ˶̂́ˀ ˢ̇˻˸̅ʳ ˼̇˸̀̆ʿʳ ̆̈˶˻ʳ ˴̆ʳ ̆̀̂˺ʳ ̀˴̆˾̆ʿ ̆˼˷˸̅˸˷ʳ̊˼̇˻ʳ̅˸̆̃˸˶̇ʳ̇̂ʳ̇˻˸ʳ́˴̇̈̅˸ʳ̂˹ʳ̇˻˸ʳ̅̂˴˷̆ ˼˿˿̈̀˼́˴̇˸˷ʳ̂̅ʳ̅˸˹˿˸˶̇˼̉˸ʳ˵˴̇̂́̆ʿʳ˴́˷ʳ̆˻˴˷˼́˺ ̂́ʳ̊˻˼˶˻ʳ̇˻˸̌ʳ˴̅˸ʳ̇̂ʳ˵˸ʳ˷˸̃˿̂̌˸˷ˁ ˹̂̅ʳ̂˹˹˼˶˸̅̆ʳ˸́˺˴˺˸˷ʳ˼́ʳ˿˸́˺̇˻̌ʳ̃˸̅˼̂˷̆ʳ̂˹ ˕˼˶̌˶˿˸̆ʳ̆˻̂̈˿˷ʳ˵˸ʳ˶̂́̆˼˷˸̅˸˷ʳ̃˴̅̇˼˶̈˿˴̅˿̌ ̇̅˴˹˹˼˶ʳ˶̂́̇̅̂˿ʿʳ̊˼˿˿ʳ̉˴̅̌ʳ˴˶˶̂̅˷˼́˺ʳ̇̂ʳ˿̂˶˴˿ ˹̂̅ʳ̃˴̇̅̂˿˿˼́˺ʳ˴̅̂̈́˷ʳ̇̂̊́ʳ˴̆ʳ̇˻˸̌ʳ˴̅˸ʳ̀̂̅˸ ˶̂́˷˼̇˼̂́̆ˁʳ˦˸́˼̂̅ʳ̂˹˹˼˶˸̅̆ʳ˴̅˸ʳ̈̅˺˸˷ʳ̇̂ʳ˶̂́̆˼˷˸̅ ˴˹˹̂̅˷˴˵˿˸ʳʻ˴˵̂̈̇ʳ̂́˸ˀ˻̈́˷̅˸˷̇˻ʳ̇˻˸ʳ̃̅˼˶˸ʳ̂˹ʳ˴ ̇˻˸ʳ́˸˸˷̆ʳ˴́˷ʳ̊˸˿˹˴̅˸ʳ̂˹ʳ̆̈˵̂̅˷˼́˴̇˸̆ʳ˴́˷ ̃˴̇̅̂˿ʳ̉˸˻˼˶˿˸ʼʳ˴́˷ʳ̃̅̂̉˼˷˸ʳ̇˻˸ʳ̃˴̇̅̂˿ʳ̂˹˹˼˶˸̅ ̆̈̃̃˿̌ʳ̇˻˸ʳ˴̅̇˼˶˿˸̆ʳ̇˻˴̇ʳ˴̅˸ʳ̅˸˴̆̂́˴˵˿̌ʳ̅˸̄̈˼̅˸˷ ̊˼̇˻ʳ̇˻˸ʳ̉˼˸̊ʳ˹̅̂̀ʳ̇˻˸ʳ́̂́̀̂̇̂̅˼̍˸˷ʳ̃˸̅̆̃˸˶ˀ ˹̂̅ʳ̇˻˸ʳ˶̂́˷˼̇˼̂́̆ˁ ̇˼̉˸ʳʻ˼́ʳ̀˴́̌ʳ˔̆˼˴́ʳ˶̂̈́̇̅˼˸̆ʿʳ́̂́̀̂̇̂̅˼̍˸˷ ̉˸˻˼˶˿˸̆ʳ˴̅˸ʳ̇˻˸ʳ̃̅˸˷̂̀˼́˴́̇ʳ̉˸˻˼˶˿˸ʳ̇̌̃˸ʼˁ a) Speed detection equipment ˗̈̅˼́˺ʳ̀̂̆̇ʳ˻̂̈̅̆ʿʳ˶̌˶˿˸ʳ̃˴̇̅̂˿ʳ̆̃˸˸˷̆ʳ̊̂̈˿˷ ˵˸ʳ˶̂̀̃˴̅˴˵˿˸ʳ̇̂ʳ̀̂̇̂̅˼̍˸˷ʳ̉˸˻˼˶˿˸̆ʿʳ̊˻˼˿˸ ˔̃˴̅̇ʳ˹̅̂̀ʳ̃̅̂̇˸˶̇˼̉˸ʳ˶˿̂̇˻˼́˺ʳ̇̂ʳ˸́̆̈̅˸ ̅˸̆̃̂́̆˸ʳ̇˼̀˸̆ʳ˶̂̈˿˷ʳ˵˸ʳ˼́˶̅˸˴̆˸˷ʳ̂̅ʳ˷˸˶̅˸˴̆˸˷ ̇˻˴̇ʳ ̇˻˸̌ʳ˴̅˸ʳ́̂̇ʳ˸̋̃̂̆˸˷ʳ̇̂ʳ̈́́˸˶˸̆̆˴̅̌ʳ˷˴́ˀ ˷˸̃˸́˷˼́˺ʳ̂́ʳ̇̅˴˹˹˼˶ʳ˶̂́˺˸̆̇˼̂́ˁʳ˖̌˶˿˸ʳ̃˴̇̅̂˿̆ ˺˸̅ʳ̊˻˸́ʳ˴̇̇˸́˷˼́˺ʳ˴˶˶˼˷˸́̇̆ʳ̂̅ʳ˶̂́̇̅̂˿˿˼́˺ ˴̅˸ʳ˶̂̀̀̂́ʳ˼́ʳ̆̂̀˸ʳ̀̂̇̂̅˼̍˸˷ʳ˶̂̈́̇̅˼˸̆ʳ˴́˷ ̇̅˴˹˹˼˶ʿʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˴˿̆̂ʳ́˸˸˷ʳ̇̂ʳ˻˴̉˸ʳ̀̂˷˸̅́ ˶˴́ʳ˵˸ʳ̈̆˸˷ʳ̇̂ʳ˶̂̀̃˿˸̀˸́̇ʳ̀̂̇̂̅ʳ̉˸˻˼˶˿˸ʳ̃˴ˀ ˸̄̈˼̃̀˸́̇ʳ˼˹ʳ̇˻˸̌ʳ˴̅˸ʳ̇̂ʳ˵˸ʳ˴˵˿˸ʳ̇̂ʳ˷̂ʳ̇˻˸˼̅ʳ˽̂˵ ̇̅̂˿̆ˁ ̃̅̂̃˸̅˿̌ˁʳ˧˻˼̆ʳ̊˼˿˿ʳ˼́˶˿̈˷˸ʳ˸́˹̂̅˶˸̀˸́̇ʳ˸̄̈˼̃ˀ ˗̈˸ʳ̇̂ʳ̇˻˸ʳ˵˸́˸˹˼̇̆ʳ̂˹ʳ˻˴̉˼́˺ʳ˴ʳ˶̂́̆̃˼˶̈ˀ ̀˸́̇ʿʳ̆̈˶˻ʳ˴̆ʳ˴˿˶̂˻̂˿ʳ̇˸̆̇˸̅̆ʳ˴́˷ʳ̅˴˷˴̅ʳ̆̃˸˸˷ ̂̈̆ʳ̉˸˻˼˶˿˸ʿʳ˼̇ʳ˼̆ʳ̅˸˶̂̀̀˸́˷˸˷ʳ̆̃˸˶˼˴˿ʳ̆̇˴́˷ˀ ˺̈́̆ˁʳ˦̂̀˸ʳ̂˹ʳ̇˻˸ʳ̀̂̅˸ʳ̆̂̃˻˼̆̇˼˶˴̇˸˷ʳ˸́˹̂̅˶˸ˀ ˴̅˷ʳ˶̂˿̂̅̆ʳ˴́˷ʳ̈́˼˹̂̅̀̆ʳ˵˸ʳ˴˷̂̃̇˸˷ʳ̈̆˼́˺ʳ˶̂́ˀ ̀˸́̇ʳ˸̄̈˼̃̀˸́̇ʳ˼̆ʳ˷˼̆˶̈̆̆˸˷ʳ˵˸˿̂̊ˁ ̇̅˴̆̇˼́˺ʳ̆˻˴˷˸̆ʿʳ˼́ʳ˶̂˿̂̅̆ʳ˴̃̃̅̂̃̅˼˴̇˸ʳ̇̂ʳ̇˻˸ʳ˴̅˸˴ ˔ʳ̊˼˷˸ʳ̉˴̅˼˸̇̌ʳ̂˹ʳ̆̃˸˸˷ʳ̀˸˴̆̈̅˼́˺ʳ˸̄̈˼̃ˀ ̃˴̇̅̂˿˿˸˷ˁʳ˙̈̅̇˻˸̅̀̂̅˸ʿʳ˼̇ʳ˼̆ʳ̅˸˶̂̀̀˸́˷˸˷ʿʳ̇˻˴̇ ̀˸́̇ʳ˼̆ʳ˴̉˴˼˿˴˵˿˸ʳ˼́ʳ̉˴̅̌˼́˺ʳ˷˸˺̅˸˸̆ʳ̂˹ʳ̆̂̃˻˼̆ˀ ̇˻˸ʳ̈́˼˹̂̅̀ʳ̂˹ʳ̇˻˸ʳ̂˹˹˼˶˸̅̆ʳ˸̀̃˿̂̌˸˷ʳ̂́ʳ̇̅˴˹˹˼˶ ̇˼˶˴̇˼̂́ˁʳ˧˻˸ʳ˸́˹̂̅˶˸̀˸́̇ʳ̂˹ʳ̆̃˸˸˷ʳ˿˼̀˼̇̆ʳ˼̆ʳ˴ ̃˴̇̅̂˿ʳ˷̈̇˼˸̆ʳ˵˸ʳ̅˸˴˷˼˿̌ʳ̉˼̆˼˵˿˸ʳ˼́ʳ̂̅˷˸̅ʳ̇̂ʳ˼́ˀ ́˸˶˸̆̆˴̅̌ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˹̈́˶̇˼̂́ʿʳ˸̆̃˸˶˼˴˿˿̌ʳ́˸˴̅ ˶̅˸˴̆˸ʳ˶̂́̆̃˼˶̈˼̇̌ˁʳ˧˻˼̆ʳ˸́˴˵˿˸̆ʳ̇˻˸ʳ̃̈˵˿˼˶ʳ̇̂ ˿̂˶˴̇˼̂́̆ʳ̊˻˸̅˸ʳ˴́ʳ˴˶˶˼˷˸́̇ʳ̃̅̂˵˿˸̀ʳ˻˴̆ʳ˵˸˸́ ̆˸˸ʳ˸́˹̂̅˶˸̀˸́̇ʳ˵˸˼́˺ʳ̈́˷˸̅̇˴˾˸́ʳ˴́˷ʳ˼̆ʳ˴ ˼˷˸́̇˼˹˼˸˷ʳ̊˼̇˻ʳ̆̃˸˸˷ʳ˴̆ʳ˴ʳ̆˼˺́˼˹˼˶˴́̇ʳ˶˴̈̆˸ˁ

ROAD SAFETY GUIDELINES 4.11 - 5 TRAFFIC POLICE AND LAW ENFORCEMENT

˧˻˸ʳ̆˼̀̃˿˸̆̇ʳ˴́˷ʳ˶˻˸˴̃˸̆̇ʳ̀˸̇˻̂˷ʳ̂˹ʳ̀˸˴̆ˀ ˼́˺ʳ̊˻˸́ʳ̀̂̅˸ʳ̇˻˴́ʳ̂́˸ʳ̉˸˻˼˶˿˸ʳ˼̆ʳ̊˼̇˻˼́ʳ̇˻˸ ̈̅˼́˺ʳ̆̃˸˸˷ʳ˼̆ʳ̇̂ʳ̈̆˸ʳ˴ʳ̆̇̂̃̊˴̇˶˻ʳ˴́˷ʳ̇˼̀˸ʳ˴ ˵˸˴̀ˁʳ˨̆˸˷ʳ˼́ʳ˴̃̃̅̂̃̅˼˴̇˸ʳ˶˼̅˶̈̀̆̇˴́˶˸̆ʳ˴́˷ ̉˸˻˼˶˿˸ʳ̂̉˸̅ʳ˴ʳ̃̅˸̀˸˴̆̈̅˸˷ʳ˷˼̆̇˴́˶˸ʳ˵˸̇̊˸˸́ ˵̌ʳ ˴̃̃̅̂̃̅˼˴̇˸˿̌ʳ ̇̅˴˼́˸˷ʳ ̃˸̅̆̂́́˸˿ʿʳ ̇˻˸ ̇̊̂ʳ̃̂˼́̇̆ˁʳ˕̌ʳ˴̃̃˿̌˼́˺ʳ̇˻˸ʳ˹̂̅̀̈˿˴ˍ ˻˴́˷˻˸˿˷ʳ̅˴˷˴̅ʳ˼̆ʳ˴́ʳ˸˹˹˸˶̇˼̉˸ʳ̆̃˸˸˷ʳ˷˸̇˸˶̇˼̂́ ̇̂̂˿ˁ ʳʳʳʳ ˗˜˦˧˔ˡ˖˘ ˦ˣ˘˘˗ ː ˧˻˸̅˸ʳ˴̅˸ʳ̉˴̅˼̂̈̆ʳ̆̌̆̇˸̀̆ʳ˴̉˴˼˿˴˵˿˸ʳʻ˸ˁ˺ˁʿ ʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳʳ ʳ ˧˜ˠ˘ ̆̃˸˸˷ʳ̀˴̆̇˸̅ʿʳ̇̅̈̉˸˿̂ʼʳ̇˻˴̇ʳ˶˴́ʳ˵˸ʳ̈̆˸˷ʳ˴̆ ˸˼̇˻˸̅ʳ˵̌ʳ˶˴˿˶̈˿˴̇̂̅ʳ̂̅ʳ̃̅˸̃˴̅˸˷ʳ̇˼̀˸ʳ˴́˷ʳ˷˼̆ˀ ̅̂˴˷̆˼˷˸ʳ˹˼̋˸˷ʳ˷˼̆̇˴́˶˸ʳ̆̌̆̇˸̀̆ʳ̊˼̇˻ʳ˴ʳ˵̈˼˿̇ˀ ̇˴́˶˸ʳ̇˴˵˿˸̆ʿʳ̇˻˸ʳ̆̃˸˸˷ʳ˶˴́ʳ˵˸ʳ˶˴˿˶̈˿˴̇˸˷ˁʳ˧˻˼̆ ˼́ʳ̇˼̀˸̅ʳ̇˻˴̇ʳ˴̈̇̂̀˴̇˼˶˴˿˿̌ʳ̅˸˶̂̅˷̆ʳ̇˻˸ʳ̇˼̀˸ ̀˸̇˻̂˷ʳ˼̆ʳ˶̂̆̇ˀ˸˹˹˸˶̇˼̉˸ʿʳ˴̆ʳ̇˻˸ʳ̂́˿̌ʳ̅˸̄̈˼̅˸ˀ ̇˻˴̇ʳ̇˻˸ʳ˹̅̂́̇ʳ̊˻˸˸˿̆ʳ˶̅̂̆̆ʳ˵˸̇̊˸˸́ʳ̇̊̂ʳ˿̂̂̃̆ˁ ̀˸́̇ʳ˼̆ʳ˴ʳ̆̇̂̃̊˴̇˶˻ʳ˴́˷ʳ˴ʳ̆̈˼̇˴˵˿˸ʳ̀˸˴̆̈̅˼́˺ ˧˻˸ʳ̇˼̀˸ʳ̉˴˿̈˸ʳ˼̆ʳ˶̂̀̃˴̅˸˷ʳ˴̈̇̂̀˴̇˼˶˴˿˿̌ ˷˸̉˼˶˸ʳΫʳ˸˼̇˻˸̅ʳ˴ʳ̇˴̃˸ʳ̀˸˴̆̈̅˸ʳ̂̅ʳ˴ʳ̀˸˴̆̈̅˼́˺ ˴˺˴˼́̆̇ʳ̇˻˸ʳ˾́̂̊́ʳ˷˼̆̇˴́˶˸ʳ̇̂ʳ̃̅̂˷̈˶˸ʳ˴ʳ̆̃˸˸˷ ̊˻˸˸˿ʳΫʳ̇̂ʳ̆˸̇ʳ̈̃ʳ̇˻˸ʳ˹˼̋˸˷ʳ̆˼̇˸ˁʳ˜̇ʳ̆˻̂̈˿˷ʳ˵˸ ̉˴˿̈˸ˁʳ˧˻˸ʳ̆̌̆̇˸̀ʳ˼̆ʳ˴̈̇̂̀˴̇˼˶ʳ˴́˷ʳ˷̂˸̆ʳ́̂̇ ̆̇̅˸̆̆˸˷ʳ̇˻˴̇ʳ̇˻˼̆ʳ̀˸̇˻̂˷ʳ˼́˶̅˸˴̆˸̆ʳ˼́ʳ˴˶˶̈̅˴˶̌ ̅˸˿̌ʳ̂́ʳ˻̈̀˴́ʳ̂̃˸̅˴̇˼̂́ʿʳ̆̂ʳ̃̂̇˸́̇˼˴˿ʳ˹̂̅ ˴̆ʳ̇˻˸ʳ̀˸˴̆̈̅˼́˺ʳ˷˼̆̇˴́˶˸ʳ˼́˶̅˸˴̆˸̆ʳ˴́˷ʳ˴ʳ̀˼́˼ˀ ̂̃˸̅˴̇̂̅ʳ˸̅̅̂̅ʳ˼̆ʳ˸̅˴˷˼˶˴̇˸˷ˁʳ˧˻˸ʳ˷˸̉˼˶˸ʳ˼̆ ̀̈̀ʳ̂˹ʳ˄˃˃ʳ̀˸̇˸̅̆ʳʻ̀ʼʳ˼̆ʳ̅˸˶̂̀̀˸́˷˸˷ˁʳ˔̆ ̆̈˼̇˴˵˿˸ʳ˹̂̅ʳ˿˸̉˸˿ʳ̅̂˴˷̆ʳ˼́ʳ˺̂̂˷ʳ̅˸̃˴˼̅ʳ˵̈̇ʳ́̂̇ ̇˻˸ʳ˷˼̆̇˴́˶˸ʳ˼́˶̅˸˴̆˸̆ʳ˵˸̌̂́˷ʳ˴˵̂̈̇ʳˆ˃˃ʳ̀ʳʻ˷˸ˀ ̊˻˸́ʳ̇˻˸ʳ̅̂˴˷ʳ̆̈̅˹˴˶˸ʳ˼̆ʳ˿˼˾˸˿̌ʳ̇̂ʳ˷˸̆̇˴˵˼˿˼̍˸ ̃˸́˷˼́˺ʳ̂́ʳ̇˻˸ʳ˴˶˶̈̅˴̇˸ʳ˷˸̃̇˻ʳ̂˹ʳ̉˼̆˼̂́ʳ˵̌ʳ̇˻˸ ̇˻˸ʳ̉˸˻˼˶˿˸ʳ̂́ʳ̇˻˸ʳ˴̃̃̅̂˴˶˻ʳ̂̅ʳ˵˸̇̊˸˸́ʳ̇˻˸ ̂̃˸̅˴̇̂̅ʼʿʳ ̇˻˸ʳ˴˶˶̈̅˴˶̌ʳ˷˸˶̅˸˴̆˸̆ˁʳ ˦̂ʳ̇˻˸ ̇˼̀˼́˺ʳ˿̂̂̃̆ʿʳ̂̅ʳ̂́ʳ̈́̀˴˷˸ʳ̇̅˴˶˾̆ˁʳ˔ʳ˶˴̀˸̅˴ ̀˸̇˻̂˷ʳ˼̆ʳ˵˸̆̇ʳ̈̆˸˷ʳ˹̂̅ʳ̀˸˴̆̈̅˼́˺ʳ̂̉˸̅ʳ˹˼̋˸˷ ̀˴̌ʳ˴˿̆̂ʳ˵˸ʳ˴̇̇˴˶˻˸˷ʳ̇̂ʳ̅˸˶̂̅˷ʳ̇˻˸ʳ̉˸˻˼˶˿˸ʳ˴̆ʳ˼̇ ˷˼̆̇˴́˶˸̆ʳ̂˹ʳ˄˃˃ʳ̀ʳ̇̂ʳˆ˃˃ʳ̀ˁ ˴˶̇˼̉˴̇˸̆ʳ̇˻˸ʳ˿̂̂̃̆ˁ ˦̃˸˸˷ʳ̂˹˹˸́̆˸̆ʳ˶˴́ʳ˴˿̆̂ʳ˵˸ʳ˷˸̇˸˶̇˸˷ʳ˵̌ʳ˴ ˟˴̆˸̅ʳ˷˸̉˼˶˸̆ʿʳ̆̈˶˻ʳ˴̆ʳ̇˻˸ʳ ˟˴̆˸̅ʳ˅˃˃˃ʿʳ̃̅̂ˀ ̅˴˷˴̅ʳ˺̈́ʿʳ̊˻˼˶˻ʳ˼̆ʳ˸˴̆˼˿̌ʳ̂̃˸̅˴̇˸˷ʳ˵̌ʳ̂́˸ ˷̈˶˸ʳ˴ʳ˿̂̊ʳ˼́̇˸́̆˼̇̌ʳ˿˴̆˸̅ʳ˵˸˴̀ʳ̇˻˴̇ʳ˶˴́ʳ˵˸ ̂˹˹˼˶˸̅ʳ˴́˷ʳ˺˼̉˸̆ʳ˴ʳ˷˼̅˸˶̇ʳ̅˸˴˷˼́˺ʳ̂˹ʳ˴ʳ̉˸˻˼˶˿˸ϗ̆ ˴˼̀˸˷ʳ˴̇ʳ˴̃̃̅̂˴˶˻˼́˺ʳ̉˸˻˼˶˿˸̆ˁʳ˧˻˸ʳ̃˼́̃̂˼́̇ ̆̃˸˸˷ˁʳ˧˻˸ʳ˼́˵̈˼˿̇ʳ̆˴˹˸̇̌ʳ˹˸˴̇̈̅˸̆ʳ˸́̆̈̅˸ʳ˴˶˶̈ˀ ̂˹ʳ˿˴̆˸̅ʳ˿˼˺˻̇ʳ˼̆ʳ˶̂́˶˸́̇̅˴̇˸˷ʿʳ́̂̇ʳ̆̃̅˸˴˷ʳ̂̈̇ʳ˴̆ ̅˴˶̌ʳ˴́˷ʳ̃̅˸̉˸́̇ʳ̇˻˸ʳ˷˸̉˼˶˸ʳ˹̅̂̀ʳ˺˼̉˼́˺ʳ˴ʳ̅˸˴˷ˀ ˼́ʳ̅˴˷˴̅ʳ˷˸̉˼˶˸̆ˁʳ˜̇ʳ˼̆ʳ˴˿̆̂ʳ̉˼̆˼˵˿˸ʳ̇˻̅̂̈˺˻ʳ̇˻˸ ˷˸̉˼˶˸ʳ̉˼˸̊˹˼́˷˸̅ʿʳ̅˸̀̂̉˼́˺ʳ˴˿˿ʳ˷̂̈˵̇ʳ˴̆ʳ̇̂ ̇˻˸ʳ˼˷˸́̇˼̇̌ʳ̂˹ʳ̇˻˸ʳ̇˴̅˺˸̇ʳ̊˻̂̆˸ʳ̆̃˸˸˷ʳ˼̆ʳ˵˸˼́˺ ̀˸˴̆̈̅˸˷ˁʳ˜̇ʳ˼̆ʳ̃̂̆̆˼˵˿˸ʳ̇̂ʳ̈̆˸ʳ̇˻˼̆ʳ˸̄̈˼̃̀˸́̇ ˼́ʳ˻˸˴̉̌ʳ̇̅˴˹˹˼˶ʳ˹˿̂̊̆ʳ̇˻˴̇ʳ̊̂̈˿˷ʳ̅˸́˷˸̅ʳ̇˻˸ ̅˴˷˴̅ʳ̆̌̆̇˸̀ʳ˼́˴˶˶̈̅˴̇˸ˁ ˧˻˸ʳ̇̌̃˸̆ʳ̂˹ʳ˸̄̈˼̃̀˸́̇ʳ̂̈̇˿˼́˸˷ʳ˴˵̂̉˸ ˶˴́ʿʳ˼˹ʳ̉˸˻˼˶˿˸ʳ̅˸̆̂̈̅˶˸̆ʳ˴̅˸ʳ˼́̆̈˹˹˼˶˼˸́̇ʿʳ˵˸ ˸˹˹˸˶̇˼̉˸˿̌ʳ ̂̃˸̅˴̇˸˷ʳ ˵̌ʳ ̇̅˴˹˹˼˶ʳ ̃˸̅̆̂́́˸˿ ˴˷̂̃̇˼́˺ʳ˴ʳ˻˼˺˻ˀ̃̅̂˹˼˿˸ʳ̇˸˴̀ʳ˴̃̃̅̂˴˶˻ʳ̊˻˸̅˸ ̆˸̉˸̅˴˿ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅̆ʳ˴̅˸ʳ˷˸̃˿̂̌˸˷ʳ̂́ʳ˹̂̂̇ʳ˼́ ˴ʳ̆̀˴˿˿ʳ˴̅˸˴ʳ˼́ʳ˻˼˺˻˿̌ʳ̉˼̆˼˵˿˸ʳ˶˿̂̇˻˼́˺ʳ˴́˷ʳ˴̅˸ ̆˸˸́ʳ̇̂ʳ˵˸ʳ̈́˷˸̅̇˴˾˼́˺ʳ˴˶˶˼˷˸́̇ʳ̃̅˸̉˸́̇˼̂́ ̇˴̆˾̆ʳ̆̈˶˻ʳ˴̆ʳ̆̃˸˸˷ʳ˷˸̇˸˶̇˼̂́ʳ˴́˷ʳ̉˸˻˼˶˿˸ ˶̂́˷˼̇˼̂́ʳ˶˻˸˶˾̆ˁ ˪˻˸̅˸ʳ˴ʳ̉˸˻˼˶˿˸ʳ̆̈˼̇˴˵˿˸ʳ̇̂ʳ̈́˷˸̅̇˴˾˸ʳ̆̃˸˸˷ ˷˸̇˸˶̇˼̂́ʳ˼̆ʳ˴̉˴˼˿˴˵˿˸ʿʳ̆̃˸˸˷ʳ˸́˹̂̅˶˸̀˸́̇ʳ˶˴́ ˵˸ʳ̈́˷˸̅̇˴˾˸́ʳ˵̌ʳ̇˻˸ʳ̀˸̇˻̂˷ʳ˾́̂̊́ʳ˴̆ʳ ̃̈̅ˀ ̆̈˼̇ʳ̊˻˸̅˸ʳ̇˻˸ʳ̃̂˿˼˶˸ʳ̉˸˻˼˶˿˸ʳ˹̂˿˿̂̊̆ʳ̇˻˸ʳ̇˴̅˺˸̇ Plate 2 (above): ̉˸˻˼˶˿˸ʳ˴̇ʳ˴ʳ˹˼̋˸˷ʳ˷˼̆̇˴́˶˸ʳ˹̂̅ʳ˴ʳ̀˼́˼̀̈̀ʳ˷˼̆ˀ Police spot checks on ̇˴́˶˸ʳʻ˄˃˃ʳ̀ʳ̂̅ʳ˺̅˸˴̇˸̅ʿʳ˷˸̃˸́˷˼́˺ʳ̂́ʳ̇˻˸ʳ˷˼̆ˀ drunk-driving, note ̇˴́˶˸ʳ̇˻˴̇ʳ˿̂˶˴˿ʳ˶̂̈̅̇̆ʳ˴́˷ʳ˿˸˺˼̆˿˴̇˼̂́ʳ˴̅˸ʳ̃̅˸ˀ the reflective jackets ̃˴̅˸˷ʳ̇̂ʳ˴˶˶˸̃̇ʳ˴̆ʳ̃̅̂̂˹ʼˁʳ˘̉˼˷˸́˶˸ʳ˼̆ʳ̃̅˸̆˸́̇˸˷ worn for safety. ˵̌ʳ̇˻˸ʳ̂˹˹˼˶˸̅ʳ̇˻˴̇ʳ̇˻˸ʳ̆̃˸˸˷ʳ̂˹ʳ̇˻˸ʳ˹̂˿˿̂̊˸˷ ̉˸˻˼˶˿˸ʳ̊˴̆ʳ˵˸̇̊˸˸́ʳ ̇˻˸ʳ ̀˴̋˼̀̈̀ʳ̂˹ʳ ˫ ˾˼˿̂̀˸̇˸̅̆ʳ̃˸̅ʳ˻̂̈̅ʳʻ˾̀˂˻ʼʳ˴́˷ʳ˴ʳ̀˼́˼̀̈̀ʳ̂˹ ˬʳ˾̀˂˻ʳʻ̇˻˸ʳ˿˴̇̇˸̅ʳ˹˼˺̈̅˸ʳ˵˸˼́˺ʳ˼́ʳ˸̋˶˸̆̆ʳ̂˹ ̇˻˸ʳ̆̃˸˸˷ʳ˿˼̀˼̇ʼˁʳ˜̇ʳ̆˻̂̈˿˷ʳ˵˸ʳ̅˸̀˸̀˵˸̅˸˷ʳ̇˻˴̇ Plate 3 (right): Radar being checked ˿̂˶˴˿ʳ˿˸˺˼̆˿˴̇˼̂́ʳ̂̅ʳ˿˸˺˴˿ʳ̃̅˸˶˸˷˸́̇ʳ̀˴̌ʳ̅˸̄̈˼̅˸ before use. ˸̉˼˷˸́˶˸ʳ̇̂ʳ˵˸ʳ˺˼̉˸́ʳ̇˻˴̇ʳ̇˻˸ʳ̆̃˸˸˷̂̀˸̇˸̅ʳ̂˹

4.11 - 6 ROAD SAFETY GUIDELINES TRAFFIC POLICE AND LAW ENFORCEMENT

˿˼˺˻̇ʳ̇˻˸ʳ˷˸˹˼˶˼˸́˶˼˸̆ʳ̂˹ʳ˷̅˼̉˼́˺ʳ̆̇̌˿˸ʳ̂̅ʳ̇˻˸ ̃̂̇˸́̇˼˴˿˿̌ʳ˷˴́˺˸̅̂̈̆ʳ̆˼̇̈˴̇˼̂́ʳ˸́̇˸̅˸˷ʳ˼́̇̂ʳ˵̌ ̇˻˸ʳ̀̂̇̂̅˼̆̇ˁ

b) Automatic detection cameras

˧˻˸̆˸ʳ˶˴̀˸̅˴̆ʳ˴̅˸ʳ̃̅˸̆˸́̇˿̌ʳ˵˸˼́˺ʳ˼́̇̅̂ˀ ˷̈˶˸˷ʳ˼́ʳ̀˴́̌ʳ˼́˷̈̆̇̅˼˴˿˼̍˸˷ʳ˶̂̈́̇̅˼˸̆ʿʳ˸˼̇˻˸̅ Figure 2: ˼́ʳˆˈʳ̀˼˿˿˼̀˸̇˸̅ʳ˶̂˿̂̅ʳ˹˼˿̀ʳ˹̂̅̀˴̇ʳ̂̅ʳ̈̆˼́˺ʳ˸˿˸˶ˀ Radar being checked ̇̅̂́˼˶ʳ˷˼˺˼̇˴˿ʳ˼̀˴˺˼́˺ˁʳ˧˻˸ʳ̈̆˸ʳ̂˹ʳ̇˻˸̆˸ʳ˷˸̉˼˶˸̆ before use. ˼̆ʳ̈̆̈˴˿˿̌ʳ˴ʳ̃˴̅̇́˸̅̆˻˼̃ʳ˵˸̇̊˸˸́ʳ̇˻˸ʳ˻˼˺˻̊˴̌ ˴̈̇˻̂̅˼̇̌ʿʳ̊˻˼˶˻ʳ̃̅̂̉˼˷˸̆ʳ˴́˷ʳ̀˴˼́̇˴˼́̆ʳ̇˻˸ ˼́̆̇˴˿˿˴̇˼̂́ʿʳ˴́˷ʳ̇˻˸ʳ̃̂˿˼˶˸ʿʳ̊˻̂ʳ̂̃˸̅˴̇˸ʳ̇˻˸ ̆̌̆̇˸̀ˁʳ˧˻˸ʳ˶˴̀˸̅˴̆ʳ˴̅˸ʳ̀̂̈́̇˸˷ʳ˼́ʳ̆̈˶˻ʳ˴ʳ̊˴̌ Plate 4: ˴̆ʳ̇̂ʳ̂˵̆˸̅̉˸ʳ̇˻˸ʳ̅̂˴˷̊˴̌ʳ˴̇ʳ˴̃̃̅̂̃̅˼˴̇˸ʳ̃̂˼́̇̆ˁ VASCAR system. ˢ˹˹˸́̆˸̆ʳ̇˻˴̇ʳ˶˴́ʳ˵˸ʳ˷˸̇˸˶̇˸˷ʳ˴̅˸ʳ̇˻˸ʳ˹˴˼˿̈̅˸ʳ̇̂ ˶̂̀̃˿̌ʳ̊˼̇˻ʳ˴ʳ̅˸˷ʳ̇̅˴˹˹˼˶ʳ̆˼˺́˴˿ʿʳ˸˼̇˻˸̅ʳ˴̇ʳ˴ʳ̅̂˴˷ ˽̈́˶̇˼̂́ʳ̂̅ʳ˴̇ʳ˴ʳ̃˸˷˸̆̇̅˼˴́ʳ˶̅̂̆̆˼́˺ʿʳ̂̅ʳ̆̃˸˸˷ʳ˴̇ ˴ʳ˿˸́˺̇˻ʳ̂˹ʳ̅̂˴˷ʳ̊˻˸̅˸ʳ̆̃˸˸˷ʳ˻˴̆ʳ˵˸˸́ʳ˼˷˸́̇˼ˀ ˹˼˸˷ʳ˴̆ʳ˴ʳ̀˴˽̂̅ʳ˶˴̈̆˸ʳ̂˹ʳ˴˶˶˼˷˸́̇̆ˁʳ˦̈˶˻ʳ˶˴̀˸̅˴̆ ˶˴́ʳ˵˸ʳ̃̂̆˼̇˼̂́˸˷ʳ˼́ʳ˹̅̂́̇ʳ̂˹ʳ̂̅ʳ˵˸˻˼́˷ʳ̇˻˸ʳ̆˼̇˸ ̇̂ʳ̅˸˶̂̅˷ʳ̂́˶̂̀˼́˺ʳ̂̅ʳ̅˸˶˸˷˼́˺ʳ̇̅˴˹˹˼˶ˁʳ˧˻˸ ˷˼̆̇˴́˶˸ʳ̂˹ʳ̇˻˸ʳ˶˴̀˸̅˴ʳ˹̅̂̀ʳ̇˻˸ʳ̆˸́̆̂̅ʳ̆˼̇˸ʳ˼̆ ˷˸̇˸̅̀˼́˸˷ʳ˵̌ʳ̇˻˸ʳ˶˴̀˸̅˴ʳ̂̃̇˼˶̆ʳ̈̆˸˷ʳʻ̆˸˸ʳ˙˼˺ˀ ̈̅˸ʳ˅ʼˁ ̇˻˸ʳ̃̂˿˼˶˸ʳ̉˸˻˼˶˿˸ʳ̊˴̆ʳ˴˶˶̈̅˴̇˸ʳ˵˸˹̂̅˸ʳ˴́˷ʳ˴˹ˀ ˧˻˸ʳ˶˴̀˸̅˴ʳ̆̌̆̇˸̀ʳ˶˴́́̂̇ʳ˹̈́˶̇˼̂́ʳ˸˹˹˼ˀ ̇˸̅ʳ̇˻˸ʳ˶˻˸˶˾ˁʳ˦̂̀˸ʳ̀˸̇˻̂˷ʳ̂˹ʳ̃˸̅˼̂˷˼˶˴˿˿̌ ˶˼˸́̇˿̌ʳ̊˼̇˻̂̈̇ʳ˴ʳ̆˴̇˼̆˹˴˶̇̂̅̌ʳ̀˸̇˻̂˷ʳ̂˹ʳ˼˷˸́ˀ ˶˻˸˶˾˼́˺ʳ̇˻˸ʳ̉˸˻˼˶˿˸ʳ̆̃˸˸˷̂̀˸̇˸̅ʳ̀˼˺˻̇ʳ˵˸ʳ̅˸ˀ ̇˼˹̌˼́˺ʳ̇˻˸ʳ˷̅˼̉˸̅ˁʳ˔̆ʳ˴́ʳ˴˿̇˸̅́˴̇˼̉˸ʳ̇̂ʳ̃̅̂̆˸˶̈ˀ ̄̈˼̅˸˷ʿʳ˸ˁ˺ˁʿʳ˴ʳ̅̂˿˿˼́˺ʳ̅̂˴˷ʳʻ˴́ʳ˸̋̃˸́̆˼̉˸ʳ˼̇˸̀ ̇˼̂́ʿʳ˴ʳ˶̂́˷˼̇˼̂́˴˿ʳ̂˹˹˸̅ʳ˹˼̋˸˷ʳ̃˸́˴˿̇̌ʳ́̂̇˼˶˸ ̇̂ʳ˼́̆̇˴˿˿ʳ˴́˷ʳ̀˴˼́̇˴˼́ʼˁ ̆̌̆̇˸̀ʳ̀˴̌ʳ˵˸ʳ̈̆˸˷ˁʳ˜́ʳ˶̂̈́̇̅˼˸̆ʳ̇˻˴̇ʳ˻˴̉˸ ˧˻˸ʳ̅˸̃˿˴˶˸̀˸́̇ʳ̂˹ʳ˶˴˵˿˸ˀ˷̅˼̉˸́ʳ̆̃˸˸˷̂̀ˀ ˴˷̂̃̇˸˷ʳ̅˸˷ʳ˿˼˺˻̇ʳ˸́˹̂̅˶˸̀˸́̇ʳ˶˴̀˸̅˴̆ʳ˴̇ʳ̅̂˴˷ ˸̇˸̅̆ʳ̊˼̇˻ʳ˴ʳ̇̌̃˸ʳ˷̅˼̉˸́ʳ˵̌ʳ˸˿˸˶̇̅˼˶˴˿ʳ˼̀̃̈˿̆˸ ˽̈́˶̇˼̂́̆ʳ̊˼̇˻ʳ˻˼̆̇̂̅˼˶˴˿˿̌ʳ˵˴˷ʳ˴˶˶˼˷˸́̇ʳ̅˸˶̂̅˷̆ʿ ˴˿˿̂̊̆ʳ̇˻˸ʳ˼́̆̇˴˿˿˴̇˼̂́ʳ̂˹ʳ˴ʳ ˩˼̆̈˴˿ʳ˔̉˸̅˴˺˸ ̆˴̇˼̆˹˴˶̇̂̅̌ʳ˹˴̇˴˿ʳ˴́˷ʳ̆˸̅˼̂̈̆ʳ˴˶˶˼˷˸́̇ʳ̅˸˷̈˶ˀ ˦̃˸˸˷ʳ˖̂̀̃̈̇˸̅ʳ˔́˷ʳ˥˸˶̂̅˷˸̅ʳʻ˩˔˦˖˔˥ʼʳ̇̌̃˸ ̇˼̂́ʳ˹˼˺̈̅˸̆ʳ˻˴̉˸ʳ˵˸˸́ʳ̂˵̇˴˼́˸˷ˁʳ˜́ʳ̂́˸ʳ̃˴̅ˀ ̂˹ʳ˷˸̉˼˶˸ˁʳ ˧˻˼̆ʳ ˸̄̈˼̃̀˸́̇ʳ ˶˴́ʳ˵˸ʳ ˸˴̆˼˿̌ ̇˼˶̈˿˴̅ʳ˶˴̆˸ʿʳ˴ʳ˵˸˹̂̅˸ʳ˴́˷ʳ˴˹̇˸̅ʳ̆̈̅̉˸̌ʳ̆˻̂̊˸˷ʳ˴ ˶˴˿˼˵̅˴̇˸˷ʳ˵̌ʳ̇˻˸ʳ˷̅˼̉˸̅ʳ̂˹ʳ̇˻˸ʳ̃̂˿˼˶˸ʳ˶˴̅ʳ˵̌ʳ̅̈́ˀ ̅˸˷̈˶̇˼̂́ʳ̂˹ʳ̅˸˷ʳ˿˼˺˻̇ʳ̅̈́́˼́˺ʳ̂˹ʳˈˊʳ̃˸̅˶˸́̇ ́˼́˺ʳ̇˻˸ʳ̉˸˻˼˶˿˸ʳ˹̅̂̀ʳ̆̇˴̇˼̂́˴̅̌ʳ˴̇ʳ˴ʳ˹˼̋˸˷ ˴́˷ʳ ˴ʳ̆˼̀˼˿˴̅ʳ̅˸˷̈˶̇˼̂́ʳ˼́ʳ˼́˽̈̅̌ʳ˴˶˶˼˷˸́̇̆ˁ ̃̂˼́̇ʳ̇̂ʳ˴ʳ˻˴˿̇ʳ˴̇ʳ˴́̂̇˻˸̅ʳ˹˼̋˸˷ʳ̃̂˼́̇ʳ˴ʳ˾́̂̊́ ˔˿̇˻̂̈˺˻ʳ̆̈˶˻ʳ˶˴̀˸̅˴ʳ˸̄̈˼̃̀˸́̇ʳ˻˴̆ʳ˵˸˸́ ˷˼̆̇˴́˶˸ʳ˴̊˴̌ˁʳ˕̌ʳ˼̀̃̈̇˼́˺ʳ̇˻˸ʳ˷˼̆̇˴́˶˸ʳ˼́̇̂ ̆̈˶˶˸̆̆˹̈˿ʳ˼́ʳ˼́˷̈̆̇̅˼˴˿˼̍˸˷ʳ˶̂̈́̇̅˼˸̆ʿʳ˼̇̆ʳ̅˸˿ˀ ̇˻˸ʳ˷˸̉˼˶˸ʳ˼̇ʳ˶˴́ʳ˵˸ʳ̅˸˶˴˿˼˵̅˴̇˸˷ʳ̇̂ʳ˸́̆̈̅˸ʳ˴˶ˀ ˸̉˴́˶˸ʳ̇̂ʳ̇˻˸ʳ́˸˸˷̆ʳ̂˹ʳ̀̂̆̇ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́ˀ ˶̈̅˴˶̌ˁʳ˦̃˸˸˷̆ʳ˶˴́ʳ̆̇˼˿˿ʳ˵˸ʳ˷˸̇˸˶̇˸˷ʳ˵̌ʳ̃̈̅̆̈˼̇ʿ ̇̅˼˸̆ʳ˴̇ʳ̇˻˼̆ʳ̆̇˴˺˸ʳ˼̆ʳ˷˸˵˴̇˴˵˿˸ʳ˴̆ʳ˼̇ʳ˼̆ʳ˸̋̃˸́ˀ ˵̈̇ʳ˴ʳ˹˼̋˸˷ʳ˷˼̆̇˴́˶˸ʳ˼̆ʳ́̂̇ʳ̅˸̄̈˼̅˸˷ˁ ̆˼̉˸ʿʳ̅˸̄̈˼̅˸̆ʳ˴ʳ˶˴̃˴˵˼˿˼̇̌ʳ̇̂ʳ̀˴˼́̇˴˼́ʳ̆̂̃˻˼̆ ˀ ˜́ʳ˷˸̉˸˿̂̃˸˷ʳ˶̂̈́̇̅˼˸̆ʿʳ˩˔˦˖˔˥ʳ˴́˷ʳ̂̇˻˸̅ ̇˼˶˴̇˸˷ʳ˸̄̈˼̃̀˸́̇ʿʳ̅˸̄̈˼̅˸̆ʳ˴́ʳ˴˵˼˿˼̇̌ʳ̇̂ʳ̇̅˴˶˸ ̆˼̀˼˿˴̅ʳ˷˸̉˼˶˸̆ʳ˶˴́ʳ˴˿̆̂ʳ̃̅̂̉˼˷˸ʳ˼́̃̈̇̆ʳ̇̂ʳ̉˼˷˸̂ ̉˸˻˼˶˿˸ʳ ̂̊́˸̅̆ʿʳ ˴́˷ʳ˴́ʳ ˸˹˹˼˶˼˸́̇ʳ ˽̈˷˼˶˼˴˿ ˶˴̀˸̅˴̆ʳ̀̂̈́̇˸˷ʳ̂́ʳ̃̂˿˼˶˸ʳ̉˸˻˼˶˿˸̆ˁʳ˧˻˸̆˸ ̃̅̂˶˸̆̆˼́˺ʳ̆̌̆̇˸̀ˁʳ˔̃˴̅̇ʳ˹̅̂̀ʳ˴ʳ˹˸̊ʳ̀˴˽̂̅ʳ˶˼̇ˀ ̅˸˶̂̅˷˸̅̆ʳ̅̈́ʳ˶̂́̆̇˴́̇˿̌ʳ̊˻˼˿˸ʳ̇˻˸ʳ̃̂˿˼˶˸ʳ̉˸˻˼ˀ ˼˸̆ʿʳ̇˻˸̆˸ʳ˶̂́˷˼̇˼̂́̆ʳ˷̂ʳ́̂̇ʳ˸̋˼̆̇ʳ˼́ʳ̀̂̆̇ʳ˔̆˼˴́ ˶˿˸ʳ˼̆ʳ˼́ʳ̀̂̇˼̂́ʿʳ̅˸˶̂̅˷˼́˺ʳ̇˻˸ʳ̇̅˴˹˹˼˶ʳ̆˶˸́˸ʳ˼́ ˴́˷ʳˣ˴˶˼˹˼˶ʳ˶̂̈́̇̅˼˸̆ˁʳ˖̂́̆˸̄̈˸́̇˿̌ʿʳ˶̂̈́̇̅˼˸̆ ˹̅̂́̇ʳ̂˹ʳ̇˻˸ʳ̃̂˿˼˶˸ʳ̉˸˻˼˶˿˸ˁʳ˜́ʳ̆̃˸˸˷ʳ˷˸̇˸˶̇˼̂́ ̆˻̂̈˿˷ʳ̇˻˼́˾ʳ˶˴̅˸˹̈˿˿̌ʳ˵˸˹̂̅˸ʳ˼́̉˸̆̇˼́˺ʳ˼́ʳ̆̈˶˻ ̆˼̇̈˴̇˼̂́̆ʳ̇˻˸ʳ̉˸˻˼˶˿˸ʳ˼̆ʳ́̂̇ʳ̂́˿̌ʳ˹˼˿̀˸˷ʳ˵̈̇ʳ˴ ˸̄̈˼̃̀˸́̇ˁ ̅˸˴˿ˀ̇˼̀˸ʳ̆̃˸˸˷ʳ̉˴˿̈˸ʳ˼̆ʳ˷˼̆̃˿˴̌˸˷ˁʳ˧˻˸ʳ̅˸˶̂̅˷ˀ ˼́˺ʳ̂˹ʳ̂̇˻˸̅ʳ̆˸̅˼̂̈̆ʳ˷̅˼̉˼́˺ʳ̂˹˹˸́̆˸̆ʳ˶˴́ʳ˴˿̆̂ʳ˵˸ c) Blood alcohol screening ̅˸˶̂̅˷˸˷ʳ˴́˷ʳ̇˻˸ʳ̉˼˷˸̂ʳ̈̆˸˷ʳ̇̂ʳ̆̈̃̃̂̅̇ʳ̃̂˿˼˶˸ devices ˸̉˼˷˸́˶˸ˁʳ˜̇ʳ˼̆ʳ˴˿̆̂ʳ˴ʳ̈̆˸˹̈˿ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̇̂̂˿ʳ˼́ ̇˻˴̇ʳ̀̂̇̂̅˼̆̇̆ʳ˶˴́ʳ˵˸ʳ̆̇̂̃̃˸˷ʳ˹̂̅ʳ̃̂̂̅ʳ˷̅˼̉˼́˺ ˪˻˸̅˸ʳ˴ʳ˷̅˼́˾˼́˺ʳ˴́˷ʳ˷̅˼̉˼́˺ʳ̃̅̂˵˿˸̀ʳ˴́˷ ˴́˷ʳ̇˻˸ʳ̉˼˷˸̂ʳ̂˹ʳ̇˻˸ʳ˼́˶˼˷˸́̇ʳ̆˻̂̊́ʳ̇̂ʳ˻˼˺˻ˀ ˶̂́̆˸̄̈˸́̇ʳ˴˶˶˼˷˸́̇ʳ̃̅̂˵˿˸̀ʳ˸̋˼̆̇̆ʿʳ˼̇ʳ˼̆ʳ˴̃ˀ

ROAD SAFETY GUIDELINES 4.11 - 7 TRAFFIC POLICE AND LAW ENFORCEMENT

̃̅̂̃̅˼˴̇˸ʳ̇̂ʳ˶̂́̆˼˷˸̅ʳ̃̈˵˿˼˶˼̇̌ʳ˴̆ʳ̇˻˸ʳ̃̅˼̀˴̅̌ ˦̈˼̇˴˵˿˸ʳ˻˴́˷˻˸˿˷ʳ˵̅˸˴̇˻ʳ˴˿˶̂˻̂˿ʳ̆˶̅˸˸́ˀ ̀˸˴́̆ʳ̂˹ʳ˷˸̇˸̅̅˸́˶˸ˁʳ˛̂̊˸̉˸̅ʿʳ̊˼̇˻̂̈̇ʳ˸́ˀ ˼́˺ʳ˷˸̉˼˶˸̆ʳ˴̅˸ʳ˴˶˶̈̅˴̇˸ʿʳ˻˼˺˻˿̌ʳ̃̂̅̇˴˵˿˸ʿʳ˴́˷ ˹̂̅˶˸̀˸́̇ʿʳ̆̈˶˻ʳ̀˸˴̆̈̅˸̆ʳ˻˴̉˸ʳ˿˼̀˼̇˸˷ʳ˸˹˹˸˶̇̆ˁ ˸˴̆̌ʳ̇̂ʳ̈̆˸ʳ˴̇ʳ̅˴́˷̂̀ʳ̅̂˴˷̆˼˷˸ʳ˸́˹̂̅˶˸̀˸́̇ ˜́ʳ˷˸̉˸˿̂̃˸˷ʳ˶̂̈́̇̅˼˸̆ʳ˷̅˼́˾˼́˺ʳ˴́˷ʳ˷̅˼̉˼́˺ ˶˻˸˶˾̆ʳʻ̆˸˸ʳˣ˿˴̇˸ʳˈʼˁ ˻˴̆ʳ˵˸˸́ʳ˴ʳ̃̅̂˵˿˸̀ʳ˹̂̅ʳ̀˴́̌ʳ̌˸˴̅̆ˁʳ˗˸˴̇˻̆ ˴́˷ʳ˼́˽̈̅˼˸̆ʳ˶˴̈̆˸˷ʳ˵̌ʳ˷̅˼́˾˼́˺ʳ˴́˷ʳ˷̅˼̉˼́˺ ˶˴́ʳ˵˸ʳ̆˼˺́˼˹˼˶˴́̇˿̌ʳ̅˸˷̈˶˸˷ʳ˴́˷ʳ̇˻˸̅˸˹̂̅˸ʳ˴̅˸ 4 STAGES OF ̆̈˼̇˴˵˿˸ʳ ̇˴̅˺˸̇̆ʳ ˹̂̅ʳ˹̂˶̈̆˸˷ʳ ̇̅˴˹˹˼˶ʳ ̃̂˿˼˶˸ DEVELOPMENT ˸́˹̂̅˶˸̀˸́̇ˁʳ ˠ˸˴̆̈̅˴˵˿˸ʳ ̅˸̆̈˿̇̆ʳ ˶˴́ʳ ˵˸ ̂˵̇˴˼́˸˷ʿʳ˸˼̇˻˸̅ʳ˵̌ʳ̄̈˴́̇˼˹̌˼́˺ʳ̇˻˸ʳ́̈̀˵˸̅ʳ̂˹ ˧̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ʳ˸̉̂˿̉˸̆ʳ̊˼̇˻ʳ̀̂̇̂̅˼̍˴̇˼̂́ ̃̂˿˼˶˸ʳ˵̅˸˴̇˻ʳ ̇˸̆̇̆ʳ˴˷̀˼́˼̆̇˸̅˸˷ʳ ̂̅ʳ̂̇˻˸̅ ˴́˷ʳ̇˻˸ʳ˼́˶̅˸˴̆˸ʳ˼́ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇̆ˁʳ˙̂̈̅ʳ˵˴̆˼˶ ̀˸˴́̆ʿʳ ̆̈˶˻ʳ˴̆ʳ˴́ʳ˴́˴˿̌̆˼̆ʳ̂˹ʳ˴˿˶̂˻̂˿ˀ̅˸˿˴̇˸˷ ̆̇˴˺˸̆ʳ˴̅˸ʳ̆̈̀̀˴̅˼̍˸˷ʳ˵˸˿̂̊ʿʳ˷˸̆˶̅˼˵˼́˺ʳ̇˻˸ ˴˶˶˼˷˸́̇̆ʳ˴̆ʳ˴ʳ̃̅̂̃̂̅̇˼̂́ʳ̂˹ʳ̂̉˸̅˴˿˿ʳ˴˶˶˼˷˸́̇ ˺̅˴˷̈˴˿ʳ˴̊˴̅˸́˸̆̆ʳ̂˹ʳ̇˻˸ʳ̆̃˸˶˼˴˿˼̍˸˷ʳ̅˸̄̈˼̅˸ˀ ˹˼˺̈̅˸̆ˁ ̀˸́̇̆ʳ̂˹ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ʳ˴́˷ʳ̇˻˸ʳ́˸˸˷ʳ˹̂̅ʳ̂̃̇˼ˀ Considerable inroads have been made into ̀˴˿ʳ̈̆˸ʳ̂˹ʳ˿˼̀˼̇˸˷ʳ̅˸̆̂̈̅˶˸̆ˁ the problem in developed countries through a ˦̇˴˺˸ʳ˄ˍʳ˧̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̆̇˴˹˹˼́˺ʳ̆̇̅˸́˺̇˻ʳ˼̆ combination of vivid publicity and high-pro- ̂˹̇˸́ʳ̈̆˸˷ʳ̇̂ʳ˶̂̀̃˸́̆˴̇˸ʳ˹̂̅ʳ˿˴˶˾ʳ̂˹ʳ̇̅˴˼́˼́˺ʿ file enforcement. ˸̄̈˼̃̀˸́̇ʿʳ˴́˷ʳ̀̂˵˼˿˼̇̌ˁʳ˧̅˴˹˹˼˶ʳ˶̂́̇̅̂˿ʳ˼̆ʳ˴˿˿ ˣ̈˵˿˼˶ʳ˴̇̇˼̇̈˷˸̆ʳ˻˴̉˸ʳ˶˻˴́˺˸˷ʳ̂̉˸̅ʳ̇˻˸ʳ˿˴̆̇ ̇˻˴̇ʳ˼̆ʳ˸̋̃˸˶̇˸˷ʳ˹̅̂̀ʳ̇˻˸ʳ̀˴˽̂̅˼̇̌ʳ̂˹ʳ̇̅˴˹˹˼˶ ˅˃ʳ̌˸˴̅̆ʳ̇̂ʳ̆̈˶˻ʳ˴́ʳ˸̋̇˸́̇ʳ̇˻˴̇ʳ˷̅˼́˾˼́˺ʳ˴́˷ ̃̂˿˼˶˸ʳ ˴́˷ʳ̇˻˸̌ʳ˴̅˸ʳ̂˹̇˸́ʳ̆̇˴̇˼̂́˸˷ʳ˴̇ʳ̇̅˴˹˹˼˶ ˷̅˼̉˼́˺ʳ˼̆ʳ́̂ʳ˿̂́˺˸̅ʳ̆˸˸́ʳ˴̆ʳ˴˶˶˸̃̇˴˵˿˸ʳ̆̂˶˼˴˿ ̆˼˺́˴˿̆ʳ ̇̂ʳ ̃̅̂̉˼˷˸ʳ ˵˴˶˾̈̃ʳ ̆̈̃̃̂̅̇ˁ ˵˸˻˴̉˼̂̅ʳ˵̌ʳ̇˻˸ʳ̀˴˽̂̅˼̇̌ʳ̂˹ʳ̇˻˸ʳ̃̂̃̈˿˴̇˼̂́ˁ ˢ̉˸̅̊˻˸˿̀˸˷ʳ ˴́˷ʳ̈́˷˸̅̅˸̆̂̈̅˶˸˷ʿʳ ̇̅˴˹˹˼˶ ˧˻˸̅˸ʿʳ˻̂̊˸̉˸̅ʿʳ̅˸̀˴˼́̆ʳ˴ʳ̅˸̆˼˷̈˴˿ʳ˺̅̂̈̃ ̃̂˿˼˶˸ʳ˸˴̅́ʳ˿˼̇̇˿˸ʳ̅˸̆̃˸˶̇ʳ˹̅̂̀ʳ̇˻˸ʳ̃̈˵˿˼˶ˁ ̊˼̇˻˼́ʳ̇˻˸ʳ̀̂̇̂̅˼́˺ʳ̃̈˵˿˼˶ʳ̇˻˴̇ʳ˻˴̆ʳ̇̅˴˷˼̇˼̂́ˀ ˦̇˴˺˸ʳ˅ˍʳ˧̅˴˼́˼́˺ʳ˵˸˺˼́̆ʳ̇̂ʳ˵˸ʳ˼̀̃̅̂̉˸˷ ˴˿˿̌ʳ˵˸˸́ʳ ̈́̀̂̉˸˷ʳ˵̌ʳ̃̈˵˿˼˶˼̇̌ˁʳ˪˻˼˿˸ʳ̀˴́̌ ʻ˸̆̃˸˶˼˴˿˿̌ʳ˼́ʳ̇˻˸ʳ˶˴̃˼̇˴˿ʳ˶˼̇̌ʳ̊˻˸̅˸ʳ̃̂̃̈˿˴̇˼̂́ ˴˺˸́˶˼˸̆ʳ̀˴̌ʳ˻˴̉˸ʳ˴ʳ̃˴̅̇ʳ̇̂ʳ̃˿˴̌ʳ˼́ʳ̅˸˷̈˶˼́˺ ̃̅˸̆̆̈̅˸̆ʳ˸̋˴˶˸̅˵˴̇˸ʳ̇̅˴˹˹˼˶ʳ˴́˷ʳ̆˴˹˸̇̌ʳ˶̂́ˀ ˷̅˼́˾ˀ̅˸˿˴̇˸˷ʳ˴˶˶˼˷˸́̇̆ʿʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̀̈̆̇ʳ̃˿˴̌ ˶˸̅́̆ʼʳ˴́˷ʳ̇˻˸ʳ́̈̀˵˸̅ʳ̂˹ʳ̀̂˵˼˿˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ ˴ʳ˿˸˴˷˼́˺ʳ̅̂˿˸ʳ̇˻̅̂̈˺˻ʳ˸́˹̂̅˶˸̀˸́̇ˁ ˸́˹̂̅˶˸̀˸́̇ʳ̃˴̇̅̂˿ʳ̇˸˴̀̆ʳ˼̆ʳ˼́˶̅˸˴̆˸˷ˁʳ˔ʳ̆̇̅˴ˀ ˪˼̇˻ʳ̅˸˺˴̅˷ʳ̇̂ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ̅˸˺˼̂́ʿ ̇˸˺˼˶ʳ̃˿˴́ʳ̀˴̌ʳ˵˸ʳ˷˸̉˸˿̂̃˸˷ʳ˴́˷ʳ˵˸˺˼́ʳ̇̂ʳ˻˸˿̃ ̇˻˸ʳ̃̅̂˵˿˸̀ʳ̂˹ʳ˷̅˼́˾˼́˺ʳ˴́˷ʳ˷̅˼̉˼́˺ʳ̉˴̅˼˸̆ʿ ˹̂˶̈̆ʳ̅˸̆̂̈̅˶˸̆ˁ ̆̂̀˸ʳ˶̂̈́̇̅˼˸̆ʳ˻˴̉˼́˺ʳ́̂ʳ̃˴̅̇˼˶̈˿˴̅ʳ̃̅̂˵˿˸̀ ˦̇˴˺˸ʳˆˍʳ˜́˶̅˸˴̆˸˷ʳ˴̊˴̅˸́˸̆̆ʳ̂˹ʳ̇˻˸ʳ̀˼̆ˀ ̊˻˼˿˸ʳ˼́ʳ̂̇˻˸̅̆ʳ˼̇ʳ˼̆ʳ˴ʳ̀˴̇̇˸̅ʳ˹̂̅ʳ˶̂́̆˼˷˸̅˴˵˿˸ ̀˴̇˶˻ʳ˵˸̇̊˸˸́ʳ́˸˸˷̆ʳ˴́˷ʳ˶˴̃˴˵˼˿˼̇˼˸̆ʳ˿˸˴˷̆ ˶̂́˶˸̅́ˁ ̇̂ʳ˴́ʳ̂̉˸̅˻˴̈˿ʳ̂˹ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ ˪˻˸̅˸ʳ ˴ʳ ̆̈˼̇˴˵˿˸ʳ ˿˸˺˴˿ʳ ˹̅˴̀˸̊̂̅˾ʳ ˼̆ ̇̅˴˼́˼́˺ʳ ̃̅̂˺̅˴̀ˁʳ ˢ̉˸̅̆˸˴̆ʳ ̇˸˶˻́˼˶˴˿ ̃̅̂̉˼˷˸˷ʿʳ˴́˷ʳ˴́ʳ˴˿˶̂˻̂˿ˀ̅˸˿˴̇˸˷ʳ˷̅˼̉˸̅ʳ ̃̅̂˵ˀ ˴̆̆˼̆̇˴́˶˸ʳ˼̆ʳ̂˹̇˸́ʳ̅˸̄̈˼̅˸˷ʳ˹̂̅ʳ˺̈˼˷˴́˶˸ˁ ˿˸̀ʳ˼̆ʳ˼˷˸́̇˼˹˼˸˷ʿʳ˶̂́̆̃˼˶̈̂̈̆ʳ˸́˹̂̅˶˸̀˸́̇ ˪˼̇˻ʳ̆̃˸˶˼˴˿˼̍˸˷ʳ̇̅˴˼́˼́˺ʳ˼́̇̅̂˷̈˶˸˷ʿʳ˶˴̅˸˸̅ ˶˴̀̃˴˼˺́̆ʳ ˴̅˸ʳ̅˸˶̂̀̀˸́˷˸˷ˁ ̇˸́̈̅˸ʳ˼̆ʳ˴˿˿̂̊˸˷ʳ˴́˷ʳ˽̈́˼̂̅ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅̆ ˧˻˼̆ʳ˻˴̆ʳ̇̊̂ʳ˸˹˹˸˶̇̆ˁʳˠ̂̆̇ʳ̂˵̉˼̂̈̆ʳ˼̆ʳ̊˻˸́ ˴̅˸ʳ ˸̀̃̂̊˸̅˸˷ʳ̈́˷˸̅ʳ ̇̅˼˴˿ʳ̃̅̂˺̅˴̀̆ʳ ̂˹ ̇˻˸ʳ˷̅˼́˾˼́˺ʳ˷̅˼̉˸̅ʳ̅˸˶˸˼̉˸̆ʳ̃˸̅̆̂́˴˿ʳ˴̇̇˸́̇˼̂́ ̇̅˴˼́˼́˺ʳ˴́˷ʳ˴̈˷˼̇˼́˺ˁʳ˧˻˸ʳ̆̇̅˴̇˸˺˼˶ʳ̃˿˴́ ̂˹ʳ ̃̂˿˼˶˸ʳ ̊˼̇˻ʳ ̇˻˸ʳ ˴̆̆̂˶˼˴̇˸˷ʳ ˿˸˺˴˿ ̆̇˴̅̇̆ʳ ̇̂ʳ ˵˸ʳ ̀̂́˼̇̂̅˸˷ʳ ˴́˷ʳ ̃̅̂˺̅˸̆̆ʳ ˼̆ ˶̂́̆˸̄̈˸́˶˸̆ˁʳ˟˸̆̆ʳ̂˵̉˼̂̈̆ʿʳ˵̈̇ʳ́˸̉˸̅̇˻˸˿˸̆̆ ̅˸˺̈˿˴̅˿̌ʳ˴̆̆˸̆̆˸˷ˁʳ˘́˹̂̅˶˸̀˸́̇ʳ˶˴̀̃˴˼˺́̆ Plate 5: ̉˴˿̈˴˵˿˸ʿʳ ˼̆ʳ̇˻˸ʳ̃̂˿˼˶˸ʳ ˵˸˼́˺ʳ̆˸˸́ʳ˵̌ʳ̇˻˸ ˴̅˸ʳ ˵˴̆˸˷ʳ ̂́ʳ ˴˶˶˼˷˸́̇ʳ ˹˴˶̇̂̅̆ʳ ˴́˷ʳ ̇˻˸ Roadside alcohol testing ̀̂̇̂̅˼́˺ʳ̃̈˵˿˼˶ʳ̇̂ʳ˵˸ʳ˸́˹̂̅˶˼́˺ʳ̇˻˸ʳ˷̅˼́˾ˀ˷̅˼̉˸ ˸˹˹˸˶̇˼̉˸́˸̆̆ʳ̂˹ʳ̆̈˶˻ʳ˶˴̀̃˴˼˺́̆ʳ˼̆ʳ˸̉˴˿̈˴̇˸˷ site in Fiji. ˿˴̊̆ˁʳ˧˻˼̆ʳ˷˼̆˶̂̈̅˴˺˸̆ʳ̆˼̀˼˿˴̅ʳ˵˸˻˴̉˼̂̅ʳ˵̌ʳ̅˸ˀ ̅˴̇˻˸̅ʳ̇˻˴́ʳ˴̆̆̈̀˸˷ˁ ˼́˹̂̅˶˼́˺ʳ ̇˻˸ ˦̇˴˺˸ʳˇˍʳ˧̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ʳ̇˴̆˾̆ʳ˴̅˸ʳ˷˼̉˼˷˸˷ ̃̈˵˿˼˶˼̇̌ʳ ˴́˷ʳ˸́˹̂̅˶˸ˀ ˵˸̇̊˸˸́ʳ ˻̈̀˴́ʳ̅˸̆̂̈̅˶˸̆ʳ˴́˷ʳ˴̈̇̂̀˴̇˼̂́ˁ ̀˸́̇ʳ̀˸̆̆˴˺˸ˁ ˧˻˸̅˸ʳ˼̆ʳ̀˼́˼̀˴˿ʳ˷̈̃˿˼˶˴̇˼̂́ʳ̂˹ʳ˸˹˹̂̅̇ʳ̊˼̇˻ ˜˷˸˴˿˿̌ʿʳ ˸́˹̂̅˶˸ˀ ̃̂˿˼˶˸ʳ ̅˴̅˸˿̌ʳ̆̈̃̃˿˸̀˸́̇˼́˺ʳ̆˼˺́˴˿̆ˁ ̀˸́̇ʳ̂˹ʳ˴˿˶̂˻̂˿ʳ̅˸ˀ ̆̇̅˼˶̇˼̂́̆ʳ ̆˻̂̈˿˷ʳ ˵˸ 5 BENEFITS AND ̆˼̀̃˿˸ʳ˴́˷ʳ˴˷̉˼˶˸ʳ˼̆ ̃̅̂̉˼˷˸˷ʳ ̂́ʳ ̃̅˸ˀ EFFECTS ̆˶̅˼˵˸˷ʳ˴˿˶̂˻̂˿ʳ˿˼̀˼̇̆ ˘˹˹˸˶̇˼̉˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ʳ̆˻̂̈˿˷ʳ̅˸˷̈˶˸ʳ̇˻˸ ˴́˷ʳ̂˹˹˸́̆˸̆ʳ˼́ʳ˦˸˶̇̂̅ ́̈̀˵˸̅ʳ˴́˷ʳ̆˸̉˸̅˼̇̌ʳ̂˹ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇̆ʳ˴̆ʳ˻˴̍ˀ ˚̈˼˷˸˿˼́˸̆ʳˇˁ˄˃ˁ ˴̅˷̂̈̆ʳ˿̂˶˴̇˼̂́̆ʳ˴́˷ʳ˻˼˺˻ˀ̅˼̆˾ʳ˴˶̇˼̂́̆ʳ̊˼˿˿ʳ˵˸

4.11 - 8 ROAD SAFETY GUIDELINES TRAFFIC POLICE AND LAW ENFORCEMENT

̇˴̅˺˸̇˸˷ˁʳ ˧̅˴˹˹˼˶ʳ ˶̂́˹˿˼˶̇̆ʳ ̆˻̂̈˿˷ʳ ˴˿̆̂ʳ ˵˸ ˡ̂̅̇˻̊˸̆̇˸̅́ʳ ˧̅˴˹˹˼˶ʳ ˣ̂˿˼˶˸ʳ ˜́̆̇˼̇̈̇˸ʿ ̅˸˷̈˶˸˷ʿʳ̊˻˼˶˻ʳ ̊̂̈˿˷ʳ́̂̇ʳ ̂́˿̌ʳ˹˴˶˼˿˼̇˴̇˸ ˨́˼̇˸˷ʳ˦̇˴̇˸̆ʳʻ˨˦ʼʿʳ̂˹˹˸̅̆ʳ́˴̇˼̂́˴˿ʳ˴́˷ʳ˶̂̅̅˸ˀ ̂̅˷˸̅˿̌ʳ̇̅˴˹˹˼˶ʳ˹˿̂̊̆ʳ˴́˷ʳ̂̃̇˼̀˼̍˸ʳ̅̂˴˷ʳ̆̃˴˶˸ ̆̃̂́˷˸́˶˸ʳ˶̂̈̅̆˸̆ʳ˼́ʳ˔˶˶˼˷˸́̇ʳ˜́̉˸̆̇˼˺˴̇˼̂́ʿ ̈̆˸ʳ ˵̈̇ʳ ˴˿̆̂ʳ ̅˸˷̈˶˸ʳ ̇˻˸ʳ ̈́˶˸̅̇˴˼́̇̌ʳ ˴́˷ ˧̅˴˹˹˼˶ʳ˟˴̊ʳ˴́˷ʳ˟˴̊ʳ˘́˹̂̅˶˸̀˸́̇ˁʳ˜̇̆ʳ˔˶˶˼˷˸́̇ ̃˸̅˶˸˼̉˸˷ʳ ̅˼̆˾ʳ ̂˹ʳ ̇̅˴˹˹˼˶ʳ ̀̂̉˸̀˸́̇̆ʳ ˴̇ ˜́̉˸̆̇˼˺˴̇˼̂́ʳˠ˴́̈˴˿ˇʳ ̊˴̆ʳ˹˼̅̆̇ʳ̃̈˵˿˼̆˻˸˷ʳ˼́ ˷˴́˺˸̅̂̈̆ʳ˿̂˶˴̇˼̂́̆ˁʳ˧˻˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̊˼˿˿ ˄ˌˇ˃ʳ˴́˷ʳ˼̆ʳ́̂̊ʳ˼́ʳ˼̇̆ʳ˸˼˺˻̇˻ʳ˸˷˼̇˼̂́ˁʳˠ̂́˴̆˻ ˴˿̆̂ʳ ˵˸˺˼́ʳ̇̂ʳ̅˸̃̂̅̇ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇̆ʳ˴˶˶̈̅˴̇˸˿̌ ˨́˼̉˸̅̆˼̇̌ʳ˼́ʳˠ˸˿˵̂̈̅́˸ʿʳ ˔̈̆̇̅˴˿˼˴ʿʳ˻˴̆ʳ˴ ˴́˷ʳ˶̂̀̃̅˸˻˸́̆˼̉˸˿̌ʳ̆̂ʳ˴̆ʳ̇̂ʳ˴˿˿̂̊ʳ˴́˴˿̌̆˼̆ ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳˣ̂˿˼˶˸ʳ˦̇̈˷˼˸̆ʳ˴́˷ʳ̂˹˹˸̅̆ʳ˶̂̈̅̆˸̆ ˴́˷ʳ ˸́˺˼́˸˸̅˼́˺ʳ˼́̉˸̆̇˼˺˴̇˼̂́̆ʳ̇̂ʳ̂˶˶̈̅ʳ˼́ ̂˹ʳ̉˴̅˼̂̈̆ʳ̇̌̃˸̆ʳ̂́ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ʳ̇̂̃˼˶̆ˁ ˴˷˷˼̇˼̂́ʳ̇̂ʳ˿˸˺˴˿ʳ̃̅̂̆˸˶̈̇˼̂́ˁ ˘˴˶˻ʳ̂˹ʳ̇˻˸̆˸ʳ̇̅˴˼́˼́˺ʳ˸̆̇˴˵˿˼̆˻̀˸́̇̆ʳ˻˴̆ ̆˿˼˺˻̇˿̌ʳ˷˼˹˹˸̅˸́̇ʳ˴̅˸˴̆ʳ̂˹ʳ˸̀̃˻˴̆˼̆ʿʳ̆̂ʳ˴ʳ̆˸˿˸˶ˀ ̇˼̂́ʳ̂˹ʳ̇˻˸ʳ̅˸˿˸̉˴́̇ʳ̃˴̅̇̆ʳ̂˹ʳ̆˸̉˸̅˴˿ʳ̂˹ʳ̇˻˸̆˸ 6 EXAMPLES OF GOOD ˶̂̈̅̆˸̆ʳ̀˴̌ʳ˵˸ʳ̂˹ʳ˵˸̆̇ʳ̈̆˸ʳ̇̂ʳ˼́̇˸̅˸̆̇˸˷ʳ̇̅˴˹˹˼˶ PRACTICE ̃̂˿˼˶˸ʳ˹̂̅˶˸̆ˁʳ˜́ʳ̂̅˷˸̅ʳ̇̂ʳ̃̅̂̉˼˷˸ʳ˴˶˶˸̆̆ʳ̇̂ʳ̆̂̀˸ ̂˹ʳ̇˻˸ʳ̇̅˴˼́˼́˺ʳ̀˴̇˸̅˼˴˿̆ʳ̈̆˸˷ʳ˼́ʳ̇˻˸̆˸ʳ˶̂̈̅̆˸̆ʿ ˛̂́˺ʳ˞̂́˺ʿʳ˖˻˼́˴ʳ˴́˷ʳ˦˼́˺˴̃̂̅˸ʳ ̆̇˴́˷ ̇˻˸ʳ˹̂˿˿̂̊˼́˺ʳ̆˸˶̇˼̂́ʳ˼́˶˿̈˷˸̆ʳ˼́˹̂̅̀˴̇˼̂́ʳ́̂̇ ̂̈̇ʳ ˴̆ʳ˶˸́̇˸̅̆ʳ̂˹ʳ˸̋˶˸˿˿˸́˶˸ʳ˼́ʳ̇˻˸ʳ̅˸˺˼̂́ˁʳ˕̂̇˻ ̂́˿̌ʳ̂́ʳ̅˸˹˸̅˸́˶˸̆ʳ˴́˷ʳ˾˸̌ʳ˷̂˶̈̀˸́̇̆ʿʳ˵̈̇ʳ˴˿̆̂ ˴̅˸ʳ̊˸˿˿ˀ˸̄̈˼̃̃˸˷ʳ˴́˷ʳ˻˴̉˸ʳ˴ʳ˷˸˹˼́˸˷ʳ̀˴́˴˺˸ˀ ˶̂́̇˴˶̇ʳ˴˷˷̅˸̆̆˸̆ʳ˹̂̅ʳ̆̂̀˸ʳ̂˹ʳ̇˻˸ʳ̀̂̅˸ʳ˼̀̃̂̅̇˴́̇ ̀˸́̇ʳ̆̇̅̈˶̇̈̅˸ʳ̇˻˴̇ʳ˼̆ʳ̆̌̀̃˴̇˻˸̇˼˶ʳ̇̂ʳ̇˻˸ʳ̅̂˿˸ ̇̅˴˼́˼́˺ʳ˸̆̇˴˵˿˼̆˻̀˸́̇̆ʳ̇˻˴̇ʳ̆̃˸˶˼˴˿˼̍˸ʳ˼́ʳ̇̅˴˹˹˼˶ ̈́˷˸̅̇˴˾˸́ˁʳ˪˻˼˿˸ʳ̇˻˸̅˸ʳ̀˴̌ʳ˵˸ʳ̆̂̀˸ʳ̆̈˵̇˿˸ ̃̂˿˼˶˼́˺ˁʳˡ̂̇˸ʳ̇˻˴̇ʳ˼̇˸̀̆ʳˇʳ˴́˷ʳˈʳ˴̅˸ʳ˴̉˴˼˿˴˵˿˸ ˷˼˹˹˸̅˸́˶˸̆ʳ˼́ʳ̆̇̌˿˸ʳ̂̅ʳ̆̇̅̈˶̇̈̅˸ʿʳ˴́˷ʳ̇˻˼̆ʳ˼̆ʳ̇̂ʳ˵˸ ˹̅̂̀ʳ˥˸˹˸̅˸́˶˸ʳ˅ʿʳ˴́˷ʳ˼̇˸̀̆ʳˉʿʳˊʿʳ˴́˷ʳˋʳ˴̅˸ ˸̋̃˸˶̇˸˷ʿʳ˵̅̂˴˷˿̌ʳ̇˻˸ʳ˷˸̃˿̂̌̀˸́̇ʳ˴́˷ʳ̀˴́˴˺˸ˀ ˴̉˴˼˿˴˵˿˸ʳ˹̅̂̀ʳ˥˸˹˸̅˸́˶˸ʳ˄ˁ ̀˸́̇ʳ˴̅˸ʳ˴̆ʳ̂̈̇˿˼́˸˷ʳ˸˴̅˿˼˸̅ˁʳ˘˿̆˸̊˻˸̅˸ʿʳ˔̈̆ˀ ̇̅˴˿˼˴ʳ˴́˷ʳ̇˻˸ʳ ˨˞ ʿʳ˴̀̂́˺ʳ̂̇˻˸̅̆ʿʳ˻˴̉˸ʳ̊˸˿˿ˀ ˷˸̉˸˿̂̃˸˷ʳ̅˸˷ʳ˿˼˺˻̇ʳ˶˴̀˸̅˴ʳ̆̌̆̇˸̀̆ˁʳ ˧˻˸̆˸ ˹̂̅˶˸̆ʿʳ̊˻˼˶˻ʳ˴̅˸ʳ̈̆˼́˺ʳ̇˻˸ʳ̀̂̆̇ʳ̈̃ˀ̇̂ˀ˷˴̇˸ 7 REFERENCES AND KEY ̇˸˶˻́̂˿̂˺̌ʳ˼́ʳ̅˸˷ʳ˿˼˺˻̇ʳ˴́˷ʳ̆̃˸˸˷ʳ˶˴̀˸̅˴̆ʿʳ˴˿̆̂ DOCUMENTS ˻˴̉˸ʳ̆̂̃˻˼̆̇˼˶˴̇˸˷ʳ̇̅˴˼́˼́˺ʳ̆˶˻˸̀˸̆ʳ˴̃̃̅̂̃̅˼˴̇˸ ̇̂ʳ̇˻˸ʳ́˸˸˷̆ʳ̂˹ʳ̂̃˸̅˴̇˼̂́˴˿ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̂˹˹˼˶˸̅̆ˁ ˄ˁ ˡ̂ˁʳˉʳʻ˦˪ʼʳ˥˸˺˼̂́ʳˣ̂˿˼˶˸ʳ˗̅˼̉˼́˺ ˧̅˴˼́˼́˺ʳ˶̂̈̅̆˸̆ʳ̆̃˸˶˼˹˼˶˴˿˿̌ʳ˹̂̅ʳ̇̅˴˹˹˼˶ʳ̃̂ˀ ˦˶˻̂̂˿ʿʳ˪˼˿̇̆˻˼̅˸ʳˣ̂˿˼˶˸ʳ˛˸˴˷̄̈˴̅̇˸̅̆ʿ ˿˼˶˸ʳ̂˹˹˼˶˸̅̆ʳ˹̅̂̀ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ˴̅˸ ˟̂́˷̂́ʳ˥̂˴˷ʿʳ˗˸̉˼̍˸̆ʿʳ˪˼˿̇̆˻˼̅˸ʳ˦ˡ˄˃ ˴̉˴˼˿˴˵˿˸ʳ ˼́ʳ̀̂̅˸ʳ̀̂̇̂̅˼̍˸˷ʳ˶̂̈́̇̅˼˸̆ˁʳ˧˻˸ ˅˗ˡʿʳ˨˞ˁʳ˙˴̋ˍʳʻˇˇʳ˄ˆˋ˃ʼʳˊˆˇʳ˄ˌˉˁ ˡ˴̇˼̂́˴˿ʳˣ̂˿˼˶˸ʳ˔˺˸́˶̌ʳ˼́ʳ˝˴̃˴́ʳ˻˴̆ʳ̃̅̂̉˼˷˸˷ ˅ˁ ˡ̂̅̇˻̊˸̆̇˸̅́ʳ˧̅˴˹˹˼˶ʳ˜́̆̇˼̇̈̇˸ʿʳˣˁˢˁʳ˕̂̋ ̇̅˴˼́˼́˺ʳ˼́ʳ̇̅˴˹˹˼˶ʳ˶̂́̇̅̂˿ʳ̇˸˶˻́̂˿̂˺˼˸̆ʳ˹̂̅ʳ̇̅˴˹ˀ ˄ˇ˃ˌʿʳ˘̉˴́̆̇̂́ʿʳ˜˿˿˼́̂˼̆ʳˉ˃˅˃ˇʿʳ˨˦ˁ ˹˼˶ʳ̃̂˿˼˶˸ʳ˹̅̂̀ʳ̀˴́̌ʳ˔̆˼˴́ʳ˶̂̈́̇̅˼˸̆ʿʳ˼́˶˿̈˷ˀ ˆˁ ˔̋̈̃ʿʳ˗ˁʳ˄ˌˌˆˁʳ ˘́˹̂̅˶˸̀˸́̇ˍʳ˧̅˴˹˹˼˶ ˼́˺ʳˣ˸̂̃˿˸ϗ̆ʳ˥˸̃̈˵˿˼˶ʳ̂˹ʳ˖˻˼́˴ʿʳ˜́˷̂́˸̆˼˴ʿʳ˦˼́ˀ ˦˴˹˸̇̌ʳ˧̂̂˿˵̂̋ˁʳ˪˴̆˻˼́˺̇̂́ʿʳ˗˖ʿʳ˨˦ˍ ˺˴̃̂̅˸ʿʳ˴́˷ʳ˧˻˴˼˿˴́˷ˁ ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧̅˴˹˹˼˶ʳ˘́˺˼́˸˸̅̆ˁ ˧˻˸ʳˡ̂ˁʳˉʳʻ˅ʼʳ˥˸˺˼̂́ʳˣ̂˿˼˶˸ʳ˗̅˼̉˼́˺ ˇˁ ˕˴˾˸̅ʿʳ˝ˁʿʳ˴́˷ʳ˟ˁʳ˙̅˼˶˾˿˸ˁʳ˄ˌˋˉˁʳ ˧̅˴˹˹˼˶ ˦˶˻̂̂˿ʳ˼́ʳ˪˼˿̇̆˻˼̅˸ʿʳ ˨˞ ʿʳ˻˴̆ʳ̇̅˴˼́˸˷ʳ̂˹˹˼˶˸̅̆ ˔˶˶˼˷˸́̇ʳ˜́̉˸̆̇˼˺˴̇˼̂́ʳˠ˴́̈˴˿ʳʻˌ̇˻ʳ˸˷˼ˀ ˹̅̂̀ʳ̀̂̅˸ʳ̇˻˴́ʳˆˈʳ˶̂̈́̇̅˼˸̆ʳ˴́˷ʳ̆˼́˶˸ʳ˄ˌˋˊ ̇˼̂́ʼˁʳ ˘̉˴́̆̇̂́ʿʳ ˨˦ˍʳ ˡ̂̅̇˻̊˸̆̇˸̅́ ˻˴̆ʳ̂˹˹˸̅˸˷ʳ˴́ʳ˄˄ˀ̊˸˸˾ʳˢ̉˸̅̆˸˴̆ʳ˧̅˴˹˹˼˶ ˧̅˴˹˹˼˶ʳ˜́̆̇˼̇̈̇˸ˁ ˢ˹˹˼˶˸̅̆ʳ ˖̂̈̅̆˸ˁʳ ˟̂́˺˸̅ʳ ˴́˷ʳ ̆̃˸˶˼˴˿˼̍˸˷ ˈˁ ˙̅˼˶˾˿˸ʿʳ˟ˁʳ˧̅˴˹˹˼˶ʳ˔˶˶˼˷˸́̇ʳ˥˸˶̂́̆̇̅̈˶ˀ ˶̂̈̅̆˸̆ʳ˻˴̉˸ʳ˴˿̆̂ʳ˵˸˸́ʳ̂˹˹˸̅˸˷ʳ˴̆ʳ̊˸˿˿ʳ˴̆ʳ˼́ˀ ̇˼̂́ˁʳ ˄ˌˋˉˁʳ˨˦ˍʳˡ̂̅̇˻̊˸̆̇˸̅́ʳ˜́̆̇˼̇̈̇˸ʿ ˶̂̈́̇̅̌ʳ̇̅˴˼́˼́˺ˁʳ˜́ʳ˄ˌˋˌʿʳ˴ʳ̆˼̋ˀ̀̂́̇˻ʳ̇̅˴˼́ˀ ˘̉˴́̆̇̂́ʳʻ˜˦˕ˡʳ˨˦ʳ˃ʳˌ˄˅ˉˇ˅ʳ˃ˊʳ˃ˉʼˁ ˼́˺ʳ̃̅̂˺̅˴̀ʳ̊˴̆ʳ̂̅˺˴́˼̍˸˷ʳ˹̂̅ʳ˹˼̉˸ʳ̆˸́˼̂̅ʳ̂˹ˀ ˉˁ ˡ˸˴˷˸̆ʿʳ˝ˁʿʳ˴́˷ʳ˥ˁʳ˪˴̅˷ˁʳ˄ˌˌˉˁʳ ˣ̅˼́˶˼ˀ ˹˼˶˸̅̆ʳ˹̅̂̀ʳ̇˻˸ʳ˜́˷̂́˸̆˼˴ʳˡ˴̇˼̂́˴˿ʳ˧̅˴˹˹˼˶ʳˣ̂ˀ ̃˿˸̆ʳ̂˹ʳ˔˶˶˼˷˸́̇ʳ˥˸˶̂́̆̇̅̈˶̇˼̂́ˍʳ˩̂˿̆ˁʳ˄ ˿˼˶˸ʳ̇˻˴̇ʳ˹̂˶̈̆˸˷ʳ̂́ʳ˷˸̉˸˿̂̃˼́˺ʳ˼́̆̇̅̈˶̇˼̂́˴˿ ʻ˧˻˸̂̅̌ʼʳ˴́˷ʳ˅ʳʻˣ̅˴˶̇˼˶˸ʼˁʳ˨˞ˍʳ˪˼˿̇̆˻˼̅˸ ̆˾˼˿˿̆ʳ˼́ʳ˴˿˿ʳ˴̆̃˸˶̇̆ʳ̂˹ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˼́˺ˁʳ˔́ʳ˼́ˀ ˉʳ˥˸˺˼̂́˴˿ʳ˗̅˼̉˼́˺ʳ˦˶˻̂̂˿ʿʳ˗˸̉˼̍˸̆ ̆̃˸˶̇̂̅ʳ̊˴̆ʳ̆˸˶̂́˷˸˷ʳ̇̂ʳ̇˻˸ʳˡ˴̇˼̂́˴˿ʳ˧̅˴˹˹˼˶ ʻ˜˦˕ˡ˄ʳˌ˃˃ʳˇˈ˅ʳ˃˃ˉʼˁ ˣ̂˿˼˶˸ʳ˧̅˴˼́˼́˺ʳ˖˸́̇̅˸ʳ˹̂̅ʳ˹̈̅̇˻˸̅ʳ˴̆̆˼̆̇˴́˶˸ˁ ˊˁ ˡ˸˴˷˸̆ʿʳ˝ˁʿʳ˴́˷ʳ˥ˁʳ˪˴̅˷ˁʳ˄ˌˌˉˁʳ˦̈̅̉˸̌ˀ ˘́˺˼́˸˸̅̆ʳ˹̅̂̀ʳ˜́˷̂́˸̆˼˴ϗ̆ʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆ˀ ˼́˺ʳ˹̂̅ʳ˔˶˶˼˷˸́̇ʳ˜́̉˸̆̇˼˺˴̇˼̂́ˁˁʳ˨˞ˍ ̃̂̅̇ʳ˻˴̉˸ʳ˴˿̆̂ʳ˵˸˸́ʳ̇̅˴˼́˸˷ʳ˼́ʳ̃˿˴̇˼́˺ʿʳ̇˸̆̇˼́˺ʿ ˪˼˿̇̆˻˼̅˸ʳˉʳ˥˸˺˼̂́˴˿ʳ˗̅˼̉˼́˺ʳ˦˶˻̂̂˿ʿ ˴́˷ʳ̊˸˼˺˻˼́˺ʳ̆̌̆̇˸̀̆ʳ̂˹ʳ˻˸˴̉̌ʳ˺̂̂˷ʳ̉˸˻˼˶˿˸̆ ˗˸̉˼̍˸̆ʳʻ˜˦˕ˡʳ˃ʳˌ˄˅ʳˉˇ˅ʳ˃ˊʳ˃ˉʼˁ ˴́˷ʳ̆˸́˼̂̅ʳ˼́̆̃˸˶̇̂̅̆ʳ̂˹ʳ̇˻˸ʳ˹̂̅̀˸̅ʳ˥̂̌˴˿ʳ˛̂́˺ ˋˁ ˧̅˴˹˹˼˶ʳˣ˴̇̅̂˿ʳˢ˹˹˼˶˸̅̆ʳˠ˴́̈˴˿ˁʳ ˄ˌˌˊˁ ˞̂́˺ʳˣ̂˿˼˶˸ʳ˻˴̉˸ʳ˴̇̇˸́˷˸˷ʳ˴́ʳ˜́̆̇̅̈˶̇̂̅̆ϗ ˨˞ˍʳ ˪˼˿̇̆˻˼̅˸ʳ ˉʳ ˥˸˺˼̂́˴˿ʳ ˗̅˼̉˼́˺ ˶̂̈̅̆˸ʳ˼́ʳ˩˔˦˖˔˥˂˔̈̇̂̉˼̆˼̂́ˁ ˦˶˻̂̂˿ʿʳ ˗˸̉˼̍˸̆ˁ

ROAD SAFETY GUIDELINES 4.11 - 9 4.12 EMERGENCY ASSISTANCE TO ROAD ACCIDENT VICTIMS

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY EMERGENCY ASSISTANCE4.12 TO ROAD ACCIDENT VICTIMS

Although there is great diversity in application, there is general agreement on the principles of an effective emergency medical service. The essential functions of such a service are as follows:

• the provision of first aid and medical care to the casualties at the roadside; • the transport of the casualty to a hospital; and • the subsequent provision of more definitive treatment.

The typical components of an ambulance service in a developed country are as follows:

2. Train police, fire, and any other emergency service personnel in basic first aid.

3. Develop local and regional trauma plans based on study of postaccident assistance and consequences for road traffic accident casualties.

ROAD SAFETY GUIDELINES 4.12 - 1 1 INTRODUCTION

These sector guidelines on “Emergency Medical Services” are from a set of Road Safety Guidelines for the Asian and Pacific Region policymakers, developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). The role of emergency medical services in minimizing the consequences of road traffic crashes lies immediately after the crash. The functions of an emergency medical service can be defined as:

1) the provision of first aid and medical care to accident victims at the roadside; 2) the transport of the victim to a hospital; and 3) subsequent provision of a more definitive treatment.

While the quality of care provided by the emergency wards in hospitals is clearly of critical importance, it is beyond the scope of these brief sector guidelines and the focus here is on the care and transport of road traffic accident victims from the accident scene until reaching the hospital emergency ward or the nearest medical facilities.

2 WHY IS EMERGENCY sult of injuries to the brain, heart, and large MEDICAL ASSISTANCE blood vessels. A further 35 percent die in the NEEDED? next 1-2 hours of head and chest injuries, and 15 percent over the next 30 days from sepsis and organ failure. The time between injury and he benefits of providing treatment to the initial stabilization is the single most impor- injured as soon as possible were first tant factor in patient survival, with the first 30- recognized about 200 years ago during T 60 minutes being the most important. wars in Europe when “flying ambulances” or The most serious injuries resulting from light horse-drawn carriages were introduced to traffic accidents are head, spinal, and internal carry the wounded from the battlefield. Since soft tissue damage to vital organs. Early treat- that time, there has been a slow but steady in- ment and stabilization of these typical acci- crease in the sophistication of emergency medi- dent injuries can enhance a patient’s timely cal services, often accelerated by the require- and full recovery. Delay or well-intentioned ments of wartime situations. Mortality rates but inappropriate first aid, can result in death dropped from 4.5 deaths per 100 casualties in or permanent disability. Medical experience World War II to less than one in recent times. around the world has demonstrated that This reduction was due, at least in part, to a stabilization of the injured person and reduction from hours to minutes in the time hospitalization to a specialist center, within required to reach medical care and to the pro- what they describe as the “golden hour,” vision of effective care “at the scene” by trained increases the patient’s potential for survival paramedical personnel. Increasing efforts are and full recovery. being made to provide similar standards of care Ambulance services are intended to meet in the civilian realm, particularly for injuries the following needs: resulting from road accidents. About 50 percent of road traffic deaths hap- 1) rapid response to life threatening or se- pen within 15 minutes of the accident as a re- rious incidents;

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2) preservation of life at the scene; equipped vehicles carry skilled doctors to the 3) prehospital life support and patient scene. Unfortunately, there is no evidence to stabilization; and show that one approach produces better results 4) reduction in death and serious injury for than the other, although both have their ardent accident victims supporters. An intermediate step is to use personnel with advanced training in diagnosis and Ambulance services may not be as appro- resuscitation (paramedic), but again there is no priate or effective in developing countries and evidence to show differences in outcome, al- a more flexible approach to emergency medi- though there may be differences in cost. cal services needs to be considered because of: A third approach, an “informal system,” 1) lack of an effective communication net- is found in many situations in countries in the work prevents ambulance services from Asian and Pacific region. Since there is often being notified of road traffic accidents; no organized ambulance service, the injured are 2) public unwillingness to give priority to picked up by bystanders or passing motorists ambulances as ambulances are more usu- and carried to the nearest emergency depart- ally used for nonemergency trips such ment by whatever transport is available, usu- as transferring patients and hospital staff ally without any treatment or first aid at the between hospital and home; and scene. This results in rapid transport to the 3) lack of data that prevents the need for emergency department but without any resus- ambulance services from being citation measures. The outcome of this system identified. depends to some extent on the capacity of the emergency department to deal with these se- Given the often crowded streets of cities in vere cases and to provide effective treatment the region, it is difficult to see how an ambu- on arrival. lance could reach the scene of a crash and trans- The essential components of an organized port the victim to hospital faster than the ad emergency medical care system, are given below: hoc arrangements now operating in some cities. In New Delhi, India, for instance, the times taken for patients to reach hospital approximate 3.2 Formal Emergency those reported in cities in Europe and the United Ambulance Systems States (US). However, the standard of medical a) An effective notification care provided in a formal first aid and transport and communication system would be higher; e.g., the care of airway network obstruction and bleeding would be improved. There should be a single, convenient method of notifying the ambulance service of 3 KEY COMPONENTS the location and nature of the emergency. In many countries this is a telephone number such 3.1 Alternative as 999, 000, or 111, which operates throughout Approaches the country and provides telephone access to all emergency services, police, fire, and am- There are two general philosophies in the bulance. Ideally, these calls should also be “formal” provision of emergency medical care. without charge. An additional requirement for One of these formal approaches is to provide this to work is that there must be a way of immediate first aid and emergency care at the identifying the exact location of the incident. scene of the incident, then to transport the in- In urban areas this is done usually with street jured person to the emergency department as names and intersections, but there can be fast as possible. It is there to supply skilled difficulty where street names are not used or and definitive care, the so-called scoop and where there are a few landmarks, as in rural run philosophy. This approach is taken in areas. countries such as Australia, New Zealand, United Kingdom (UK), and parts of the US. b) Central control and The alternative is to carry the skilled care coordination to the site of the incident and, there provide appropriate treatment. This approach is taken There should be a central control center in France, Germany, and Russia, where well- for receiving calls from the public and from

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other emergency services, and for coordinat- e) Training and evaluation of Plate 1: ing the despatch of vehicles and crew, even staff performance though the vehicles may be based at out-sta- Command and Training for emergency medical services control screen. tions strategically placed in relation to the an- personnel is commonly provided at basic and ticipated demands. advanced levels. Basic level training provides Communication for control of bleeding, preservation of a clear by radio between con- airways, cardiorespiratory resuscitation, and trol center and vehicle the stabilization of fractures. Advanced is essential, as are ra- training includes intravenous therapy and dio and telephone cardiac defibrillation. links between control center and out stations f) Documentation and with hospital emergency depart- It is essential that records be kept of all op- ments. erations and treatment given, for medico-legal Easy communica- reasons, and to provide a basis for the evaluation between the emer- tion of the efficiency and effectiveness of the gency department of service. Records should include the time of ini- the receiving hospi- tial response, time spent at scene, and the time tals and the ambulance of transport to hospital to determine the over- service allows ambu- all efficiency as well as the time associated lances to radio ahead with each stage in order to identify potential giving details of inju- time savings. It is also important to record that ries and any special the victim was injured or killed in a road medical treatment accident and to use the E codes (in the ICD-9 needed. coding system) to provide statistics for This helps to planning purposes and to permit comparisons ensure that casualties with police data to assess underreporting. are speedily dealt with on arrival. There 3.3 Informal Systems Plate 2: should also be cooperation between the am- Typical ambulance bulance service and hospital in training of staff, used in developed and planning, development, and evaluation of While the term scoop and run originally countries. operations. applied to the practices in developed countries where ambulances were used for rapid trans- c) Effective rescue and port and not providing medical treatment on site, medical aid at the scene it now also refers to the common practice in developing countries where the first available The most important factor relating to the vehicle (almost always a passing private vehi- successful recovery of the accident victim is cle) is used to transport the injured to hospital. the initial first aid treatment provided to the With the absence of ambulances and lim- injured person within the golden hour after the ited mobility of the police in many developing injury. Stabilization of the patient and/or, pre- countries, passing vehicles are often the only vention of choking or bleeding to death can chance a road accident victim has of reaching prevent permanent injury or premature death. proper medical care quickly. There are three basic requirements for such systems to operate d) Effective and appropriately effectively. These are that: equipped transport vehicles 1) drivers of private vehicles have to be Ambulance vehicles used for patient trans- willing to transport road accident casu- port should be clean, comfortable, possess alties; enough room for treatment to be provided to 2) road users need basic first aid knowl- the patient, and be capable of traversing the edge; and local terrain. This should carry a range of basic 3) publicity campaigns and programs need first aid equipment, as appropriate, depending to be undertaken to help achieve the first upon the training of the crew. two requirements.

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While a regulation requiring passersby to view the provision of emergency medical serv- assist road accident victims is commonly found ices and the fate of victims of road traffic in the traffic legislation of many developing crashes. The membership of this committee countries, it is rarely enforced. In many cases, could include representatives of the health, payment must be collected first from dona- transport, public works, and police departments, tions at the road accident scene. There is also a hospitals with emergency departments, disincentive to help as people fear being existing ambulance services, and possibly the blamed for the accident by police and crowds insurance industry. who may become hostile. There is also The tasks of this committee would include reluctance to carry someone who is bleeding a review of the present situation and the badly in case it damages car upholstery and resources available clothes. This could include a survey of hospital at- Timely transport may be important, but ac- tendances from road traffic crashes to estab- cording to recent research conducted in India lish the range of times from the crash to reach- and elsewhere, in many cases, only basic first ing hospital, and the method of transport to aid is required to sustain life. Accordingly, ba- hospital. sic first aid teaching should be incorporated This information, plus the nature and into as many driver oriented resources as severity of injuries and their outcomes, would possible, including highway codes, driver be valuable in establishing a baseline against training programs, and driving tests. which to measure the result of any future Publicity measures should be used to re- changes. mind the driving public of their legal responsi- This review would also include an exami- bilities as well as the importance of helping as nation of the situation with regard to: it could mean the difference between life and 1) notification and communication sys- death for the victim. The general public will tems, e.g., the capacity and coverage of also need to be convinced that there are no risks the telephone system, the availability of or disadvantages (apart from the inconven- radios, and a system of identifying the ience) from assisting the injured. location of events; In some Asian countries, well-meaning but 2) personnel available, their level of exper- misguided local perceptions can sometimes tise, and need for training; aggravate a patient’s condition (e.g., making 3) systems for control and coordination of an injured person drink water in the belief this operations, including the coordination of will help). Publicity campaigns should consider emergency department and prehospital current local practice as well as recommended activities. Is there capacity within the practices, especially if local practices need to existing emergency services or the hos- be discouraged or modified. pitals to run a control center? Hospital locations will also need to be 4) transport, the provision of appropriate publicized and countries should consider requir- vehicles, their operation and mainte- ing private hospitals and clinics to treat road acci- nance. What vehicles are available? Are dent victims. they suitable? What type of vehicle In many developing countries, road would be appropriate? accident victims will often be taken to the main 5) emergency wards and medical staff at the public hospital where treatment is free, even hospitals; and when other hospitals are closer. The delay in 6) systems for documentation, review, and treatment may result in more serious injury. evaluation of operations. Are there any records available?

4 STAGES OF The first aid, transport, and hospital emer- DEVELOPMENT gency department should be considered as parts of a whole emergency medical care 4.1 Emergency Medical system, but with different priorities Services Committee The results of this review will provide the information necessary to develop short- and Under the national road safety council, an long-term development strategies and action intersectoral committee should be set up to re- plans.

ROAD SAFETY GUIDELINES 4.12 - 5 EMERGENCY ASSISTANCE TO ROAD ACCIDENT VICTIMS

4.2 Short-term Action Plan The main focus during this stage should (1-2 Years) be on the following aspects: 1) improving communications; In the short term, in countries where there 2) training personnel; is no emergency ambulance, it may be more 3) obtaining or upgrading vehicles and effective, given limited resources, and as a first equipment; step, to encourage informal scoop and run by: 4) developing a notification, despatch, and 1) providing basic first aid training to po- control system; and lice, fire service, and other rescue per- 5) developing a record system that can be sonnel; used to monitor and evaluate perform- 2) providing information (via highway ance of the system. code, publicity, etc.) to all drivers and riders (and especially professional driv- The action plan should include the appoint- ers) on the four or five basic steps to ment of a person, under the emergency serv- stop a road accident victim bleeding or ices committee, to organize implementation of choking to death; the improvements and to coordinate the activi- 3) provide information and guidance on ties of the agencies in providing the necessary how to carry and transport injured per- resources. sons to the nearest hospital; and If it is felt that the ambulance system should 4) provide a mechanism (from insurance be improved, this is best done by appointing a companies) to cover any minor expenses professional manager to build up a new ambu- incurred in bringing the injured victim to lance service. The manager’s duties could in- hospital (e.g., cost of taxi fares [insurance clude: companies could save money if victim reaches qualified medical care earlier]). 1) defining the ambulance needs for the country; Hospital emergency departments should be 2) responsibility for finances; upgraded with regard to equipment and the 3) ensuring staff resources are adequate in training of medical, nursing, and paramedical numbers; and staff. There is little point in developing means 4) coordinating all interested bodies. of rapid notification and transport if the emergency department remains underequipped, un- The financing of the manager’s post and the derstaffed, and undertrained. It is unlikely that ambulance service will depend upon government there would be any improvement in outcomes; policy, but possible sources include: the place of death would merely be transferred from the road to hospital. 1) legislation to provide levy from vehicle Until a more formal national emergency insurance, fuel, or highway tolls; ambulance system can be established under the 2) improved central funding of existing ministry of health, it is often possible to de- agencies; and velop reasonable coverage by placing ambu- 3) development banks and aid agencies for lances under the control of police highway pa- certain aspects, including studies and trols or fire stations. These emergency services pilot projects. often already have effective communications and disciplined staff who can be trained in ba- The manager should prepare plans for the sic first aid procedures. They can provide some next one or two years together with a longer emergency cover until a more comprehensive term strategy over perhaps five years. system can be established. Areas that could be improved within a one- or two-year period in the whole country (if 4.3 Medium-term Action small) or in a trial area (if a large country) in- Plan (3-5 Years) (or in clude: the short term where some components of an 1) funding mechanism; 2) suitably equipped fleet of vehicles; emergency medical 3) trained crews; system already exist) 4) training level of staff;

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5) first aid equipment; tralia. The figure of less than 5 percent for Aus- 6) liaison between agencies; tralia may well represent a lower limit for 7) communication systems; and deaths potentially influenced by improvements 8) response times. in first aid and transport.

In the longer term, the development of plans to upgrade communication and notification systems, to train personnel, and to obtain ef- 6 EXAMPLES OF GOOD fective and appropriate vehicles can proceed. PRACTICE In urban areas and where distances to medical centers are short, skills to apply effective air- In each state of Australia, and in New Zea- way management, control of bleeding, and land, ambulance services are provided by inde- immobilization of the spine (e.g., a basic level pendent, nonprofit services under the super- of training) may be sufficient. vision of the state health departments. In ad- It is important that these developments take dition to its role in providing emergency place on a regional basis, coordinating the ac- service, in both of these countries, the major tions of hospital emergency departments, and role of the ambulance service is to provide a the first aid and emergency transport services. routine transport service transferring patients It has been found that improvements in between hospital and home. Most services prehospital care, a systematic approach, catego- have crews with advanced as well as basic rization of hospitals into levels of trauma care training, and vehicles with advanced capability, the development of systems of re- equipment. There is a large degree of view of trauma management within hospitals standardization of vehicle design across and within regions, and regionalization of emer- Australia. Some centers in both countries have gency care have been shown to contribute to developed trauma plans which categorize decreases in preventable trauma deaths. hospitals and increase coordination with the ambulance service. In Japan the ambulance service is provided by the fire service, with 5 BENEFITS OF which its operations are closely linked. In Sin- EMERGENCY gapore the service is provided by the Civil ASSISTANCE TO ROAD Defence Force, which is closely allied with ACCIDENT VICTIMS the fire service. In Kazakstan, the ambulance system in the Estimates of the potential number of lives capital city of Almaty operates 116 ambulances that could be saved by improved emergency and reported transporting 50 percent more road services depend heavily on assumptions made traffic accident victims than were reported by on the availability of levels of care and their the police in 1996. effectiveness, the methods of evaluation em- Australia, Malaysia, and New Zealand, ployed, and the level of services available in each have a dedicated telephone number for the particular region under study. In less de- all emergency services. Singapore has a single veloped countries there is little data available, number for the police, while the ambulance but estimates range from 20 percent in Papua and fire services share another number. New Guinea to 5 percent in Melbourne, Aus- Ambulance services in the People’s Republic

Plates 4 and 5: Typical ambulances in Asia.

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of China (PRC) are in the process of devel- offering help to road accident victims. Several opment. They are the responsibility of each countries are improving their emergency municipality. Beijing and Shanghai have ambulance systems. Fiji , for example, has efficient services in which each ambulance is implemented a pilot project to extend exist- manned by a driver, a doctor, and a nurse, and ing ambulance services and is considering there is central radio control and a number of basing ambulances at fire stations around the out-stations. The Beijing service has its own country. emergency hospital. Other cities, e.g., In Thailand, the Ministry of Health is Chongqing and Shenyang, have smaller, less improving the emergency ambulance system by well-equipped services. training paramedics and ambulance crews to In other countries, there is limited ambu- be able to offer assistance. lance service. In Papua New Guinea, where the service is provided by the Order of St. John, service is confined to the major city. In Indo- 7 REFERENCES nesia the service is provided by the Indonesian Surgeons Association, and in Malaysia by the 1. Schwartz, G. R., P. Safer, J. H. Stone, P. Red Crescent organization. In Viet Nam, there B. Storey, and D. K. Wagner, (Eds.). 1986. is a small ambulance service in Hanoi. Principles and Practice of Emergency The traffic police in Madras, India, intro- Medicine (second ed.). Philadelphia, US: duced the Golden Hour Scheme in late 1994 W. B. Saunders. (Vol. II, Part IV, where passersby were encouraged to help road Emergency Medical Systems, pp. 1,371- accident victims and private hospitals were to 1,491.) treat road accident victims. The Police Commis- 2. WHO. 1984. Consultation on sioner requested all medical practitioners and Emergency Medical Organization: private hospitals to provide all possible assistance Report on a WHO meeting, Washington, to road accident victims and announced the DC, September 1983. Geneva, police would be restricted from harassing those Switzerland: WHO.

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for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY ROAD SAFETY RESEARCH

1. Identify and prepare a consolidated list of all road safety research undertaken in the country and the researchers and institutes involved.

2. Target future research at accepted priority areas or in improving the accident data system if accident data is inadequate to provide an accurate baseline assessment of the road safety situation.

3. Coordinate research with the national road safety council (NRSC) and the lead road safety agency in the country to ensure road safety research is relevant and findings can be applied.

ROAD SAFETY GUIDELINES 4.13 - 1 1 INTRODUCTION

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ROAD SAFETY GUIDELINES 4.13 - 3 ROAD SAFETY RESEARCH

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4.13 - 4 ROAD SAFETY GUIDELINES ROAD SAFETY RESEARCH

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ROAD SAFETY GUIDELINES 4.13 - 5 ROAD SAFETY RESEARCH

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ROAD SAFETY GUIDELINES 4.13 - 7 ROAD SAFETY RESEARCH

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4.13 - 8 ROAD SAFETY GUIDELINES 4.14 ROAD ACCIDENT COSTING

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines EXECUTIVE SUMMARY ROAD ACCIDENT 4.14 COSTING With the high growth of road accidents throughout the developing world, it is essential that adequate sums of money are spent in dealing with the problem. In the absence of an estimate of accident-related economic issues, it is difficult to identify the sums of money that should be invested each year on road safety countermeasures. The first need for accident cost valuations, therefore, is at the level of national resource planning to ensure that road safety is given adequate priority in terms of investment in its improvement.

In using the gross output method, a sum is usually included to reflect pain, grief, and suffering of the accident victim and to those who care for the victim.

1. Until local estimates are available, assume 1-2 percent of national gross domestic product (GDP) is lost annually through road accidents.

2. Prepare interim local estimates of the costs of road accidents by severity using the approach recommended by the Transport Research Laboratory (TRL) of the United Kingdom (UK).

3. Set in motion a research project at a university or economic research institute to prepare accurate valuations of road accident costs by severity using the gross output method.

ROAD SAFETY GUIDELINES 4.14 - 1 1 INTRODUCTION

These sector guidelines on “Road Accident Costing” are from a set of Road Safety Guidelines for the Asian and Pacific Region policymakers, developed as part of a regional technical assistance project (RETA 5620: Regional Initiatives in Road Safety) funded by the Asian Development Bank (ADB). Road traffic accidents (RTA) are commonly viewed in terms of individual personal losses or as general statistics. Unlike aviation or rail accidents (where frequently, many persons may die in a single accident), the large-scale economic and social impact of road accidents is rarely appreciated, as road accident deaths and casualties normally only happen in ones and twos. Road accident costing attempts to estimate the annual cumulative losses incurred by a country as a result of road accidents. Several different methods exist for costing road accidents, including court awards and life insurance contracts, but the two most common are the gross output method and the willingness to pay method. The gross output method (also referred to as the human capital approach) is based on assessing the economic consequences of road accidents, usually supplemented by a notional sum to reflect pain, grief, and suffering for those involved and also for family and friends of those killed and injured, as a proxy for accident costs. The willingness to pay method estimates the amount of money people affected by a particular measure would pay to avoid an accident and produces a much higher valuation of accident costs. Since the late 1980s willingness to pay has increasingly been applied for accident costing in industrialized countries. However, the gross output method has been the most commonly used method in most countries over the past few decades. This method is recommended for developing countries as its primary objective, increasing a country’s wealth, is thought more appropriate to their needs. Many assumptions are required in accident costing and, whenever alternative values or uncertainties present themselves, a conservative approach is recommended thus ensuring that a indisputable minimum value is obtained of road accident costs in a country. If investment can be justified on such a minimum value, it will certainly be justified on any other value. 2 WHY IS ROAD ACCIDENT COSTING or predestined; i.e., unavoidable. Road accidents are too often accepted as inevitable nega- NEEDED? tive side effects of motorization. However tragic the personal losses, road accidents are rarely ccident costing highlights the socio- perceived as a serious drain on the economy economic burden of road accidents. and this leads to complacency towards road A Developing countries face many chal- safety issues. This view is totally wrong. Road lenges and have many resource needs. Road accidents have been shown to cost annually safety tends not to receive due consideration between 1 percent and 3 percent of GDP in because not all road accidents and casualties developing countries. The gross national prod- are reported to the police and there is usually uct (GNP) is often more readily available than no other system of estimating road accidents the GDP figure and although usually slightly and the corresponding casualties nationwide. higher than the GDP, can be substituted for it There is also a problem with the perception for the purposes of rough estimation. These are that road accidents are random, unintentional, large sums that few countries — especially de-

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veloping countries — While the internationally accepted defini- PGS Social can afford to lose, tion of a road accident death includes all re- Cost year after year. lated deaths within 30 days of the accident, Casualty- LOST OUTPUT Knowledge of many countries report only deaths occurring at related accident costs allows the scene or within a few days. Adjustment fac- safety impacts to be tors* should, therefore, be applied when mak- MEDICAL COSTS Resource economically ing international comparisons. Published min- Costs justified. Road safety istry of health figures, when available, should PROPERTY DAMAGE Accident- measures have been be compared with police reported figures to related frequently ignored or ensure that an accurate assessment of total road ADMINISTRATION downplayed in cost accidents and casualties is achieved. benefit analyses on Serious injuries are defined as those that Figure 1: the grounds that the associated costs and require hospitalization (at least one night) while Road accident cost benefits are too intangible. Where road safety slight injuries require medical treatment but no components is included in cost benefit analyses of road im- overnight stay in a hospital. In many countries, provements, it is often only factored on a sub- the number of police-reported road accident jective basis and so does not get applied in the injuries is often unrealistically low and in such consistent manner required for project com- cases hospital surveys should be conducted to parisons. So road safety has generally been se- identify the actual number of serious and slight verely underfunded as it is not possible to prove injuries, based on police or insurance company its cost-effectiveness without the use of road data. accident cost values. Damage-only accidents are even less well documented than injury accidents, as few developing countries require damage-only acci- 3 KEY COMPONENTS dents to be reported. Early accident costings in the UK assumed a damage-only accident ratio The key components that need to be con- of six to every one injury accident. Subsequent sidered when examining this sector relate insurance company surveys increased this ratio largely to the various cost components. These and a recent postal survey has concluded that can be classified into casualty-related costs the damage-only ratio should be more than 17 (lost output, medical costs, and the pain, grief, times that of injury accidents in urban areas of and suffering value), accident-related costs the UK. A nationwide average of 15 damage- (property damage and administration), and ac- only accidents to each injury accident is now cident data. As shown in Figure l, all are re- used in the UK for cost estimation. The source costs, except for the pain, grief, and suffering component. Table 1: National Accident Data The cost of an accident is the sum of the Requirements casualty-related costs, plus the accident-related Accident Accidents Casualties (No.) costs, while the total cost of accidents in a coun- type (No.) try is the number of accidents by severity mul- Fatality Serious Slight tiplied by their respective accident cost. injury injury Fatal 3.1 Accident Data Serious 0 To calculate total accident costs, the number Slight 00 of accidents and casualties by severity must be Damage 000 known. While accident data is often taken for only granted in industrialized countries, in developing countries with little road safety awareness, accident data may be incomplete and * Corrections to convert different definitions of road inconsistent. deaths to 30 day deaths: To permit cost estimation, casualty figures within four hours (+30 percent); need to be provided separately by the traffic within three days (+15 percent); within six days (+9 percent); police for each accident severity type, as shown within seven days (+8 percent); and in Table 1. within one year (-3 percent).

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importance of estimating the number of dam- Lost output for serious and slight injuries age-only accidents is shown by the fact that in is the daily earning rate multiplied by the the United States (US), the cost of damage-only number of days off work. This is usually de- accidents is estimated to be higher than the cost rived from hospital and victim surveys. Cost is of all fatal accidents. not normally assigned to the amount of in- In order not to disregard the cost of dam- creased travel time caused by road accidents. age-only accidents, their frequency will need to be estimated and a conservative ratio (five 3.3 Vehicle Damage Costs or six damage-only accidents for every injury accident) can be used in the interim until more While all property-related damage costs accurate data is available. In Nepal, a ratio of should be valued (e.g., street furniture, guard- 5:1 damage-only accidents to injury accidents rails, and walls), vehicle damage costs are often was recently used for urban areas and a lower the only property item valued in developing ratio of 2:1 was accepted for rural areas. The countries. Vehicle damage costs include the average cost of a personal injury accident is repair or replacement cost (minus salvage value) used in cost benefit analysis in the UK, but insurance claim, surveyor fees, and any business this cost also includes expected damage-only lost due to the vehicle being out of commission accident costs. In developing countries, the (although this is rarely counted in developing average injury accident cost may need to be countries). As the cost to society is being factored to compensate for unreported injury measured, vehicle damage costs should be accidents as well as unreported damage-only calculated net of import duties and sales tax. In accidents. the gross output method, vehicle damage costs are often the largest cost component in analyses. 3.2 Lost Output Insurance claims are the traditional source for vehicle damage costs, but the low rate of Lost output refers to the contribution RTA insurance coverage in many developing coun- victims were expected to make to the economy tries raises questions as to how representative with future earnings weighted to present value accident claims are. Compensation is often less (with an inflation rate currently in use in the than damage costs, as policy coverage may be country). The contribution is usually measured restricted, with the owner usually paying the by the average earnings plus any nonwage pay- first portion (say US$100) or more of any dam- ments (e.g., national insurance contribution or age. Insurance claim surveyor reports, although rent subsidy). still limited to insured vehicles, have the ad- Average wage rates are frequently used with vantage of estimating vehicle damage costs assumptions required to reflect the amount of regardless of coverage limitations and often agricultural labor and employment rates. Acci- they will report the present value of the car, dent victim surveys have been conducted in any remaining salvage value, and will itemize some countries but are generally on a small the cost of labor and replacement parts sepa- scale and often have had conflicting results. rately. Where they are available they provide a Urban pedestrian deaths are commonly often good source for estimating damage costs. assumed to be persons of low income yet a re- Vehicle fleet operating companies can also cent accident costing exercise in Kerala, India, be contacted for cost data but poor record keep- estimated victims’ income to be three times that ing practices and low levels of safety aware- of the local average per capita income1. ness frequently limit cost data availability. Ve- The “lost output” of RTA deaths is calcu- hicle fleet companies should be contacted, lated as the average earnings multiplied by the however, to estimate the amount of business number of working years lost (i.e., average re- lost during postaccident repair time. tirement age minus the average RTA fatality age) Vehicle damage costs can also be collected and then weighted at the accepted government from accident victim surveys, but this is a slow rate to a present day value. Unlike other major process. Surveys were attempted in Nepal, with causes of death in developing countries, road motorcyclists asked about accident damage accidents strike down those in the prime of life costs, but the results were disappointing. Re- (average RTA fatality age is usually between pair workshops in Nepal were also contacted 28 and 31 years), when they are arguably of the for accident repair costs but little data was col- most productive value to society. lected over three months.

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stay, although this does not reflect capital costs. In developing countries, medical costs do not reflect the reality of the situation, as scarce resources limit the hospital beds and medical services available. The medical costs alone do not necessarily reflect the actual opportunity costs.

3.5 Administration Costs

Administration costs from road accidents are incurred by the police and the insurance companies. The situation is complicated, however, by the number of accidents not reported to the police and those accidents not involving insured vehicles. The responsibility for accident reporting may also be divided between several police forces or divisions, as in Plate 1: Average vehicle damage costs should not Damaged vehicle. be assumed to apply equally to all vehicles in- Bangladesh where traffic police report dam- volved in accidents. While pedestrian accidents age-only accidents and general duty police are a serious problem in many developing coun- report injury accidents. tries and contribute significantly to casualty Many developing countries for conven- figures and costs, pedestrian accidents often ience adopt the ratios determined by research involve little or no vehicle damage. Accident in the UK and assume administration costs to reporting systems such as the Transport Re- represent 0.2 percent of the total resource costs search Laboratory’s (TRL) Microcomputer in a fatal accident, 4 percent of serious Accident Analysis Package (MAAP) can be accidents, 14 percent of slight accidents, and configured to include data on vehicle damage 10 percent of damage-only accidents. An and can provide the number of reported acci- alternative method is to assume a token amount dents incurring no vehicle damage. for those accidents involving police and/or insurance involvement. 3.4 Medical Costs 3.6 Pain, Grief, and Medical costs include emergency medical Suffering Component services, both inpatient and outpatient care, prescription costs, service fees (X-rays and Early estimates of road accident costs fo- operations), and rehabilitation costs (includ- cused exclusively on the direct economic costs ing artificial limbs). Medical costs are a diffi- and did not attempt to consider pain, grief, and cult area in which to collect data. As they rarely suffering. With the onset of social cost benefit account for more than 5 percent of accident analysis in the 1970s, a notional value for costs, data collection can be kept to a minimum, pain, grief, and suffering was included in indus- as even gross errors have relatively little effect trialized countries to reflect societies’ and the on the overall accident costs. individual’s aversion to death. The original Often, neither health ministries nor indi- value for pain, grief, and suffering of a RTA vidual hospitals are able to estimate the cost of death was determined by the amount required an inpatient stay (per night) or an outpatient to ensure all lives (no matter what age and what visit. Bed charges should not be used as they remaining productivity) received a positive refer only to the patients’ charge (and for par- value under the net output method. tial service) and do not reflect the amount of In the UK, pain, grief, and suffering values subsidy received or the true cost incurred. As a were increased several times throughout the last resort, a hospital’s annual expenditure can 1970s and 1980s and ended at 38 percent of be divided by the number of inpatient days and resource costs of a RTA death, 100 percent of outpatient visits. Outpatient visit cost can be a serious injury, and 10 percent of a slight assumed to be a quarter that of an overnight injury. While many developing countries have

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used these values, the accident costings in cent to 20 percent lost output). Pain, India and Nepal have used 20 percent of lost grief, and suffering estimate should be output costs. agreed by a national road safety council With the increasing introduction of the will- or those involved in road accident con- ingness to pay method, the human costs are sequences; i.e., insurance company almost twice the resource costs in the UK10. This representatives, police, doctors, and le- method is inappropriate to apply in developing gal experts. While some technical assist- countries, but does indicate that the calculation ance may be required for initial accident and use of a value based on gross output method costing calculations, a local research in- perhaps still underestimates the real cost of road stitute could be trained to conduct acci- accidents in a country. dent costing updates and revisions. TRL Road Note 105 provides guidance on how to carry out costing in developing 4 STAGES OF countries; DEVELOPMENT 3) assess extent of underreporting of injury and damage only accidents. If RTA injury is believed to be under- In order to produce accurate estimates of reported, hospital surveys should be con- road accident costs and to incorporate these ducted to produce a more accurate esti- estimates into cost benefit analyses, a devel- mate of accident injuries. Key hospitals oping country usually needs to proceed along major highways should be sur- through a number of stages. The major mile- veyed using admission registers (assum- stones of introducing and applying road acci- ing RTA is listed as cause of admission). dent costing are provided below, along with Table 2 shows the minimal data required the activity involved: by such hospital surveys. Surveys of insurance and fleet companies should be 1) Accept 1 percent of annual national undertaken to determine frequency and GDP as a minimum estimate of annual average cost of vehicle damage in dam- road accident costs. This working esti- age-only accidents; mate should be used to highlight the 4) estimate total annual road accident costs of road accidents incurred annu- costs and average accident costs. These ally and to emphasize the overall national estimates will be determined locally and cost of road accidents that are usually reflect both reported and unreported ac- considered as individual cases with sepa- cidents, i.e., an average reported injury rate financial and personal losses; accident cost would also include the 2) conduct accident costing exercise costs of unreported injury and damage- based on gross output method. Acci- only accidents. These costs would re- dent cost components can be estimated place the GDP percentage estimate as the with economic indicators available for annual national cost of road accidents lost output calculations and vehicle dam- and should be used in road safety pro- age costs derived from insurance com- grams and campaigns; pany and surveyor data. Medical and 5) conduct accident victim surveys. Ac- administrative costs can be assumed cident victim surveys should be con- (small percent of total costs) and a conducted to check the accuracy of cost es- servative estimate initially used for esti- timates. Further research on accident mating pain, grief, and suffering (10 per- costs can be conducted by following up a random sample (say 100 or so) road Table 2: Hospital RTA Casualty Survey accidents by having researchers obtain Inpatient Emergency-room Brought in from police records the names of those only dead involved in the selected accidents. These individuals or their families can be fol- Jan. lowed up to identify how long the vic- Feb. tim was in hospital, how many days’ March work were missed, average salary, and cost of vehicle repairs. Such surveys

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have been used in Sichuan, the People’s countries indicate a much more serious prob- Republic of China (PRC); and Karachi, lem exists in the developing world. Road acci- Pakistan. Pain, grief, and suffering can dent costing offers an opportunity to overcome be reconsidered and victim stories con- underreporting as hospital surveys often iden- sidered for publicity and educational tify casualty totals much higher than police campaigns; RTA figures (for example, in the PRC, Ministry 6) introduce accident costs in project of Health statistics show 111,000 road accident cost benefit analyses. Safety impacts deaths whereas official police statistics for the should be evaluated based on accident same year [1994] show 66,362 road accident costs and engineering judgment on the deaths). Similarly, with so few vehicles insured predicted accident change; i.e., effect in developing countries, insurance company of road widening on road accidents. accident claims may represent only a fraction Eventually, accident cost savings should of the total vehicle damage costs incurred in be refined according to before and after- the country. accident findings; By identifying the total impact of road ac- 7) target road safety funding to percent- cidents, road accident costing reveals the true age of national road accident costs. The extent of the problem in both the human casu- target of road safety funding should be alty toll and also in economic terms. Road ac- based on the national road accident cost cidents pose a serious drain on scarce financial estimate with anywhere between 10 per- resources and medical services. RTA victims cent and 50 percent requested for road mainly belong to the most productive age range safety (note that until recently, Japan al- and have often just begun to pay back their located 0.6 percent of its annual GNP to debts to society. road safety after calculating that accidents cost 1.3 percent of annual GNP; 5.2 Road Safety Funding i.e., safety funding allocation was about 50 percent of annual losses); and Once the total cost of road accident losses 8) regularly revise estimates and con- is known, an optimal safety budget can be de- sider willingness to pay method. Road termined and adequate resources can start to accident costs should be recalculated be justified for road safety. If the results are every three to four years and updated publicized, a road accident costing procedure annually during the interim period by the should also be able to galvanize public and per capita GDP growth. Given the diffi- political support and generate private sector culty in adopting the willingness to pay support for road safety. Road accidents will be method, countries should first carry out shown to have many more victims and much a pilot project if they are considering wider and serious economic consequences than moving towards such an approach, as is commonly realized. The economic losses to complex surveys are involved. the country are often viewed more seriously by governments than the thousands of persons killed or crippled each year. Being able to esti- 5 BENEFITS AND mate the economic losses provides a means of EFFECTS attaining political interest in and support for road safety initiatives. It also tends to galva- 5.1 Road Safety nize press and media support for safety initiatives to reduce such losses. Awareness

In order to estimate the total cost of road 5.3 Promotion of Cost- accidents nationally, all accidents and related effective Road Safety casualties (i.e., police reported and unreported injury, and damage-only accidents) need to be With average accident costs estimated, road considered. Reported RTAs can be only an un- safety can now begin to be factored in a con- derestimate of the actual total that occurs each sistent manner on the same basis as construc- year. While underreporting exists in all coun- tion and maintenance in cost benefit analyses tries, the severity indices found in developing of road projects and vehicle safety products;

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e.g., seat belts, motorcycle helmets, and re- costs, which are borne to a large extent (almost flective stickers. 80 percent) by the patients. Safety engineering measures in developed Both Australia and the UK have put much countries have proven to have high rates of re- effort into researching road accident costs, with turn and road safety expenditures can be pro- Australia producing estimated costs of various moted as an investment rather than purely as a accident types while the latter has documented cost. Safety measures can be shown to be cost- the transition from gross output method to the effective, a basic requirement in this era of willingness to pay method. In the US , the scarce resources. National Highway Traffic Safety Admin- istration has produced recommended average accident costs, but the individual states use their 6 EXAMPLES OF GOOD own calculations which are much lower than PRACTICE the Administration’s. Under the European Commission Coopera- tion in the field of Scientific and Technical India has conducted several road accident Research (COST) program, 13 countries, in- costing studies with the first dating back to cluding the UK, participated in a study4 on 1978. In recent years, the road accident costs the socioeconomic costs of road accidents. have been regularly updated rather than revised, Over the past several years, road accident but individual localities have begun conduct- costing models and methods have been ing their own accident costing exercises1 . compared and assessed in terms of theoretical However, it would be better if a single value validity and general practicality. could be derived for each accident type and these values be applied throughout India. This should facilitate more consistency in decision making when considering alternative road 7 REFERENCES AND KEY safety initiatives. DOCUMENTS Both the Indian Institute of Technology and the Central Road Research Institute2 have con- In 1995, TRL published an Overseas Note ducted surveys of accident victims in an effort on Road Accident Costing5, which provided to learn more about road accident deaths. both background and a case study, while an Overseas Development Administration earlier attempt at accident costing in India is (ODA) of the UK has recently undertaken a well-documented in the Road User Cost study2. study in several countries to determine the A summary of the recent accident costing ex- socioeconomic characteristics of accident ercise in Kerala is also available1. victims. This study3 has shown those injured In Australia, one of the few motorized coun- in road accidents to have higher-than-average tries to still employ the gross output method, wage rates. the Australian Road Research Board has pro- The Republic of Korea has carried out ex- duced many reports on accident costing6, while tensive research on accident costs and a valua- the UK has documented much of its accident tion is now available for use in cost benefit costing work in published TRL reports. The analysis of proposed safety interventions. final report of the European Commission’s Road accident costing was introduced re- research into the socioeconomic costs of road cently in Nepal where the lack of national acci- accidents was published in 19954. dent data required many assumptions to be A good reference for the application of road made. accident costs is Safety and Highway Invest- Detailed instructions were produced to ment, published by the University of Iowa guide the Nepal Department of Roads in up- (1994)7. This reviews the different costing dating the accident cost estimates in future years methods used by the state highway departments until a reliable national accident database is in the US. developed and accident cost estimates can be The UK method of valuation and current revised. values are summarized periodically in UK De- Nepal is fortunate to have a good source partment of Transport Highways Economic for medical costs, as the United Mission Nepal Notes8. A review of current valuations used in operates four hospitals and can provide average different countries is given in a recent article inpatient costs per night and outpatient visit by Elvik9.

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1. Chand, M. 1995. “Cost of Road Acci- 6. Andreassan, D. 1993. Road Accident dents in India — with Special Refer- Costs and Their Use. Victoria, Aus- ence to Kerala.” Pune, India: Indian tralia: Australian Road Research Board Journal of Transport Management, July Special Briefing. 1995. 7. Forkenbrock, D., N. Foster, and T. 2. Central Road Research Institute. Pogue. 1994. Safety and Highway In- (CRRI). 1982. Road User Costs. New vestment. US: University of Iowa. Delhi, India: CRRI. 8. Department of Transport. 1994. 3. Ghee C. E., et al. 1997. Socio-Economic “Valuation of Road Accidents.” Aspects of Road Accidents in Develop- Highways Economics Note No. 1 1994. ing Countries. UK: TRL Report UK: Department of Transport. TRL247. 9. Elvik, R. 1995. “An Analysis of 4. Alfaro, J. L., M. Chapuis and F. Fabre Official Economic Valuations of Traffic (eds.). 1994. Cost 313 Socio-Economic Accident Fatalities in 20 Motorized Costs of Road Accidents. Final Report. Countries.” Accident Analysis and Pre- European Commission, 200 Rue de la vention, Vol. 27, No. 2, 1995. US. Loi, BU 31 5/33, Brussels, Belgium. 10. Department of Transport. 1995. Road 5. TRL. 1995. Costing Road Accidents in Accidents Great Britain 1994: The Developing Countries. Overseas Road Casualty Report. UK: The Stationery Note 10. UK: TRL. Office (see also 1968-1991, and 1993).

ROAD SAFETY GUIDELINES 4.14 - 9 AppendixA USEFUL DOCUMENTS WORTH ACQUIRING

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines ˠ˴́̌ʳ̈̆˸˹̈˿ʳ˷̂˶̈̀˸́̇̆ʿʳ˺̈˼˷˸˿˼́˸̆ʿʳ˴́˷ʳ̀˴́̈˴˿̆ʳ˸̋˼̆̇ʳ˼́ʳ˼́˷̈̆̇̅˼˴˿˼̍˸˷ʳ˶̂̈́̇̅˼˸̆ʳ̇˻˴̇ʳ̊̂̈˿˷ʳ˵˸ ̊̂̅̇˻ʳ˴˶̄̈˼̅˼́˺ʳ˵̌ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̃̅̂˹˸̆̆˼̂́˴˿̆ʳ˼́ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʳ̂˹ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ ̅˸˺˼̂́ˁʳ˦̂̀˸ʳ̂˹ʳ̇˻˸ʳ̀̂̅˸ʳ˼̀̃̂̅̇˴́̇ʳ˴́˷ʳ̅˸˿˸̉˴́̇ʳ̂˹ʳ̇˻˸̆˸ʳ˴̅˸ʳ˼́˷˼˶˴̇˸˷ʳ˵˸˿̂̊ˁʳ˧˻˸ʳ˥̂˴˷ʳ˘́˺˼ˀ ́˸˸̅˼́˺ʳ ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˔̆˼˴ʳ˴́˷ʳ˔̈̆̇̅˴˿˴̆˼˴ʳʻ˥˘˔˔˔ʼʳ˺̈˼˷˸ʳʻ˥˸˹˸̅˸́˶˸ʳˊʼʳ̃̅̂̉˼˷˸̆ʳ˴́ʳ˸̋˶˸˿˿˸́̇ ̂̉˸̅̉˼˸̊ʳ̂́ʳ̂̇˻˸̅ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̅˸̆̂̈̅˶˸̆ʳ˴̉˴˼˿˴˵˿˸ʳ˹̅̂̀ʳ˴̅̂̈́˷ʳ̇˻˸ʳ̊̂̅˿˷ˁ ˄ˁ ˚̈˼˷˸˿˼́˸̆ʳ˹̂̅ʳ˔˶˶˼˷˸́̇ʳ˥˸˷̈˶̇˼̂́ʳ˴́˷ʳˣ̅˸̉˸́̇˼̂́ʳ ʻ˜́̇˸̅́˴̇˼̂́˴˿ʳ˘˷˼̇˼̂́ʼˁʳ˜́̆̇˼̇̈̇˼̂́ʳ̂˹ ˛˼˺˻̊˴̌̆ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ˁʳ˄ˌˌ˃ˁ ˔̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʼʳ˹̅̂̀ʳ˜́̆̇˼̇̈̇˼̂́ʳ̂˹ʳ˛˼˺˻̊˴̌̆ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʿʳˉʳ˘́˷̆˿˸˼˺˻ʳ˦̇̅˸˸̇ʿ ˟̂́˷̂́ʳ˪˖˄˛ʳ˃˗˭ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ ˧˸˿ˍʳʻˇˇʳ˄ˊ˄ʼʳˆˋˊʳ˅ˈ˅ˈ ˙˴̋ˍʳʻˇˇʳ˄ˊ˄ʼʳˆˋˊʳ˅ˋ˃ˋ ˅ˁ ˚̈˼˷˸˿˼́˸̆ʳ˹̂̅ʳ̇˻˸ʳ˦˴˹˸̇̌ʳ˔̈˷˼̇ʳ̂˹ʳ˛˼˺˻̊˴̌̆ˁʳ˜́̆̇˼̇̈̇˼̂́ʳ̂˹ʳ˛˼˺˻̊˴̌̆ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ˁ ˄ˌˌˉˁ ˔̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʼʳ˹̅̂̀ʳˉʳ˘́˷̆˿˸˼˺˻ʳ˦̇̅˸˸̇ʿʳ˟̂́˷̂́ʳ˪˖˄˛ʳ˃˗˭ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ ˧˸˿ˍʳʻˇˇʳ˄ˊ˄ʼʳˆˋˊʳ˅ˈ˅ˈ ˙˴̋ˍʳʻˇˇʳ˄ˊ˄ʼʳˆˋˊʳ˅ˋ˃ˋ ˆˁ ˚̈˼˷˸ʳ̇̂ʳ˧̅˴˹˹˼˶ʳ˘́˺˼́˸˸̅˼́˺ʳˣ̅˴˶̇˼˶˸ˍʳˣ˴̅̇ʳˇʳΫʳ˥̂˴˷ʳ˖̅˴̆˻˸̆ˁʳ˄ˌˋˋˁ ˔̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʼʳ˹̅̂̀ʳˡ˴̇˼̂́˴˿ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˔̈̆̇̅˴˿˼˴́ʳ˦̇˴̇˸ʳ˥̂˴˷ʳ˔̈̇˻̂̅˼̇˼˸̆ ʻˡ˔˔˦˥˔ʼʿʳ˔̈̆̇̅̂˴˷̆ʿ ˣˁˢˁʳ˕̂̋ʳˉˈˌʿʳ˛˴̌̀˴̅˾˸̇ʿʳˡ˸̊ʳ˦̂̈̇˻ʳ˪˴˿˸̆ʳ˅˃˃˃ʿʳ˔̈̆̇̅˴˿˼˴ ˧˸˿ˍʳʻˉ˄ʳ˅ʼʳ˅˄ˋʳˉ˅˄ˋ ˙˴̋ˍʳʻˉ˄ʳ˅ʼʳ˅ˋ˄ʳˊˇˈˋ ˇˁ ˢ̅˺˴́˼̆˴̇˼̂́ʳ˹̂̅ʳ˘˶̂́̂̀˼˶ʳ˖̂ˀ̂̃˸̅˴̇˼̂́ʳ˴́˷ʳ˗˸̉˸˿̂̃̀˸́̇ʳʻˢ˘˖˗ʼʳ˥̂˴˷ʳ˥˸̆˸˴̅˶˻ ˥˸̃̂̅̇̆ ˩˴̅˼̂̈̆ʳ̅˸̃̂̅̇̆ʳ˴́˷ʳ̃̈˵˿˼˶˴̇˼̂́̆ʳ˼́˶˿̈˷˼́˺ˍ Θ ˧˴̅˺˸̇˸˷ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˣ̅̂˺̅˴̀̀˸̆ʳʻ˄ˌˌˇʼˎ Θ ˥̂˴˷ʳ˜́˹̅˴̆̇̅̈˶̇̈̅˸ʳ˥˸˻˴˵˼˿˼̇˴̇˼̂́ʳ˴́˷ʳ˦˴˹˸̇̌ʳ˦̇̅˴̇˸˺˼˸̆ʳ˼́ʳ˖˸́̇̅˴˿ʳ˴́˷ʳ˘˴̆̇ʳ˘̈̅̂̃˸ ʻ˄ˌˌˈʼˎ Θ ˜̀̃̅̂̉˼́˺ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˵̌ʳ˔̇̇˼̇̈˷˸ʳˠ̂˷˼˹˼˶˴̇˼̂́ʳʻ˄ˌˌˇʼˎʳ˴́˷ Θ ˠ˴̅˾˸̇˼́˺ʳ̂˹ʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ʳʻ˄ˌˌˆʼˁ ˧˻˸̆˸ʳ˴̅˸ʳ˴̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʼʳ˹̅̂̀ʳˢ˘˖˗ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳˣ̅̂˺̅˴̀̀˸ʿʳ˅ʿʳ̅̈˸ ˔́˷̅ͼˀˣ˴̆˶˴˿ʿʳˊˈˊˊˈʿʳˣ˴̅˼̆ʳ˖˸˷˸̋ʳ˄ˉʿʳ˙̅˴́˶˸ ˧˸˿ˍʳʻˆˆʳ˄ʼʳˇˈ˅ˇʳˋ˅˃˃ ˙˴̋ˍʳʻˆˆʳ˄ʼʳˇˈ˅ˇʳˋ˄ˊˉ ˈˁ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˘́˺˼́˸˸̅˼́˺ʳˠ˴́̈˴˿ˁʳ˄ˌˌ˅ˁ ˔̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʼʳ˹̅̂̀ʳ̇˻˸ʳ˥̂̌˴˿ʳ˦̂˶˼˸̇̌ʳ˹̂̅ʳ̇˻˸ʳˣ̅˸̉˸́̇˼̂́ʳ̂˹ʳ˔˶˶˼˷˸́̇̆ʳʻ˥̂˦ˣ˔ʼʿ ˖˴́́̂́ʳ˛̂̈̆˸ʿʳ˧˻˸ʳˣ̅˼̂̅̌ʳˤ̈˸˸́̆̊˴̌ʿʳ˕˼̅̀˼́˺˻˴̀ʳ˕˔ʳˉ˕˦ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ ˧˸˿ˍʳʻˇˇʳ˅˄ʼʳ˅˃˃ʳ˅ˇˉ˄ ˙˴̋ˍʳʻˇˇʳ˅˄ʼʳ˅˃˃ʳ˄˅ˈˇ ˉˁ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˛˴́˷˵̂̂˾ˁʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˘˶̂́̂̀˼˶̆ˁʳ˄ˌˋ˅ˁ ˔̉˴˼˿˴˵˿˸ʳʻ˼́ʳˡ̂̅̊˸˺˼˴́ʳ˴́˷ʳ˥̈̆̆˼˴́ʼʳ˹̅̂̀ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˘˶̂́̂̀˼˶̆ʿʳˣˁˢˁʳ˕̂̋ ˉ˄˄˃ʳ˘̇̇˸̅̆̇˴˷ʿʳˠˀ˃ˉ˃˅ʿʳˢ̆˿̂ʿʳˡ̂̅̊˴̌ ˧˸˿ˍʳʻˇˊʳ˅ʼʳ˅ˈˊʳˆˋ˃˃ ˙˴̋ˍʳʻˇˊʳ˅ʼʳ˅ˈˊʳ˃˅ˌ˃

App. A - 1 ROAD SAFETY GUIDELINES APPENDIX A

ˊˁ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˥˸̆̂̈̅˶˸̆ʳ˹̂̅ʳ˗˸̉˸˿̂̃˼́˺ʳ˖̂̈́̇̅˼˸̆ʳʻ˔ʳ˺̈˼˷˸ʳ̇̂ʳ̊˻˴̇ʳ˼̆ʳ˴̉˴˼˿˴˵˿˸ʳ˹̅̂̀ ̊˻̂̀ʼˁʳ ˥˘˔˔˔ˁʳ˄ˌˌ˅ˁ ˣ̅˸̃˴̅˸˷ʳ̂́ʳ˵˸˻˴˿˹ʳ̂˹ʳ˥˘˔˔˔ʿʳ˵̌ʳ˴́˷ʳ˴̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʼʳ˹̅̂̀ʳ˔̈̆̇̅˴˿˼˴́ʳ˥̂˴˷ʳ˥˸ˀ ̆˸˴̅˶˻ʳ˕̂˴̅˷ʿʳˈ˃˃ʳ˕̈̅̊˴̅˷ʳ˛˼˺˻̊˴̌ʿʳ˩˸̅̀̂́̇ʳ˦̂̈̇˻ʳˠ˸˿˵̂̈̅́˸ʿʳ˩˼˶̇̂̅˼˴ʿʳ˔̈̆̇̅˴˿˼˴ ˧˸˿ˍʳʻˉ˄ˆʳˆʼʳˋˋ˄ʳ˄ˈˈˈ ˙˴̋ˍʳʻˉ˄ˆʳˆʼʳˋˋˊʳˋ˄˃ˇ

ˋˁ ˦˴˹˸̅ʳ˥̂˴˷̆ˍʳ˔ʳ˚̈˼˷˸ʳ̇̂ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˘́˺˼́˸˸̅˼́˺ˁʳ ˞˸́ʳˢ˺˷˸́ʿʳˠ̂́˴̆˻ʳ˨́˼̉˸̅̆˼̇̌ʿʳˠ˸˿ˀ ˵̂̈̅́˸ʿʳ˩˼˶̇̂̅˼˴ʿʳ˔̈̆̇̅˴˿˼˴ˁʳ˄ˌˌˉˁ ˔̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʼʳ˹̅̂̀ʳ˔̉˸̅̌ʳˣ̅˸̆̆ʿʳ˚̂̊˸̅ʳ˛̂̈̆˸ʿʳ˔˿˷˸̅̆˻̂̇ʿʳ˛˴̀̃̆˻˼̅˸ʳ˚˨˄ˡʳˆ˛˥ʿ ˨́˼̇˸˷ʳ˞˼́˺˷̂̀

ˌˁ ˧̂̊˴̅˷̆ʳ˦˴˹˸̅ʳ˥̂˴˷̆ʳ˼́ʳ˗˸̉˸˿̂̃˼́˺ʳ˖̂̈́̇̅˼˸̆ʳʻ˴ʳ˺̈˼˷˸ʳ˹̂̅ʳ̃˿˴́́˸̅̆ʳ˴́˷ʳ˸́˺˼́˸˸̅̆ʼˁʳ˥̂̆̆ ˦˼˿˶̂˶˾˂˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟˴˵̂̅˴̇̂̅̌ʳʻ˧˥˟ʼˁʳ˄ˌˌ˄ˁ ˔̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʳ˴́˷ʳ˦̃˴́˼̆˻ʼʳ˹̅̂̀ʳ˧˥˟ʳˢ̉˸̅̆˸˴̆ʳ˖˸́̇̅˸ʿʳ˧˥˟ʿʳˢ˿˷ʳ˪̂˾˼́˺˻˴̀ ˥̂˴˷ʿʳ˖̅̂̊̇˻̂̅́˸ʿʳ˕˸̅˾̆˻˼̅˸ʳ˥˚˄˄ʳˉ˔˨ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ ˧˸˿ˍʳʻˇˇʳ˄ˆˇˇʼʳˊˊˆʳ˄ˆ˄ ˙˴̋ˍʳʻˇˇʳ˄ˆˇˇʼʳˊˊ˃ʳˆˈˋ

˄˃ˁ ˧̂̊˴̅˷̆ʳ˦˴˹˸̅ʳ˥̂˴˷̆ʳ˼́ʳ˗˸̉˸˿̂̃˼́˺ʳ˖̂̈́̇̅˼˸̆ʳʻ˴ʳ̆˿˼˷˸ʳ̃˴˶˾ʳ˴́˷ʳ˼́̆̇̅̈˶̇̂̅ʳ̀˴́̈˴˿ʳ̇˻˴̇ ˶˴́ʳ̆˸̅̉˸ʳ˴̆ʳ˴ʳ̇˸˴˶˻˼́˺ʳ˴˼˷ʳ˵˴̆˸˷ʳ̈̃̂́ʳˌˁʳ˴˵̂̉˸ʼˁʳ˥̂̆̆ʳ˦˼˿˶̂˶˾˂˧˥˟ˁʳ˄ˌˌ˅ˁ ˔̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʼʳ˹̅̂̀ʳ˧˥˟ʳˢ̉˸̅̆˸˴̆ʳ˖˸́̇̅˸ʿʳ˧˥˟ʿʳˢ˿˷ʳ˪̂˾˼́˺˻˴̀ʳ˥̂˴˷ʿʳ˖̅̂̊̇˻̂̅́˸ʿ ˕˸̅˾̆˻˼̅˸ʳ˥˚˄˄ʳˉ˔˨ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ ˧˸˿ˍʳʻˇˇʳ˄ˆˇˇʼʳˊˊˆʳ˄ˆ˄ ˙˴̋ˍʳʻˇˇʳ˄ˆˇˇʼʳˊˊ˃ʳˆˈˋ

˄˄ˁ ˧˻˸ʳ˧̅˴˹˹˼˶ʳ˔˶˶˼˷˸́̇ʳ˜́̉˸̆̇˼˺˴̇˼̂́ʳˠ˴́̈˴˿ˍʳ˔̇ʳ̇˻˸ʳ˦˶˸́˸ʳ˜́̉˸̆̇˼˺˴̇˼̂́ʳ˴́˷ʳ˧˸˶˻́˼˶˴˿ ˙̂˿˿̂̊ʳ˨̃ʿʳˌ̇˻ʳ˘˷˼̇˼̂́ˁʳ˄ˌˋˉˁ ˔̉˴˼˿˴˵˿˸ʳʻ˼́ʳ˘́˺˿˼̆˻ʼʳ˹̅̂̀ʳˡ̂̅̇˻ʳ˪˸̆̇˸̅́ʳ˨́˼̉˸̅̆˼̇̌ʳ˧̅˴˹˹˼˶ʳ˜́̆̇˼̇̈̇˸ʿʳˣˁˢˁʳ˕̂̋ʳ˄ˇ˃ˌʿ ˘̉˴́̆̇̂́ʿʳ˜˿˿˼́̂˼̆ʳˉ˃˅˃ˇʿʳ˨́˼̇˸˷ʳ˦̇˴̇˸̆

˄˅ˁ ˧̅˴˹˹˼˶ʳ˖˴˿̀˼́˺ʳ˼́ʳˣ̅˴˶̇˼˶˸ˍʳ˖̂̈́̇̌ʳ˦̈̅̉˸̌̂̅̆ʳ˦̂˶˼˸̇̌ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʿʳ˴́˷ ̂̇˻˸̅̆ˁʳ˄ˌˌˇˁ ˔̉˴˼˿˴˵˿˸ʳ˹̅̂̀ʳ˟˴́˷˴̅ʳˣ̈˵˿˼̆˻˼́˺ʿʳ˟̇˷ˁʿʳˤ̈˴˷̅˴́̇ʳ˛̂̈̆˸ʿʳ˞˸́́˼́˺̇̂́ʳ˟˴́˸ʿʳ˟̂́˷̂́ʳ˦˘˄˄ ˈ˥˗ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ ˧˸˿ˍʳʻˇˇʳ˄ˊ˄ʼʳˈˋˊʳ˄ˉˋ˄ ˙˴̋ˍʳʻˇˇʳ˄ˊ˄ʼʳˊˆˈʳ˄˅ˌˌ

˄ˆˁ ˧˻˸ʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ʳ˧̂̂˿˵̂̋ˍʳ ˔ʳˣ̅˼̀˸̅ʳ̂́ʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ˁʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˘́˺˼ˀ ́˸˸̅̆ˁʳ˄ˌˌˆˁ ˔̉˴˼˿˴˵˿˸ʳ˼́ʳ˘́˺˿˼̆˻ʳ˹̅̂̀ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˘́˺˼́˸˸̅̆ʿʳˈ˅ˈʳ˦˶˻̂̂˿ʳ˦̇̅˸˸̇ʿʳ˦˪ʿ ˦̈˼̇˸ʳˇ˄˃ʿʳ˪˴̆˻˼́˺̇̂́ʿʳ˗˖ʳ˅˃˃˅ˇˀ˅ˊˌˊʿʳ˨́˼̇˸˷ʳ˦̇˴̇˸̆ ˧˸˿ˍʳʻ˄ʳ˅˃˅ʼʳˈˈˇʳˋ˃ˈ˃ ˙˴̋ˍʳʻ˄ʳ˅˃˅ʼʳˋˉˆʳˈˇˋˉ

˄ˇˁ ˩̈˿́˸̅˴˵˿˸ʳ˥̂˴˷ʳ˨̆˸̅̆ʳ˼́ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ˥˸˺˼̂́ʳʻ̃̅̂˷̈˶˸˷ʳ˴̆ʳ̃˴̅̇ʳ̂˹ʳ̇˻˸ʳ̆˴̀˸ ̅˸˺˼̂́˴˿ʳ̇˸˶˻́˼˶˴˿ʳ˴̆̆˼̆̇˴́˶˸ʳ̃̅̂˽˸˶̇ʳˮ˥˘˧˔ʳˈˉ˅˃ˍʳ˥˸˺˼̂́˴˿ʳ˜́˼̇˼˴̇˼̉˸̆ʳ˼́ʳ˥̂˴˷ʳ˦˴˹˸̇̌˰ ˹̈́˷˸˷ʳ˵̌ʳ̇˻˸ʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ʳˮ˔˗˕˰ʳ˴̆ʳ̇˻˸̆˸ʳ˺̈˼˷˸˿˼́˸̆ʿʳ̇˻˼̆ʳ˵̂̂˾ʳ˹̂˶̈̆˸̆ʳ̂́ ̇˻˸ʳ̃̅̂˵˿˸̀̆ʳ˴́˷ʳ˹˴˶˼˿˼̇˼˸̆ʳ˹̂̅ʳ̅̂˴˷ʳ̈̆˸̅̆ʳ̀̂̆̇ʳ˴̇ʳ̅˼̆˾ʳ˼́ʳ̇˻˸ʳ̅˸˺˼̂́ʼˁʳ˄ˌˌˋˁ ˔̉˴˼˿˴˵˿˸ʳ˼́ʳ˘́˺˿˼̆˻ʳʻ˿˴̇˸̅ʳ˼́ʳ˖˻˼́˸̆˸ʳ˴́˷ʳ˥̈̆̆˼˴́ʼʳ˹̅̂̀ʳ˔˗˕ʿʳˣˁˢˁʳ˕̂̋ʳˊˋˌʿʳ˃ˌˋ˃ʳˠ˴́˼˿˴ʿ ˣ˻˼˿˼̃̃˼́˸̆ ˧˸˿ˍʳʻˉˆʳ˅ʼʳˉˆ˅ʳˉˋ˃ˆʿʳˉˆ˅ʳˉˇˉˆ ˙˴̋ˍʳʻˉˆʳ˅ʼʳˉˆˉʳ˅ˇ˅ˆ

ROAD SAFETY GUIDELINES App. A - 2 Appendix

INTERNATIONALB CONTACTS AND ORGANIZATIONS

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines ˧˻˼̆ʳ˔̃̃˸́˷˼̋ʳ˿˼̆̇̆ʳ̆̂̀˸ʳ̂˹ʳ̇˻˸ʳ̀̂̅˸ʳ˼̀̃̂̅̇˴́̇ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̃̅˴˶̇˼̇˼̂́˸̅̆ʳ˴́˷ʳ̆̃˸˶˼˴˿˼̆̇̆ʳ˼́ ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ̅˸˺˼̂́ʳ˼́ʳ̂̅˷˸̅ʳ̇̂ʳ˸́˶̂̈̅˴˺˸ʳ˼́̇˸̅́˴̇˼̂́˴˿ʳ˸̋˶˻˴́˺˸ʳ̂˹ʳ˼́˹̂̅̀˴̇˼̂́ʿ ˸̋̃˸̅˼˸́˶˸̆ʿʳ˴́˷ʳ́˸̇̊̂̅˾˼́˺ʳʳ˧˻˼̆ʳ˼̆ʳ̃̅˸˶˸˷˸˷ʳ˵̌ʳ˴˷˷̅˸̆̆˸̆ʳ̂˹ʳ̆̂̀˸ʳ̂˹ʳ̇˻˸ʳ̀̂̅˸ʳ˼̀̃̂̅̇˴́̇ ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˼́̉̂˿̉˸˷ʳ˴́˷ʳ˴˶̇˼̉˸ʳ˼́ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼́ʳ̇˻˸ʳ̅˸˺˼̂́ʳ˴́˷ʳ̊˻̂ʳ̀˴̌ʳ˵˸ʳ̂˹ʳ˼́̇˸̅˸̆̇ʳ̇̂ ˷˸˶˼̆˼̂́ʳ̀˴˾˸̅̆ʳ˼́ʳ̇˻˸ʳ˷˸̉˸˿̂̃˼́˺ʳ̊̂̅˿˷ˁ

˄ˁ ˜́̇˸̅́˴̇˼̂́˴˿ʳ˴́˷ʳ˹̈́˷˼́˺ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˴˶̇˼̉˸ʳ˼́ʳ̆̈̃̃̂̅̇˼́˺ʳ̅̂˴˷ʳ̆˴˹˸̇̌

˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ʳʻ˔˗˕ʼ ˧˻˸ʳ˪̂̅˿˷ʳ˕˴́˾ ˣˁˢˁʳ˕̂̋ʳˊˋˌʿʳ˃ˌˋ˃ʳˠ˴́˼˿˴ ˄ˋ˄ˋʳ˛ʳ˦̇̅˸˸̇ʳˡ˪ ˣ˛˜˟˜ˣˣ˜ˡ˘˦ ˪˴̆˻˼́˺̇̂́ʿʳ˗˖ʳ˅˃ˇˆˆ ˧˸˿ˍʳʻˉˆʳ˅ʼʳˉˆ˅ʳˉˋ˃ˆ˂ˉˆ˅ʳˉˇˉˆ ˨ˡ˜˧˘˗ʳ˦˧˔˧˘˦ ˙˴̋ˍʳʻˉˆʳ˅ʼʳˉˆˉʳ˅ˇ˅ˆ ˧˸˿ˍʳʻ˄ʳ˅˃˅ʼʳˇˊˊʳ˄˅ˆˇ ˙˴̋ˍʳʻ˄ʳ˅˃˅ʼʳˇˊˊʳˉˆˌ˄

˨́˼̇˸˷ʳˡ˴̇˼̂́̆ʳ˘˶̂́̂̀˼˶ʳ˴́˷ʳ˦̂˶˼˴˿ ˪̂̅˿˷ʳ˛˸˴˿̇˻ʳˢ̅˺˴́˼̍˴̇˼̂́ʳʻ˪˛ˢʼ ˖̂̀̀˼̆̆˼̂́ʳ˹̂̅ʳ˔̆˼˴ʳ˴́˷ʳ̇˻˸ʳˣ˴˶˼˹˼˶ ʻ˜́˽̈̅̌ʳˣ̅˸̉˸́̇˼̂́ʳˣ̅̂˺̅˴̀̀˸ʼ ʻ˘˦˖˔ˣʼ ˔̉˸́̈˸ʳ˔̃̃˼˴ʳ˅˃ ʻ˧̅˴́̆̃̂̅̇ʿʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʳ˴́˷ʳ˧̂̈̅˼̆̀ ˨́˼̇˸˷ʳˡ˴̇˼̂́̆ʳ˕̈˼˿˷˼́˺ ˗˼̉˼̆˼̂́ʼ ˶˻ˀ˄˅˄˄ʳ˚˸́˸̉˴ʳ˅ˊ ˥˴˽˴˷˴̀́˸̅́ʳ˔̉˸́̈˸ ˦˪˜˧˭˘˥˟˔ˡ˗ ˕˴́˺˾̂˾ʳ˄˃˅˃˃ ˧˸˿ˍʳʻˇ˄ʳ˅˅ʼʳˊˌ˄ʳ˅˄˄˄ ˧˛˔˜˟˔ˡ˗ ˙˴̋ˍʳʻˇ˄ʳ˅˅ʼʳˊˌ˄ʳ˃ˊˇˉ ˧˸˿ˍʳʻˉˉʳ˅ʼʳ˅ˋˋʳ˄˅ˆˇ ˙˴̋ˍʳʻˉˉʳ˅ʼʳ˅ˋˋʳ˄˃˃˃

˅ˁ ˕˼˿˴̇˸̅˴˿ʳ˴˼˷ʳ˴˺˸́˶˼˸̆ʳ̀̂̆̇ʳ˴˶̇˼̉˸ʳ˼́ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ̅˸˺˼̂́ʳ̂́ʳ̅̂˴˷ʳ̆˴˹˸̇̌

˔̈̆̇̅˴˿˼˴́ʳ˔˺˸́˶̌ʳ˹̂̅ʳ˜́̇˸̅́˴̇˼̂́˴˿ ˢ̉˸̅̆˸˴̆ʳ˗˸̉˸˿̂̃̀˸́̇ ˗˸̉˸˿̂̃̀˸́̇ʳʻ˔̈̆˔˼˷ʼ ˔˷̀˼́˼̆̇̅˴̇˼̂́ʳʻˢ˗˔ʼ ˚ˁˣˁˢˁʳ˕̂̋ʳˋˋˊ ˌˇʳ˩˼˶̇̂̅˼˴ʳ˦̇̅˸˸̇ ˖˴́˵˸̅̅˴ʿʳ˔˖˧ʳ˅ˉ˃˄ ˟̂́˷̂́ʳ˦˪˄˘ʳˈ˝˟ ˔˨˦˧˥˔˟˜˔ ˨ˡ˜˧˘˗ʳ˞˜ˡ˚˗ˢˠ ˧˸˿ˍʳʻˉ˄ʳˉʼʳ˅ˊˋʳˇ˃˃˃ ˧˸˿ˍʳʻˇˇʳ˄ˊ˄ʼʳˌ˄ˊʳ˃ˈˋˋ ˙˴̋ˍʳʻˉ˄ʳˉʼʳ˅ˊˉʳˇˋˋ˃ ˙˴̋ˍʳʻˇˇʳ˄ˊ˄ʼʳˌ˄ˊʳ˃˃˄ˉ

˝˴̃˴́ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳ˖̂̂̃˸̅˴̇˼̂́ʳ˔˺˸́˶̌ʳʻ˝˜˖˔ʼ ˣˁˢˁʳ˕̂̋ʳˡ̂ˁʳ˅˄ˉʿʳˇˋ˂˙ʳ ˦˻˼́˽̈˾˼ʳ˕̈˼˿˷˼́˺ʿ ˄ˀ˄ʿʳˡ˼̆˻˼ˀ˦˻˼́˽̈˾̈ʳ˅ˀ˖˻̂̀˸ʳ˦˻˼́˽̈˾̈ˀ˾̈ ˧̂˾̌̂ʿʳ˄ˉˆˀ˃ˇ ˝˔ˣ˔ˡ ˧˸˿ˍʳʻˋ˄ʳˆʼʳˆˆˇˉʳˈ˄ˌˊ ˙˴̋ˍʳʻˋ˄ʳˆʼʳˆˆˇˉʳˈ˃ˌˇ

App. B - 1 ROAD SAFETY GUIDELINES APPENDIX B

ˆˁ ˜́̇˸̅́˴̇˼̂́˴˿ʳ̇˸˶˻́˼˶˴˿ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ̊˼̇˻ʳ̆˴˹˸̇̌ʳ˼́̇˸̅˸̆̇̆

˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˘́˺˼́˸˸̅̆ ˣ˸̅̀˴́˸́̇ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˥̂˴˷ ˈ˅ˈʳ˦˶˻̂̂˿ʳ˦̇̅˸˸̇ʳ˦˪ ˖̂́˺̅˸̆̆ʳʻˣ˜˔˥˖ʼ ˦̈˼̇˸ʳˇ˄˃ ˅ˊʳ˥̈˸ʳ˚̈˸́˸˺̈˴˷ ˪˴̆˻˼́˺̇̂́ʿʳ˗˖ʳ˅˃˃˅ˇˀ˅ˊˌˊ ˊˈ˃˃ˉʳˣ˴̅˼̆ ˨ˡ˜˧˘˗ʳ˦˧˔˧˘˦ ˙˥˔ˡ˖˘ ˧˸˿ˍʳʻ˄ʳ˅˃˅ʼʳˈˈˇʳˋ˃ˈ˃ ˧˸˿ˍʳʻˆˆʳ˄ʼʳˇˉˆˆʳˊ˄ˌ˃ ˙˴̋ˍʳʻ˄ʳ˅˃˅ʼʳˋˉˆʳˈˇˋˉ ˙˴̋ˍʳʻˆˆʳ˄ʼʳˇˉˆˆʳˋˇˉ˃

˜́̇˸̅́˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˙˸˷˸̅˴̇˼̂́ʳʻ˜˥˙ʼ ˣ̅˸̉˸́̇˼̂́ʳ˥̂̈̇˼˸̅ʳ˜́̇˸̅́˴̇˼̂́˴˿ ˈ˅ˈʳ˦˶˻̂̂˿ʳ˦̇̅˸˸̇ʳ˦˪ ˊˈʳ˥̈˸ʳ˷˸ʳˠ˴̀˸̅ ˪˴̆˻˼́˺̇̂́ʿʳ˗˖ʳ˅˃˃˅ˇˀ˅ˊˌˊ ˟ˀˋ˃ˋ˄ ˨ˡ˜˧˘˗ʳ˦˧˔˧˘˦ ˟˨˫˘ˠ˕ˢ˨˥˚ ˧˸˿ˍʳʻ˄ʳ˅˃˅ʼʳˈˇˇʳ˅˄˃ˉ ˧˸˿ˍʳʻˆˈʳ˅ʼʳˆ˄ʳˋˆˇ˄ ˙˴̋ˍʳʻ˄ʳ˅˃˅ʼʳˇˊˌʳ˃ˋ˅ˋ ˙˴̋ˍʳʻˆˈʳ˅ʼʳˆ˄ʳ˄ˇˉ˃

ˢ̅˺˴́˼̆˴̇˼̂́ʳ˹̂̅ʳ˘˶̂́̂̀˼˶ʳ˖̂ˀ̂̃˸̅˴ˀ ˥̂˴˷ʳ˘́˺˼́˸˸̅˼́˺ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˔̆˼˴ʳ˴́˷ ̇˼̂́ʳ˴́˷ʳ˗˸̉˸˿̂̃̀˸́̇ʳʻˢ˘˖˗ʼ ˔̈̆̇̅˴˿˴̆˼˴ʳʻ˥˘˔˔˔ʼ ˅ʳ˥̈˸ʳ˔́˷̅˸ʳˣ˴̆˶˴˿ ˖˻˴˼̅̀˴́ʳ˥˘˔˔˔ʳ˧˸˶˻́˼˶˴˿ʳ˖̂̀̀˼̇̇˸˸ ˙ˀˊˈˊˊˈʳˣ˴̅˼̆ ˶˂̂ʳ˕̈̅̊̂̂˷ʳ˛˼˺˻̊˴̌ ˖˸˷˸̋ʳ˄ˉ ˩˸̅̀̂́̇ʳ˦̂̈̇˻ ˙˥˔ˡ˖˘ ˩˼˶̇̂̅˼˴ʳˆ˄ˆˆ ˧˸˿ˍʳʻˆˆʳ˄ʼʳˇˈ˅ˇʳˌˈˌˇ ˔˨˦˧˥˔˟˜˔ ˙˴̋ˍʳʻˆˆʳ˄ʼʳˇˈ˅ˇʳˊˌˉ˃ ˧˸˿ˍʳʻˉ˄ʳˆʼʳˌˋˋ˄ʳ˄ˈˈˈ ˙˴̋ˍʳʻˉ˄ʳˆʼʳˌˋˋˊʳˋ˄˃ˇ

ˇˁ ˥˸̆˸˴̅˶˻ʳ˼́̆̇˼̇̈̇˸̆ʳ˴́˷ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ̈́˷˸̅̇˴˾˼́˺ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̅˸̆˸˴̅˶˻ʳ̂˹ʳ̅˸˿˸̉˴́˶˸ʳ̇̂ ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆

˔˥˥˕ʳ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟̇˷ˁ ˜́̇˸̅́˴̇˼̂́˴˿ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˧̅˴˹˹˼˶ʳ˴́˷ ˈ˃˃ʳ˕̈̅̊̂̂˷ʳ˛˼˺˻̊˴̌ ˦˴˹˸̇̌ʳ˦˶˼˸́˶˸̆ʳʻ˜˔˧˦˦ʼ ˩˸̅̀̂́̇ʳ˦̂̈̇˻ ˉˀ˅˃ˀ˅ʳˬ˴˸̆̈ ˩˼˶̇̂̅˼˴ʳˆ˄ˆˆ ˖˻̈̂ˀ˾̈ ˔˨˦˧˥˔˟˜˔ ˧̂˾̌̂ʳ˄˃ˇ ˧˸˿ˍʳʻˉ˄ʳˆʼʳˌˋˋ˄ʳ˄ˈˈˈ ˝˔ˣ˔ˡ ˙˴̋ˍʳʻˉ˄ʳˆʼʳˌˋˋˊʳˋ˄˃ˇ ˧˸˿ˍʳʻˋ˄ʳˆʼʳˆ˅ˊˆʳˊˋˋˇ ˙˴̋ˍʳʻˋ˄ʳˆʼʳˆ˅ˊ˅ʳˊ˃ˈˇ

˙˸˷˸̅˴˿ʳ˛˼˺˻̊˴̌ʳ˔˷̀˼́˼̆̇̅˴̇˼̂́ ˦̊˸˷˼̆˻ʳˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳʹʳ˧̅˴́̆̃̂̅̇ ˢ˹˹˼˶˸ʳ̂˹ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳˣ̅̂˺̅˴̀̆ ˥˸̆˸˴̅˶˻ʳ˜́̆̇˼̇̈̇˸ʳʻ˩˧˜ʼ ˨˦ʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ ˦ˀˈˋ˄ʿʳˌˈʳ˟˼́˾̂̃˼́˺ ˇ˃˃ʳ˦˸̉˸́̇˻ʳ˦̇̅˸˸̇ʳ˦˪ ˦˪˘˗˘ˡ ˪˴̆˻˼́˺̇̂́ʿʳ˗˖ʳ˅˃ˈˌ˃ ˧˸˿ˍʳʻˇˉʳ˄ˆʼʳ˅˃ˆʳ˃˃˃ ˨ˡ˜˧˘˗ʳ˦˧˔˧˘˦ ˙˴̋ˍʳʻˇˉʳ˄ˆʼʳ˄ˇ˄ʳˇˆˉ ˧˸˿ˍʳʻ˄ʳ˅˃˅ʼʳˆˉˉʳ˃˄˄˄ ˙˴̋ˍʳʻ˄ʳ˅˃˅ʼʳˆˉˉʳˌˉ˅ˉ ˧˸˶˻́˼˶˴˿ʳ˥˸̆˸˴̅˶˻ʳ˖˸́̇̅˸ʳ̂˹ʳ˙˼́˿˴́˷ ʻ˦˩ˢ˩ʼ ˜́̆̇˼̇̈̇˸ʳ˹̂̅ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˥˸̆˸˴̅˶˻ ˥̂˴˷ʿʳ˧̅˴˹˹˼˶ʿʳ˴́˷ʳ˚˸̂̇˸˶˻́˼˶˴˿ʳ˟˴˵̂̅˴̇̂̅̌ ˣˁˢˁʳ˕̂̋ʳ˄ˊ˃ ˧̅˴˹˹˼˶ʳ˦˸˶̇˼̂́˂˦˴˹˸̇̌ʳ˧˸˴̀ ˅˅ˉ˃ʳ˔˗ʳ˟˸˼˷̆˶˻˸́˷˴̀ ˦˴˻˾̂̀˼˸˻˸́̇˼˸ʳˆ ˧˛˘ʳˡ˘˧˛˘˥˟˔ˡ˗˦ ˙˜ˡˀ˃˅˄ˈ˃ʳ˘˦ˣˢˢ ˗̈˼́˷̂̂̅́ʳˆ˅ ˙˜ˡ˟˔ˡ˗ ˧˸˿ˍʳʻˆ˄ʳˊ˃ʼʳˆ˅˃ʳˌˆ˅ˆ ˧˸˿ˍʳʻˆˈʳˋʼʳ˃ˇˈˉʳˇˈˌ˄ ˙˴̋ˍʳʻˆ˄ʳˊ˃ʼʳˆ˅˃ʳ˄˅ˉ˄ ˙˴̋ˍʳʻˆˈʳˋʼʳ˃ˇˉʳˇˋˈ˃

ROAD SAFETY GUIDELINES App. B - 2 APPENDIX B

˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˘˶̂́̂̀˼˶̆ ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟˴˵̂̅˴̇̂̅̌ʳʻ˧˥˟ʼ ˣˁˢˁʳ˕̂̋ʳˉ˄˄˃ ˢ̉˸̅̆˸˴̆ʳ˖˸́̇̅˸ ˘̇̇˸̅̆̇˴˷ ˢ˿˷ʳ˪̂˾˼́˺˻˴̀ʳ˥̂˴˷ ˡˀ˃ˉ˃˅ʳˢ̆˿̂ ˖̅̂̊̇˻̂̅́˸ ˡˢ˥˪˔ˬ ˕˸̅˾̆˻˼̅˸ʳ˥˚˄˄ʳˉ˔˨ ˧˸˿ˍʳʻˇˊʳ˅˅ʼʳˈˊˆʳˋ˃˃ ˨ˡ˜˧˘˗ʳ˞˜ˡ˚˗ˢˠ ˙˴̋ˍʳʻˇˊʳ˅˅ʼʳˈˊ˃ʳ˅ˌ˃ ˧˸˿ˍʳʻˇˇʳ˄ˆˇˇʼʳˊˊˆʳ˄ˆ˄ ˙˴̋ˍʳʻˇˇʳ˄ˆˇˇʼʳˊˊ˃ʳˆ˃ˈˉ ˜́̆̇˼̇̈̇ʳˡ˴̇˼̂́˴˿ʳ˷˸ʳ˥˸˶˻˸̅˶˻ʳʻ˜ˡ˥˘˧˦ʼ ˦̈̅ʳ˿˸̆ʳ˧̅˴́̆̃̂̅̇̆ʳ˸̇ʳ˿˸̈̅ʳ˦ͼ˶̈̅˼̇ͼ ˅ʳ˔̉˸́̈˸ʳ˷̈ʳ˚ͼ́ͼ̅˴˿ʳˠ˴˿˿˸̅˸̇ˀ˝̂˼́̉˼˿˿˸ ˌˇ˄˄ˇʳ˔̅˶̈˸˼˿ʳ˖˸˷˸̋ ˙˥˔ˡ˖˘ ˧˸˿ˍʳʻˆˆʳˇˊʼʳˇ˃ˊʳ˄ˉˆ ˙˴̋ˍʳʻˆˆʳˇˈʼʳˇˊˈʳˉ˃ˉ

ˈˁ ˥˸̆˸˴̅˶˻ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˼́ʳ̇˻˸ʳ̅˸˺˼̂́ʳ˴˶̇˼̉˸ʳ̂́ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼̆̆̈˸̆ ˖˸́̇̅˴˿ʳ˥̂˴˷ʳ˥˸̆˸˴̅˶˻ʳ˜́̆̇˼̇̈̇˸ʳʻ˖˥˥˜ʼ ˡ˴̇˼̂́˴˿ʳ˧˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˖˸́̇̅˸ʳʻˡ˧˥˖ʼ ˣˁˢˁʳ˖˥˥˜ ˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ ˠ˴̇˻̈̅˴ʳ˥̂˴˷ ˦˸˶̇̂̅ʳ˛ˀˋ˂ˆ ˡ˸̊ʳ˗˸˿˻˼ʳ˄˄˃˃˅˃ ˜̆˿˴̀˴˵˴˷ ˜ˡ˗˜˔ ˣ˔˞˜˦˧˔ˡ ˧˸˿ˍʳʻˌ˄ʳ˄˄ʼʳˉˌ˄ʳ˅˅ˉˋ ˧˸˿ˍʳʻˌ˅ʳˈ˄ʼʳ˅ˈˆʳˉˊˉ ˙˴̋ˍʳʻˌ˄ʳ˄˄ʼʳˉˋˇʳˈˌˇˆ ˙˴̋ˍʳʻˌ˅ʳˈ˄ʼʳ˅ˈˆʳˉˈ˄

˜́˷˼˴́ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧˸˶˻́̂˿̂˺̌ ˧̅˴˹˹˼˶ʳˠ˴́˴˺˸̀˸́̇ʳ˥˸̆˸˴̅˶˻ʳ˜́̆̇˼̇̈̇˸ ʻ˜˜˧ʼ ʻ˧ˠ˥˜ʼ ˡ˸̊ʳ˗˸˿˻˼ʳ˄˄˃˃˄ˉ ˣ̈˵˿˼˶ʳ˦˸˶̈̅˼̇̌ʳˠ˼́˼̆̇̅̌ ˜ˡ˗˜˔ ˄ʳˤ˼˴́̋˼˴́˺ʳ˟˴́˸ʳ˄ ˧˸˿ˍʳʻˌ˄ʳ˄˄ʼʳˉˋˈʳˋˊ˃ˆ ˤ˼˴́̅̂́˺ʳ˥̂˴˷ ˙˴̋ˍʳʻˌ˄ʳ˄˄ʼʳˉˋˉʳ˅˃ˆˊ ˪̈̋˼ʿʳ˝˼˴́˺̆̈ ˣ˘ˢˣ˟˘ϗ˦ʳ˥˘ˣ˨˕˟˜˖ʳˢ˙ʳ˖˛˜ˡ˔ ˧˸˿ˍʳʻˋˉʳˈ˄˃ʼʳˈˈ˄ʳˉ˄˅ˆ ˙˴̋ˍʳʻˋˉʳˈ˄˃ʼʳˈˈ˄ʳˈˆ˄ˈ ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˥̂˴˷ʳ˘́˺˼́˸˸̅˼́˺ʳʻ˜˥˘ʼ ˧̅˴́̆̃̂̅̇ʳ˘́˺˼́˸˸̅˼́˺ʳ˗˸̆˼˺́ʳ˜́˶̂̅̃̂̅˴̇˼̂́ ˝˿ʳ˥˴̌˴ʳ˧˼̀̈̅ʳ˅ˉˇ ʻ˧˘˗˜ʼ ˣˁˢˁʳ˕̂̋ʳ˅ʳ˨˝˕ ˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ ˕˴́˷̈́˺ʳˇ˃˅ˌˇ ˅ˊˋʳ˧̂́ʳ˗̈˶ʳ˧˻˴́˺ ˜ˡ˗ˢˡ˘˦˜˔ ˛˴́̂˼ ˧˸˿ˍʳʻˉ˅ʳ˅˅ʼʳˊˋ˃ʳ˅˅ˈ˄ ˩˜˘˧ʳˡ˔ˠ ˙˴̋ˍʳʻˉ˅ʳ˅˅ʼʳˊˋ˃ʳ˅˅ˈˆ ˧˸˿ˍʳʻˋˇʳˇʼʳˋˈ˄ʳˋˆˉˉ

ˉˁ ˢ̇˻˸̅̆˂˼́˷˼̉˼˷̈˴˿̆ ˘̈̅̂̃˸˴́ʳ˧̅˴́̆̃̂̅̇ʳ˦˴˹˸̇̌ʳ˖̂̀̀˼̇̇˸˸ ˚˿̂˵˴˿ʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ʳ˧̅̈̆̇ʳ˜́̇˸̅́˴̇˼̂́˴˿ ʻ˘˧˦˖ʼ ʻ˚˧˦˧ʼ ˥̈˸ʳ˷̈ʳ˖̂̅́˸̇ʳˆˇ ˶˂̂ʳ˥̂̌˴˿ʳ˔̈̆̇̅˴˿˴̆˼˴́ʳ˖̂˿˿˸˺˸ʳ̂˹ʳ˦̈̅˺˸̂́̆ ˕ˀ˄˃ˇ˃ ˦̃̅˼́˺ʳ˦̇̅˸˸̇ ˕̅̈̆̆˸˿̆ ˠ˸˿˵̂̈̅́˸ ˕˘˟˚˜˨ˠ ˩˼˶̇̂̅˼˴ʳˆ˃˃˃ ˧˸˿ˍʳʻˆ˅ʳ˅ʼʳ˅ˆ˃ʳˇ˄˃ˉʿʳˇ˃˃ˇ ˔˨˦˧˥˔˟˜˔ ˙˴̋ˍʳʻˆ˅ʳ˅ʼʳ˅ˆ˃ʳˇ˅˄ˈ ˧˸˿ˍʳʻˉ˄ʳˆʼʳˉ˅˅ʳ˄˃ˆˆ ˙˴̋ˍʳʻˉ˄ʳˆʼʳˉˉˆʳˇ˃ˊˈ

App. B - 3 ROAD SAFETY GUIDELINES APPENDIX B

ˊˁ ˡ˘˧˪ˢ˥˞ʳˢ˙ʳ˥ˢ˔˗ʳ˦˔˙˘˧ˬʳˣ˥ˢ˙˘˦˦˜ˢˡ˔˟˦ʳ˔˖˧˜˩˘ʳ˜ˡʳ˧˛˘ʳ˔˦˜˔ˡʳ˔ˡ˗ʳˣ˔˖˜˙˜˖ʳ˥˘˚˜ˢˡʳ˕ˬʳ˖ˢ˨ˡ˧˥ˬ ˔ˡ˗ʳˢ˥˚˔ˡ˜˭˔˧˜ˢˡ

˔˥ˠ˘ˡ˜˔ ˣ˴̃˼˾ʳ˞˴̅˶˻˼˾˼˴́ʿʳ˧˻˸ʳ˙˼̅̆̇ʳ˗˸̃̈̇̌ʳ̂˹ʳ˗˼̅˸˶̇̂̅ʳ˚˸́˸̅˴˿ʳ̂˹ʳ˔̅̀˸́˼˴́ʳ˥̂˴˷ʳ˗˼̅˸˶̇̂̅˴̇˸ʿʳ˅˄ʳ˞̂̅˼̈́ʳ˦̇̅˸˸̇ʿʳˬ˸̅˸̉˴́ ˆˊˈ˃˃ˌˁʳ˧˸˿ˍʳʻˆˊˇʳ˅ʼʳˈˋ˅ʳˊ˄˅ˎʳ˙˴̋ˍʳʻˆˊˇʳ˅ʼʳ˄ˈ˄ʳˋˆ˃ˎʳ˘ˀ̀˴˼˿ˍʳ˻̃˼̈˓˴̅̀˼́˶̂ˁ˶̂ ˛˴˾̂˵ʳˣ˸̇̅̂̆̆˼˴́ʿʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˴́˷ʳˣ˿˴́́˼́˺ʳ˖̂̂̅˷˼́˴̇̂̅ʿʳ̇˻˸ʳ˪̂̅˿˷ʳ˕˴́˾ʿʳ˔̅̀˸́˼˴́ʳ˛˼˺˻̊˴̌ʳˣ˜˨ʿʳ˅˄ʿʳ˞̂̅˼̈́ʳ˦̇̅˸˸̇ʿ ˬ˸̅˸̉˴́ʳˆˊˈ˃˃ˌˁʳ˧˸˿ˍʳʻˆˊˇʳ˅ʼʳˈˋ˅ʳˊ˄˅ˎʳ˙˴̋ˍʳʻˆˊˇʳ˅ʼʳ˄ˈ˄ʳˋˆ˃ˎʳ˘ˀ̀˴˼˿ˍʳ˻̃˼̈˓˴̅̀˼́˶̂ˁ˶̂

˔˨˦˧˥˔˟˜˔ ˗˴̉˼˷ʳ˔́˷˸̅̆̂́ʿʳ˚˸́˸̅˴˿ʳˠ˴́˴˺˸̅ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʿʳ˩˄˖ʳ˥̂˴˷̆ʿʳˇ˂˙ʿʳˉ˃ʳ˗˸́̀˴̅˾ʳ˦̇̅˸˸̇ʿʳ˞˸̊ʿ˩˼˶̇̂̅˼˴ʳˆ˄˃˄ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˄ ˆʼʳˌˋˈˇʳ˅ˊ˃˃ˎʳ˙˴̋ˍʳʻˉ˄ʳˆʼʳˌˋˈˇʳ˅ˉˉˋ ˝̂˻́ʳ˖˴̇˶˻̃̂˿˸ʿʳ˦˸́˼̂̅ʳ˥˸̆˸˴̅˶˻ʳ˦˶˼˸́̇˼̆̇ʿʳ˔˥˥˕ʳ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟̇˷ˁʿʳˈ˃˃ʳ˕̈̅̊̂̂˷ʳ˛˼˺˻̊˴̌ʿʳ˩˸̅̀̂́̇ʳ˦̂̈̇˻ʿ ˩˼˶̇̂̅˼˴ʳˆ˄ˆˆʿʳ˧˸˿ˍʳʻˉ˄ʳˆʼʳˌˋˋ˄ʳ˄ˉ˅ˉˎʳ˘ˀ̀˴˼˿ˍʳ˽̂̃˻́˶˴˓˴̅̅˵ˁ̂̅˺ˁ˴̈ ˣ˻˼˿ʳ˖˻˴̅˿˸̆ ʿʳ˘̋˸˶̈̇˼̉˸ʳ˗˼̅˸˶̇̂̅ʿʳ˥̂˴˷ʳ˦̇̅˴̇˸˺˼˸̆ʳ˴́˷ʳ˦˸̅̉˼˶˸̆ʿʳˠ˴˼́̆ʳ˥̂˴˷̆ʳ˪˸̆̇˸̅́ʳ˔̈̆̇̅˴˿˼˴ʿʳ˗̂́ʳ˔˼̇˾˸́ʳ˖˸́̇̅˸ʿ ˪˴̇˸̅˿̂̂ʳ˖̅˸̆˶˸́̇ʿʳˣˁˢˁʳ˕̂̋ʳˉ˅˃˅ʳ˘˴̆̇ʳˣ˸̅̇˻ʳˉˋˌ˅ˁʳ˧˸˿ˍʳʻˉ˄ʳˌʼʳˆ˅ˆʳˇ˄ˉ˄ˎʳ˙˴̋ˍʳʻˉ˄ʳˌʼʳˆ˅ˆʳˇˈˇˊ ˣ˴̈˿ʳ˗̈˼˺́˴́ʿʳ ˟˸˴˷˸̅ʿʳ˩˸˻˼˶˿˸ʳ˦˴˹˸̇̌ʳ˦̇˴́˷˴̅˷̆ʿʳ˥̂˴˷̆ʳ˴́˷ʳ˧̅˴˹˹˼˶ʳ˔̈̇˻̂̅˼̇̌ʿʳ˅ˉ˃ʳ˘˿˼̍˴˵˸̇˻ʳ˦̇̅˸˸̇ʿʳ˦̌˷́˸̌ʿʳˡ˦˪ ˅˃˃˃ˁʳ˧˸˿ˍʳʻˉ˄ʳ˅ʼʳˌ˅˄ˋʳˆˉˉˌ ˝˼̀ʳ˝˴̅̉˼̆ʿʳˣ̅̂˹˸̆̆̂̅ʳ̂˹ʳ˖˼̉˼˿ʳ˘́˺˼́˸˸̅˼́˺ʿʳˠ̂́˴̆˻ʳ˨́˼̉˸̅̆˼̇̌ʿʳˠ˸˿˵̂̈̅́˸ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˄ʳˆʼʳˌˋˋ˄ʳ˄ˈˋ˃ˎʳ˙˴̋ˍʳʻˉ˄ʳˆʼ ˌˋˋˊʳˋ˄˃ˇˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉ˄ʳˆʼʳˌˋˈˆʳˈˌ˃ˌˎʳ˘ˀ̀˴˼˿ˍʳ˽˼̀˽˓˴̅̅˵ˁ̂̅˺ˁ˴̈ ˜˴́ʳ˝̂˻́̆̇̂́ʿʳ˘̋˸˶̈̇˼̉˸ʳ˗˼̅˸˶̇̂̅ʿʳ˔˥˥˕ʳ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟̇˷ˁʳʻˠ˸̀˵˸̅ʳ̂˹ʳ˦̇˸˸̅˼́˺ʳ˖̂̀̀˼̇̇˸˸ʼʿʳˈ˃˃ʳ˕̈̅̊̂̂˷ʳ˛˼˺˻ˀ ̊˴̌ʿʳ˩˸̅̀̂́̇ʳ˦̂̈̇˻ʿʳ˩˼˶̇̂̅˼˴ʳˆ˄ˆˆˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˄ʳˆʼʳˌˋˉ˄ʳ˄ˈˈˈˎʳ˙˴̋ˍʳʻˉ˄ʳˆʼʳˌˋˋˊʳˋ˄˃ˇ ˠ˸̅̉ʳ˟˴́˸ʿʳ˙̂̅̀˸̅ʳ˦̈̃˸̅˼́̇˸́˷˸́̇ʳˡ˦˪ʳˣ̂˿˼˶˸ʿʳ˄ˋʳ˦̃̅̈˶˸ʳ˦̇̅˸˸̇ʿʳ˕˿˴˶˾̇̂̊́ʿʳˡ˦˪ʳ˅˄ˇˋˁʳ˧˸˿ˍʳʻ˃˅ʼʳˌˉ˅˅ʳ˄ˊˌˈ ˣ˸̇˸̅ʳˠ˴˾˸˻˴̀ʿʳ˗˼̅˸˶̇̂̅ʿʳ˙˸˷˸̅˴˿ʳˢ˹˹˼˶˸ʳ̂˹ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʿʳ˚ˣˢʳ˕̂̋ʳˈˌˇʿʳ˖˴́˵˸̅̅˴ʳ˔˖˧ʳ˅ˉ˃˄ˁʳ˧˸˿ˍʳʻˉ˄ʳˉʼʳ˅ˊˇʳˊˇˇˊˎ ˙˴̋ˍʳʻˉ˄ʳˉʼʳ˅ˊˇʳˊˌ˅˅ ˙̅˴́˾ʳˠ˶˗˸̅̀̂̇̇ʿʳ˖˻˴˼̅̀˴́ˎʳ˖̂́̆̈˿̇˴̇˼̉˸ʳ˖̂̀̀˼̇̇˸˸ʳ̂́ʳ˥̂˴˷ʳ˧̅˴˹˹˼˶ʳ˔˶˶˼˷˸́̇̆ʿʳ˩˼˶̇̂̅˼˴ʿʳ˖̂˿˿˸˺˸ʳ̂˹ʳ˦̈̅˺˸̂́̆ʿ ˥̂˴˷ʳ˧̅˴̈̀˴ʿʳ˦̃̅˼́˺ʳ˦̇̅˸˸̇ʿʳˠ˸˿˵̂̈̅́˸ˁʳ˧˸˿ˍʳʻˉ˄ʳˆʼʳˌ˅ˇˌʳ˄˅˃˃ ˥̂˵˸̅̇ʳ˥˴̀̆˴̌ʿʳˠ˴́˴˺˸̅ʳ˜́˹̂̅̀˴̇˼̂́ʿʳ˥̂˴˷̆ʳ˴́˷ʳ˧̅˴˹˹˼˶ʳ˔̈̇˻̂̅˼̇̌ʿʳ˅ˉ˃ʳ˘˿˼̍˴˵˸̇˻ʳ˦̇̅˸˸̇ʿʳ˦̌˷́˸̌ʿʳˡ˦˪ʳ˅˃˃˃ˁʳ˧˸˿ˍʳʻˉ˄ ˅ʼʳˌ˅˄ˋʳˉˇˉˇˎʳ˘ˀ̀˴˼˿ˍʳ˥̂˵˸̅̇ʳ˥˴̀̆˴̌˓̅̇˴ˁ́̆̊ˁ˺̂̉ˁ˴̈ ˚ˁʳ˔ˁʳ˥̌˴́ʿʳ ˗˼̅˸˶̇̂̅ʿʳ˥̂˴˷ʳ˔˶˶˼˷˸́̇ʳˣ̅˸̉˸́̇˼̂́ʳ˥˸̆˸˴̅˶˻ʳ˨́˼̇ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳˣ̈˵˿˼˶ʳ˛˸˴˿̇˻ʿʳ˨́˼̉˸̅̆˼̇̌ʳ̂˹ʳ˪˸̆̇˸̅́ ˔̈̆̇̅˴˿˼˴ʿʳˡ˸˷˿˴́˷̆ʿʳ˪˔ʳˉˌ˃ˊˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˄ʳˌʼʳˆˋ˃ʳ˄ˆ˃˄ˎʳ˙˴̋ˍʳʻˉ˄ʳˌʼʳˆˋ˃ʳ˄˄ˌˌˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉ˄ʳˌʼʳˆˋˋʳ˅ˉˊˌˎʳ˙˴̋ˍʳʻˉ˄ ˌʼʳˆˋˋʳ˅ˉˊˌˎʳ˘ˀ̀˴˼˿ˍʳ̇̅̌˴́˓̄̈̂˾˾˴ˁ˸̃˼˷˸̀ˁ̈̊˴˸˷̈ˁ˴̈ ˥˴̌ʳ˧˴̌˿̂̅ʿʳ˥˸̆˸˴̅˶˻ʳ˗˼̅˸˶̇̂̅ʿʳ˔˥˥˕ʳ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟̇˷ˁʿʳˈ˃˃ʳ˕̈̅̊̂̂˷ʳ˛˼˺˻̊˴̌ʿʳ˩˸̅̀̂́̇ʳ˦̂̈̇˻ʿʳ˩˼˶̇̂̅˼˴ʳˆ˄ˆˆˁ ˧˸˿ˍʳʻˉ˄ʳˆʼʳˌˋˋ˄ʳ˄ˉˉ˃ˎʳ˘ˀ̀˴˼˿ˍʳ̅˴̌̇˓˴̅̅˵ˁ̂̅˺ˁ˴̈ ˣ˸̇˸̅ʳ˪˴̈˺˻ʿʳˠ˴́˴˺˸̅ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˦̇̅˴̇˸˺̌ʿʳˠ˴˼́ʳ˥̂˴˷̆ʳ˪˸̆̇˸̅́ʳ˔̈̆̇̅˴˿˼˴ʿʳ˗̂́ʳ˔˼̇˾˸́ʳ˖˸́̇̅˸ʿʳ˪˴̇˸̅˿̂̂ʳ˖̅˸̆˶˸́̇ʿ ˣˁˢˁʳ˕̂̋ʳˉ˅˃˅ʿʳ˘˴̆̇ʳˣ˸̅̇˻ʿʳ˪˔ʳˉˋˌ˅ˁʳ˧˸˿ˍʳʻˉ˄ʳˌʼʳˆ˅ˆʳˇˆ˃ˌˎʳ˙˴̋ˍʳʻˉ˄ʳˌʼʳˆ˅ˆʳˇˉ˅ˌˎʳ˘ˀ̀˴˼˿ˍʳ˸ˈˋˋˈ˓̊˴ˁ̊˴ˁ˺̂̉ˁ˴˿˿

˕˔ˡ˚˟˔˗˘˦˛ ˠ̈˻˴̀̀˴˷ʳ˔˿˼ʿʳ ˠ˸̀˵˸̅ʳʻ˖̈̅̅˼˶̈˿̈̀ʼʿʳˡ˴̇˼̂́˴˿ʳ˖̈̅̅˼˶̈˿̈̀ʳ˴́˷ʳ˧˸̋̇˵̂̂˾ʳ˕̂˴̅˷ʿʳˉˌˀˊ˃ʳˠ̂̇˼˽˻˸˸˿ʳ˖̂̀̀˸̅˶˼˴˿ʳ˔̅˸˴ʿ ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˌˈˈʳˉˇˇˈˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˌˈˉʳˈˊ˅ˇˎʳʻ˛̂̀˸ʼʳ˧˸˿ˍʳʻˋˋ˃ʳ˅ʼʳˋˉˌʳˆˇˈ ˔˵˷̈˿ʳ˔˿˴̀ʳ˕˻̈˼̌˴́ʿʳ ˗˼̅˸˶̇̂̅ʳʻ˘́˺˼́˸˸̅˼́˺ʼʿʳ˕˴́˺˿˴˷˸̆˻ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʳ˔̈̇˻̂̅˼̇̌ʿʳ˔˿˿˸́˵̈̅̌ʿʳˢ˿˷ʳ˔˼̅̃̂̅̇ʳ˥̂˴˷ʿʳ˧˸˽˺˴̂́ʿ ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˌ˄˄ʳˈˈˇˇʳˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˌ˄˄ʳˉ˄ˉˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˌˉʳˋ˅˅ ˔ˁʳ˙ˁʳˠˁʳ˥̈˻˴˿ʳ˛˴̄̈˸ʿʳ˗˼̅˸˶̇̂̅ʿʳˣ̅̂˹˸̆̆̂̅ʳ˴́˷ʳ˛˸˴˷ʳ̂˹ʳˢ̅̇˻̂̃˴˸˷˼˶ʳ˦̈̅˺˸̅̌ʿʳ˥˸˻˴˵˼˿˼̇˴̇˼̂́ʳ˜́̆̇˼̇̈̇˸ʳ˴́˷ʳ˛̂̆̃˼̇˴˿ʳ˹̂̅ ˗˼̆˴˵˿˸˷ʳʻˢ̅̇˻̂̃˴˸˷˼˶ʳ˛̂̆̃˼̇˴˿ʳ˴́˷ʳ˜́̆̇˼̇̈̇˸ʼʳ˦˻˸̅ˀ˘ˀ˕˴́˺˿˴ʿʳˡ˴˺˴̅ʿʳ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˋ˄ˇʳˋ˄˅ʿʳˆ˄ˇʳ˃ˊˈˎʳ˙˴̋ˍ ʻˋˋ˃ʳ˅ʼʳˋ˄ˇʳˋ˄˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋ˄ˇʳˆˋˋʿʳˋ˄ˋʳ˄ˆˆˎʳ˘ˀ̀˴˼˿ˍʳ̅˻˴̄̈˸ˁ̇̅˴̈̀˴˓˷˻˴˾˴ˁ˴˺́˼ˁ˶̂̀ ˔˿˻˴˽ʳˠ̂˶˾˵̈˿ʳ˛̂̆̆˴˼́ʳˠˣʿʳˣ̅˸̆˼˷˸́̇ʿʳ˕˴́˺˿˴˷˸̆˻ʳ˦˴̅˸˾ʳˣ˴̅˼˵˴˻˴́ʳ˦˴̀˼̇̌ʳʻˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʳˢ̊́˸̅̆ʳ˔̆̆̂˶˼˴ˀ ̇˼̂́ʳ̂˹ʳ˕˴́˺˿˴˷˸̆˻ʼʳ˄˅˂˄ʳ˧˴˽̀̂˻˴˿ʳ˥̂˴˷ʿʳˠ̂˻˴̀̀˴˷̃̈̅ʿʳ˗˻˴˾˴ˁʳ˧˸˿ˍʳʻˋˋ˃ʳ˅ʼʳˌ˄˅ʳ˃ˌˌˌˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋ˄ˆʳˆˌˆ

ROAD SAFETY GUIDELINES App. B - 4 APPENDIX B

˔˿˴̀˺˼̅ʳˠ̂˽˼˵̈˿ʳ˛̂̄̈˸ʿʳˣ̅̂˹˸̆̆̂̅ʿʳ˕˴́˺˿˴˷˸̆˻ʳ˨́˼̉˸̅̆˼̇̌ʳ̂˹ʳ˘́˺˼́˸˸̅˼́˺ʳ˴́˷ʳ˧˸˶˻́̂˿̂˺̌ʳʻ˕˨˘˧ʼʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˖˼̉˼˿ ˘́˺˼́˸˸̅˼́˺ʿʳ˗˻˴˾˴ʳ˄˃˃˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˉˇʳˉˇ˃˂ˇʿʳ˘̋̇ʳˆ˃ˆˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋˉˆʳ˃˅ˉˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˉ˃ʳˇˇˇˎʳ˘ˀ ̀˴˼˿ʳ ˿˼˵̅˴̅˼˴́ˁ˵̈˸̇˓˷̅˼˾ˁ˵˺˷ˁ̇̂̂˿́˸̇ˁ̂̅˺ ˠˁʳ˗ˁʳˠ˴̍˻˴̅̈˿ʳ˛̂̄̈˸ʿʳ˕˴́˺˿˴˷˸̆˻ʳ˨́˼̉˸̅̆˼̇̌ʳ̂˹ʳ˘́˺˼́˸˸̅˼́˺ʳ˴́˷ʳ˧˸˶˻́̂˿̂˺̌ʳʻ˕˨˘˧ʼʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˖˼̉˼˿ʳ˘́˺˼́˸˸̅˼́˺ʿ ˗˻˴˾˴ʳ˄˃˃˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˉˇʳˉˇ˃˂ˇʳ˘̋̇ʳˆ˄ˉˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋˉˆʳ˃˅ˉʿʳˋˉˆʳ˃ˇˉˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳˋˉˇʳˉˇ˃˂ˇʳ˘̋̇ʳ˅˃ˊˎ ˘ˀ̀˴˼˿ˍʳ˟˼˵̅˴̅˼˴́ˁ˵̈˸̇˓˷̅˼˾ˁ˵˺˷ˁ̇̂̂˿́˸̇ˁ̂̅˺ʳʻ˶̈̅̅˸́̇˿̌ʳ˴̇ʳ˨́˼̉˸̅̆˼̇̌ʳ̂˹ʳ˦̂̈̇˻˴̀̃̇̂́ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʼ ˔ˁʳˡˁʳ˛̈̆̆˴˼́ʿʳ˖˻˴˼̅̀˴́ʿʳ˕˴́˺˿˴˷˸̆˻ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʳ˔̈̇˻̂̅˼̇̌ʿʳ˔˿˿˸́˵̈̅̌ʿʳˢ˿˷ʳ˔˼̅̃̂̅̇ʳ˥̂˴˷ʿʳ˥˸˽˺˴̂́ʿʳ˗˻˴˾˴ˁ ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˋ˄˄ʳˇ˃˃ˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˌ˄˄ʳˉ˄ˉˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˊ˅ʳ˅ˆ˅ ˤ̈˴̍˼ʳ˭˴˾˴̅˼˴ʳ˜̆˿˴̀ʿʳ˦˸́˼̂̅ʳ˧˸˶˻́˼˶˴˿ʳˢ˹˹˼˶˸̅ʿʳ˗˸̉˸˿̂̃̀˸́̇ʳ˗˸̆˼˺́ʳ˖̂́̆̈˿̇˴́̇̆ʳ˟̇˷ˁʿʳ˅ˆʳˡ˸̊ʳ˘̆˾˴̇̂́ʳ˥̂˴˷ʿʳ˗˻˴˾˴ˁ ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˋˈʳˊˉ˄ʿʳˋˊ˄ʳ˃ˊˈˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋˋˆʳˊ˄ˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋ˃ˆʳˈˉ˄ˁ ˠˁʳ˗ˁʳ˔˵˷̈˿ʳ˝˴˿˼˿ʿʳ˔˷˷˼̇˼̂́˴˿ʳ˗˸̃̈̇̌ʳˣ̂˿˼˶˸ʳ˖̂̀̀˼̆̆˼̂́˸̅ʿʳ˧̅˴˹˹˼˶ʳ˗˼̉˼̆˼̂́ʿʳ˗˻˴˾˴ʳˠ˸̇̅̂̃̂˿˼̇˴́ʳˣ̂˿˼˶˸ʿʳ˄˃ʳ˖˼̅˶̈˼̇ ˛̂̈̆˸ʳ˥̂˴˷ʿʳ˦˻˴́̇˼́˴˺˴̅ʿʳ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˇ˃ˌʳˈ˄ˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˆ˅ˌʳˋˉˇˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋˆˋʳ˅˄˃ ˖ˁʳ˚ˁʳ˞˴̅˼̀ʿʳ ˦̈̃˸̅˼́̇˸́˷˸́̇ʳ˘́˺˼́˸˸̅ʿʳ˥̂˴˷̆ʳ˴́˷ʳ˛˼˺˻̊˴̌ʳ˗˸̃˴̅̇̀˸́̇ʿʳϘ˦˴̅˴˾ʳ˕˻˴˵˴́ʿϙʳ˥˴̀́˴ʿʳ˗˻˴˾˴ʳ˄˃˃˃ˁ ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˌˈˈʳˊˊˈˉˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˌˈˈʳˊˊˈˉˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˌ˄ʳˊˋ˄ ˠ̂˻˴̀̀˴˷ʳ˥˴˹˼ʳ˞˻˴́ʿʳ ˠ˸̀˵˸̅ʿʳˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ʿʳ˖˻˴˼̅̀˴́ʿʳ˔˶˶˼˷˸́̇ʳˠ˴́˴˺˸̀˸́̇ʳ˦̈˵˶̂̀̀˼̇̇˸˸ʿ ˜́̇˸̅́˴̇˼̂́˴˿ʳ˖˸́̇̅˸ʳ˹̂̅ʳ˗˼̆˸˴̆˸ʿʳ˄˅ˋʳ˗˻˴́ʳˠ̂́˷˼ʳ˥˂˔ʳ˥̂˴˷ʳˆʿʳ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˆˆˇˇˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋˉˆʳˆ˅ˉˎ ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˉˌʳ˅ˌˌ ˠ̈̆̇˴̄̈˸ʳ˛̂̆̆˴˼́ʳ˞˻˴́ʿʳ˖ˁˢˁʳʻ˦̈̃˸̅˼́̇˸́˷˸́̇ʳ̂˹ʳˣ̂˿˼˶˸ʼʳ˔̅̀˸˷ʳˣ̂˿˼˶˸ʳ˕˴̇̇˴˿˼̂́ʿʳ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˌˇʳˆ˅ˈʿ ˋˌ˄ʳˆ˄ˇˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋˌˇʳˆ˅ˈˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋ˅˅ʳ˅ˊ˃ˁ ˡ̈̅ʳˠ̂˻˴̀̀˴˷ʿ ʳ˗˸̃̈̇̌ʳˣ̂˿˼˶˸ʳ˖̂̀̀˼̆̆˼̂́˸̅ʿʳ˧̅˴˹˹˼˶ʳ˗˼̉˼̆˼̂́ʿʳ˗˻˴˾˴ʳˠ˸̇̅̂̃̂˿˼̇˴́ʳˣ̂˿˼˶˸ʿʳ˄˃ʳ˖˼̅˶̈˼̇ʳ˛̂̈̆˸ʳ˥̂˴˷ʿ ˦˻˴́̇˼́˴˺˴̅ʿʳ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˇ˄˅ʳ˄˅ˊˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˆˋˆʳˌˆ˄ˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋˆˋʳ˅˄˃ ˠ̂˻˼̈̍̍˴̀˴́ʳˤ̈˴̍˼ʿʳˣ̅̂˺̅˴̀ʳˢ˹˹˼˶˸̅ʿʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʿʳ˪̂̅˿˷ʳ˕˴́˾ʳˢ˹˹˼˶˸ʿʳˆ˔ʿʳˣ˴̅˼˵˴˸˻ʿʳ˗˻˴˾˴ʳ˄˃˃˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼ ˋˉ˄ʳ˃ˈˉˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋˉˆʳ˅˅˃ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˆ˅ˇʳ˅ˌˊ ˠˁʳ˔˵˷̈̅ʳ˥˴˵ʿʳ˔̆̆˼̆̇˴́̇ʳ˗˼̅˸˶̇̂̅ʳʻ˘́˺˼́˸˸̅˼́˺ʼʳ˕˴́˺˿˴˷˸̆˻ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʳ˔̈̇˻̂̅˼̇̌ʿʳ˔˿˿˸́˵̈̅̌ʿʳˢ˿˷ʳ˔˼̅̃̂̅̇ʳ˥̂˴˷ʿ ˧˸˽˺˴̂́ʿʳ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˆ˅ˇʳˇˊˋˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˌ˄˄ʳˉ˄ˉˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˌˇʳˇˋˋ ˧̂˹˴̍̍˴˿ʳ˛̂̆̆˴˼́ʳ˦˴̅˾˸̅ʿʳ˥˸̆˸˴̅˶˻ʳˢ˹˹˼˶˸̅ʿʳˡ˴̇˼̂́˴˿ʳ˖̈̅̅˼˶̈˿̈̀ʳ˴́˷ʳ˧˸̋̇˵̂̂˾ʳ˕̂˴̅˷ʿʳˉˌˀˊ˃ʳˠ̂̇˼˽˻˸˸˿ʳ˖̂̀̀˸̅˶˼˴˿ ˔̅˸˴ʿʳ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˌˈˉʳˆˉˋˉˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˌˈˉʳˈˊ˅ˇˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˆ˄ˇʳˈˇˆ ˟̈̇˹˴̅ʳ˥˴˻̀˴́ʳ˧˴˿̈˾˷˸̅ʿʳ˗˸̃̈̇̌ʳ˦˸˶̅˸̇˴̅̌ʿʳ˥̂˴˷̆ʳ˴́˷ʳ˥˴˼˿̊˴̌̆ʳ˗˼̉˼̆˼̂́ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˚ˢ˕ʿʳ˕̈˼˿˷ˀ ˼́˺ʳˡ̂ˁʳˊʳ˥̂̂̀ʳˡ̂ˁʳˋ˅ˇʿʳˋ˂˙ʿʳ˕˴́˺˿˴˷˸̆˻ʳ˦˸˶̅˸̇˴̅˼˴̇ʿʳ˗˻˴˾˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˉˋʳ˅ˌˉˎʳ˙˴̋ˍʳʻˋˋ˃ʳ˅ʼʳˋˉˉʳˉˆˉˎʳ˧˸˿ ʻ˻̂̀˸ʼˍʳʻˋˋ˃ʳ˅ʼʳˋˇ˄ʳˊ˃˃

˖˔ˡ˔˗˔ ˙̅˴́˶˼̆ʳˣˁʳ˗ˁʳˡ˴̉˼́ʿʳˣ̅̂˹˸̆̆̂̅ʳ̂˹ʳ˖˼̉˼˿ʳ˘́˺˼́˸˸̅˼́˺ʿʳ˨́˼̉˸̅̆˼̇̌ʳ̂˹ʳ˕̅˼̇˼̆˻ʳ˖̂˿̈̀˵˼˴ʿʳ˅ˆ˅ˇʳˠ˴˼́ʳˠ˴˿˿ʿʳ˩˴́˶̂̈̉˸̅ʿʳ˕˖ ˩ˉ˧ʳ˄˅ˇˁʳ˧˸˿ˍʳʻ˄ʳˉ˃ˇʼʳˋ˅˅ʳˆ˄ˈˋˎʳ˙˴̋ˍʳʻ˄ʳˉ˃ˇʼʳˋ˅˅ʳˉˌ˃˄ ˣ˘ˢˣ˟˘ϗ˦ʳ˥˘ˣ˨˕˟˜˖ʳˢ˙ʳ˖˛˜ˡ˔ ˖˻˸́ʳ ˚̈̂̆˻˸́˺ʿʳ˦˸́˼̂̅ʳ˘́˺˼́˸˸̅ʳ̂˹ʳ˖˻˼́˴ʳ˛˼˺˻̊˴̌ʳ˘́˺˼́˸˸̅˼́˺ʳ˖̂́̆̈˿̇˴́̇ʳ˴́˷ʳ˦̈̃˸̅̉˼̆˼̂́ʳ˚˸́˸̅˴˿ʳ˖̂ˁʿʳˡ̂ˁʳˊʳ˕̈˼˿˷ˀ ˼́˺ʿʳ˛̈˴ʳˬ˴́ʳ˟˼ʿʳ˖˻˴̂ʳˬ˴́˺ʿʳ˕˸˼˽˼́˺ʳ˄˃˃˃˅ˌˁʳ˧˸˿ˍʳʻˋˉʳ˄ʼʳˉ˅˃ˇʳˈˆ˄˅ˎʳ˙˴̋ˍʳʻˋˉʳ˄ʼʳˉ˅˃ˇʳ˃ˉˊˋ ˛̈˴ʳˬ̂́˺ʳ˛̂́˺ʿʳ˔̆̆˼̆̇˴́̇ʳ̂˹ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˥˸̆˸˴̅˶˻ʿʳ˧̅˴˹˹˼˶ʳˠ˴́˴˺˸̀˸́̇ʳ˥˸̆˸˴̅˶˻ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳˣ̈˵˿˼˶ʳ˦˸˶̈̅˼̇̌ʳˠ˼́˼̆̇̅̌ʿ ˤ˼˴́̋˼˴́˺ʳ˟˴́˸ʳ˄ʿʳˤ˼˴́̅̂́˺ʳ˥̂˴˷ʿʳ˪̈̋˼ʿʳ˝˼˴́˺̆̈ˁʳ˧˸˿ˍʳʻˋˉʳˈʼʳ˄˃ˈˈʳ˄ˉ˄˅ˆˎʳ˙˴̋ˍʳʻˋˉʳˈʼʳ˄˃ˈˈʳ˄ˈˆ˄ˈ ˝˼˴ʳˣ˼́˺ʿʳ˗˸̃̈̇̌ʳ˗˼̉˼̆˼̂́ʳ˖˻˼˸˹ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳˣ̈˵˿˼˶ʳ˦˸˶̈̅˼̇̌ʿʳ˦˶˼˸́˶˸ʳ˴́˷ʳ˧˸˶˻́̂˿̂˺̌ʳ˗˼̉˼̆˼̂́ʿʳ˧̅˴˹˹˼˶ʳˠ˴́˴˺˸̀˸́̇ ˕̈̅˸˴̈ʿʳ˕˸˼˽˼́˺ˁʳ˙˴̋ˍʳʻˋˉʳ˄ʼʳˉ˅˃ˇʳ˃ˉˊˋ ˫̈ʳ˞˴́˺ʳ˦˻˸́˺ʿʳ˗˼̅˸˶̇̂̅ʿʳ˧̅˴˹˹˼˶ʳˠ˴́˴˺˸̀˸́̇ʳ˥˸̆˸˴̅˶˻ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳˣ̈˵˿˼˶ʳ˦˸˶̈̅˼̇̌ʳˠ˼́˼̆̇̅̌ʿʳˤ˼˴́̋˼˴́˺ʳ˟˴́˸ʳ˄ʿʳˤ˼˴́̅̂́˺ ˥̂˴˷ʿʳ˪̈̋˼ʿʳ˝˼˴́˺̆̈ˁʳ˧˸˿ˍʳʻˋˉʳˈʼʳ˄˃ˈˈʳ˄ˈˉˇˈˎʳ˙˴̋ˍʳʻˋˉʳˈʼʳ˄˃ˈˈʳ˄ˈˆ˄ˈ ˟˼̈ʳ˫˼˴̀˼́˺ʿʳˣ̅̂˹˸̆̆̂̅ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˘́˺˼́˸˸̅˼́˺ʿʳ˚̅˴˷̈˴̇˸ʳ˦˶˻̂̂˿ʿʳ˕˸˼˽˼́˺ʳˣ̂˿̌̇˸˶˻́˼˶ʳ˨́˼̉˸̅̆˼̇̌ʿʳ˕˸˼˽˼́˺ʳ˄˃˃˃˅˅ˁ ˧˸˿ˍʳʻˋˉʳ˄ʼʳˉˊˆʳˌ˄ˇˈˋˎʳ˙˴̋ˍʳʻˋˉʳ˄ʼʳˉˊˆˌʳ˄ˇˈˋˎʳ˘ˀ̀˴˼˿ˍʳ˿̋̀˼́˺˓̆̂˿˴̅˼̆ˁ˵˽̃̈ˁ˸˷̈ˁ˶́

App. B - 5 ROAD SAFETY GUIDELINES APPENDIX B

˙˜˝˜ ˩̈˸̇˴̆̈ʳˡˁʳ˕̈˴̇̂˾˴ʿʳ˗˸̃˴̅̇̀˸́̇ʳ˦˸˶̅˸̇˴̅̌ʳʻˣ˿˴́́˼́˺ʳ˴́˷ʳ˗˸̆˼˺́ʼʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˪̂̅˾̆ʿʳ˜́˹̅˴̆̇̅̈˶̇̈̅˸ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇ʿʳˣ˪˗ ˚˴́˼˿˴̈ʳ˛̂̈̆˸ʿʳ˦̈̉˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˊˌʼʳˆ˄ˈʳ˄ˆˆˎʳ˙˴̋ˍʳʻˉˊˌʼʳˆ˃˄ʳ˄ˌˋˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˊˌʼʳˆˊ˃ʳˋˉ˃ ˤ˴˿̂ʳ˕̈˿˴̇˼˾̂ʿʳ˔̆̆˼̆̇˴́̇ʳ˖̂̀̀˼̆̆˼̂́˸̅ʳ̂˹ʳˣ̂˿˼˶˸ʳˢ̃˸̅˴̇˼̂́̆ʿʳ˙˼˽˼ʳˣ̂˿˼˶˸ʳ˙̂̅˶˸ʿʳ˕̂̋ʳ˅ˆˌʿʳˣ̂˿˼˶˸ʳ˛˸˴˷̄̈˴̅̇˸̅̆ʿʳ˦̈̉˴ˁʳ˧˸˿ˍ ʻˉˊˌʼʳˆ˄˅ʳˌˌˌˎʳ˙˴̋ˍʳʻˉˊˌʼʳˆ˃ˆʳ˄ˌˌˌ ˦˸˹˴́˴˼˴ʳ˞̂̅̂˼ʿʳ˖˻˼˸˹ʳ˘˷̈˶˴̇˼̂́ʳˢ˹˹˼˶˸̅ʳˣ̅˼̀˴̅̌ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˘˷̈˶˴̇˼̂́ʿʳ˪̂̀˸́ʳ˴́˷ʳ˖̈˿̇̈̅˸ʿʳˠ˴̅˸˿˴ʳ˛̂̈̆˸ʿʳ˚̂̉˸̅́ˀ ̀˸́̇ʳ˕̈˼˿˷˼́˺̆ʿʳ˦̈̉˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˊˌʼʳˆ˄ˇʳˇˊˊˎʳ˙˴̋ˍʳʻˉˊˌʼʳˆ˃ˆʳˈ˄˄ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˊˌʼʳˆ˅˃ʳ˄˅ˊ ˠ˼˶˻˴˸˿ʳˢϗ˟˸˴̅̌ʿʳ ˶˂̂ʳ˪̂̅˿˷ʳ˛˸˴˿̇˻ʳˢ̅˺˴́˼̍˴̇˼̂́ʿʳˣˁˢˁʳ˕̂̋ʳ˄˄ˆʿʳ˦̈̉˴ˁʳ˧˸˿ˍʳʻˉˊˌʼʳˆ˃˅ʳˈ˅ˌˎʳ˙˴̋ˍʳʻˉˊˌʼʳˆ˃˃ʳˇˉ˅ˎʳ˘ˀ̀˴˼˿ˍ ̀˽̂˿˓˼̆ˁ˶̂̀ˁ˹˽ ˣ˸́˼ʳ˗ˁʳˤ˴̅˴̈ʿʳ˖˻˴˼̅̀˴́ʿʳˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ʿʳ˙˼˽˼ʿʳˣˁˢˁʳ˕̂̋ʳˊ˄˅ˈʿʳˡ˴̆˼́̈ˁʳ˧˸˿ˍʳʻˉˊˌʼʳˆ˄ˇʳˇ˃˃ˎʳ˙˴̋ˍʳʻˉˊˌʼʳˆ˃˅ ˉˉˇˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˊˌʼʳˆˉ˅ʳˇˈ˄ ˖˻˴́˷̅˴ʳ˦˻˸˾˻˴̅ʿʳ˘̋˸˶̈̇˼̉˸ʳ˗˼̅˸˶̇̂̅ʿʳˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ʿʳˣˁˢˁʳ˕̂̋ʳˊ˄˅ˈʿʳˡ˴̆˼́̈ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˊˌʼʳˆˌˇʳˋˋˉˎ ˙˴̋ˍʳʻˉˊˌʼʳˆˌˆʳ˅ˈˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˊˌʼʳˆˋˊʳˉˋ˃ ˜́˼˴ʳ˧˴̀˴́˼ʿʳ˖̂́̇̅̂˿˿˸̅ʳ̂˹ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʿʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʳ˗˸̃˴̅̇̀˸́̇ʿʳˣˁˢˁʳ˕̂̋ʳˉˉˊˊʿʳˡ˴̆˼́̈ˁʳ˧˸˿ˍʳʻˉˊˌʼʳˆˌ˅ʳ˄ˉˉˎʳ˙˴̋ˍ ʻˉˊˌʼʳˆˌˈʳˇˊˇ ˜̆̂˴ʳ˚ˁʳ˧˴̀˴́˼ʿʳ˔̆̆˼̆̇˴́̇ʳ˖̂́̇̅̂˿˿˸̅ʳ̂˹ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʿʳ˕̂̋ʳˉˉˊˊʿʳˡ˴̆˼́̈ˁʳʳ˧˸˿ˍʳʻˉˊˌʼ ˆˌ˅ʳ˄ˉˉˎʳ˙˴̋ˍʳʻˉˊˌʼʳˆˌˈʳˇˊˇ ˥˴̃˻˴˸˿ʳ˪˴̅̊˼˶˾ˀ˦̀˼̇˻ʿʳ˦˸́˼̂̅ʳ˘́˺˼́˸˸̅ʿʳ˥̂˴˷̆ʳʻ˧̅˴˹˹˼˶ʳ˴́˷ʳˣ˿˴́́˼́˺ʼʳ˚˴́˼˿˴̈ʳ˛̂̈̆˸ʿʳˣ̅˼̉˴̇˸ʳˠ˴˼˿ʳ˕˴˺ʿʳ˚ˣˢʿʳ˦̈̉˴ˁ ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˊˌʼʳˆ˄ˈʳˊˈˌˎʳ˙˴̋ˍʳʻˉˊˌʼʳˆ˃˄ʳ˄ˌˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˊˌʼʳˆˇ˃ʳˈˊˈ ˛ˢˡ˚ʳ˞ˢˡ˚ʿʳ˖˛˜ˡ˔ ˛ˁʳ˟ˁʳ˖˻˸́˺ʿʳ˖˻˼˸˹ʳ˘́˺˼́˸˸̅ʿʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˴́˷ʳ˦̇˴́˷˴̅˷̆ʳ˗˼̉˼̆˼̂́ʿʳ˧̅˴́̆̃̂̅̇ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˥̂̂̀ʳˆˈ˃˄ʿʳˆˈ˂˙ʳ˛̂̃˸̊˸˿˿ ˖˸́̇̅˸ʿʳ˄ˋˆʳˤ̈˸˸́ϗ̆ʳ˥̂˴˷ʳ˘˴̆̇ʿʳ˪˴́˶˻˴˼ˁʳ˧˸˿ˍʳʻˋˈ˅ʼʳ˅ˈ˅ˌʳˋˆˆˋˎʳ˘ˀ̀˴˼˿ˍʳ˻˿˶˻˸́˺˓̇˷ˁ˺˶́ˁ˺̂̉ˁ˻˾ ˪ˁʳ˞ˁʳ˞̊̂˾ʿʳ˦˸́˼̂̅ʳ˘́˺˼́˸˸̅ʿʳ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˴́˷ʳ˦̇˴́˷˴̅˷̆ʳ˗˼̉˼̆˼̂́ʿʳ˧̅˴́̆̃̂̅̇ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˥̂̂̀ʳˆˈ˃˄ʿʳˆˈ˂˙ʿʳ˛̂̃˸̊˸˿˿ ˖˸́̇̅˸ʿʳ˄ˋˆʳˤ̈˸˸́ϗ̆ʳ˥̂˴˷ʳ˘˴̆̇ʿʳ˪˴́˶˻˴˼ˁʳ˧˸˿ˍʳʻˋˈ˅ʼʳ˅ˈ˅ˌʳˋ˅ˆ˅ ˣˁʳ˝ˁʳ˦̀˼̇˻ʿʳ˛̂́˺ʳ˞̂́˺ʳ˦˶˻̂̂˿ʳ̂˹ʳˠ̂̇̂̅˼́˺ʿʳ˖˻˸ʳ˞̈́˺ʳˠ˼̈ʳ˥̂˴˷ʿʳ˧˴˼ʳ˪˴˼ʿʳ˦˻˴̇˼́ʿʳˡ˸̊ʳ˧˸̅̅˼̇̂̅˼˸̆ˁʳ˧˸˿ˍʳʻˋˈ˅ʼʳ˅ˉ˃ˇʳˉ˄˅ˆˎ ˙˴̋ˍʳʻˋˈ˅ʼʳ˅ˉˌˇʳˋˇˊ˅ ˥̂˵˸̅̇ʳ˧ˁʳ˪ˁʳˬ˸̂˻ʿʳ ˥̂˴˷ʳ˦˴˹˸̇̌ʳˠ˴́˴˺˸̅ʿʳ˛̂́˺ʳ˞̂́˺ʳ˦˶˻̂̂˿ʳ̂˹ʳˠ̂̇̂̅˼́˺ʿʳ˖˻˸ʳ˞̈́˺ʳˠ˼̈ʳ˥̂˴˷ʿʳ˧˴˼ʳ˪˴˼ʿʳ˦˻˴̇˼́ʿʳˡ˸̊ ˧˸̅̅˼̇̂̅˼˸̆ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˈ˅ʼʳ˅ˉ˃ˇʳˉ˄˅ˆˎʳ˙˴̋ˍʳʻˋˈ˅ʼʳ˅ˉˌˇʳˋˇˊ˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˈ˅ʼʳ˅ˉˌ˅ʳ˃˅ˆ˅ˎʳ˙˴̋ˍʳˋˈ˅ʳ˅ˉ˃ˆʿʳ˄ˊˆˇ

˜ˡ˗˜˔ ˔ˁʳˣˁʳ˕˴˻˴˷̈̅ʿʳ˗˼̅˸˶̇̂̅ʿʳ˜́˷˼˴́ʳ˥̂˴˷̆ʳ˖̂́˺̅˸̆̆ʿʳ˝˴̀́˴˺˴̅ʳ˛̂̈̆˸ʿʳ˦˻˴˻˽˴˻˴́ʳ˥̂˴˷ʿʳˡ˸̊ʳ˗˸˿˻˼ʳ˄˄˃ʳ˃˄˄ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˄ ˄˄ʼʳˆˆˋʳˇˈˇˆˎʳ˙˴̋ˍʳʻˌ˄ʳ˄˄ʼʳˆˆˋʳ˄ˉˇˌˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˄ʳ˄˄ʼʳˈˈ˄ʳ˅˅ˌˇ ˥ˁʳ˗ˁʳˠ˸˻̇˴ʿʳ˖˻˼˸˹ʳ˘́˺˼́˸˸̅ʳʻ˧̅˴˹˹˼˶ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʼʿʳ˚̂̉˸̅́̀˸́̇ʳ̂˹ʳ˜́˷˼˴ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˦̈̅˹˴˶˸ʳ˧̅˴́̆̃̂̅̇ʿʳˣ˴̅˿˼˴̀˸́̇ ˦̇̅˸˸̇ʿʳˡ˸̊ʳ˗˸˿˻˼ʳ˄˄˃˃˄˄ˁʳ˧˸˿ˍʳʻˌ˄ʳ˄˄ʼʳˆˊ˄ʳˌˌˌˋˎʳ˙˴̋ˍʳʻˌ˄ʳ˄˄ʼʳˆˊ˄ʳ˃˅ˆˉ ˗˼́˸̆˻ʳˠ̂˻˴́ʿʳ˛˸˴˷ʿʳ˜́˷˼˴́ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧˸˶˻́̂˿̂˺̌ʳ˗˸˿˻˼ʿʳ˖˸́̇̅˸ʳ˹̂̅ʳ˕˼̂̀˸˷˼˶˴˿ʳ˘́˺˼́˸˸̅˼́˺ʿʳ˛˴̈̍ʳ˞˻˴̆ʿʳˡ˸̊ʳ˗˸˿˻˼ ˄˄˃˃˄ˉˁʳ˧˸˿ˍʳʻˌ˄ʳ˄˄ʼʳˉˋˈʳˋˊ˃ˆˎʳ˙˴̋ˍʳʻˌ˄ʳ˄˄ʼʳˉˋˈʳˋˊ˃ˆʿʳˉˋˉʳ˅˃ˆˊˎʳ˘ˀ̀˴˼˿ˍʳ˷̀̂˻˴́˓˶˵̀˸ˁ˼˼̇˷ˁ˸̅́˸̇ˁ˼́ ˦ˁʳˣ˴˷˴̀ʿʳ˗˼̅˸˶̇̂̅ʿʳ˖˸́̇̅˴˿ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʿʳ˕˻̂̆˴̅˼ʿʳˣ̈́˸ˀˇ˄˄ʳ˃˅ˉˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻ˃˅˄˅ʼʳˊˊˌʳ˄ˊˊˎʳ˙˴̋ˍʳʻ˃˅˄˅ʼ ˊˊˌʳˇ˅ˉˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻ˃˄˅˄ʼʳˊˊˌʳ˃ˌ˃ʳ˘ˀ̀˴˼˿ˍʳ˶˼̅̇˂̃̈́˸˓˷˴̅̇̀˴˼˿ˁ˷˴̅̇́˸̇ˁ˶̂̀ ˠˁʳˡˁʳ˥˸˷˷˼ʿʳ˗˼̅˸˶̇̂̅ʿʳ˞˴̅́˴̇˴˾˴ʳ˚̂̉˸̅́̀˸́̇ʳ˖̂̀̃̈̇˸̅ʳ˖˸́̇̅˸ʿʳ˖ˀ˅˅ʿʳ˜˦˧ʳ˖̅̂̆̆ʿʳˋ̇˻ʳˠ˴˼́ʿʳ˩˴̆˴́̇˻́˴˺˴̅ʿʳ˕˴́˺˴˿̂̅ʳˈˉ˃ ˃ˈ˅ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˄ʳˋ˃ʼʳ˅˅ˉʳˆ˅˃ˉˎʳ˙˴̋ˍʳʻˌ˄ʳˋ˃ʼʳ˅˅ˉʳˆ˅˃ˉˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˄ʳˋ˃ʼʳ˅˅ˈʳˌˊˈˆ ˧ˁʳ˦ˁʳ˥˸˷˷̌ʿʳ˛˸˴˷ʿʳ˧̅˴˹˹˼˶ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˗˼̉˼̆˼̂́ʿʳ˖˸́̇̅˴˿ʳ˥̂˴˷ʳ˥˸̆˸˴̅˶˻ʳ˜́̆̇˼̇̈̇˸ʿʳˣˁˢˁʳ˖˥˥˜ʿʳˠ˴̇˻̈̅˴ʳ˥̂˴˷ʿʳˡ˸̊ ˗˸˿˻˼ʳ˄˄˃˃˅˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˄ʳ˄˄ʼʳˉˌ˄ʳ˅˅ˉˋˎʳ˙˴̋ˍʳʻˌ˄ʳ˄˄ʼʳˉˋˇʳˈˌˇˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˄ʳ˄˄ʼʳˉˋˆʳˇˊˆˌˎʳ˘ˀ̀˴˼˿ˍ ˖˥˥˜˓̆˼̅́˸̇˷ˁ˸̅́˸̇ˁ˼́ ˦ˁʳ˖ˁʳ˦˴˿̈˽˴ʿʳ˚˸́˸̅˴˿ʳˠ˴́˴˺˸̅ʿʳˡ˴̇˼̂́˴˿ʳ˛˼˺˻̊˴̌̆ʳ˔̈̇˻̂̅˼̇̌ʳ̂˹ʳ˜́˷˼˴ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˦̈̅˹˴˶˸ʳ˧̅˴́̆̃̂̅̇ʿʳ˄ʳ˘˴̆̇˸̅́ʳ˔̉˸́̈˸ʿ ˠ˴˻˴̅˴́˼ʳ˕˴˺˻ʿʳˡ˸̊ʳ˗˸˿˻˼ʳ˄˄˃˃ˉˈˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˄ʳ˄˄ʼʳˉˌ˅ʳˇˆˋ˄ˎʳ˙˴̋ˍʳʻˌ˄ʳ˄˄ʼʳˉˌ˅ʳˇˆˋˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˄ʳ˄˄ʼʳ˅ˇˆˇʳˆˈˈˈ

ROAD SAFETY GUIDELINES App. B - 6 APPENDIX B

ˣˁʳ˞ˁʳ˦˼˾˷˴̅ʿʳˣ̅̂˹˸̆̆̂̅ʿʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˦̌̆̇˸̀̆ʳ˘́˺˼́˸˸̅˼́˺ʿʳ˖˼̉˼˿ʳ˘́˺˼́˸˸̅˼́˺ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˜́˷˼˴́ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧˸˶˻ˀ ́̂˿̂˺̌ʿʳˣ̂̊˴˼ʿʳ˕̂̀˵˴̌ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˄ʳ˅˅ʼʳˈˊˋʳ˅ˈˇˈʿʳˈˊˋʳˉˈˆ˃ʿʳˈˊˋʳˆˈˈˊʳ˘̋̇ˁʳ˅ˆ˄ˇˎʳ˙˴̋ˍʳʻˌ˄ʳ˅˅ʼʳˈˊˋʳˆˇˋ˃ˎʳ˧˸˿ ʻ˻̂̀˸ʼˍʳʻˌ˄ʳ˅˅ʼʳˈˊˋʳ˅ˈˇˈʿʳˈˊˋʳˉˈˆ˃ʿʳˈˊˋʳˆˈˈˊʳ˘̋̇ˁʳˇˆ˄ˇˎʳ˘ˀ̀˴˼˿ˍʳ̃˾̆˼˾˷˴̅˓˺˸̀˼́˼ˁ˶˼̉˼˿ˁ˼˼̇˵ˁ˸̅́˸̇ˁ˼́ ˠ˴̇˻˸̊ʳ˩˴̅˺˻˸̆˸ʿʳ˖̂́̆̈˿̇˴́̇ʳˢ̅̇˻̂̃˴˸˷˼˶ʳ˦̈̅˺˸̂́ʿʳ˦̇ˁʳ˦̇˸̃˻˸́ϗ̆ʳ˛̂̆̃˼̇˴˿˂˜˜˧ʳ˗˸˿˻˼ʿʳ˦̇ˁʳ˦̇˸̃˻˸́ϗ̆ʳ˛̂̆̃˼̇˴˿ʿʳ˧˸˸̆ ˛˴̍˴̅˼ʿʳˡ˸̊ʳ˗˸˿˻˼ʳ˄˄˃˃ˈˇˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˄ʳ˄˄ʼʳ˅ˈ˄ʳ˄ˇˋˋˎʳ˙˴̋ˍʳʻˌ˄ʳ˄˄ʼʳˉˋˉʳ˅˃ˆˊˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˄ʳ˄˄ʼʳ˅˅ˈʳ˄ˆ˄ˈˎʳ˙˴̋ˍ ʻˌ˄ʳ˄˄ʼʳ˅ˌˆʳ˅ˇ˄˅ˎʳ˘ˀ̀˴˼˿ˍʳ˷̀̂˻˴́˓˶˵̀˸ˁ˼˼̇˷ˁ˸̅́˸̇ˁ˼́

˜ˡ˗ˢˡ˘˦˜˔ ˜̅ˁʳ˜̆˾˴́˷˴̅ʳ˔˵̈˵˴˾˴̅ʿʳ˗˼̅˸˶̇̂̅ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ̂˹ʳ˨̅˵˴́ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˧̅˴˹˹˼˶ʳ˦̌̆̇˸̀ʳʻ˕˦˟˟˔˞ʼʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ˚˸́˸̅˴˿ ̂˹ʳ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˝˴˿˴́ʳ˝˸́˷˸̅˴˿ʳ˦̈˷˼̅̀˴́ʳˡ̂ˁʳˊˊʳ˝˴˾˴̅̇˴ʳ˄˅˄ˌˌˁʳʻ˃˅˄ʼʳˈˊ˃ʳˉˉ˄ˋˎʳ˙˴̋ ʻˉ˅ʳ˅˄ʼʳˈˊ˃ʳˉˉˇˋ ˜̅ˁʳ˧˽̂˾̂˷̅˷˸ʳ˚˷˸ʳ˔˺̈́˺ʿʳ ˛˸˴˷ʳ̂˹ʳ˦̈˵˷˼̅˸˶̇̂̅˴̇˸ʳ̂˹ʳ˖˼̇̌ʳ˧̅˴˹˹˼˶ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ̂˹ʳ˕˦˟˟˔˞ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ˚˸́˸̅˴˿ʳ̂˹ ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˝˴˿˴́ʳ˝˸́˷˸̅˴˿ʳ˦̈˷˼̅̀˴́ʳˡ̂ˁʳˊˊʳ˝˴˾˴̅̇˴ʳ˄˅˄ˌˌˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˅ʳ˅˄ʼʳˈˊ˃ ˉˉ˄ˋˎʳ˙˴̋ˍʳʻˉ˅ʳ˅˄ʼʳˈˊ˃ʳˉˉˇˋˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳˈˋˉʳ˅ˉˇˊ ˜̅ˁʳˠ̂˻ˁʳ˔́˴̆˴˿̌ʿʳ˗˼̅˸˶̇̂̅ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ̂˹ʳ˘́˺˼́˸˸̅˼́˺ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ˚˸́˸̅˴˿ʳ̂˹ʳ˛˼˺˻̊˴̌̆ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳˣ̈˵˿˼˶ʳ˪̂̅˾̆ʿʳ˝ˁ ˟ˁʳˣ˴̇̇˼̀̈̅˴ʳ˅˃ʿʳ˞˸˵˴̌̂̅˴́ʳ˕˴̅̈ʿʳ˝˴˾˴̅̇˴ʳ˄˅˄˄˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˅ʳ˅˄ʼʳˊ˅ˇʳˊˆˋˌˎʳ˙˴̋ˍʳʻˉ˅ʳ˅˄ʼʳˊ˅ˇʳˈ˃˃˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉ˅ʳ˅˄ʼ ˊˉˌʳ˃ˋˉ˃ʼ ˦̂́̌ʳ˕˴˾̆̂́̂ʿʳ˗˼̅˸˶̇̂̅ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ̂˹ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˧̅˴˹˹˼˶ʳʻ˟˟˝ʼʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ˚˸́˸̅˴˿ʳ̂˹ʳ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʿ ˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˝˴˿˴́ʳ˝˸́˷˸̅˴˿ʳ˦̈˷˼̅̀˴́ʳˡ̂ˁʳˊˊʳ˝˴˾˴̅̇˴ʳ˄˅˄ˌˌˁʳ˧˸˿ˍʳʻˉ˅ʳ˅˄ʼʳˈˊ˃ʳˉˉ˄ˋˎʳ˙˴̋ˍʳʻˉ˅ʳ˅˄ʼʳˈˊ˃ ˉˉˇˋ ˦̈̌̂́̂ʳ˗˼˾̈́ʿʳ˛˸˴˷ʿʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˕̈̅˸˴̈ʿʳˡ˴̇˼̂́˴˿ʳˣ˿˴́́˼́˺ʳ˕̂˴̅˷ʳʻ˕˔ˣˣ˘ˡ˘˦ʼʿʳ˝˴˿˴́ʿʳ˧˴̀˴́ʳ˦̈̅̂̃˴̇˼ʳˡ̂ˁʳ˅ ˝˴˾˴̅̇˴ʳ˄˃ˆ˄˃ˁʳ˧˸˿˂˙˴̋ˍʳʻˉ˅ʳ˅˄ʼʳˆ˄ˇʳˋˈˈ˃ ˚˴́˷˻˼ʳ˛˴̅˴˻˴̃ʿʳ˗˼̅˸˶̇̂̅ʿʳ˕˼́˴ʳ˝˴˿˴́ʳ˞̂̇˴ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ˚˸́˸̅˴˿ʳ̂˹ʳ˛˼˺˻̊˴̌̆ʳʻ˕˼́˴ʳˠ˴̅˺˴ʼʳ˝˿ʳˣ˴̇̇˼̀̈́˴ʳˡ̂ˁʳ˅˃ʿ ˝˴˾˴̅̇˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˅ʳ˅˄ʼʳˊ˅ˇʳˇ˃ˇˈˎʳ˙˴̋ˍʳʻˉ˅ʳ˅˄ʼʳˊ˅ˇʳˉˌˊˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉ˅ʳ˅˄ʼʳˊˌˌʳˉ˄ˊˇ ˜̅ˁʳ ˛˼˾̀˴̇ʳ˜̆˾˴́˷˴̅ʿʳ˥˸̆˸˴̅˶˻˸̅ʿʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˥̂˴˷ʳ˘́˺˼́˸˸̅˼́˺ʳʻ˜̅˸ʼʳˠ˼́˼̆̇̅̌ʳ̂˹ʳˣ̈˵˿˼˶ʳ˪̂̅˾̆ʿʳ˝˴˿˴́ʳ˥˴̌˴ʳ˧˼̀̈̅ʳ˅ˉˇ ˨˽̈́˺ʳ˕˸̅̈́˺ʳ˕˴́˷̈́˺ʿʳˇ˃˅ˌˇʿʳ˪˸̆̇ʳ˝˴̉˴ˁʳ˧˸˿ˍʳʻˉ˅ʳ˅˄ʼʳˊˋ˄ʳ˄ˋˋ˄ˎʳ˙˴̋ˍʳʻˉ˅ʳ˅˄ʼʳˊˋ˃ʳ˅˄˄˅ ˣ˸̃˸́ʳˠ̈˻˴̀˴˷ʿʳ˛˸˴˷ʳ̂˹ʳ˦̈˵˷˼̅˸˶̇̂̅˴̇˸˧̅˴˹˹˼˶ʳ˴́˷ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ̂˹ʳ˟˟˔˝ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ˚˸́˸̅˴˿ʳ̂˹ʳ˟˴́˷ ˧̅˴́̆̃̂̅̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˝˴˿˴́ʿʳ˝˸́˷˸̅˴˿ʳ˦̈˷˼̅̀˴́ʳˡ̂ˁʳˊˊʳ˝˴˾˴̅̇˴ʳ˄˅˄ˌˌˁʳ˧˸˿ˍʳʻˉ˅ʳ˅˄ʼʳˈˊ˃ʳˉˉ˄ˋˎʳ˙˴̋ˍʳʻˉ˅ ˅˄ʼʳˈˊ˃ʳˉˉˇˋ ˥̂˵˸̅̇ʳ ˦˸́˷̈˾ʳ˦ˁʳ˛ˁʿʳ ˛˸˴˷ʳ̂˹ʳˣ˥˖ʳ˖˸́̇̅˸ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ̂˹ʳ˧̅˴˹˹˼˶ʿʳˠ˔˕˘˦ʳˣˢ˟˥˜ʿʳ˝˴˿˴́ʳˠ˧ʳ˛˴̅̌̂́̂ʳ˞˴̉ʳˆˉˎʳˆˊ ˝˴˾˴̅̇˴ʳ˄˅ˊˊ˃˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˅ʳ˅˄ʼʳˊˌˋʳˌˊ˃˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉ˅ʳ˅˄ʼʳˇˉ˃ʳ˃ˉ˅ˈ ˛˸̅̈ʳ˦̈̇̂̀̂ʿʳ˖̂̈̅̆˸ʳ˗˼̅˸˶̇̂̅ʳ˴́˷ʳ˟˸˶̇̈̅˸̅ʿʳˠ˴̆̇˸̅ʳˣ̅̂˺̅˴̀ʳ˼́ʳ˧̅˴́̆̃̂̅̇ʿʳ˚˴˷˽˴˻ʳˠ˴˷˴ʳ˨́˼̉˸̅̆˼̇̌ʿʳ˝˟ʳ˚̅˴˹˼˾˴ʳ˅ʿ ˬ̂˺̌˴˾˴̅̇˴ʳˈˈ˅ˋ˄ˁʳ˧˸˿ˍʳʻˉ˅ʳ˅ˊˇʼʳˌ˃˅ʳ˅ˇˈ˂ˇˋʳ˙˴̋ˍʳʻˉ˅ʳ˅ˊˇʼʳˈ˄˅ʳˊˌˉˎʳ˘ˀ̀˴˼˿ˍʳ̀̆̇̇˲̈˺̀˓̌̂˺̌˴ˁ̊˴̆˴́̇˴̅˴ˁ́˸̇ˁ˼˷ ˔́̇̂́ʳ˧˴̀̃̈˵̂˿̂́ʳ˦ˁ˛ˁʿʳ ˛˸˴˷ʳ̂˹ʳ˦̈˵˷˼̅˸˶̇̂̅˴̇˸ʳ̂˹ʳ˥̂˴˷ʳ˧̅˴˹˹˼˶ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ˟˟˔˝ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ˚˸́˸̅˴˿ʳ̂˹ʳ˟˴́˷ ˧̅˴́̆̃̂̅̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˝˴˿˴́ʳ˝˸́˷˷˸̅˴˿ʳ˦̈˷˼̅̀˴́ʳˡ̂ˁʳˊʳ˝˴˾˴̅̇˴ʳ˄˅˄ˌˌˁʳ˧˸˿ˍʳʻˉ˅ʳ˅˄ʼʳˈˊ˃ʳˉˉ˄ˋˎʳ˙˴̋ˍʳʻˉ˅ ˅˄ʼʳˈˊ˃ʳˉˉˇˋ ˠˁʳ˛˴̅˿˸̀ʳ˧̂˵˼́˺ʿʳ˛˸˴˷ʳ̂˹ʳ˦̈˵˷˼̇ʳ˝˼˴́̀˴ʿʳ ˗˼̅˸˶̇̂̅ʳ̂˹ʳ˧̅˴˹˹˼˶ʿʳˠ˔˕˘˦ʳˣˢ˟˥˜ʿʳ˝˴˿˴́ʳˠ˧ʳ˛˴̅̌̂́̂ˁʳ˞˴̉ʳˆˉˀˊˆˊʿ ˝˴˾˴̅̇˴ʳ˄˅ˊˊ˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˅ʳ˅˄ʼʳˊˌˋʳˌˊ˃˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉ˅ʳ˅˄ʼʳˇˉ˃ʳ˃ˈˇˊ ˠˁʳˬ̈̆̈˹ʿʳ˛˸˴˷ʳ̂˹ʳ˗˼̅˸˶̇̂̅˴̇˸ʳ̂˹ʳ˦˴˹˸̇̌ʳ˴́˷ʳˠ˸˴́̆ʳ˘́˺˼́˸˸̅˼́˺ʿʳ˗˼̅˸˶̇̂̅˴̇˸ʳ˚˸́˸̅˴˿ʳ̂˹ʳ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʿʳ˝˿ʳ˝˸́˷ʳ˦̈˷˼̅̀˴́ ˊˊʿʳ˝˴˾˴̅̇˴ʳ˄˅˄ˌ˃ˁʳ˧˸˿ˍʳʻˉ˅ʳ˅˄ʼʳˈˊ˃ʳˉˉˉˊˎʳ˙˴̋ˍʳʻˉ˅ʳ˅˄ʼʳˈˊ˃ʳˉˉˉˊ

˜˥˔ˡ ˙˴̅̆˻˼˷ʳ˙˴̅˼˵̂̈̅̍˼ʳ˔̅˴˺˻˼ʿʳ˗˸̃̈̇̌ʳ˗˼̅˸˶̇̂̅ʳ̂˹ʳˣ˿˴́́˼́˺ʳ˗˸̃˴̅̇̀˸́̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˥̂˴˷̆ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́˂˧˧ˢʿʳ˄ˉˌ˂ ˄ʳ˧˴˿˸˺˻˴́˼ʳ˔̉˸́̈˸ʿʳ˧˸˻̅˴́ˁʳ˧˸˿ˍʳʻˌˋʼʳˉˇˉʳˊˊˈ˃ˎʳ˙˴̋ˍʳʻˌˋʼʳˉˇ˃ʳ˅˄ˇˊ ˠ˴˽˼˷ʳ˥˸̍˴ˀˡ˴̅˼̀˴́ʳˠ̂̅˴˷̌ʿʳ˦˸́˼̂̅ʳ˘̋̃˸̅̇ʿʳ˗˸̃̈̇̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˗˸̃˴̅̇̀˸́̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˥̂˴˷̆ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴ˀ ̇˼̂́˂˧˧ˢʼʿʳ˄ˉˌ˂˄ʳ˧˴˿˸˺˻˴́˼ʳ˔̉˸́̈˸ʿʳ˧˸˻̅˴́ˁʳ˧˸˿ˍʳʻˌˋʼʳˉˇ˃ʳ˅˄ˇˈˎʳ˙˴̋ˍʳʻˌˋʼʳˉˇ˄ʳˌˇˈ˄

App. B - 7 ROAD SAFETY GUIDELINES APPENDIX B

ˬ̂̈̆˸˹ʳ˘˿˴˻˼ʳ˦˻˴˾˼˵ʿʳ˧˸˶˻́˼˶˴˿ʳ˖̂́̆̈˿̇˴́̇ʳ̂˹ʳ˧̅˴˹˹˼˶ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʿʳ˄˅̇˻ʳ˙̅˴̈̂˼́ʳ˖̂̀̃˿˸̋ʿʳ˩˴́˴˾̆̄ʿʳ˧˸˻̅˴́ˁʳ˧˸˿ˍ ʻˌˋʼʳ˅˅ˈʳˆ˃ˆˌˎʳ˙˴̋ˍʳʻˌˋʼʳ˅˅ˈʳˆ˃˅ˋ

˝˔ˣ˔ˡ ˧˴˾˸˾˴̍̈ʳ˜̊˴̇˴ʿʳ˗˸̃̈̇̌ʳ˗˼̅˸˶̇̂̅ʿʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ʳˣ̂˿˼˶̌ʳˢ˹˹˼˶˸ʳ̂˹ʳ˝˴̃˴́˸̆˸ʳˣ̅˼̀˸ʳˠ˼́˼̆̇˸̅ϗ̆ʳˢ˹˹˼˶˸ʿʳˆˀ˄ˀ˄ʳ˞˴̆̈̀˼˺˴̆˸˾˼ʿ ˖˻˼̌̂˷˴ˀ˾̈ʿʳ˧̂˾̌̂ʳ˄˃˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋ˄ʳˆʼʳˆˈˋ˄ʳˌˇˋ˅ˎʳ˙˴̋ˍʳʻˋ˄ʳˆʼʳˆˈ˃ˉʳ˄ˌˇ˅ˎʳʻ˛̂̀˸ʼʳʻˋ˄ʳˇˆʼʳ˅ˇˆʳˊˋˉˊ ˔˾˼̅˴ʳ˞̂˵˴̌˴̆˻˼ʿʳ˔̆̆˼̆̇˴́̇ʳˠ˴́˴˺˸̅ʿʳˣ˿˴́́˼́˺ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˝˴̃˴́ʳ˛˼˺˻̊˴̌ʳˣ̈˵˿˼˶ʳ˖̂̅̃̂̅˴̇˼̂́ʿʳˆˀˆˀ˅ʳ˞˴̆̈̀˼˺˴̆˸˾˼ʿ ˖˻˼̌̂˷˴ˀ˾̈ʿʳ˧̂˾̌̂ʳ˄˃˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋ˄ʳˆʼʳˆˈ˃ˉʳ˃˅ˈˌˎʳ˙˴̋ˍʳʻˋ˄ʳˆʼʳˆˈ˃ˉʳ˃ˆˇˉˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋ˄ʳˇˊˇʼʳˆ˃ˋʳ˃˄ˊˎʳ˙˴̋ˍʳʻˋ˄ʳˇˊˇʼ ˆ˃ˋʳ˃˄ˊ ˠ˴̆˴˾˼ʳ˞̂̆˻˼ʿʳˣ̅˸̆˼˷˸́̇ʿʳ˜́̇˸̅́˴̇˼̂́˴˿ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˧̅˴˹˹˼˶ʳ˴́˷ʳ˦˴˹˸̇̌ʳ˦˶˼˸́˶˸̆ʿʳ˅ˀˉˀ˅˃ʳˬ˴˸̆̈ʿʳ˖˻̈̂ˀ˾̈ʿʳ˧̂˾̌̂ʳ˄˃ˇˁ ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋ˄ʳˆʼʳˆ˅ˊˆʳˊˋˋˇˎʳ˙˴̋ˍʳʻˋ˄ʳˆʼʳˆ˅ˊ˅ʳˊ˃ˈˇˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋ˄ʳˆʼʳˆˆ˅˃ʳ˄ˊˌˌˎʳ˙˴̋ˍʳʻˋ˄ʳˆʼʳˆˆ˅˃ʳ˄ˊˋˌˎʳ˘ˀ̀˴˼˿ˍ ́˴˷˃˅ˆˈˉ˓́˼˹̇̌̆˸̅̉˸ˁ̂̅ˁ˽̃

˞˔˭˔˞˦˧˔ˡ ˚̈˿̀˼̅˴ʳ˧ˁʳ˔˾˵˸̅˷˼́˴ʿʳ˦˸́˼̂̅ʳ˦̃˸˶˼˴˿˼̆̇ʿʳ˗˼̉˼̆˼̂́ʳ̂˹ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˥̂˴˷̆ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳˋˉʳ˚̂˺̂˿ʳ˦̇̅˸˸̇ʿʳˇˋ˃˃ˌ˄ʳ˔˿̀˴̇̌ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅ˆʳˊˉˌˎʳ˙˴̋ˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅˅ʳˉˊˌˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˊ ˆ˅ˊ˅ʼʳˉ˄˄ʳˈˈˇ ˚˸́́˴˷˼˽ʳˣˁʳ˕˴˾˿˴˼˾˼́ʿʳˠ˴́˴˺˸̅ʿʳ˗˼̉˼̆˼̂́ʳ̂˹ʳ˥̂˴˷˂˧˸˶˻́˼˶˴˿ʳ˦̈̃˸̅̉˼̆˼̂́ʳ̂˹ʳ˦̇˴̇˸ʳ˔̈̇̂̀̂˵˼˿˸ʳ˜́̆̃˸˶̇˼̂́ʿʳˠ˼́˼̆̇̅̌ʳ˹̂̅ ˜́̇˸̅˼̂̅ʳ˔˹˹˴˼̅̆ʿʳ˄ˋˈʳ˕˴̌̇̈̅̆̌́̂̉ʳ˦̇̅˸˸̇ʿʳˇˋ˃˃˄ˆʳ˔˿̀˴̇̌ˁʳ˧˸˿ˍʳʻˊʳˆ˅ˊ˅ʼʳˉˊˉʳˌˆ˅ˎʳ˙˴̋ˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅˅ʳˉˊˌ ˔˿˸̋˴́˷̅ʳ˔ˁʳ˗˸́˼̆˸́˾̂ʿʳˠ˴́˴˺˸̅ʿʳ˗˼̉˼̆˼̂́ʳ̂˹ʳ˦̇˴̇˸ʳˣ̂˿˼˶̌ʳ̂́ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ʿʳˠ˼́˼̆̇̅̌ ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳˇˈˋʳ˦˸˼˹̈˿˿˼́ʳˣ̅ʿʳˇˋ˃˃ˋˆʳ˔˿̀˴̇̌ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˊʳˆ˅ˊ˅ʼʳˆˌˆʳˈˊˆˎʳ˙˴̋ˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅˅ʳˉˊˌˎ ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˊʳˆ˅ˊ˅ʼʳˉ˅ˊʳˊˈˆ ˩˿˴˷˼̀˼̅ʳ˖˻ˁʳ˟˼̀ ʿʳ˦˸́˼̂̅ʳ˦̃˸˶˼˴˿˼̆̇ʿʳ˗˼̉˼̆˼̂́ʳ̂˹ʳ˥̂˴˷ʳˠ˴˼́̇˸́˴́˶˸ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˥̂˴˷̆ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳˋˉʳ˚̂˺̂˿ʳ˦̇̅˸˸̇ʿʳˇˋ˃˃ˌ˄ʳ˔˿̀˴̇̌ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅ˆʳˊˉˌˎʳ˙˴̋ˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅˅ʳˉˊˌˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˊ ˆ˅ˊ˅ʼʳˈˇˆʳˆˌ˅ ˔̀˴́˺˸˿˷̌ʳˡˁʳˬ˸˿˺̂́̂̉ʿʳ˗˸̃̈̇̌ʳ˗˼̅˸˶̇̂̅ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˥̂˴˷̆ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳˋˉʳ˚̂˺̂˿ ˦̇̅˸˸̇ʿʳˇˋ˃˃ˌ˄ʳ˔˿̀˴̇̌ˁʳ˧˸˿ˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅ˇʳˊˉˌˎʳ˙˴̋ˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅˅ʳˉˊˌˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅ˆʳ˃ˋˌ ˦˴˿̀˴̆̆˴̌ʳ˔˿̀̈˾˻˴̀˵˸̇̂̉ʿʳ˦˸́˼̂̅ʳ˧̅˴́̆̃̂̅̇ʳ˜́̆̃˸˶̇̂̅ʳ˹̂̅ʳ˧˴˿˷̌ˀ˗̂̅˺˴́ʳ˥˸˺˼̂́ʿʳ˦̇˴̇˸ʳ˧̅˴́̆̃̂̅̇ʳ˜́̆̃˸˶̇˼̂́ʿʳˠ˼́˼̆̇̅̌ ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳˋˉʳ˚̂˺̂˿ʳ˦̇̅˸˸̇ʿʳˇˋ˃˃ˌ˄ʳ˔˿̀˴̇̌ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˊʳˆ˅ˋ˅ʼʳ˅ˇ˃ʳˊˉ˄ˎʳ˙˴̋ˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅˅ʳˉˊˌˎ ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˊʳˆ˅ˊ˅ʼʳˆ˅ˋ˅˅ʿʳˉ˄˃ˇˊ

˥˘ˣ˨˕˟˜˖ʳˢ˙ʳ˞ˢ˥˘˔ ˛̂́˺ʳ˗̂̂ˀˣ̌̂ʿʳ˦˸˶̇˼̂́ʳ˖˻˼˸˹ʿʳ˕˿˴˶˾ʳ˦̃̂̇̆ʳ˧˸˴̀ʿʳ˄ˊ˄ʳ˦˼́˷˴́˺ʳ˗̂́˺ʿʳ˝̈́˺ˀ˞̈ʿʳ˦˸̂̈˿ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋ˅ʳ˃˅ʼʳ˅ˆ˃ʳˉ˃ˉˉˎʳ˙˴̋ˍ ʻˋ˅ʳ˃˅ʼʳ˅ˆ˄ˉʳ˃˄ˊ˄ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋ˅ʳ˃˅ʼʳˌˋ˅ʳˇˈ˃ˌʳ˘ˀ̀˴˼˿ˍʳ˾̌̊˄˅ˆˇ˓̈́˼̇˸˿ˁ˶̂ˁ˾̅ ˝˴́˺ʳ˝̈́˺ˀ˦˻˼˾ʿʳˠ˴́˴˺˸̅ʿʳ˞̂̅˸˴ʳ˛˼˺˻̊˴̌ʳ˖̂̅̃̂̅˴̇˼̂́ʿʳ˅ˌˆˀ˄ʳ˞̈̀̇̂ˀ˷̂́˺ʿʳ˦̈˽̂́˺ˀ˾̈ʿʳ˦̂́˺́˴̀ˀ̆˻˼ʿʳ˞̌̂́˺˺˼ˀ˷̂ˁʳ˧˸˿ ʻ̊̂̅˾ʼˍʳʻˋ˅ʳ˅ʼʳ˅ˆ˃ʳˇ˅ˋ˅ˎʳ˙˴̋ˍʳʻˋ˅ʳ˅ʼʳ˅ˆ˃ʳˇˉ˃ˇ ˝̂̂ʳ˛̌̈́˺ˀ˖˻̂˼ʿʳ˗˼̅˸˶̇̂̅ʳ˚˸́˸̅˴˿ʿʳ˕̈̅˸˴̈ʳ̂˹ʳˣ̈˵˿˼˶ʳ˥̂˴˷̆ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂́̆̇̅̈˶̇˼̂́ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ ˦˻˼́ʳ˛̌̈́ˀ˗˸̂˾ʿʳˠ˴́˴˺˸̅ʳ̂˹ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳ˖̂̂̃˸̅˴̇˼̂́ʳ˗˼̉˼̆˼̂́ʿʳ˞̂̅˸˴ʳ˛˼˺˻̊˴̌ʳ˖̂̅̃̂̅˴̇˼̂́ʿʳ˅˅ˌˆˀ˄ʳ˞̈̀̇̂ˀ˷̂́˺ʿ ˦̈˽̂́˺ˀ˾̈ʿʳ˦̂́˺́˴̀ˀ˦˻˼ʿʳ˞̌̂́˺˺˼ˀ˷̂ˁʳʻˋ˅ʳ˅ʼʳ˅ˆ˃ʳˇ˅ˆ˅ˎʳ˙˴̋ˍʳʻˋ˅ʳ˅ʼʳ˅ˆ˃ʳˇˆ˃ˋ ˦˼˺̂́ʳ˞˼̀ʿʳ˗˼̅˸˶̇̂̅ʿʳ˥̂˴˷ʳ˴́˷ʳ˥˴˼˿ʳ˧̅˴́̆̃̂̅̇ʳ˦̇̈˷˼˸̆ʿʳ˧˻˸ʳ˞̂̅˸˴ʳ˧̅˴́̆̃̂̅̇ʳ˜́̆̇˼̇̈̇˸ʿʳ˜˿˷̂́˺ʳ˕˿˷˺ʿʳˌˉˋˀˈʳ˗˴˸˶˻˼ˀ˗̂́˺ʿ ˞˴́˺́˴̀ˀ˚̈ʿʳ˦˸̂̈˿ʳ˄ˆˈˀ˅ˋ˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋ˅ʳ˅ʼʳˈˆˋʳ˄ˇˈˋˎʳ˙˴̋ˍʳʻˋ˅ʳ˅ʼʳˈˆˋʳ˄ˆˌ˄ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋ˅ʳ˅ʼʳˈˌˋʳˆˌˆˋˎʳ˘ˀ̀˴˼˿ˍ ̆˼˺̂́˾˼̀˓˖˜˦ˁ˞̂̇˼ˁ̅˸ˁ˾̅ ˬ̂̂ʳ˞̌̂́˺ˀ˦̂̂ʿʳ˥˸̆˸˴̅˶˻ʳ˗˼̅˸˶̇̂̅ʿʳ˞̂̅˸˴ʳ˛˼˺˻̊˴̌ʳ˖̂̅̃̂̅˴̇˼̂́ʿʳ˅ˌˆˀ˄ʳ˞̈̀̇̂ˀ˷̂́˺ʿʳ˦̈˽̂́˺ˀ˾̈ʿʳ˦̂́˺́˴̀ˀ̆˻˼ʿʳ˞̌̂́˺˺˼ˀ ˷̂ˁʳ˧˸˿ˍʳʻˋ˅ʳ˅ʼʳ˅ˆ˃ʳˇˋˈˈˎʳ˙˴̋ˍʳʻˋ˅ʳ˅ʼʳ˅ˆ˃ʳˇˉ˃ˋ

˟˔ˢʳˣ˘ˢˣ˟˘ϗ˦ʳ˗˘ˠˢ˖˥˔˧˜˖ʳ˥˘ˣ˨˕˟˜˖ ˗˴̈̃˻˸̇ʳ˕̂̈˴̃˻˴ʿʳ˗˼̅˸˶̇̂̅ʿʳ˩˼˸́̇˼˴́˸ʳˣ̅˸˹˸˶̇̈̅˸ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́ʿʳ˧̅˴́̆̃̂̅̇ʿʳ˴́˷ʳ˖̂́̆̇̅̈˶̇˼̂́ʿʳ˩˼˸́̇˼˴́˸ ˠ̈́˼˶˼̃˴˿˼̇̌ʳ˕̂̋ʳ˅ˊˋˊˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˈˉʳ˅˄ʼʳ˅˄˅ʳˉˆ˃ˎʳ˙˴̋ˍʳʻˋˈˉʳ˅˄ʼʳ˅˄˅ˉ˅ˌˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˈˉʳ˅˄ʼʳˆ˄ˆʳ˅ˉ˃

ROAD SAFETY GUIDELINES App. B - 8 APPENDIX B

˧˻̂́˺̆˴̉˴̇˻ʳ˕̂̈́̆˴˶˾ʿʳ˗˼̅˸˶̇̂̅ʿʳ˗˼̉˼̆˼̂́ʳ̂˹ʳ˩˸˻˼˶˿˸̆ʳˠ̂́˼̇̂̅˼́˺ʳ˴́˷ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳˠ˴́˴˺˸̀˸́̇ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˧̅˴́̆ˀ ̃̂̅̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖˧ˣ˖ʿʳ˟˴́˸ʳ˫˴́˺ʳ˔̉˸́̈˸ʿʳ˩˼˸́̇˼˴́˸ ˫˴̌ʳ˦̂̀̃˻̂́˸ʳ˕˴́˶˻̂˸̃˻˴́˼̇˻ʿʳ˗˸̃̈̇̌ʳ˗˼̅˸˶̇̂̅ʳ̂˹ʳˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˴́˷ʳ˦̂̈̇˻ʳ˖̂́̆̇̅̈˶̇˼̂́ʳˣ̅̂˽˸˶̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀ˀ ̀̈́˼˶˴̇˼̂́ʿʳ˧̅˴́̆̃̂̅̇ʿʳˣ̂̆̇̆ʳ˴́˷ʳ˖̂́̆̇̅̈˶̇˼̂́ʿʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˟˴́˸̋˴́˺ʳ˔̉˸́̈˸ʿʳ˩˼˸́̇˼˴́˸ˁʳ˧˸˿ˍʳʻˋˈˉʳ˅˄ʼ ˇ˄ˇʳˊˇˆˎʳ˙˴̋ˍʳʻˋˈˉʳ˅˄ʼʳˇ˄ˇˆ˅ ˧˻̂́˺̉˴́˻ʳˣ˻˴́ˀ˥˴˽˴̆˴̉̂́˺ʿʳ ˣ̅˸̆˼˷˸́̇ʿʳ˩˼˸́̇˼˴́˸ʳ˨̅˵˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˴́˷ʳˠ˴́˴˺˸̀˸́̇ʳ˖̂̀̀˼̇̇˸˸ʳʻ˩˨˗ˠ˖ʼʿ ˩˼˸́̇˼˴́˸ʳˣ̅˸˹˸˶̇̈̅˸ˁʳ˙˴̋ˍʳʻˋˈˉʳ˅˄ʼʳ˅˄˅ʳˉ˅ˌ ˣ̅˴̇˻̂̈̀̉˴́ʳ˦˴˼̆˴́˴ʿʳ˩˼˶˸ˀ̃̅˸̆˼˷˸́̇ʿʳ˩˼˸́̇˼˴́˸ʳ˨̅˵˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˴́˷ʳˠ˴́˴˺˸̀˸́̇ʳ˖̂̀̀˼̇̇˸˸ʿʳ˩˼˸́̇˼˴́˸ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍ ʻˋˈˉʳ˅˄ʼʳ˅˄˅ʳ˄˃ˇˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˈˉʳ˅˄ʼʳ˅˄ˇʳˌ˅ˆ ˠ˴̇˻ʳ˦̂̈́̀˴˿˴ʿʳ ˗˸̃̈̇̌ʳ˗˼̅˸˶̇̂̅ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́ʿʳ˧̅˴́̆̃̂̅̇ʿʳˣ̂̆̇ʿʳ˴́˷ʳ˖̂́̆̇̅̈˶̇˼̂́ʿʳˣˁˢˁʳ˕̂̋ʳ˅˄ˈˋʿʳ˩˼˸́̇˼˴́˸ˁ ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˈˉʳ˅˄ʼʳˇ˄˅ʳˊˋ˄

ˠ˔˟˔ˬ˦˜˔ ˠ̂˻˴̀˸˷ʳ˦̈̃˼˴́ʳ˕˼́ʳ˝ˁʳ˞ˁʳ˔̀˴̇ʿʳ˙˸˷˸̅˴˿ʳ˧̅˴˹˹˼˶ʳ˖˻˼˸˹ʿʳ˙˸˷˸̅˴˿ʳ˛˸˴˷̄̈˴̅̇˸̅̆ʿʳ˥̂̌˴˿ʳˠ˴˿˴̌̆˼˴ʳˣ̂˿˼˶˸ʿʳ˝˴˿˴́ʳ˕̈˾˼̇ʳ˔̀˴́ʿ ˈ˃ˈˉ˃ʳ˞̈˴˿˴ʳ˟̈̀̃̈̅ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˃ʳˆʼʳ˅ˆˈʳˊˇ˃˄ˎʳ˙˴̋ˍʳʻˉ˃ʳˆʼʳ˅ˊˆʳˇ˃ˋˉ ˛˴˿˼̀˴˻̇̈́ʳˠ̂˻˷ˁʳ˞˻˴˿˼˷ʿʳ˗˸˴́ʿʳ˖˸́̇̅˸ʳ˹̂̅ʳ˔̃̃˿˼˸˷ʳ˟˸˴̅́˼́˺ʳ˴́˷ʳˠ̈˿̇˼̀˸˷˼˴ʿʳ˨́˼̉˸̅̆˼̇̌ʳˠ˴˿˴̌̆˼˴ʳ˦˴̅˴̊˴˾ʿʳˌˇˆ˃˃ ˞̂̇˴ʳ˦˴̀˴̅˴˻˴́ʿʳ˦˴̅˴̊˴˾ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˃ʳˋ˅ʼʳˉˊ˅ʳˆ˄˄ˎʳ˙˴̋ˍʳʻˉ˃ʳˋ˅ʼʳˉˊ˅ʳˆ˄˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉ˃ʳˋ˅ʼʳˈˊ˃ʳˊˋ˃ˎʳ˘ˀ̀˴˼˿ˍ ˻˴˿˼˓˶˴˿̀ˁ̈́˼̀˴̆ˁ̀̌ ˥ˁʳ˞̅˼̆˻́˴́ʿʳ˔̆̆̂˶˼˴̇˸ʳˣ̅̂˹˸̆̆̂̅ʿʳ˨́˼̉˸̅̆˼̇̌ʳ̂˹ʳˠ˴˿˴̌̆˼˴ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳˣ̅˼̀˴̅̌ʳ˖˴̅˸ʳˠ˸˷˼˶˼́˸ʿʳˈ˃ˉ˃ˆʳ˞̈˴˿˴ʳ˟̈̀̃̈̅ˁ ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˃ʳˆʼʳˊˈ˃ʳ˅ˆ˃ˉˎʳ˙˴̋ˍʳʻˉ˃ʳˆʼʳˊˈˊʳˊˌˇ˄ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳˉ˃ʳˆʳˊˈˉ˃ˊˇˋˎʳ˘ˀ̀˴˼˿ˍʳ̅˴˽˴̀˾˓̀˸˷˼˶˴̅˸ˁ̀˸˷ˁ˴̀ˁ˸˷̈ˁ̀̌ ˡ̂̅˿˼˴˻ʳ˦˴˼˷˼́ʿʳ˛˼˺˻̊˴̌ʳˣ˿˴́́˼́˺ʳ˨́˼̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˪̂̅˾̆ʳˠ˴˿˴̌̆˼˴ʿʳ˝˴˿˴́ʳ˦̈˿̇˴́ʳ˦˴˿˴˻̈˷˷˼́ʿʳˈ˃ˈˋ˃ʳ˞̈˴˿˴ʳ˟̈̀̃̈̅ˁ ˧˸˿ˍʳʻˉ˃ʳˆʼʳˇˇ˃ʳˉˇˉˉˎʳ˙˴̋ˍʳʻˉ˃ʳˆʼʳ˅ˌˆʳˆˋˊˈ ˜̅ˁʳ˦˻˴̀̆̈˷˷˼́ʳ˦˴˵̅˼ʿʳ ˛˼˺˻̊˴̌ʳˣ˿˴́́˼́˺ʳ˨́˼̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˪̂̅˾̆ʳˠ˴˿˴̌̆˼˴ʿʳ˝˴˿˴́ʳ˦̈˿̇˴́ʳ˦˴˿˴˻̈˷˷˼́ʿʳˈ˃ˈˋ˃ʳ˞̈˴˿˴ ˟̈̀̃̈̅ˁʳ˧˸˿ˍʳʻˉ˃ʳˆʼʳˇˇ˃ʳˉˇˉˉˎʳ˙˴̋ˍʳʻˉ˃ʳˆʼʳ˅ˌˆʳˆˋˊˈˎʳ˘ˀ̀˴˼˿ˍʳ̆˻˴̀̆̈˷˷˼́˓˻̄ˁ˽˾̅ˁ˺̂̉ˁ̀̌ ˥˴˷˼́ʳ˨̀˴̅ʳ˥˴˷˼́ʳ˦̂˻˴˷˼ʿʳ˔˶˶˼˷˸́̇ʳ˥˸̆˸˴̅˶˻ʳ˨́˼̇ʿʳ˙˴˶̈˿̇̌ʳ̂˹ʳ˘́˺˼́˸˸̅˼́˺ʿʳ˨́˼̉˸̅̆˼̇̌ʳˣ˸̅̇˴́˼˴́ʳˠ˴˿˴̌̆˼˴ʿʳ˩ˣˠ ˇˆˇ˃˃ʿʳ˦̂̅˷˴̌ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˃ʳˌʼʳˇˋˉʳ˄˃˄ˀ˅˃ˆˊˎʳ˙˴̋ˍʳʻˉ˃ʳˌʼʳˇˋˋʳˌˆˌˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉ˃ʳˌʼʳˇˋˇʳˈˆ˅ˎʳ˘ˀ̀˴˼˿ˍ ˥˴˷˼́̈̀̋˓˸́˺ˁ̈̃̀ˁ˸˷̈ˁ̀̌ ˔̀˼́̈˷˷˼́ʳˬ̈̆̂˹ʿʳˣ̅˼́˶˼̃˴˿ʳ˔̆̆˼̆̇˴́̇ʳ˗˼̅˸˶̇̂̅ʿʳ˛˼˺˻̊˴̌ʳˣ˿˴́́˼́˺ʳ˨́˼̇ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˪̂̅˾̆ʿʳ˝˴˿˴́ʳ˦̈˿̇˴́ʳ˦˴˿˴˻̈˷˷˼́ʿ ˈ˃ˈˋ˃ʳ˞̈˴˿˴ʳ˟̈̀̃̈̅ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉ˃ʳˆʼʳˇˇ˃ʳˉˇˈˌˎʳ˙˴̋ˍʳʻˉ˃ʳˆʼʳ˅ˌˆʳˆˋˊˈˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉ˃ʳˆʼʳˊˊˆʳˊ˃ˆ

ˡ˘ˣ˔˟ ˥˴̀ʳ˕˴˷˴́ʳ˝̂̆˻˼ʿʳ˘˷̈˶˴̇˼̂́ʳ˖̂́̆̈˿̇˴́̇ʿʳˣ̅˼̉˴̇˸ʳ˕̂˴̅˷˼́˺ʳ˦˶˻̂̂˿ʳˢ̅˺˴́˼̆˴̇˼̂́ʿʳ˞˴̇̀˴́˷̈ˎʳ˶˂̂ʳ˙̅˴́˶˸̆ʳ˛̂˿̀˸̆ ʿ ˥̂̈˺˻̇̂́ʳ˴́˷ʳˣ˴̅̇́˸̅̆ʿʳˣˁˢˁʳ˕̂̋ʳˇ˃ˊˈʿʳ˞˴̇̀˴́˷̈ˁʳ˙˴̋ʳ˶˂̂ʳ˙̅˴́˶˸̆ʳ˛̂̀˸̆ʳʻ̊̂̅˾ʼˍʳʻˌˊˊʳ˄ʼʳˇ˄˅ʳˈˊ˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˊˊʳ˄ʼ ˈ˅ˉʳˊˈˉ ˠ̂˻˴́ʳ˕˴˻˴˷̈̅ʳ˞˴̅˾˼ʿʳ˗˼̅˸˶̇̂̅ʳ˚˸́˸̅˴˿ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˥̂˴˷̆ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˪̂̅˾̆ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇ʿʳ˕˴˵˴̅ʳˠ˴˻˴˿ʿ ˞˴̇˻̀˴́˷̈ˁʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˊˊʳ˄ʼʳ˅˅˄ʳˉˊˈˎʳ˙˴̋ˍʳʻˌˊˊʳ˄ʼʳ˅˅ˈʳˌˌˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˊˊʳ˄ʼʳˇˊ˅ʳˉˉˋ ˦˴˺˴̅ʳ˧˻˴̃˴˿˼̌˴ʿʳ˗˸̃̈̇̌ʳ˦̈̃˸̅˼́̇˸́˷˸́̇ʳ̂˹ʳˣ̂˿˼˶˸ʿʳ˧̅˴˹˹˼˶ʳ˖̂́̇̅̂˿ʳ˗˼̉˼̆˼̂́ʿʳˣ̂˿˼˶˸ʳ˛˸˴˷̄̈˴̅̇˸̅̆ʿʳˡ˴̋˴˿ʿʳ˞˴̇˻̀˴́˷̈ʿ ˣ˕ʳˡ˚ʳˇ˃ˊˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌˊˊʳ˄ʼʳˇ˄˄ʳˈˉˌˎʳ˙˴̋ˍʳʻˌˊˊʳ˄ʼʳˇ˅˃ʳˈˇ˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˊˊʳ˄ʼʳˇ˄ˈʳˊˆˉˎʳ˙˴̋ˍʳʻˌˊˊʳ˄ʼʳˇ˄ˆʳˋ˄ˌ ˦ˁʳ˞ˁʳ˥˸˺̀˼ʿʳ˗˸̃̈̇̌ʳ˗˼̅˸˶̇̂̅ʳ˚˸́˸̅˴˿ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˥̂˴˷̆ʳʻ˗˸̆˼˺́ʼʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˪̂̅˾̆ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇ʿʳ˕˴˵˴̅ʳˠ˴˻˴˿ʿ ˞˴̇˻̀˴́˷̈ˁʳ˧˸˿ˍʳʻˌˊˊʳ˄ʼʳ˅˄˄ʳˆˊˊˎʳ˙˴̋ˍʳʻˌˊˊʳ˄ʼʳ˅˅ˈʳˌˌˆ

ˡ˘˪ʳ˭˘˔˟˔ˡ˗ ˜˴́ʳ˔̃̃˿˸̇̂́ʿʳ˧̅˴́̆˹̈́˷ʳˡ˸̊ʳ˭˸˴˿˴́˷ʿʳˣˁˢˁʳ˕̂̋ʳ˅ˆˆ˄ʿʳ˪˸˿˿˼́˺̇̂́ˁʳ˧˸˿ˍʳʻˉˇʳˇʼʳˇˌˈʳˆ˅ˊ˄ˎʳ˙˴̋ˍʳʻˉˇʳˇʼʳˇˌˌʳ˃ˊˆˆ ˔ˁʳ˕˿˼̆̆ʿʳ ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʳ˦˴˹˸̇̌ʳ˔̈̇˻̂̅˼̇̌ʿʳˊˀ˅ˊʳ˪˴̇˸̅˿̂̂ʳˤ̈˴̌ʿʳˣˁˢˁʳ˕̂̋ʳ˅ˋˇ˃ʿʳ˪˸˿˿˼́˺̇̂́ˁʳ˧˸˿ˍʳʻˉˇʳˇʼʳˇˌˇʳˋˉ˃˃ˎʳ˙˴̋ʳʻˉˇ ˇʼʳˇˌˇʳˋˉ˃˄ ˔́˷̅˸̊ʳ˛˸˴̅́ʿʳˠ˴́˴˺˸̅ʿʳ˦̇̅˴̇˸˺̌ʳ˴́˷ʳˣ˿˴́́˼́˺ʿʳ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʳ˦˴˹˸̇̌ʳ˔̈̇˻̂̅˼̇̌ʿʳˊˀ˅ˊʳ˪˴̇˸̅˿̂̂ʳˤ̈˴̌ʿʳˣˁˢˁʳ˕̂̋ʳ˅ˋˇ˃ʿ ˪˸˿˿˼́˺̇̂́ˁʳ˧˸˿ˍʳʻˉˇʳˇʼʳˇˌˇʳˋˉ˃˃ˎʳ˙˴̋ˍʳʻˉˇʳˇʼʳˇˌˇʳˋˉ˃˄

App. B - 9 ROAD SAFETY GUIDELINES APPENDIX B

˕˼˿˿ʳ˥̂˵˸̅̇̆̂́ʿʳˠ˴́˴˺˸̅ʿʳ˘˷̈˶˴̇˼̂́ʳ˴́˷ʳ˖̂̀̀̈́˼̇̌ʳˣ̅̂˺̅˴̀̀˸̆ʿʳ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʳ˦˴˹˸̇̌ʳ˔̈̇˻̂̅˼̇̌ʿʳˊˀ˅ˊʳ˪˴̇˸̅˿̂̂ʳˤ̈˴̌ʿ ˣˁˢˁʳ˕̂̋ʳ˅ˋˇ˃ʿʳ˪˸˿˿˼́˺̇̂́ˁʳ˧˸˿ˍʳʻˉˇʳˇʼʳˇˌˇʳˋˉ˃˃ˎʳ˙˴̋ˍʳʻˉˇʳˇʼʳˇˌˇʳˋˉ˃˄ ˚˴̉˼́ʳ˔ˁʳ˥̂˵˼́̆ʿʳ˔˶˶˼˷˸́̇ʳ˥˸˻˴˵˼˿˼̇˴̇˼̂́ʳ˴́˷ʳ˖̂̀̃˸́̆˴̇˼̂́ʳ˜́̆̈̅˴́˶˸ʳ˖̂̅̃̂̅˴̇˼̂́ʿʳˣˁˢˁʳ˕̂̋ʳ˅ˇ˅ʿʳ˪˸˿˿˼́˺̇̂́ˁʳ˧˸˿ˍʳʻˉˇ ˇʼʳˇˊˆʳˋˊˊˈˎʳ˙˴̋ˍʳʻˉˇʳˇʼʳˇˊ˄ʳ˄ˉˋˋ ˥̂˺˸̅ʳ˧̂˿˸̀˴́ʿʳ˚˸́˸̅˴˿ʳˠ˴́˴˺˸̅ʳˣ̂˿˼˶̌ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʿʳˆˋˀˇ˅ʳ˪˴̅˼́˺ʳ˧˴̌˿̂̅ʳ˦̇̅˸˸̇ʳˣˁˢˁʳ˕̂̋ʳˆ˄ˊˈʿʳ˪˸˿˿˼́˺̇̂́ˁ ˧˸˿ˍʳʻˉˇʳˇʼʳˇˊ˅ʳ˄˅ˈˆˎʳ˙˴̋ˍʳʻˉˇʳˇʼʳˆˊˆʳˆˉˌˊ ˣ˻˼˿ʳ˪̅˼˺˻̇ʿʳ˔̆̆˼̆̇˴́̇ʳ˖̂̀̀˼̆̆˼̂́˸̅ˍʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ʿʳˡ˸̊ʳ˭˸˴˿˴́˷ʳˣ̂˿˼˶˸ʳˡ˴̇˼̂́˴˿ʳ˛˸˴˷̄̈˴̅̇˸̅̆ʿʳˣˁˢˁʳ˕̂̋ʳˆ˃˄ˊʿʳ˪˸˿ˀ ˿˼́˺̇̂́ˁʳ˧˸˿ˍʳʻˉˇʳˇʼʳˇˊˇʳˌˇˌˌˎʳ˙˴̋ˍʳʻˉˇʳˇʼʳˇˊˇʳˌˇˇˉ

ˣ˔˞˜˦˧˔ˡ ˠˁʳ˔ˁʳ˜̄˵˴˿ʿʳ˗˼̅˸˶̇̂̅ʳʻ˥̂˴˷̆ʳ˴́˷ʳ˧̅˴́̆̃̂̅̇ʼʿʳˠ̂˖ʿʳˣ˴˾˼̆̇˴́ʳ˦˸˶̅˸̇˴̅˼˴̇ʿʳ˗ʳ˕˿̂˶˾ʿʳ˜̆˿˴̀˴˵˴˷ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˅ʳˈ˄ʼʳˌ˅˃ ˅ˊ˄˄ˎʳ˙˴̋ˍʳʻˌ˅ʳˈ˄ʼʳ˅˅˄ʳˆ˃˃ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˅ʳˈ˄ʼʳˌ˅˃ʳˊˇˋˉ ˠˁʳ˦ˁʳˤ̈̅˸̆˻˼ʿʳ˗˸̃̈̇̌ʳ˖˻˼˸˹ʳʻˡ˧˥˖ʼʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˦˸˶̇̂̅ʳ˛ˀˋ˂˅ʿʳ˜̆˿˴̀˴˵˴˷ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˅ʳˈ˄ʼʳ˅ˈˈʳˉˊ˃ˎ ˙˴̋ˍʳʻˌ˅ʳˈ˄ʼʳ˅ˈˆʳˉˈ˄ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˅ʳˈ˄ʼʳ˅ˈˇʳˉ˅ˉ ˜˹̇˼˾˻˴̅ʳ˥˴̆˻˼˷ʿʳ˜́̆̃˸˶̇̂̅ʳ˚˸́˸̅˴˿ʳ̂˹ʳˣ̂˿˼˶˸ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˜˚ˣʳ˘́˹̂̅˶˸̀˸́̇ʿʳ˕˿̂˶˾ʳ˗ʿʳ˦˸˶̅˸̇˴̅˼˴̇ʿ ˜̆˿˴̀˴˵˴˷ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˅ʳˈ˄ʼʳ˅˄ˋʳ˅˅ˇʿʳ˅˄˃ʳˊˉˈˎʳ˙˴̋ˍʳʻˌ˅ʳˈ˄ʼʳˌ˅˃ʳ˄ˆˈˈˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˅ʳˈ˄ʼʳ˅˄ˉʳˆˇˊ ˠˁʳ˦˴˷˼̄ʳ˦̊˴̇˼ʿʳ˦˸́˼̂̅ʳ˖˻˼˸˹ʳʻˡ˧˥˖ʼʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˦˸˶̇̂̅ʳ˛ˀˋ˂˅ʿʳ˜̆˿˴̀˴˵˴˷ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌ˅ʳˈ˄ʼʳ˅ˈˆ ˉˊˉˎʳ˙˴̋ˍʳʻˌ˅ʳˈ˄ʼʳ˅ˈˆʳˉˈ˄ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˅ʳˈ˄ʼʳ˅ˈˆʳˇ˄˅ˎʳ˘ˀ̀˴˼˿ˍʳ́̇̅˶˓̃˴˾́˸̇˄ˁ̃̇˶ˁ̃˾ ˠ˴˿˼˾ʳ˭˴˻˸˸̅ˀ̈˿ˀ˜̆˿˴̀ʿʳ˗˼̅˸˶̇̂̅ʿʳ˧̅˴˹˹˼˶ʳ˘́˺˼́˸˸̅˼́˺ʳ˕̈̅˸˴̈ʳʻ˞˗˔ʼʿʳˋ̇˻ʳ˙˿̂̂̅ʿʳ˖˼̉˼˶ʳ˖˸́̇̅˸ʿʳ˞˴̅˴˶˻˼ˀˈʿʳˣ˖ʳˊˈˆ˃˃ˁʳ˧˸˿ ʻ̊̂̅˾ʼˍʳʻˌ˅ʳ˅˄ʼʳˇˌˆʳˆˊ˄ˌˎʳ˙˴̋ˍʳʻˌ˅ʳ˅˄ʼʳˇˌˆʳˆˊ˄ˌʿʳˇˌˌˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌ˅ʳ˅˄ʼʳˇˌˋʳˈˇˋˋʿʳˇˌˊʳˇˋˋˈˎʳ˙˴̋ˍʳʻˌ˅ʳ˅˄ʼʳˊ˅˅ʳˋ˅ˈˆ

ˣ˔ˣ˨˔ʳˡ˘˪ʳ˚˨˜ˡ˘˔ ˔̌˴˵˼˴́ʳ˕˴́́˴˻ʿʳ˔̆̆˼̆̇˴́̇ʳ˗˼̅˸˶̇̂̅ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˴́˷ʳ˧̅˴˹˹˼˶ʳˠ˴́˴˺˸̀˸́̇ʿʳ˗˸̃˴̅̇̀˸́̇ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˪̂̅˾̆ʿʳˣˁˢˁʳ˕̂̋ ˄ˇˋˌʿʳˣ̂̅̇ʳˠ̂̅˸̆˵̌ˁʳʻˉˊˈʼʳˆ˅ˈʳˇˇˆˉˎʳ˙˴̋ˍʳʻˉˊˈʼʳˆ˅ˈʳˇ˃ˌ˄ ˚˴̅˼˺˴ʳ˚˴˵˼ʿʳ˔̆̆˼̆̇˴́̇ʳ˗˼̅˸˶̇̂̅ʳʻ˛˼˺˻̊˴̌ʳ˦̌̆̇˸̀ʳ˘́˺˼́˸˸̅˼́˺ʼʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˪̂̅˾̆ʿʳˣˁˢˁʳ˕̂̋ʳ˄˄˃ˋʿ ˕̂̅̂˾̂ʿʳˡ˴̇˼̂́˴˿ʳ˖˴̃˼̇˴˿ʳ˗˼̆̇̅˼˶̇ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˊˈʼʳˆ˅ˇʳ˄˅ˋˌˎʳ˙˴̋ˍʳʻˉˊˈʼʳˆ˅ˇʳ˄˄ˊ˃ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˊˈʼʳˆ˅ˉʳ˃ˉ˃ˈ ˛˸́̅̌ʳ˦˴˼̌̂ʳˣ˴̅˴˾˸˼ʿʳ˔˶̇˼́˺ʳ˗˼̅˸˶̇̂̅ʳʻˣ̂˿˼˶̌ʿʳˣ˿˴́́˼́˺ʳ˴́˷ʳ˥˸̆˸˴̅˶˻ʳ˗˸̉˸˿̂̃̀˸́̇ʼʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ ˪̂̅˾̆ʿʳˣˁˢˁʳ˕̂̋ʳ˄ˇˋˌʿʳˣ̂̅̇ʳˠ̂̅˸̆˵̌ˁʳ˧˸˿ˍʳʻˉˊˈʼʳˆ˅˃ʳ˃ˌˇˌˎʳ˙˴̋ˍʳʻˉˊˈʼʳˆ˅˃ʳ˃˅ˆˉ ˩ˁʳˠˁʳˣ̈̉˴́˴˶˻˴́˷̅˴́ʿʳ˔̆̆̂˶˼˴̇˸ʳˣ̅̂˹˸̆̆̂̅ʳ˼́ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˘́˺˼́˸˸̅˼́˺ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˖˼̉˼˿ʳ˘́˺˼́˸˸̅˼́˺ʿʳˣˡ˚ ˨́˼̉˸̅̆˼̇̌ʳ̂˹ʳ˧˸˶˻́̂˿̂˺̌ʿʳˣ̅˼̉˴̇˸ʳˠ˴˼˿ʳ˕˴˺ʿʳ˟˔˘ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˊˈʼʳˇˆˇʳˉ˃˅ˎʳ˙˴̋ˍʳʻˉˊˈʼʳˇˈˊʳ˅˄ˈˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˊˈʼʳˇˈˊʳ˄ˇˉ

ˣ˛˜˟˜ˣˣ˜ˡ˘˦ ˠ˴́̈˸˿ʳˠˁʳ˕̂́̂˴́ˁʳ˔̆̆˼̆̇˴́̇ʳ˦˸˶̅˸̇˴̅̌ʳ˹̂̅ʳˣ˿˴́́˼́˺ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳˣ̈˵˿˼˶ʳ˪̂̅˾̆ʳ˴́˷ʳ˛˼˺˻̊˴̌̆ʿʳˆ˂˙ʳ˗ˣ˪˛ʳ˕̈˼˿˷˼́˺ʿ ˕̂́˼˹˴˶˼̂ʳ˗̅˼̉˸ʿʳˣ̂̅̇ʳ˔̅˸˴ʿʳˠ˴́˼˿˴ˁʳ˧˸˿ˍʳʻˉˆʳ˅ʼʳˈ˅ˊʳˈˉ˄ˋˎʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˈ˅ˊʳˈˉ˄ˋ ˣ̅˼̀˼̇˼̉̂ʳ˖ˁʳ˖˴˿ʿʳ˨́˷˸̅̆˸˶̅˸̇˴̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˴́˷ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳˢ̅̇˼˺˴̆ʳ˔̉˸́̈˸ʿ ˣ˴̆˼˺ʿʳˠ˸̇̅̂ʳˠ˴́˼˿˴ˁʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˉˆ˅ʳˌˌˋˈ ˘̅́˸̆̇̂ʳ˟ˁʳ˖˴̀˴̅˼˿˿̂ʿʳ˗˼̅˸˶̇̂̅ʳ˹̂̅ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ʳ˧̅˴˹˹˼˶ʿʳˠˠ˗˔ʿʳ˘˗˦˔ʳ˶̂̅́˸̅ʳˢ̅˸́̆˸ʳ˦̇̅˸˸̇ʿʳˠ˴˾˴̇˼ʳ˖˼̇̌ʿʳˠ˸̇̅̂ ˠ˴́˼˿˴ˁʳ˧˸˿ˍʳʻˉˆʳ˅ʼʳˋ˄ˌʳ˄˅ˋˈˎʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˋ˄ˌʳ˃ˇ˃ˋ ˦̂˿˼̇˴ʳ˩ˁʳ˚˸́̂̇˴ʿʳ˘́˺˼́˸˸̅ʳ˜˩ʿʳˣ˿˴́́˼́˺ʳ˦˸̅̉˼˶˸ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳˣ̈˵˿˼˶ʳ˪̂̅˾̆ʳ˴́˷ʳ˛˼˺˻̊˴̌̆ʿʳˆ˂˙ʿʳ˗ˣ˪˛ʳ˕̈˼˿˷˼́˺ʿ ˕̂́˼˹˴˶˼̂ʳ˗̅˼̉˸ʿʳˣ̂̅̇ʳ˔̅˸˴ʿʳˠ˴́˼˿˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˆʳ˅ʼʳˈ˅ˊʳˇ˄˅˄ˎʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˈ˅ˊʳˇ˄˅˄ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˆʳ˅ʼʳ˅ˋ˄ʳˊˆ˄ˆ ˗˴˼̆̌ʳ˝˴˶̂˵̂ʿʳ˥˸˺̈˿˴̇˼̂́̆ʳˢ˹˹˼˶˸̅ʿʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ʳ˗˼̉˼̆˼̂́ʿʳˤ̈˸̍̂́ʳ˖˼̇̌ʿʳˠ˸̇̅̂ʳˠ˴́˼˿˴ˁʳ˧˸˿ˍʳʻˉˆʳ˅ʼʳˌ˅˄ʳˌ˃ˈˋ ˗˸˿˹˼́ʳ˧ˁʳ˝̈̆̇˼́˼˴́̂ʿʳ˗˼̅˸˶̇̂̅ʿʳˣ˻˼˿˼̃̃˼́˸ʳˠ̂̇̂̅ʳ˔̆̆̂˶˼˴̇˼̂́ʿʳˉˋˆʳ˔̈̅̂̅˴ʳ˕̂̈˿˸̉˴̅˷ʿʳ˄˄˄ˊʳˤ̈˸̍̂́ʳ˖˼̇̌ˁʳ˧˸˿ˍʳʻˉˆʳ˅ʼʳˊ˅ˆ ˃ˋ˃ˋˎʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˊˋˈʳˋˊˋ

ROAD SAFETY GUIDELINES App. B - 10 APPENDIX B

˥˸̌ʳˠˁʳ˧ˁʳ˟̈́˴ʿʳ˧˸˶˻́˼˶˴˿ʳ˔˷̉˼̆̂̅ʳ̇̂ʳ̇˻˸ʳˠ˸̇̅̂ʳˠ˴́˼˿˴ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˔̈̇˻̂̅˼̇̌ʿʳ˧˘˖ʳ˕̈˼˿˷˼́˺ʿʳ˥ˁʳˠ˴˺̆˴̌̆˴̌ʳ˶̂̅́˸̅ ˩˴˿˸́˶˼˴ʳ˦̇̅˸˸̇ʿʳ˦̇˴ˁʳˠ˸̆˴ʿʳˠ˸̇̅̂ʳˠ˴́˼˿˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˆʳ˅ʼʳˊ˄ˈʳ˄ˈˈ˄˂ˈˋˎʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˊ˄ˇʳ˃ˊ˃˄ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˆʳ˅ʼʳˋ˄ˉ ˇˈˊˊˎʳ˘ˀ̀˴˼˿ˍʳ˄˃˄ˇˊˇˁˆˉˆ˄˓˶̂̀̃̈̆˸̅̉˸ˁ˶̂̀ ˥̂̀˸̂ʳ˕ˁʳˠ˴˺˴́̇̂ʿʳ˘̋˸˶̈̇˼̉˸ʳ˗˼̅˸˶̇̂̅ʿʳˠ˸̇̅̂ʳˠ˴́˼˿˴ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˔̈̇˻̂̅˼̇̌ʿʳˠ˸̇̅̂ʳ˧̅˴˹˹˼˶ʳ˙̂̅˶˸ʿʳˢ̅˸́̆˸ʳ˦̇̅˸˸̇ʿ ˚̈˴˷˴˿̈̃˸ʿʳˠ˴˾˴̇˼ʳ˖˼̇̌ʿʳˠ˸̇̅̂ʳˠ˴́˼˿˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˆʳ˅ʼʳˋ˄ˉʳˊˋˊˋˎʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˋ˄ˋʳˋˇˌ˃ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˆʳ˅ʼʳˋ˄ˉʳˊˋˉ˅ ˣ̅̂̆̃˸̅̂ʳ˜ˁʳˢ̅˸̇˴ʿʳ˖˻˴˼̅̀˴́ʿʳˠ˸̇̅̂ʳˠ˴́˼˿˴ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˔̈̇˻̂̅˼̇̌ʿʳˢ̅˸́̆˸ʳ˦̇̅˸˸̇ʿʳ˚̈˴˷˴˿̈̃˸ʿʳˠ˴˾˴̇˼ʳ˖˼̇̌ʿʳˠ˸̇̅̂ ˠ˴́˼˿˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˆʳ˅ʼʳˋ˄ˋʳ˅˅˅ˇˎʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˋ˄ˌʳ˃ˇ˃ˋˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˆʳ˅ʼʳˌˆ˅ʳˆ˄˃˅ˎʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˌˆ˅ʳˊˋˌ˅

˥˨˦˦˜˔ ˕̂̅˼̆ʳ˕ˁʳ˔́̂˾˻˼́ʿʳ˛˸˴˷ʳ̂˹ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˗˼̉˼̆˼̂́ʿʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ̇˻˸ʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ̂˹ʳ˥̈̆̆˼˴́ ˙˸˷˸̅˴̇˼̂́ʿʳ˄˃ʳ˦˴˷̂̉̂ˎʳ˦˴̀̂̇˸̌˶˻́˴̌˴ʳ̆̇̅ˁʳ˄˃˄ˇˆˆʳˠ̂̆˶̂̊ˁʳ˧˸˿ˍʳʻˊʳˌˈʼʳ˅˃˃ʳ˅ˊ˃˅ˎʳ˙˴̋ˍʳʻˊʳˌˈʼʳ˄ˈ˄ʳ˃ˆˆ˄ˎʳ˘ˀ̀˴˼˿ˍ ̉̉̆˓˼˴˴̅˸˸ˁ̀˴˷˼ˁ̀̆˾ˁ̆̈ ˬ̈̅˼ʳˢ˿˾˻̂̉́˼˾̂̉ʿʳ˖˻˼˸˹ʳ̂˹ʳ˥̂˴˷ʳ˧̅˴˹˹˼˶ʳ˦˴˹˸̇̌ʳ˥˸̆˸˴̅˶˻ʳ˖˸́̇˸̅ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˜́̇˸̅́˴˿ʳ˔˹˹˴˼̅̆ʳ̂˹ʳ˥̈̆̆˼˴́ʳ˙˸˷˸̅˴̇˼̂́ʿʳ˄ˈ ˣ̅̂̆̃˸˶̇ʳˠ˼̅˴ʿʳ˄˅ˌ˃ˌ˃ʳˠ̂̆˶̂̊ˁʳ˧˸˿ˍʳʻˊʳˌˈʼʳˌˊ˄ʳˉ˅ˊˊˎʳ˙˴̋ˍʳʻˊʳˌˈʼʳˌˊ˄ʳˉˇˇˇ ˩˴˿˸́̇˼́ʳ˩ˁʳ˦˼˿̌˴́̂̉ʿʳ˩˼˶˸ˀ̅˸˶̇̂̅ʿʳˠ̂̆˶̂̊ʳ˦̇˴̇˸ʳ˔̈̇̂̀̂˵˼˿˸ʳ˴́˷ʳ˥̂˴˷ʳ˧˸˶˻́˼˶˴˿ʳ˨́˼̉˸̅̆˼̇̌ʳʻˠ˔˗˜ˀ˧˨ʼʿʳˉˇʳ˟˸́˼́˺̅˴˷̆˾̌˼ ˣ̅̂̆̃˸˶̇ʿʳ˄˅ˈˋ˅ˌʳˠ̂̆˶̂̊ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˊʳˌˈʼʳ˄ˈ˄ʳˈ˅ˇ˄ˎʳ˙˴̋ˍʳʻˊʳˌˈʼʳ˄ˈ˄ʳ˃ˆˆˎʳ ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˊʳˌˈʼʳ˄ˈˌʳˆ˃ˉˉˁʳ˘ˀ̀˴˼˿ˍ ̉̉̆˓˼˴˴̅˸˸ˁ̀˴˷˼ˁ̀̆˾ˁ̆̈

˦˔ˠˢ˔ ˣ˴̈˿ʳ ˣ˻˼˿˿˼̃̆ʿʳ ˔˶̇˼́˺ʳ˖˻˼˸˹ʿʳ˖˼̉˼˿ʳ˘́˺˼́˸˸̅˼́˺ʿʳˣ̈˵˿˼˶ʳ˪̂̅˾̆ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˔̃˼˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˋˈʼʳ˅˃ˋˉˈʿʳ˅˄ˉ˄˄ˎʳ˙˴̋ˍ ʻˉˋˈʼʳ˅˄ˌ˅ˊˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˋˈʼʳ˅ˇˌ˄ˈ ˜̆˼˾̈˾˼ʳˣ̈́˼̉˴˿̈ʿʳ˗˼̅˸˶̇̂̅ʳ̂˹ʳ˪̂̅˾̆ʿʳˣ̈˵˿˼˶ʳ˪̂̅˾̆ʳ˗˸̃˴̅̇̀˸́̇ʿʳˣ˪˗ʳˣ̅˼̉˴̇˸ʳ˕˴˺ʿʳ˔̃˼˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˋˈʼʳ˅˃ˋˉˈʿʳ˅˄ˉ˄˄ˎ ˙˴̋ˍʳʻˉˋˈʼʳ˅˄ˌ˅ˊˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˋˈʼʳ˅˅ˊˉ˃ˁ

˦˜ˡ˚˔ˣˢ˥˘ ˩ˁʳ˔́˴́̇˻˴̅˴̀˴́ʿʳ ˦˸́˼̂̅ʳ˖̂́̆̈˿̇˴́̇ʿʳ˦˼́˺˴̃̂̅˸ʳ˚˸́˸̅˴˿ʳ˛̂̆̃˼̇˴˿ʿʳˢ̈̇̅˴̀ʳ˥̂˴˷ʿʳ˄ˉˌˉ˃ˋˁʳ˧˸˿ˍʳʻˉˈʼʳˆ˅˄ʳˇ˄˃˃ ˖˻̂̂́˺ʳ˞˻̂̂́ʳ˦˸́˺ʿʳˠ˴́˴˺˸̅ʿʳˋ˄ˈʳ˕̈˾˼̇ʳ˕˴̇̂˾ʳ˪˸̆̇ʳ˔̉˸́̈˸ʳˈʿʳˉˈˌ˃ˋˈˁʳ˧˸˿ˍʳʻˉˈʼʳˈˉ˄ʳ˄˅ˆˆˎʳ˙˴̋ˍʳʻˉˈʼʳˈˉ˄ʳ˄˅ˉˉ ˖˻˼́ʳ˛̂̂́˺ʳ˖˻̂̅ʿʳ˗˼̅˸˶̇̂̅ʳ˴́˷ʳ˖˻˴˼̅̀˴́ʿʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˖̂̀̀˼̇̇˸˸ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˖˼̉˼˿ʳ˘́˺˼́˸˸̅˼́˺ʳ˴́˷ʳ˖˸́̇̅˸ʳ˹̂̅ ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˥˸̆˸˴̅˶˻ʿʳˡ˴̇˼̂́˴˿ʳ˨́˼̉˸̅̆˼̇̌ʳ̂˹ʳ˦˼́˺˴̃̂̅˸ʿʳ˄˃ʳ˞˸́̇ʳ˥˼˷˺˸ʳ˖̅˸̆˶˸́̇ʿʳ˄˄ˌ˅ˉ˃ˁʳ˧˸˿ˍʳʻˉˈʼʳˊˊ˅ʳ˅ˈˈ˃ˎʳ˘ˀ̀˴˼˿ˍ ˶̉˸˶˻˶˓́̈̆ˁ̆˺ ˟̂́˺ʳ˦˴̌ʳ˚˸˸ʿʳˠ˴́˴˺˸̅ʳ˹̂̅ʳ˩˸˻˼˶˿˸ʳ˘́˺˼́˸˸̅˼́˺ʿʳ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʳ˔̈̇˻̂̅˼̇̌ʿʳˡ̂ˁʳ˄˃ʳ˦˼́ʳˠ˼́˺ʳ˗̅˼̉˸ʿʳˈˊˈˊ˃˄ˁʳ˧˸˿ˍʳʻˉˈʼ ˈˈˆʳˈ˅ˉ˃ ˔ˁʳ˦ˁʳˣˁʳ˥̂̍˿˴́ʳ˚˼̅˼ʿʳ ˧̅˴˹˹˼˶ʳˣ̂˿˼˶˸ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˥˸̃̈˵˿˼˶ʳ̂˹ʳ˦˼́˺˴̃̂̅˸ʳˣ̂˿˼˶˸ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˛̂̀˸ʳ˔˹˹˴˼̅̆ʿʳˠ˴̋̊˸˿˿ʳ˥̂˴˷ʿ ˃˄˃ˉʳ˧˸˿ˍʳʻˉˈʼʳ˅˅˄ʳ˃˃˃˃ˎʳ˙˴̋ˍʳʻˉˈʼʳ˅˅ˈʳˇ˅˃ˋ ˡ̂ʳ˚̈˴̇ʳ˛˸́˺ʿʳˢ˖ʳ˧˸̆̇˼́˺ʿʳˤ̈˸˸́̆̇̂̊́ʳ˧˸̆̇ʳ˖˸́̇̅˸ʿʳ˄ˈʳ˖̂̀̀̂́̊˸˴˿̇˻ʳ˔̉˸́̈˸ʿʳ˄ˇˌˊ˅ˈˁʳʳ˧˸˿ˍʳʻˉˈʼʳˇˊ˅ʳˋ˃˄ˉ ˧˸˸ʳ˘́˺ʳˣ˸́˺ʿʳ˛˸˴˷ʳˢ̃˸̅˴̇˼̂́̆ʳ˴́˷ʳ˧̅˴˼́˼́˺ʿʳ˧̅˴˹˹˼˶ʳˣ̂˿˼˶˸ʳ˗˸̃˴̅̇̀˸́̇ʿʳˠ˴̋̊˸˿˿ʳ˥̂˴˷ʿʳ˃ˉˌ˄˄ˇˁʳ˧˸˿ˍʳʻˉˈʼʳˇ˅˃ʳˇ˄˅˃ ˟˸˸ʳ˪˼́˺ʳ˦̈́˺ʿʳ˦˸́˼̂̅ʳˠ˴́˴˺˸̅ʿʳ˧̅˴˹˹˼˶ʳˠ˴́˴˺˸̅ʿʳ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʳ˔̈̇˻̂̅˼̇̌ʿʳʶ˄ˌˀ˃˃ʳˣ˦˔ʳ˕̈˼˿˷˼́˺ʿʳˇˉ˃ʳ˔˿˸̋˴́˷̅˴ʳ˥̂˴˷ʿ ˄˄ˌˌˉˆˁʳ˧˸˿ˍʳʻˉˈʼʳˆˊˈʳˊ˃ˉˉ ˧˻̂̀˴̆ʳ˧˴́ʿʳ˚˸́˸̅˴˿ʳˠ˴́˴˺˸̅ʿʳ˔̈̇̂̀̂˵˼˿˸ʳ˔̆̆̂˶˼˴̇˼̂́ʳ̂˹ʳ˦˼́˺˴̃̂̅˸ʿʳˆˆˉʳ˥˼̉˸̅ʳ˩˴˿˿˸̌ʳ˥̂˴˷ʿʳʶ˃ˆˀ˃˃ʳ˔˔ʳ˖˸́̇̅˸ʿʳ˃ˌ˅ˆˁ ˧˸˿ˍʳʻˉˈʼʳˊˆˊʳ˅ˇˇˇˎʳ˙˴̋ˍʳʻˉˈʼʳˊˆˆʳˈ˃ˌˇ ˠ˼˿̇̂́ʳ˧˴́ʿʳˣ̅˸̆˼˷˸́̇ʿʳ˧˻˸ʳˡ˴̇˼̂́˴˿ʳ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ʳ̂˹ʳ˦˼́˺˴̃̂̅˸ʿʳ˧˴́ʳ˕̂̂́ʳ˟˼˴̇ʳ˕̈˼˿˷˼́˺ʿʳˆ˄ˈʳˢ̈̇̅˴̀ʳ˥̂˴˷ʿʳʶ˄˃ˀ˃ˌ˔ʿ ˄ˉˌ˃ˊˇˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˈʼʳ˅ˆˈʳˈˉˋˋˎʳ˙˴̋ˍʳʻˉˈʼʳˊˆ˅ʳ˄ˇ˃˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˈʼʳˊˆ˅ʳˆˌˈˈˎʳ˙˴̋ˍʳʻˉˈʼʳ˅˅ˆʳˊˈˉˋˎʳ˘ˀ̀˴˼˿ˍ ̅˸̀˼˓̃˴˶˼˹˼˶ˁ̆˺ ˪̂́˺ʳ˟˴́ʳˬ˴́˺ʿʳˢ˖ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʿʳ˧̅˴˹˹˼˶ʳˣ̂˿˼˶˸ʳ˗˸̃˴̅̇̀˸́̇ʿʳˠ˴̋̊˸˿˿ʳ˥̂˴˷ʿʳ˃ˉˌ˄˄ˇˁʳ˧˸˿ˍʳʻˉˈʼʳˇ˅˃ʳˇ˄ˇ˃

App. B - 11 ROAD SAFETY GUIDELINES APPENDIX B

˦˥˜ʳ˟˔ˡ˞˔ ˖˴̀˼˿˿̈̆ʳ˥ˁʳ˔˵˸̌˺̂̂́˸̊˴̅˷˸́˴ʿʳ˦̅˼ʳ˟˴́˾˴ʳˣ̂˿˼˶˸ʿʳˡ̂ˁʳˆʳˠ˼˻˼́˷̈ʳˠ˴̊˴̇˻˴ʿʳ˖̂˿̈̀˵̂ʳ˄˅ˁʳ˧˸˿ˍʳʻˌˇʳ˄ʼʳˆ˅ˉʳ˃˃ˉˎʳ˙˴̋ˍʳʻˌˇ ˄ʼʳˇˇˉˆˆ ˗ˁʳˠˁʳ˧ˁʳ˕ˁʳ˗˼̆̆˴́˴̌˴˾˸ʿʳ˗˸̃̈̇̌ʳ˜́̆̃˸˶̇̂̅ʳ˚˸́˸̅˴˿ʳ̂˹ʳˣ̂˿˼˶˸ʿʳˢ˹˹˼˶˸ʳ̂˹ʳ̇˻˸ʳ˗˜˚ʳˣ̂˿˼˶˸ʳ˖̂˿̂̀˵̂ʿʳ˄˂˙ʿʳˡ˸̊ʳ˦˸˶ʳ˕̈˼˿˷˼́˺ʿ ˖̂˿̂̀˵̂ʳ˄ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌˇʳ˄ʼʳˇˆ˄ʳˇ˅ˋˎʳ˙˴̋ˍʳʻˌˇʳ˄ʼʳˆ˅ʳˋˋˊˇˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˇʳ˄ʼʳˈˋˊʳˈˇ˃ ˗̂́ʳ˦̂̀˴̊˸˸̅˴ʳ˘˷˼̅˼̆˼́˺˻˸ʿʳ˖̂̀̀˼̆̆˼̂́˸̅ʳˠ̂̇̂̅ʳ˧̅˴˹˹˼˶ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʿʳ˘́̉˼̅̂́̀˸́̇ʳ˴́˷ʳ˪̂̀˸́ϗ̆ʳ˔˹˹˴˼̅̆ʿ ˖̂˿̂̀˵̂ʳˈˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌˇʳ˄ʼʳˉˌˋʳˊ˄ˊˎʳ˙˴̋ˍʳʻˌˇʳ˄ʼʳˉˌˇʳˆˆˋˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˇʳ˄ʼʳˉˋˇʳˆˊˋ ˠˁʳ˕ˁʳ˦ˁʳ˙˸̅́˴́˷̂ʿʳ ˖˻˴˼̅̀˴́ʿʳ˥̂˴˷ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˔̈̇˻̂̅˼̇̌ʿʳ˦˸̇˻̆˼̅˼̃˴̌˴ʿʳ˕˴̇̇˴̅˴̀̈˿˿˴ʿʳ˖̂˿̂̀˵̂ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌˇʳ˄ʼʳˋˉ˅ ˊˉˊˎʳ˙˴̋ˍʳʻˌˇʳ˄ʼʳˋˉˇʳˋ˃˄ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˇʳ˄ʼʳˊˆ˅ʳˋˉˊ ˝˴̌˴́̇˻˴ʳ˔˿̈̇˻˺˴̀˴ʳ˚̈̅̈˺˸ʿʳ˦̈̃˸̅˼́̇˸́˷˸́̇ʳ˘́˺˼́˸˸̅ʳʻ˧̅˴˹˹˼˶ʼʿʳ˖̂˿̂̀˵̂ʳˠ̈́˼˶˼̃˴˿ʳ˖̂̈́˶˼˿ʿʳˠ̈́˼˶˼̃˴˿ʳ˘́˺˼́˸˸̅̆ ˗˸̃˴̅̇̀˸́̇ʿʳ˧̂̊́˻˴˿˿ʿʳ˖̂˿̂̀˵̂ʳˊˁʳ˧˸˿ˍʳʻˌˇʳ˄ʼʳˉˋˉʳˉ˃ˈˎʳ˙˴̋ˍʳʻˌˇʳ˄ʼʳˉˌˉʳ˅ˉˇʿʳˉˋˇʳ˅ˌ˃ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˇʳ˄ʼʳˈ˃ˋʳˌˇˆ ˞ˁʳ˛˴̃̈̇˴́̇̅˼ʿʳ˦˸́˼̂̅ʳ˔̆̆˼̆̇˴́̇ʳ˦˸˶̅˸̇˴̅̌ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʿʳ˘́̉˼̅̂́̀˸́̇ʳ˴́˷ʳ˪̂̀˸́ϗ̆ʳ˔˹˹˴˼̅̆ʿʳ˖̂˿̂̀˵̂ʳ˄˃ˁʳ˧˸˿ ʻ̊̂̅˾ʼˍʳʻˌˇʳ˄ʼʳˉˋˊʳ˄˅ˊˎʳ˙˴̋ˍʳʻˌˇʳ˄ʼʳˉˋˊʳ˅ˋˇˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˇʳ˄ʼʳˉ˃ˈʳˇˊˈʿʳˉ˃ˊʳˌ˅ˊˎʳ˙˴̋ˍʳʻˌˇʳ˄ʼʳˉˆˈʳ˅ˆˊ ˔̀˴˿ʳ˦ˁʳ˞̈̀˴̅˴˺˸ʿʳ˦˸́˼̂̅ʳ˟˸˶̇̈̅˸̅ʿʳ˛˸˴˷˂˧̅˴˹˹˼˶ʳ˘́˺˼́˸˸̅˼́˺ʳ˗˼̉˼̆˼̂́ʿʳ˨́˼̉˸̅̆˼̇̌ʳ̂˹ʳˠ̂̅˴̇̈̊˴ʿʳˣˁˢˁʳ˕̂̋ʳˋʿʳ˞˴̇̈˵˸˷˷˴ʿ ˠ̂̅˴̇̈̊˴˴ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˌˇʳ˄ʼʳˉˇˊʳˈˉˊˎʳ˙˴̋ˍʳʻˌˇʳ˄ʼʳˉˇˊʳˉ˅˅ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˌˇʳ˄ʼʳˉˇˉʳˊ˃˅ˎʳ˘ˀ̀˴˼˿ˍʳ˴̀˴˿˓˶˼̉˼˿ˁ̇ˁ˴˶ˁ˼˾ ˦ˁʳ˦˸́˴́˴̌˴˾˸ʿʳˣ̅̂˽˸˶̇ʳˢ˹˹˼˶˸̅ʿʳˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˦˸˶̅˸̇˴̅˼˴̇ʿʳˈ˂˙ʿʳ˦˸̇˻̆˼̅˼̃˴̌˴ʿʳ˕˴̇̇˴̅˴̀̈˿˿˴ʿʳ˖̂˿̂̀˵̂ˁʳ˧˸˿ˍʳʻˌˇʳ˄ʼ ˅ˈˈʳ˃˄˃ ˛˸̀˴˿ʳ˷˸ʳ˦˼˿̉˴ʿʳ˔̆̆˼̆̇˴́̇ʳ˖̂̀̀˼̆̆˼̂́˸̅ʳ˧˸˶˻́˼˶˴˿ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳˠ̂̇̂̅ʳ˧̅˴˹˹˼˶ʿʳ˖̂˿̂̀˵̂ʳˋˁʳ˧˸˿ˍʳʻˌˇʳ˄ʼʳˉˌˇʳˆˆ˄ˎʳ˙˴̋ˍ ʻˌˇʳ˄ʼʳˉˌˇʳˆˆˋ

˦˪˜˧˭˘˥˟˔ˡ˗ ˖ˁʳ˝ˁʳ˥̂̀˸̅ʿʳ˖˻˼˸˹ʿʳ˦˴˹˸̇̌ʳˣ̅̂̀̂̇˼̂́ʳ˴́˷ʳ˜́˽̈̅̌ʳ˖̂́̇̅̂˿ʳʻˠ˸̀˵˸̅ʿʳ˦̇˸˸̅˼́˺ʳ˖̂̀̀˼̇̇˸˸ʼʿʳ˪̂̅˿˷ʳ˛˸˴˿̇˻ʳˢ̅˺˴́˼̍˴̇˼̂́ʿ ˚˸́˸̉˴ʳ˅ˊˁʳ˧˸˿ˍʳʻˇ˄ʳ˅˅ʼʳˊˌ˄ʳ˅˄˄˄ˎʳ˙˴̋ˍʳʻˇ˄ʳ˅˅ʼʳˊˌ˄ʳ˃ˊˇˉ ˕̂̅˼̆ʳ˖̂́̈́̂̉ʿʳ˖˻˴˼̅̀˴́ʳ̂˹ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˧̅˴˹˹˼˶ʳˢ̅˺˴́˼̍˴̇˼̂́ʳʻ˜˥˧ˢʼʳ˚˸́˸̅˴˿ʳ˔̆̆˸̀˵˿̌ϗ̆ʳ˖˻˼˸˹ʳ̂˹ʳ˦̇˴˹˹ʿʳ˜˥˧ˢʿʳ˄ˈ ˖˻˸̀˼́ʳ˟̂̈˼̆ʳ˗̈́˴́̇ʿʳˣˢ˕˄ˌʿʳ˄˅˄˄ʳ˚˸́˸̉˴ʳ˅˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˇ˄ʳ˅˅ʼʳˌ˄ˌʳˉ˅ˉˊˎʳ˙˴̋ˍʳʻˇ˄ʳ˅˅ʼʳˌ˄ˌʳˉ˅ˇˋˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˇ˄ʳ˅˅ʼ ˊˆˆʳˆˆ˅ˈ ˝̈˿˼˴ʳ˷˸ʳˠ˴̆̆˸̌ʿʳ˘̋̃˸̅̇ʳ˔̆̆˼̆̇˴́̇ʿʳ˜˥˧ˢʿʳ˄ˈʳ˖˻˸̀˼́ʳ˟̂̈˼̆ʳ˗̈́˴́̇ʿʳˣˢ˕˄ˌʿʳ˄˅˄˄ʳ˚˸́˸̉˴ʳ˅˃ˁʳ˧˸˿ˍʳʻˇ˄ʳ˅˅ʼʳˌ˄ˌʳˉ˅ˇˉˎʳ˙˴̋ˍ ʻˇ˄ʳ˅˅ʼʳˌ˄ˌʳˉ˅ˇˋ

˧˛˔˜˟˔ˡ˗ ˞˼̇˼̃̂˿ʳ˔̆˴̃˴̅̃̂̅́ʿʳ˗˼̅˸˶̇̂̅ʳ̂˹ʳ˧̅˴˹˹˼˶ʳ˘́˺˼́˸˸̅˼́˺ʳ˗˼̉˼̆˼̂́ʿʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˛˼˺˻̊˴̌̆ʿʳˈ˄ʳ˔̌̈̇̇˻˴́̌˴ʳ˥̂˴˷ʿʳ˕˴́˺˾̂˾ ˄˃ˇ˃˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˉʳ˅ʼʳ˅ˇˈʳˈ˅ˉˋˎʳ˙˴̋ˍʳʻˉˉʳ˅ʼʳ˅ˇˉʳˊˊˉˉˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˉʳ˅ʼʳˈ˅˄ʳˈˌ˄ˊ ˣ̅˸˸˶˻˴ʳ˖˻̂̂̆̈˵ʿʳ˖˻˼˸˹ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˦˴˹˸̇̌ʿʳ˘́̉˼̅̂́̀˸́̇ʳ˴́˷ʳ˘˹˹˼˶˼˸́˶̌ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˦̈˵˷˼̉˼̆˼̂́ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆ˀ ̃̂̅̇ʳ˴́˷ʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˥˴̇˶˻˴˷˴̀́̂˸́ʳˡ̂˾ʳ˔̉˸́̈˸ʿʳ˕˴́˺˾̂˾ʳ˄˃˄˃˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˉʳ˅ʼʳ˅ˋ˄ʳ˄˄ˊˇˎʳ˙˴̋ˍʳʻˉˉʳ˅ʼʳ˅ˋ˃ ˇ˅ˈˊˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˉʳ˅ʼʳˇ˄˄ʳ˄˃ˊˆ ˦̅˼̃̅˴˵˻˴ʳ˞˸̅˷˾̅̈́˸ʿʳˣ˿˴́́˼́˺ʳ˔́˴˿̌̆̇ʿʳˢ˹˹˼˶˸ʳ̂˹ʳ̇˻˸ʳˣ˸̅̀˴́˸́̇ʳ˦˸˶̅˸̇˴̅̌ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˘˷̈˶˴̇˼̂́ʿʳ˗̈̆˼̇ʿʳ˕˴́˺˾̂˾ ˄˃ˆ˃˃ˁʳ˧˸˿ˍʳʻˉˉʳ˅ʼʳ˅ˋ˅ʳˋˈˋˈʿʳ˅ˋ˄ʳ˃˃ˉ˄ˎʳ˙˴̋ˍʳʻˉˉʳ˅ʼʳ˅ˋ˅ʳˊˋˆˊʿʳ˅ˋ˄ʳˌˇ˄ˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʻˉˉʳ˅ʼʳʳˈ˄ˌʳˇˈˈˊ ˞̅˼˴́˺̆˴˾ʳ˞̂́˺̃̂˿̃̂̅̀ʿʳ˗˼̅˸˶̇̂̅ʿʳ˧̅˴́̆̃̂̅̇ʳ˦˴˹˸̇̌ʳ˗˼̉˼̆˼̂́ʿʳ˟˴́˷ʳ˧̅˴́̆̃̂̅̇ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˕˴́˺˾̂˾ʳ˄˃ˌ˃˃ˁʳ˧˸˿ˍʳʻˉˉʳ˅ʼ ˅ˊˌʳ˅ˌˈˌʿʳ˅ˊ˅ʳˆ˅ˈˋˎʳ˙˴̋ˍʳʻˉˉʳ˅ʼʳ˅ˊ˅ʳˆ˅ˈˋ ˕̂̂́̆̂́˺ʳˣ˴́˼˶˻˴́̇̅˴ʿʳ˗˸̃̈̇̌ʳ˖̂̀̀˴́˷˸̅ʿʳ˛˼˺˻̊˴̌ʳˣ̂˿˼˶˸ʳ˗˸̃˴̅̇̀˸́̇ʿʳ˦˼ʳ˔̌̈̇̇˻̌˴ʳ˥̂˴˷ʿʳ˥˴̇˶˻˴̇˸̉˼ʿʳ˕˴́˺˾̂˾ ˄˃ˇ˃˃ˁʳ˧˸˿ˍʳʻˉˉʳ˅ʼʳ˅ˇˈʳˋ˃ˌ˃ˎʳ˙˴̋ˍʳʻˉˉʳ˅ʼʳ˅ˇˊʳˊˊˈ˅ ˩˼˶˻˼̇ʳˣ̈́̌˴˻̂̇̅˴ʿʳˣ̅˸̆˼˷˸́̇ʿʳ˧˻˴˼ʳˡ˴̇˼̂́˴˿ʳ˦˴˹˸̇̌ʳ˔̆̆̂˶˼˴̇˼̂́ʿʳˇˉˌ˂ˊˊʳ˕˸́˽˴̆̅˼ʳ˕̈˼˿˷˼́˺ʿʳ˕̅˼˴̌̈˷˻˴̌́ʳ˥̂˴˷ʿʳ˕˴́˺˾̂˾ ˄˃ˇ˃˃ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˉˉʳ˅ʼʳˈ˅ˌʳˆˊˇˌˎʳ˙˴̋ˍʳʻˉˉʳ˅ʼʳˈ˅ˌʳˇˋˆˆˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˉ˅ʼʳ˅ˇˊʳˈˋˊˌˎʳ˙˴̋ˍʳʻˉˉ˅ʼʳ˅˃ˉʳˋ˃ˇˋ ˔̇˻˼̃̂̅́ʳ˦˼̅˼̊˴̇ʿʳ˗˼̅˸˶̇̂̅ʳ˕̈̅˸˴̈ʳ̂˹ʳˡ˴̇˼̂́˴˿ʳ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ʳ̂˹ʳ˧˻˴˼˿˴́˷ʿʳ˚̂̉˸̅́̀˸́̇ʳ˛̂̈̆˸ʿʳ˕˴́˺˾̂˾ˁʳ˧˸˿ˍʳʻˉˉʳ˅ʼʳ˅ˊ˄ ˊˊˈˈ

ROAD SAFETY GUIDELINES App. B - 12 APPENDIX B

˧˴˼̅˽˼́˺ʳ˦˼̅˼̃˻˴́˼˶˻ʿʳ˗˼̅˸˶̇̂̅ʿʳˠ˸˷˼˶˴˿ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˔˶˶˼˷˸́̇ʳ˴́˷ʳ˗˼̆˴̆̇˸̅ʿʳˉ˂˅ʳ˦̈̇˻˼̆˴̅́ʳ˦̂˼ʳ˄ʿʳ˕˴́˺˾̂˾ʳ˄˃ˇ˃˃ˁʳ˧˸˿ ʻ̊̂̅˾ʼˍʳʻˉˉʳ˅ʼʳ˅ˇˋʳ˅˅˅˅ˎʳ˙˴̋ˍʳʻˉˉʳ˅ʼʳ˅ˇˈʳ˃ˋˇˇˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˉˉʳ˅ʼʳ˅ˊˋʳ˃˄ˋ˄ ˬ̂̅˷̃˻̂˿ʳ˧˴́˴˵̂̅˼˵̂̂́ʿʳ˖̂̂̅˷˼́˴̇̂̅ʳ̂˹ʳ˧̅˴́̆̃̂̅̇˴̇˼̂́ʳ˘́˺˼́˸˸̅˼́˺ʳˣ̅̂˺̅˴̀ʿʳ˔̆˼˴́ʳ˜́̆̇˼̇̈̇˸ʳ̂˹ʳ˧˸˶˻́̂˿̂˺̌ʿʳ˚ˁˣˁˢˁ ˕̂̋ʳ˅ˊˈˇʿʳ˕˴́˺˾̂˾ʳ˄˃ˈ˃˄ˁʳ˧˸˿ˍʳʻˉˉʳ˅ʼʳˈ˅ˇʳˈˈ˃ˉˎʳ˙˴̋ˍʳʻˉˉʳ˅ʼʳˈ˅ˇʳˈˈ˃ˌˎʳ˘ˀ̀˴˼˿ˍʳ̌̂̅˷˓̅˶˶̆̈́ˁ˴˼̇ˁ˴˶ˁ̇˻ ˧˨˥˞ˠ˘ˡ˜˦˧˔ˡ ˛˴˷˽˼̀̈̅˴˷ʳ˔̇˴˷˽˴́̂̉ʿʳ˖˻˴˼̅̀˴́ʿʳˠ˴˼́ʳ˔˩˧ˢʳ˜́̆̃˸˶̇˼̂́ʳ˗˼̉˼̆˼̂́ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˜́̇˸̅́˴˿ʳ˔˹˹˴˼̅̆ʿʳˇʳ˦̇̂˾˿̂̍˴̅̂˷̆˾˴̌˴ ˦̇̅˸˸̇ʿʳ˔̆˻˺˴˵˴˿ʿʳˊˇˇ˃˃ˈˁʳ˧˸˿ˍʳʻˆˉˆ˅ʼʳˇˊˋʳˇˈˈˎʳ˙˴̋ˍʳʻˆˉˆ˅ʼʳˆˈˉʳˈˆ˃

˨˭˕˘˞˜˦˧˔ˡ ˔˾̀˴̅ʳ˔˾˼˿̂̉ʿʳ˥˸˺˼̂́˴˿ʳ˥˸̃̅˸̆˸́̇˴̇˼̉˸ʳ̂˹ʳ˜́̇˸̅́˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˧̅˴˹˹˼˶ʳˢ̅˺˴́˼̍˴̇˼̂́ʿʳ˦˻̃˿˾̂̉ʳ˄ˈʿʳ˧˴̆˻˾˸́̇ˁʳ˧˸˿ˍʳʻˋʳˆˊ˄˅ʼ ˆˈˊʳ˄ˋ˄ˎʳ˙˴̋ˍʳʻˋʳˆˊ˄˅ʼʳˆˈ˄ʳ˃ˊ˄ ˕̂̇˼̅ʳ˥ˁʳˣ˴̅̃˼̌˸̉ʿʳ ˗˸̃̈̇̌ʳˠ˼́˼̆̇˸̅ʳ̂˹ʳ˜́̇˸̅́˴˿ʳ˔˹˹˴˼̅̆ʿʳ˚˸́˸̅˴˿ʳˠ˴˽̂̅ʿʳˡ˴̉̅̈̍ˀ˄ʳ˦̇̅˸˸̇ʿʳ˧˴̆˻˾˸́̇ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋʳˆˊ˄˅ʼʳˆˌˊ ˋ˃˃ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋʳˆˊ˄˅ʼʳˆˉˆʳˊˋˆ ˞˴˾˻̅˴̀̂́ʳˠˁʳ˦̌˷˼˾́˴̍˴̅̂̉ʿʳ˖˻˴˼̅̀˴́ʿʳ˧˴̆˻˾˸́̇ʳ˥˸˺˼̂́ʳˣ˴̆̆˸́˺˸̅ʳ˧̅˴́̆̃̂̅̇ʳ˖̂̀̃˴́̌ʿʳ˛ˁʳ˔˵˷̈˿˿˴˸̉˴ʳ˦̇̅˸˸̇ʳˆ˅ʳ˔ʿ ˧˴̆˻˾˸́̇ˁʳ˙˴̋ˍʳʻˋʳˆˊ˄˅ʼʳˉˊˆʳ˅ˉˌ ˥̈̆̇˴̀˵˸˾ʳˡˁʳ˨̅̀˴́˵˸˾̂̉ʿʳ˘̋̃˸̅̇ʿʳˣ̅˸̆˼˷˸́̇ʳ˔˷̀˼́˼̆̇̅˴̇˼̂́ʿʳˇˆʳ˨̍˵˸˾˼̆̇˴́ʳ˦̇̅˸˸̇ʿʳ˧˴̆˻˾˸́̇

˩˜˘˧ʳˡ˔ˠ ˣ˻˴̀ʳˡ˺̂˶ʳˤ̈̌́˻ʿʳ ˦˸́˼̂̅ʳ˘̋̃˸̅̇ʿʳ˧̅˴˹˹˼˶ʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ʳ˩˼˸̇ʳˡ˴̀ʳ˥̂˴˷ʳ˔˷̀˼́˼̆̇̅˴̇˼̂́ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʳ˴́˷ ˖̂̀̀̈́˼˶˴̇˼̂́ʿʳˋ˃ʳ˧̅˴́ʳ˛̈́˺ʳ˗˴̂ʳ˦̇̅˸˸̇ʿʳ˛˴́̂˼ˁʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˋˇʳˇʼʳˋ˅ˉʳˆˈˊˆˎʳ˙˴̋ˍʳʻˋˇʳˇʼʳˋ˅ˇʳˉˇ˅ˊˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˋˇʳˇʼ ˋ˅ˋʳ˅˃ˋ˄ ˣ˻˴́ʳˡ˺̂˶ʳ˧˻̈̌ʿʳ˚˸́˸̅˴˿ʳ˗˼̅˸˶̇̂̅ʿʳˠ˼́˼̆̇̅̌ʳ̂˹ʳ˧̅˴́̆̃̂̅̇ʿʳˋ˃ʳ˧̅˴́ʳ˛̈́˺ʳ˗˴̂ʳ˦̇̅˸˸̇ʿʳ˛˴́̂˼ˁʳ˙˴̋ˍʳʻˋˇʳˇʼʳˋˈ˅ʳ˄˃˄ˆ

App. B - 13 ROAD SAFETY GUIDELINES APPENDIX B

8. OTHER CONTACTS

˥˘˧˔ʳˣ˥ˢ˝˘˖˧ʳ˧˘˔ˠ ˥̂̆̆ʳ˦˼˿˶̂˶˾ʳ˟̇˷ˁ ˔˿˴́ʳ˥̂̆̆ʿʳˣ̅̂˽˸˶̇ʳ˗˼̅˸˶̇̂̅ʿʳ˥̂̆̆ʳ˦˼˿˶̂˶˾ʳ˟̇˷ˁʿʳˢ˿˷ʳ˕̅˸̊˸̅̌ʳ˖̂̈̅̇ʿʳ˄ˈˉʳ˦˴́˷̌˹̂̅˷ʳ˥̂˴˷ʿʳˡ˸̊˶˴̆̇˿˸ʳ̈̃̂́ʳ˧̌́˸ʳˡ˘˅ ˄˫˚ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ˎʳ˧˸˿ʳʻ̊̂̅˾ʼˍʳʻˇˇʳ˄ˌ˄ʼʳ˅ˉ˄ʳˋ˄˃˄ˎʳ˙˴̋ˍʳʻˇˇʳ˄ˌ˄ʼʳ˅ˉ˄ʳˋˆˇ˃ˎʳ˧˸˿ʳʻ˻̂̀˸ʼˍʳʻˇˇʳ˄ˌ˄ʼʳ˅ˉˈʳ˃˃ˉ˃ˎʳ˘ˀ̀˴˼˿ˍ ˄˃˄ˆ˅ˈˁˆˆ˓˶̂̀̃̈̆˸̅̉˸ˁ˶̂̀ ˖˴̅̂˿˼́˸ʳ˚˻˸˸ʿʳˠ˼˾˸ʳ˚̂̂˷˺˸ʿʳ˞˴̇˻˿˸˸́ʳˡ˸̆̆ʿʳ˖˻̅˼̆ʳ˥̂˵̆̂́ʿʳ˧˼̀ʳ˦˸˿˵̌ʿʳ˴́˷ʳ˞˼̀ʳ˦̀˼̇˻ ˧˥˟ ˚̂˹˹ʳ˝˴˶̂˵̆ʳˢ̉˸̅̆˸˴̆ʳˣ̅̂˽˸˶̇ʳ˗˼̅˸˶̇̂̅ʿʳ ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟˴˵̂̅˴̇̂̅̌ʿʳˢ̉˸̅̆˸˴̆ʳ˨́˼̇ʿʳˢ˿˷ʳ˪̂˾˼́˺˻˴̀ʳ˥̂˴˷ʿ ˖̅̂̊̇˻̂̅́˸ʿʳ˕˸̅˾̆˻˼̅˸ʳ˥˚ˇˈʳˉ˔˨ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ˁʳ˧˸˿ˍʳʻˇˇʳ˄ˆˇˇʼʳˊˊˆʳ˄ˆ˄ˎʳ˙˴̋ˍʳʻˇˇʳ˄ˆˇˇʼʳˊˊ˃ʳˋˋ ˖˻̅˼̆ʳ˕˴˺̈˿˸̌ʳ˴́˷ʳ˔̀̌ʳ˔˸̅̂́ˀ˧˻̂̀˴ ˧˻˸ʳ̃̅̂˽˸˶̇ʳ̇˸˴̀ʳ˼̆ʳ˺̅˴̇˸˹̈˿ʳ̇̂ʳ̇˻˸ʳ˄˄˅ʳ̃˴̅̇˼˶˼̃˴́̇̆ʳ˹̅̂̀ʳ˅ˆʳ˶̂̈́̇̅˼˸̆ʳ˼́ʳ̇˻˸ʳ˔̆˼˴́ʳ˴́˷ʳˣ˴˶˼˹˼˶ʳ̅˸˺˼̂́ʳ̊˻̂ʳ˴̇̇˸́˷˸˷ ̇˻˸ʳ˔˗˕˂˨ˡ˂˘˦˖˔ˣʳ̆˸̀˼́˴̅ʳ˻˸˿˷ʳ˼́ʳ˕˴́˺˾̂˾ʿʳ˅ˀˉʳ˦˸̃̇˸̀˵˸̅ʳ˄ˌˌˉˁʳ˧˻˸ʳ˴̈̇˻̂̅̆ʳ̊̂̈˿˷ʳ̃˴̅̇˼˶̈˿˴̅˿̌ʳ˿˼˾˸ʳ̇̂ʳ̇˻˴́˾ʳ̇˻˸ ˶˻˴˼̅̃˸̅̆̂́̆ʳ˴́˷ʳ̀̂˷˸̅˴̇̂̅̆ʳ̂˹ʳ̇˻˸ʳ̊̂̅˾̆˻̂̃̆ʳ˴̇ʳ̇˻˸ʳ˕˴́˺˾̂˾ʳ̆˸̀˼́˴̅ˁʳ˧˻˸̌ʳ˴̅˸ʳ˴̆ʳ˹̂˿˿̂̊̆ˍ ˪̂̅˾̆˻̂̃ʳ˔ʳʻ˘́˺˼́˸˸̅˼́˺ʼˍʳˠ˴̆˴˾˼ʳ˞̂̆˻˼ʳʻ˖˻˴˼̅̃˸̅̆̂́ʼʳ̂˹ʳ˝˴̃˴́ʿʳ˥ˁʳ˗ˁʳˠ˸˻̇˴ʳ̂˹ʳ˜́˷˼˴ʿʳ˙̅˴́˶˼̆ʳˡ˴̉˼́ʳ̂˹ ˖˴́˴˷˴ʿʳˣ˸̇˸̅ʳ˪˴̈˺˻ʳ̂˹ʳ˔̈̆̇̅˴˿˼˴ʿʳ˴́˷ʳ ˠ˴˿˼˾ʳ˭˴˻˸˸̅ˀ̈˿ˀ˜̆˿˴̀ʳ̂˹ʳˣ˴˾˼̆̇˴́ˎ ˪̂̅˾̆˻̂̃ʳ˕ʳʻ˘́˹̂̅˶˸̀˸́̇ʼˍʳ˖˴̀˼˿˿̈̆ʳ˔˵˵˸̌˺̂̂́˸̊˴̅˷˸́˴ʳʻ˖˻˴˼̅̃˸̅̆̂́ʼʳ̂˹ʳ˦̅˼ʳ˟˴́˾˴ʿʳˤ˴˿̂ʳ˕̈˿˴̇˼˾̂ʳ̂˹ʳ˙˼˽˼ʿ ˴́˷ʳ˥̂̀˸̂ʳˠ˴˺˴́̇̂ʳ̂˹ʳ̇˻˸ʳˣ˻˼˿˼̃̃˼́˸̆ˎ ˪̂̅˾̆˻̂̃ʳ˖ʳʻ˘˷̈˶˴̇˼̂́ʼˍʳˠ˼˿̇̂́ʳ˧˴́ʳʻ˖˻˴˼̅̃˸̅̆̂́ʼʳ̂˹ʳ˦˼́˺˴̃̂̅˸ʿʳ ˖˻̂̂́˺ʳ˞˻̂̂́ʳ˦˸́˺ʳ̂˹ʳ˦˼́˺˴̃̂̅˸ʿ ˛˴˿˼̀˴˻̇̈́ʳˠ̂˻˷ˁʳ˞˻˴˿˼˷ʳ̂˹ʳˠ˴˿˴̌̆˼˴ʿʳ˖˻˴́˷̅˴ʳ˦˻˸˾˻˴̅ʳ̂˹ʳ˙˼˽˼ʿʳ˴́˷ʳˠˁʳ˦˴˷˼̄ʳ˦̊˴̇˼ʳ̂˹ʳˣ˴˾˼̆̇˴́ˎʳ˴́˷ ˪̂̅˾̆˻̂̃ʳ˗ʳʻ˜́̇˸̅́˴̇˼̂́˴˿ʳ˖̂̂̃˸̅˴̇˼̂́ʳ˴́˷ʳ˔̆̆˼̆̇˴́˶˸ʼˍʳ˦̇˸˼́ʳ˟̈́˷˸˵̌˸ʳʻ˖˻˴˼̅̃˸̅̆̂́ʼʳ̂˹ʳ̇˻˸ʳ˪̂̅˿˷ʳ˕˴́˾ʿ ˚̂˹˹ʳ˝˴˶̂˵̆ʳ̂˹ʳ˧˥˟ʿʳ˴́˷ʳ˔˿˴́ʳ˥̂̆̆ʳ̂˹ʳ˥̂̆̆ʳ˦˼˿˶̂˶˾ˁ ˦̈̃̃̂̅̇ʳ̊˴̆ʳ˴˿̆̂ʳ̅˸˶˸˼̉˸˷ʳ˹̅̂̀ʳ˴ʳ˦̇˸˸̅˼́˺ʳ˚̅̂̈̃ʳ˶̂̀̃̅˼̆˼́˺ʳ̅˸̃̅˸̆˸́̇˴̇˼̉˸̆ʳ̂˹ʳ˹̈́˷˼́˺ʳ˴˺˸́˶˼˸̆ʿʳ˼́̇˸̅́˴̇˼̂́˴˿ ̂̅˺˴́˼̍˴̇˼̂́̆ʿʳ̇˸˶˻́˼˶˴˿ʳ˺̅̂̈̃̆ʿʳ˴́˷ʳ˼́˷˼̉˼˷̈˴˿ʳ˸̋̃˸̅̇̆ʳ˹̅̂̀ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ˁʳ˧˻˸̌ʳ˴̅˸ʳ˴̆ʳ˹̂˿˿̂̊̆ˍ ˝̂˻́ʳ˙˿̂̅˴ʳ̂˹ʳ̇˻˸ʳ˪̂̅˿˷ʳ˕˴́˾ʿʳ˔˿˴̀˺˼̅ʳˠ̂˽˼˵̈˿ʳ˛̂̄̈˸ʳ̂˹ʳ˕˴́˺˿˴˷˸̆˻ʿʳ˜˴́ʳ˝̂˻́̆̇̂́ʳ̂˹ʳ˥˘˔˔˔ʿʳ˖˻˴̅˿˸̆ʳˠ˸˿˻̈˼̆˻ʳ̂˹ ̇˻˸ʳ˔˗˕ʿʳˠˁʳ˥˴̀˴̇̈˿˿˴˻ʳ̂˹ʳ˨ˡ˂˘˦˖˔ˣʿʳ˴́˷ʳ˖ˁʳ˥̂̀˸̅ʳ̂˹ʳ˪˛ˢˁ

˜ˡ˧˘˥ˡ˔˧˜ˢˡ˔˟ʳ˔˚˘ˡ˖˜˘˦

˔˦˜˔ˡʳ˗˘˩˘˟ˢˣˠ˘ˡ˧ʳ˕˔ˡ˞ ˖˻˴̅˿˸̆ʳˠ˸˿˻̈˼̆˻ʿʳ ˦˸́˼̂̅ʳˣ̂˿˼˶̌ʳ˦̃˸˶˼˴˿˼̆̇ʿʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ʿʳˣˁˢˁʳ˕̂̋ʳˊˋˌʿʳˠ˴́˼˿˴ʿʳˣ˻˼˿˼̃̃˼́˸̆ˁʳ˧˸˿ˍʳʻˉˆʳ˅ʼʳˉˆ˅ ˉˋ˃ˆˎʳ˙˴̋ˍʳʻˉˆʳ˅ʼʳˉˆˉʳ˅ˇ˅ˆˎʳ˘ˀ̀˴˼˿ˍʳ˶̀˸˿˻̈˼̆˻˓̀˴˼˿ˁ˴̆˼˴́˷˸̉˵˴́˾ˁ̂̅˺

˨ˡ˜˧˘˗ʳˡ˔˧˜ˢˡ˦ʳ˘˖ˢˡˢˠ˜˖˔ˡ˗ʳ˦ˢ˖˜˔˟ʳ˖ˢˠˠ˜˦˦˜ˢˡʳ˙ˢ˥ʳ˔˦˜˔ʳ˔ˡ˗ʳ˧˛˘ʳˣ˔˖˜˙˜˖ ˠˁʳ˥˴˻̀˴̇̈˿˿˴˻ʿʳ˗˼̅˸˶̇̂̅ʿʳ˧̅˴́̆̃̂̅̇ʿʳ˖̂̀̀̈́˼˶˴̇˼̂́̆ʿʳ˴́˷ʳ˧̂̈̅˼̆̀ʳ˗˼̉˼̆˼̂́ʿʳ˨ˡ˂˘˦˖˔ˣʿʳ˧˻˸ʳ˨́˼̇˸˷ʳˡ˴̇˼̂́̆ʳ˕̈˼˿˷˼́˺ʿ ˥˴˽˴˷˴̀́˸̅́ʳ˔̉˸́̈˸ʿʳ˕˴́˺˾̂˾ʳ˄˃˅˃˃ʿʳ˧˻˴˼˿˴́˷ˁʳ˧˸˿ˍʳʻˉˉʳ˅ʼʳ˅ˋˋʳ˄˅ˆˇˎʳ˙˴̋ˍʳʻˉˉʳ˅ʼʳ˅ˋˋʳ˄˃˃˃ ˗˼˸̇˸̅ʳˡ˼˸̀˴́́ʿʳ˩ˁʳˡˁʳ˧˼̀̂̃˻˸̌˸̉ʿʳ˜ˁʳˣˁʳ˧˼̊˴̅˼ʿʳ˴́˷ʳ˝ˁʳ˖ˁʳ˪˼̇˾̂̊̆˾˼

˧˛˘ʳ˪ˢ˥˟˗ʳ˕˔ˡ˞ ˝̂˻́ʳ˙˿̂̅˴ʿʳˠ˴́˴˺˸̅ʿʳ˧̅˴́̆̃̂̅̇ʳ˗˼̉˼̆˼̂́ʿʳ˪̂̅˿˷ʳ˕˴́˾ʿʳ˥̂̂̀ʳ˦ˀˉ˃˅ˌʿʳ˄ˋ˄ˋʳϖ˛ϗʳ˦̇̅˸˸̇ʳˡ˪ʿʳ˪˴̆˻˼́˺̇̂́ʿʳ˗˖ʳ˅˃ˇˆˆʿʳ˨˦ˁ ˧˸˿ˍʳʻ˄ʳ˅˃˅ʼʳˇˊˆʳˋˋˉˉˎʳ˙˴̋ˍʳʻ˄ʳ˅˃˅ʼʳˈ˅˅ʳˆ˅˅ˆ ˦̇˸˼́ʳ˟̈́˷˸˵̌˸ʿʳ˦˸́˼̂̅ʳ˧̅˴́̆̃̂̅̇ʳ˘́˺˼́˸˸̅ʿʳ˜́˹̅˴̆̇̅̈˶̇̈̅˸ʳˢ̃˸̅˴̇˼̂́̆ʳ˗˼̉˼̆˼̂́ʿʳ˖̂̈́̇̅̌ʳ˗˸̃˴̅̇̀˸́̇ʳ˄ʿʳ˦̂̈̇˻ʳ˔̆˼˴ʳ˥˸ˀ ˺˼̂́ʿʳ˧˻˸ʳ˪̂̅˿˷ʳ˕˴́˾ʿʳ˄ˋ˄ˋʳ˛ʳ˦̇̅˸˸̇ʳˡ˪ʳ˪˴̆˻˼́˺̇̂́ʿʳ˗˖ʳ˅˃ˇˆˆʿʳ˨˦ˁʳ˧˸˿ˍʳʻ˄ʳ˅˃˅ʼʳˇˈˋʳ˃˄ˇˋˎʳ˙˴̋ˍʳʻ˄ʳ˅˃˅ʼʳˇˊˊʳˈˈ˅˃ˎʳ˘ˀ ̀˴˼˿ˍʳ̆˿̈́˷˸˵̌˸˓̊̂̅˿˷˵˴́˾ˁ̂̅˺

˪ˢ˥˟˗ʳ˛˘˔˟˧˛ʳˢ˥˚˔ˡ˜˭˔˧˜ˢˡ ˖ˁʳ˥̂̀˸̅ʿʳ˗˼̅˸˶̇̂̅ʿʳ˚˿̂˵˴˿ʳ˥˸˷̈˶̇˼̂́ʳˣ̅̂˺̅˴̀̀˸ʿʳ˪̂̅˿˷ʳ˛˸˴˿̇˻ʳˢ̅˺˴́˼̍˴̇˼̂́ʿʳ˔̉˸́̈˸ʳ˔̃̃˼˴ʳ˅˃ʿʳ˖˻ˀ˄˅˄˄ʳ˚˸́˸̉˴ʳ˅ˊʿ ˦̊˼̇̍˸̅˿˴́˷ˁʳ˧˸˿ˍʳʻˇ˄ʳ˅˅ʼʳˊˌ˄ʳ˅˄˄˄ˎʳ˙˴̋ˍʳʻˇ˄ʳ˅˅ʼʳˊˌ˄ʳ˃ˊˇˉ

ROAD SAFETY GUIDELINES App. B - 14 Appendix

COMPARATIVEC STUDY: FIJI ROAD SAFETY ACTION PLAN

for the Asian and Pacific Region Asian Development Bank Road Safety Guidelines 1 THE PROBLEM

˙˼˽˼ʿʳ˼́ʳ˶̂̀̀̂́ʳ̊˼̇˻ʳ̂̇˻˸̅ʳ˷˸̉˸˿̂̃˼́˺ʳ˶̂̈́̇̅˼˸̆ʿʳ̆˴̊ʳ˴ʳ˷˸̇˸̅˼̂̅˴̇˼̂́ʳ˼́ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˷̈̅˼́˺ʳ̇˻˸ ̃˸̅˼̂˷ʳ˄ˌˋˋˀ˄ˌˌ˄ˁʳ˜́˶̅˸˴̆˼́˺ʳ̉˸˻˼˶˿˸ʳ˹˿˸˸̇̆ʳ˵˸˺˴́ʳ̇̂ʳ˶˴̈̆˸ʳ̃̅̂˵˿˸̀̆ʿʳ̅˸˻˴˵˼˿˼̇˴̇˸˷ʳ̅̂˴˷̆ ̆̈̃̃̂̅̇˸˷ʳ˹˴̆̇˸̅ʳ̇̅˴˹˹˼˶ʳ̇˻̅̂̈˺˻ʳ̆̀˴˿˿ʳ˶̂̀̀̈́˼̇˼˸̆ʳ˴˿̂́˺ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ̅̂˴˷ʳ́˸̇̊̂̅˾ʿʳ˴́˷ ˼́˴˷˸̄̈˴̇˸ʳ˸́˹̂̅˶˸̀˸́̇ʳ˴́˷ʳ̀˸˷˼˶˴˿ʳ̆˸̅̉˼˶˸̆ʳ̀˸˴́̇ʳ̇˻˴̇ʳ˷̅˼̉˸̅ʳ˵˸˻˴̉˼̂̅ʳ̊˴̆ʳ̃̂̂̅ʳ˴́˷ʳ˼́˽̈̅˸˷ ̉˼˶̇˼̀̆ʳ˷˼˷ʳ́̂̇ʳ˺˸̇ʳ̇˻˸ʳ˸˴̅˿̌ʳ̀˸˷˼˶˴˿ʳ˴̇̇˸́̇˼̂́ʳ̇˻˸̌ʳ́˸˸˷˸˷ˁʳ˧˻˸̅˸ʳ̊˴̆ʳ˴ʳ˹̅˴˺̀˸́̇˴̇˼̂́ʳ̂˹ ̅˸̆̃̂́̆˼˵˼˿˼̇˼˸̆ʳ˴́˷ʳ˼́˴˷˸̄̈˴̇˸ʳ˾́̂̊˿˸˷˺˸ʳ˴́˷ʳ˸˹˹̂̅̇ʳ̇̂ʳ̇˴˶˾˿˸ʳ̇˻˸ʳ̃̅̂˵˿˸̀̆ʳ˹˴˶˼́˺ʳ̇˻˸ʳ˶̂̈́̇̅̌ˁ ˥̂˴˷ʳ˴˶˶˼˷˸́̇ʳ˷˸˴̇˻̆ʳ˼́˶̅˸˴̆˸˷ʳ̆̇˸˴˷˼˿̌ʳ̌˸˴̅ʳ˵̌ʳ̌˸˴̅ʳ˴́˷ʳ̃˸˴˾˸˷ʳ˼́ʳ˄ˌˌ˄ʿʳ̇˻˸ʳ̌˸˴̅ʳ˵˸˹̂̅˸ʳ̇˻˸ ̆̇˴̅̇ʳ̂˹ʳ̇˻˸ʳ˶̂̈́̇̅̌ϗ̆ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˔˶̇˼̂́ʳˣ˿˴́ˁ

2 THE DEVELOPMENT OF A ˷˸̉˸˿̂̃̀˸́̇̆ˁʳ ˙̈́˷̆ʳ̇̂ʳ˼́˼̇˼˴̇˸ʳ̂̅ʳ̆̈̃ˀ STRATEGY AND ROAD ̃̂̅̇ʿʳ˹̂̅ʳ˴ʳ˿˼̀˼̇˸˷ʳ̃˸̅˼̂˷ʳ̂́˿̌ʿʳ̆˸˿˸˶̇˸˷ SAFETY ACTION PLAN ˷˸̉˸˿̂̃̀˸́̇̆ʳ˴́˷ʳ˴˶̇˼̉˼̇˼˸̆ʳ̇˻˴̇ʳ̊̂̈˿˷ ˸̉˸́̇̈˴˿˿̌ʳ˵˸ʳ̇˴˾˸́ʳ̂̉˸̅ʳ˵̌ʳ̂̇˻˸̅ʳ˹̈́˷ˀ ˧˻˸ʳ˔̆˼˴́ʳ˗˸̉˸˿̂̃̀˸́̇ʳ˕˴́˾ʳʻ˔˗˕ʼʳ˴̃ˀ ˼́˺ˎ ̃̂˼́̇˸˷ʳ˴ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴˷̉˼̆̂̅ʳ̇̂ʳ˴̆̆˼̆̇ʳ̇˻˸ʳ˕˴́˾ ˆ ˼́̆̇˼̇̈̇˼̂́ʳ˵̈˼˿˷˼́˺ʳ˹̂̅ʳ̆˴˹˸̇̌ˁʳ˙̈́˷̆ʳ̇̂ ˴́˷ʳ̇˻˸ʳ˙˼˽˼ʳ˚̂̉˸̅́̀˸́̇ʳ̇̂ʳ˷˸̉˸˿̂̃ʳ˴ʳ̆̇̅˴̇˸˺̌ ˸́˶̂̈̅˴˺˸ʳ˴́˷ʳ̅˸˼́˹̂̅˶˸ʳ̇˻˸ʳ˷˸̉˸˿̂̃ˀ ˴́˷ʳ̇̂ʳ̂̉˸̅̆˸˸ʳ˼̀̃˿˸̀˸́̇˴̇˼̂́ʳ̂˹ʳ˴ʳ˥̂˴˷ʳ˦˴˹˸̇̌ ̀˸́̇ʳ̂˹ʳ˸̋˼̆̇˼́˺ʳ˙˼˽˼˴́ʳ̂̅˺˴́˼̍˴̇˼̂́̆ʳ˴́˷ ˔˶̇˼̂́ʳˣ˿˴́ˁʳ˧˻˸ʳ̃̈̅̃̂̆˸ʳ̂˹ʳ̇˻˸ʳ˔˶̇˼̂́ʳˣ˿˴́ ˼́̆̇˼̇̈̇˼̂́̆ʳ̇˻˴̇ʳ˶̂̈˿˷ʳ̀˴˾˸ʳ˴ʳ˿̂́˺ˀ̇˸̅̀ ̊˴̆ʳ̇̂ʳ˷˸̉˸˿̂̃ʳ˼́̆̇˼̇̈̇˼̂́˴˿ʳ˶˴̃˴˵˼˿˼̇̌ʳ̇̂ʳ˴˷ˀ ˶̂́̇̅˼˵̈̇˼̂́ʳ̇̂ʳ̆˴˹˸̇̌ʳ˵̌ʳ˴̆̆˼̆̇˼́˺ʳ̇˻˸̀ ˷̅˸̆̆ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̃̅̂˵˿˸̀̆ʳ˸˹˹˸˶̇˼̉˸˿̌ʳ˴́˷ʳ̇̂ ˼́ʳ˷˸̉˸˿̂̃˼́˺ʳ˴̃̃̅̂̃̅˼˴̇˸ʳ̂̅˺˴́˼̍˴̇˼̂́˴˿ ̂̉˸̅̆˸˸ʳ˼̀̃˿˸̀˸́̇˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ̀̂̆̇ʳ̈̅˺˸́̇ʳ˼̀ˀ ̆̇̅̈˶̇̈̅˸̆ʿʳ̊̂̅˾˼́˺ʳ̀˴́̈˴˿̆ʿʳ˶̂̈̅̆˸̆ʿ ̃̅̂̉˸̀˸́̇̆ʳ̂̉˸̅ʳ˴ʳ̇˻̅˸˸ˀʳ̇̂ʳ̇˻̅˸˸ˀ˴́˷ˀ˴ˀ˻˴˿˹ˀ ˴́˷ʳ̇̅˴˼́˼́˺ʳ̃̅̂˺̅˴̀̆ʳ̇̂ʳ̇˴˶˾˿˸ʳ̇˻˸ʳ̅̂˴˷ ̌˸˴̅ʳ̃˸̅˼̂˷ˁʳˣ˸̅˼̂˷˼˶ʳ˼́̃̈̇̆ʳ̊˸̅˸ʳ̃̅̂̉˼˷˸˷ʳ˵̌ ̆˴˹˸̇̌ʳ̃̅̂˵˿˸̀̆ʳ˼́ʳ˴́ʳ˸˹˹˼˶˼˸́̇ʳ̀˴́́˸̅ˎ ̂̇˻˸̅ʳ̆̃˸˶˼˴˿˼̆̇̆ʳ̊̂̅˾˼́˺ʳ̈́˷˸̅ʳ̇˻˸ʳ˷˼̅˸˶̇˼̂́ ˴́˷ ̂˹ʳ̇˻˸ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴˷̉˼̆̂̅ˁ ˇ ̆̇˴˹˹˼́˺ʳ˷˸̉˸˿̂̃̀˸́̇ʳ˴́˷ʳ̇˸˶˻́˼˶˴˿ʳ˴̆ˀ ̆˼̆̇˴́˶˸ˁʳ˙̈́˷̆ʳ˹̂̅ʳ̆̃˸˶˼˴˿˼̆̇ʳ̇̅˴˼́˼́˺ʳ̂˹ ˾˸̌ʳ̃˸̅̆̂́́˸˿ʳ̆̂ʳ̇˻˴̇ʳ˼́ʳ˷̈˸ʳ˶̂̈̅̆˸ʳ̇˻˸ 3 IMPROVEMENTS ̊˼˷˸̅ʳ̆˴˹˸̇̌ʳ˼̀̃̅̂̉˸̀˸́̇̆ʳ́˸˶˸̆̆˴̅̌ IMPLEMENTED ˶̂̈˿˷ʳ˵˸ʳ˼̀̃˿˸̀˸́̇˸˷ʳ˼́ʳ˙˼˽˼ʳ˵̌ʳ˴˷ˀ ˸̄̈˴̇˸˿̌ʳ̇̅˴˼́˸˷ʳ˴́˷ʳ̆˾˼˿˿˸˷ʳ˿̂˶˴˿ʳ̃̅̂˹˸̆ˀ ˧˻˸ʳ˼̀̃̅̂̉˸̀˸́̇̆ʳ˼̀̃˿˸̀˸́̇˸˷ʳ˶̂̉˸̅˸˷ʳ˴˿˿ ̆˼̂́˴˿̆ˎʳ˹̂̅ʳ̇˻˸ʳ˼́̇˸̅˼̀ʳ̃˸̅˼̂˷ʳ̊˻˸́ʳ̆̃˸ˀ ̀˴˽̂̅ʳ̆˸˶̇̂̅̆ʳ̅˸˿˴̇˸˷ʳ̇̂ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴́˷ʳ̇˻˸ʳ˼́ˀ ˶˼˴˿˼̆̇ʳ˶̂́̆̈˿̇˴́˶̌ʳ˴̆̆˼̆̇˴́˶˸ʳ̊̂̈˿˷ʳ˵˸ ˷˼̉˼˷̈˴˿ʳ˶̂̈́̇˸̅̀˸˴̆̈̅˸̆ʳ̊˸̅˸ʳ̃˻˴̆˸˷ʳ̇̂ʳ˸́ˀ ̅˸̄̈˼̅˸˷ʳ̇̂ʳ˴̆̆˼̆̇ʳ˼́ʳ̃˿˴́́˼́˺ʳ˴́˷ʳ˼̀̃˿˸ˀ ̆̈̅˸ʳ̀˴̋˼̀̈̀ʳ˸˹˹˸˶̇ˁʳ˔́ʳ˔˶̇˼̂́ʳˣ˿˴́ʳ̊˴̆ʳ˷˸ˀ ̀˸́̇˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ˾˸̌ʳ̆̇̅˴̇˸˺˼˶ʳ˼̀̃̅̂̉˸ˀ ̉˼̆˸˷ʳ̇̂ʳ̀˴˾˸ʳ˵˸̆̇ʳ̈̆˸ʳ̂˹ʳ̇˻˸ʳ˨˦ʷˆʳ̀˼˿˿˼̂́ ̀˸́̇̆ˎʳ˴́˷ʳ̇˻˸ʳ̇̅˴˼́˼́˺ʳ̂˹ʳ˿̂˶˴˿ʳ̆̇˴˹˹ ˵̈˷˺˸̇ʳ˹̂̅ʳ̇˻˸ʳˣ˿˴́ˁʳ˧˻˸ʳ̆̇̅˴̇˸˺̌ʳ˴˷̂̃̇˸˷ʳ̊˴̆ ̇˻̅̂̈˺˻ʳ˷˸̀̂́̆̇̅˴̇˼̂́ʳ̃̅̂˽˸˶̇̆ˁ ˴̆ʳ˹̂˿˿̂̊̆ˍ ˧˻˸ʳ˹̂˿˿̂̊˼́˺ʳ̃˴˺˸̆ʳ̂̈̇˿˼́˸ʳ̇˻˸ʳ˴˶̇˼̉˼̇˼˸̆ ˄ ˶̂̀̃˿˸̇˸ʳ˹̈́˷˼́˺ʳ̂˹ʳ˾˸̌ʳ̆̇̅˴̇˸˺˼˶ʳ˼̀ˀ ̈́˷˸̅̇˴˾˸́ʳ˴̆ʳ̃˴̅̇ʳ̂˹ʳ̇˻˸ʳ˙˼˽˼ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˔˶ˀ ̃̅̂̉˸̀˸́̇̆ʳ́˸˸˷˸˷ʳ˼́ʳ̂̅˷˸̅ʳ̇̂ʳ˶˴̅̅̌ʳ̂̈̇ ̇˼̂́ʳˣ˿˴́ʳ˴́˷ʳ̇˻˸ʳ˹̅˴̀˸̊̂̅˾ʳ̈̆˸˷ʳ˼́ʳ̀̂́˼̇̂̅˼́˺ ̂̇˻˸̅ʳ˴˶̇˼̉˼̇˼˸̆ʳʻ˹̂̅ʳ˸̋˴̀̃˿˸ʳ˴́ʳ˼̀̃̅̂̉˸˷ ˼̀̃˿˸̀˸́̇˴̇˼̂́ʳ̂˹ʳ̇˻˸ʳ˔˶̇˼̂́ʳˣ˿˴́ʳ˼̆ʳ̃̅˸̆˸́̇˸˷ ˴˶˶˼˷˸́̇ʳ˷˴̇˴ʳ̆̌̆̇˸̀ʼˎ ˴̇ʳ̇˻˸ʳ˸́˷ʳ̂˹ʳ̇˻˼̆ʳ˔̃̃˸́˷˼̋ˁ ˅ Ϙ̆˸˸˷ϙʳ̀̂́˸̌ʳ̇̂ʳ˸́˶̂̈̅˴˺˸ʳ˷˸̆˼̅˴˵˿˸

App. C - 1 ROAD SAFETY GUIDELINES APPENDIX C

4 FIJI ROAD SAFETY ˸̆̇˴˵˿˼̆˻ʳ˴́ʳˡ˥˦˖ʳ̊˼̇˻ʳ̆̇˴̇̈̇̂̅̌ʳ̃̂̊˸̅̆ ACTION PLAN ̇̂ʳ̂̉˸̅̆˸˸ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼̀̃̅̂̉˸̀˸́̇ˁʳ˔ ˵̈˼˿˷˼́˺ʳ̊˴̆ʳ̃̅̂̉˼˷˸˷ʳ̇̂ʳ˶̅˸˴̇˸ʳ˴́ʳˡ˥˦˖ ˻˸˴˷̄̈˴̅̇˸̅̆ʳ˴́˷ʳ˹̂̈̅ʳ̉˸˻˼˶˿˸̆ʳ̊˸̅˸ ˧˻˸ʳ˹̂˶̈̆ʳ˴́˷ʳ̆̇̅˴̇˸˺̌ʳ̂˹ʳ̇˻˸ʳ˔˶̇˼̂́ʳˣ˿˴́ ̃̅̂̉˼˷˸˷ʳ̇̂ʳ̂̃˸̅˴̇˸ʳ˴̆ʳ̀̂˵˼˿˸ʳ̃̈˵˿˼˶˼̇̌ ̊˴̆ʳ˴̆ʳ˹̂˿˿̂̊̆ˍʳ˼́˼̇˼˴̇˸ʳ̇˻˸ʳ̀̂̆̇ʳ̈̅˺˸́̇ʳ˼̀̃̅̂̉˸ˀ ˸̋˻˼˵˼̇˼̂́̆ˁʳ˩˼˷˸̂̆ʿʳ̂̉˸̅˻˸˴˷ʳ̃̅̂˽˸˶̇̂̅̆ʿ ̀˸́̇̆ˎʳ̇˴˶˾˿˸ʳ̃̅̂˵˿˸̀̆ʳ̊˻˸̅˸ʳ̇˻˸̅˸ʳ̊˸̅˸ʳ˾́̂̊́ ˴́˷ʳ ̂̇˻˸̅ʳ ̇̅˴˼́˼́˺ʳ ˸̄̈˼̃̀˸́̇ʳ ̊˸̅˸ ˴́˷ʳ ˸˹˹˸˶̇˼̉˸ʳ ̆̂˿̈̇˼̂́̆ʳ ˴̉˴˼˿˴˵˿˸ˎʳ ˴́˷ʳ ̇̂ ̃̅̂̉˼˷˸˷ʳ̇̂ʳ˴̆̆˼̆̇ʳ˼́ʳ˶˴̅̅̌˼́˺ʳ̂̈̇ʳ˸˷̈˶˴ˀ ˷˸̉˸˿̂̃ʳ˴́˷ʳ̇̅˴˼́ʳ˿̂˶˴˿ʳ̃̅̂˹˸̆̆˼̂́˴˿̆ʳ˼́ʳ̇˻˸ʳ˾˸̌ ̇˼̂́ʳ ˴́˷ʳ̃̈˵˿˼˶˼̇̌ʿʳ˴́˷ʳ ̅̂˴˷ʳ ̆˴˹˸̇̌ ˼́̆̇˼̇̈̇˼̂́̆ʳ̆̂ʳ̇˻˴̇ʳ̇˻˸̌ʳ˶̂̈˿˷ʳ̀̂̅˸ʳ˸˹˹˸˶̇˼̉˸˿̌ ̀˴̇˸̅˼˴˿̆ʳ̊˸̅˸ʳ̃̅̂˷̈˶˸˷ʳ̇̂ʳ̅˴˼̆˸ʳ̃̈˵˿˼˶ ˼̀̃˿˸̀˸́̇ʳ̇˻˸ʳ̊˼˷˸̅ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼̀̃̅̂̉˸̀˸́̇ ˴̊˴̅˸́˸̆̆ˁʳ˙̈́˷˼́˺ʳ̀˸˶˻˴́˼̆̀̆ʳ̊˸̅˸ ̃̅̂˺̅˴̀ʳ́˸˸˷˸˷ʳ˼́ʳ˙˼˽˼ˁ ˼́˶˿̈˷˸˷ʳ˼́ʳ̇˻˸ʳ˿˸˺˼̆˿˴̇˼̂́ʳ̆̂ʳ̇˻˴̇ʳ˴ʳ˿˸̉̌ ˧˻˸ʳ̃̅̂˽˸˶̇ʳ̊˴̆ʳ˵̅̂˾˸́ʳ˷̂̊́ʳ˼́̇̂ʳ̇̊̂ ̂˹ʳ˄˃ʳ̃˸̅˶˸́̇ʳ̊˴̆ʳ̇̂ʳ˵˸ʳ˴̃̃˿˼˸˷ʳ̇̂ʳ˴˿˿ʳ̇˻˼̅˷ ̃˻˴̆˸̆ʳ̊˼̇˻ʳ̇˻˸ʳ˹̂̈̅ʳ̀̂̆̇ʳ̈̅˺˸́̇ʳ̃̅̂˽˸˶̇̆ʳʻ˄ˀˇ ̃˴̅̇̌ʳ˼́̆̈̅˴́˶˸ʳ̃̂˿˼˶˼˸̆ʳ̇̂ʳ˵˸ʳ˻˴́˷˸˷ ˵˸˿̂̊ʼʳ̈́˷˸̅̇˴˾˸́ʳ˹̅̂̀ʳ̇˻˸ʳ̆̇˴̅̇ʳ˴́˷ʳ̇˻˸ʳ̆˸˶ˀ ̂̉˸̅ʳ̇̂ʳ̇˻˸ʳ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ˁʳ˦̂̀˸ʳ̆̇˴˹˹ ̂́˷ʳ̆˸̇ʳ̂˹ʳ̃̅̂˽˸˶̇̆ʳ˵̅̂̈˺˻̇ʳ˼́̇̂ʳ̃˿˴̌ʳ˷̈̅˼́˺ ̊˸̅˸ʳ ̆˸˶̂́˷˸˷ʳ ˹̅̂̀ʳ ̂̇˻˸̅ʳ ̀˸̀˵˸̅ ̇˻˸ʳ̆˸˶̂́˷ʳ̃˻˴̆˸ʳ̂˹ʳ̇˻˸ʳ˔˶̇˼̂́ʳˣ˿˴́ˁʳ˧˻˸ ˴˺˸́˶˼˸̆ʳ̂˹ʳ̇˻˸ʳˡ˥˦˖ʳ˴́˷ʳ̂̇˻˸̅ʳ̆̇˴˹˹ʿ ̆˸˶̇̂̅̆ʳ˴˷˷̅˸̆̆˸˷ʳ˴́˷ʳ̇˻˸ʳ˼̀̃̅̂̉˸̀˸́̇̆ʳ˼̀ˀ ̆̈˶˻ʳ˴̆ʳ̇˻˸ʳ˸̋˸˶̈̇˼̉˸ʳ˷˼̅˸˶̇̂̅ʳ˴́˷ʳ̆˸̉ˀ ̃˿˸̀˸́̇˸˷ʳ˴̅˸ʳ˷˸̇˴˼˿˸˷ʳ˵˸˿̂̊ˁ ˸̅˴˿ʳ̇˸˶˻́˼˶˴˿ʳ̆̇˴˹˹ʿʳ̊˸̅˸ʳ˻˼̅˸˷ʳ˷˼̅˸˶̇˿̌ ˵̌ʳ̇˻˸ʳˡ˥˦˖ʳ̇̂ʳ˶˴̅̅̌ʳ̂̈̇ʳ̇˻˸ʳ̆˸˶̅˸̇˴̅˼˴̇ ˄ˁ ˔˶˶˼˷˸́̇ʳ˷˴̇˴ʳ̆̌̆̇˸̀ˁʳ˧˻˸ʳ˸̋˼̆̇˼́˺ʳ˷˴̇˴ ˹̈́˶̇˼̂́ʳ̂˹ʳ̇˻˸ʳ˖̂̈́˶˼˿ˁʳ˧˻˸ʳ˖̂̈́˶˼˿ʳ˼̆ ̆̌̆̇˸̀ʳ̊˴̆ʳ̃̂̂̅ʳ˴́˷ʳ˴˿˿̂̊˸˷ʳ̂́˿̌ʳ˿˼̀˼̇˸˷ ́̂̊ʳ˹̈˿˿̌ʳ˴˶̇˼̉˸ʳ˴́˷ʳ˶˴̅̅̌˼́˺ʳ̂̈̇ʳ̃̈˵˿˼˶ˀ ̀˴́̈˴˿ʳ˴́˴˿̌̆˼̆ʳ̇̂ʳ˵˸ʳ̈́˷˸̅̇˴˾˸́ʿʳ̊˻˼˶˻ ˼̇̌ʳ˴́˷ʳ˸˷̈˶˴̇˼̂́ʳ˴˶̇˼̉˼̇˼˸̆ʳ˴˿˿ʳ̂̉˸̅ʳ˙˼˽˼ ˺˴̉˸ʳ˿˼̇̇˿˸ʳ̂̅ʳ́̂ʳ̈́˷˸̅̆̇˴́˷˼́˺ʳ̂˹ʳ̇˻˸ ̇˻̅̂̈˺˻ʳ˴ʳ́˸̇̊̂̅˾ʳ̂˹ʳ˿̂˶˴˿ʳ˷˼̉˼̆˼̂́˴˿ ˶˻˴̅˴˶̇˸̅˼̆̇˼˶̆ʳ˴́˷ʳ́˴̇̈̅˸ʳ̂˹ʳ̇˻˸ʳ̅̂˴˷ ˶̂̈́˶˼˿̆ʿʳ˴́˷ʳ˸̉˸́ʳʻ˼́ʳ̆̂̀˸ʳ˶˴̆˸̆ʼʳ̀̈ˀ ̆˴˹˸̇̌ʳ̃̅̂˵˿˸̀ʳ˼́ʳ˙˼˽˼ˁʳ˔ʳ́˸̊ʳ˴˶˶˼˷˸́̇ʳ˷˴̇˴ ́˼˶˼̃˴˿ʳ˶̂̈́˶˼˿̆ˁ ˹̂̅̀ʳ̊˴̆ʳ˷˸̉˸˿̂̃˸˷ʳ˴́˷ʳ˼́̇̅̂˷̈˶˸˷ʳ́˴ˀ ˆˁ ˜́˹̅˴̆̇̅̈˶̇̈̅˸ʳ˜̀̃̅̂̉˸̀˸́̇̆ˁʳ˔ʳ̆̀˴˿˿ ̇˼̂́˴˿˿̌ʳ˴˹̇˸̅ʳ̃˼˿̂̇ʳ̇˸̆̇˼́˺ˁʳ˔ʳ́˸̊ʳ̀˼˶̅̂ˀ ˧̅˴˹˹˼˶ʳ˴́˷ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˨́˼̇ʳ̊˴̆ʳ˸̆̇˴˵ˀ ˶̂̀̃̈̇˸̅ˀ˵˴̆˸˷ʳ˴˶˶˼˷˸́̇ʳ˷˴̇˴ʳ̆̇̂̅˴˺˸ʿʳ̅˸ˀ ˿˼̆˻˸˷ʳ˼́ʳ̇˻˸ʳ̃̈˵˿˼˶ʳ̊̂̅˾̆ʳ˷˸̃˴̅̇̀˸́̇ʳ˴́˷ ̇̅˼˸̉˴˿ʿʳ˴́˷ʳ˴́˴˿̌̆˼̆ʳ̆̌̆̇˸̀ʳʻˠ˼˶̅̂˶̂̀ˀ ̇˻˸ʳ̆̇˴˹˹ʳ̇̅˴˼́˸˷ʳ˼́ʳ˶˴̅̅̌˼́˺ʳ̂̈̇ʳ˴˶˶˼˷˸́̇ ̃̈̇˸̅ʳ ˔˶˶˼˷˸́̇ʳ ˔́˴˿̌̆˼̆ʳ ˣ˴˶˾˴˺˸ ̃̅˸̉˸́̇˼̂́ʳ˴́˷ʳ˴˶˶˼˷˸́̇ʳ̅˸˷̈˶̇˼̂́ˁʳ˔˶ˀ ˮˠ˔˔ˣ˰ʳˈʳ˹̅̂̀ʳ˧̅˴́̆̃̂̅̇ʳ˥˸̆˸˴̅˶˻ʳ˟˴˵̂ˀ ˶˼˷˸́̇ʳ̃̅˸̉˸́̇˼̂́ʳ˴˶̇˼̉˼̇˼˸̆ʳ˼́˶˿̈˷˸˷ʳ̇˻˸ ̅˴̇̂̅̌ʳˮ˧˥˟˰ʿʳ˨́˼̇˸˷ʳ˞˼́˺˷̂̀ʳˮ˨˞˰ʼʳ̊˴̆ ˼́̇̅̂˷̈˶̇˼̂́ʳ̂˹ʳ̆˴˹˸̇̌ʳ˴̈˷˼̇̆ʿʳ˼̀̃̅̂̉˸˷ ˸̆̇˴˵˿˼̆˻˸˷ʳ˴̇ʳ̃̂˿˼˶˸ʳ˻˸˴˷̄̈˴̅̇˸̅̆ʳ˴́˷ʳ˴ ˴˶˶˸̆̆ʳ˴́˷ʳ˷˸̉˸˿̂̃̀˸́̇ʳ˶̂́̇̅̂˿̆ʿʳ˴́˷ ̃̂˿˼˶˸ʳ˴˶˶˼˷˸́̇ʳ̈́˼̇ʳ̇̅˴˼́˸˷ʳ̇̂ʳ̂̃˸̅˴̇˸ʳ˴˿˿ ̇̅˴˼́˼́˺ʳ̂˹ʳ̇˻˸ʳ̈́˼̇ʳ˼́ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˼̆̆̈˸̆ˁ ˴̆̃˸˶̇̆ʳ̂˹ʳ̇˻˸ʳ̆̌̆̇˸̀ˁʳ˧˻˸ʳˣ̂˿˼˶˸ʳ˔˶˶˼˷˸́̇ ˧˻˸ʳ ˴˶˶˼˷˸́̇ʳ̅˸˷̈˶̇˼̂́ʳ˴˶̇˼̉˼̇˼˸̆ʳ˼́ˀ ˨́˼̇ʳʻˣ˔˨ʼʳ˼̆ʳ́̂̊ʳ̂̃˸̅˴̇˼́˺ʳ˼́˷˸̃˸́˷ˀ ˶˿̈˷˸˷ʳ˼˷˸́̇˼˹˼˶˴̇˼̂́ʳ˴́˷ʳ˸˿˼̀˼́˴̇˼̂́ʳ̂˹ ˸́̇˿̌ʳ˴́˷ʳ̃̅̂̉˼˷˼́˺ʳ̇˻˸ʳ˴́́̈˴˿ʳ̆̇˴̇˼̆̇˼˶̆ ̅˸̃̂̅̇̆ʳ̇̂ʳ˴˿˿ʳ˾˸̌ʳ˴˺˸́˶˼˸̆ʳ̆̂ʳ̇˻˴̇ʳ˴̃̃̅̂ˀ ̃̅˼˴̇˸ʳ˶̂̈́̇˸̅̀˸˴̆̈̅˸̆ʳ˶˴́ʳ˵˸ʳ˷̅˴̊́ʳ̈̃ ˼́ʳ˸˴˶˻ʳ̆˸˶̇̂̅ˁ ˅ˁ ˡ˴̇˼̂́˴˿ʳ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ʳʻˡ˥˦˖ʼˁ ˟˸˺˼̆˿˴̇˼̂́ʳ̊˴̆ʳ˷˸̉˸˿̂̃˸˷ʳ˴́˷ʳ̃˴̆̆˸˷ʳ̇̂ Plate 1 (left): Road marking to improve safety.

Plate 2 (right): Police accident unit staff. ROAD SAFETY GUIDELINES App. C - 2 APPENDIX C

̇˻˸ʳ̊̂̅̆̇ʳ˴˶˶˼˷˸́̇ʳ˵˿˴˶˾ʳ̆̃̂̇̆ʿʳ̇˻˸ʳ˼̀ˀ ̆̇̅̈˶̇˸˷ʳ˼́ʳ̇˻˸ʳ̈̆˸ʳ̂˹ʳ̅˴˷˴̅ʿʳ̆̃˸˸˷ʳ˷˸̇˸˶ˀ ̃˿˸̀˸́̇˴̇˼̂́ʳ̂˹ʳ̅̂̈̇˸ʳ˴˶̇˼̂́ʳ̃˿˴́̆ʳ˴́˷ ̇̂̅̆ʿʳ˴́˷ʳ˴˿˶̂˻̂˿ʳ̇˸̆̇˼́˺ʳ˷˸̉˼˶˸̆ʿʳ˴́˷ʳ˴ ̀˴̆̆ʳ˴˶̇˼̂́ʳ̃˿˴́̆ʿʳ˴́˷ʳ̇˻˸ʳ˷˸̉˸˿̂̃̀˸́̇ ́̈̀˵˸̅ʳ̂˹ʳ̃̅˴˶̇˼˶˴˿ʳ˸̋˸̅˶˼̆˸̆ʳ̊˸̅˸ʳ̈́ˀ ̂˹ʳ̇̅˴˹˹˼˶ʳ̀˴́˴˺˸̀˸́̇ʳ̆˶˻˸̀˸̆ʳ˹̂̅ʳ̇˻˸ ˷˸̅̇˴˾˸́ʳ̇̂ʳ̇̅˴˼́ʳ̇˻˸̀ʳ˼́ʳ˶˴̅̅̌˼́˺ʳ̂̈̇ ̀˴˼́ʳ̇̂̊́̆ʳ˴́˷ʳ̈̅˵˴́ʳ˴̅˸˴̆ʳ˼́ʳ˙˼˽˼ˁʳ˚̈˼˷˸ˀ ̂̃˸̅˴̇˼̂́̆ʳ̂́ʳ˷̅̈́˾ˀ˷̅˼̉˼́˺ʿʳ̅̂˴˷ʳ̊̂̅ˀ ˿˼́˸̆ʳ˴́˷ʳ̃̅̂˶˸˷̈̅˸ʳ̀˴́̈˴˿̆ʳ˻˴̉˸ʳ˵˸˸́ ̇˻˼́˸̆̆ʳ˶˻˸˶˾˼́˺ʿʳ˴́˷ʳ̆̃˸˸˷ʳ˷˸̇˸˶̇˼̂́ˁ ̃̅˸̃˴̅˸˷ʳ˹̂̅ʳ̇˻˸ʳ˨́˼̇ʿʳ̊˻˼˶˻ʳ˼̆ʿʳ̊˼̇˻ʳ˼̇̆ ˧̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ̊˸̅˸ʳ˴˿̆̂ʳ̃̅̂̉˼˷˸˷ʳ̊˼̇˻ ̇˻̅˸˸ʳ˙˼˽˼˴́ʳ˸́˺˼́˸˸̅̆ʿʳ̂̃˸̅˴̇˼́˺ʳ˼́˷˸ˀ ̆̃˸˶˼˴˿˼̆̇ʳ̅˸̆˶̈˸ʳ˸̄̈˼̃̀˸́̇ʳ˹̂̅ʳ˶̈̇̇˼́˺ ̃˸́˷˸́̇˿̌ʳ˴́˷ʳ˴˵˿˸ʳ̇̂ʳ˶˴̅̅̌ʳ̂̈̇ʳ˴́ʳ˸˹˹˸˶ˀ ̉˸˻˼˶˿˸̆ʳ ˴́˷ʳ ̅˸̆˶̈˼́˺ʳ ̉˼˶̇˼̀̆ʿʳ ˴́˷ ̇˼̉˸ʳ˴˶˶˼˷˸́̇ʳ̃̅˸̉˸́̇˼̂́ʳ˴́˷ʳ˴˶˶˼˷˸́̇ ̇̅˴˼́˸˷ʳ˼́ʳ̇˻˸ʳ̈̆˸ʳ̂˹ʳ̇˻˼̆ʳ˸̄̈˼̃̀˸́̇ˁʳ˧˻˸ Plate 3 (below): ̅˸˷̈˶̇˼̂́ʳ̃̅̂˺̅˴̀ʿʳ˴́˷ʳ̃̅̂̉˼˷˸ʳ˴˷̉˼˶˸ ́˸̇ʳ̅˸̆̈˿̇ʳ˼̆ʳ̇˻˴̇ʳ̇˻˸̅˸ʳ˼̆ʳ́̂̊ʳ˴ʳ̅˸˴̆̂́ˀ Police spot checks on ̂́ʳ̇˻˸̆˸ʳ˴˶̇˼̉˼̇˼˸̆ʳ̇̂ʳ̂̇˻˸̅ʳ˸́˺˼́˸˸̅̆ʳ˼́ ˴˵˿̌ʳ˸˹˹˸˶̇˼̉˸ʳ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˸́˹̂̅˶˸̀˸́̇ drink-driving. ˷˼̉˼̆˼̂́̆ʳ˴́˷ʳ̀̈́˼˶˼̃˴˿˼̇˼˸̆ˁ ˶˴̃˴˵˼˿˼̇̌ʳ˴˿̂́˺ʳ̇˻˸ʳ̀˴˽̂̅ʳ́˴̇˼̂́˴˿ʳ̅̂˴˷̆ ˇˁ ˧̅˴˹˹˼˶ʳ˟˴̊ʳ˘́˹̂̅˶˸̀˸́̇ˁʳ˜́ʳ̇˻˼̆ʳ˴̅˸˴ʿ ˼́ʳ˙˼˽˼ˁʳ˧˻˸ʳ̃̂˿˼˶˸ʳ˴̅˸ʳ˶˴̃˴˵˿˸ʳ̂˹ʳ̇̅˴˹˹˼˶ Plate 4 (bottom): ˶̂́̆˼˷˸̅˴˵˿˸ʳ˴̆̆˼̆̇˴́˶˸ʳ̊˴̆ʳ˺˼̉˸́ʳ̇̂ʳ˸̆ˀ ˿˴̊ʳ˸́˹̂̅˶˸̀˸́̇ʳ˴́˷ʳ˴̅˸ʳ˴˵˿˸ʳ̇̂ʳ̃̅̂̉˼˷˸ Safety of schoolchildren. ̇˴˵˿˼̆˻ʳ˴ʳ˛˼˺˻̊˴̌ʳˣ˴̇̅̂˿ʳ˴˿̂́˺ʳ̇˻˸ʳ̀˴˽̂̅ ˴ʳ̅˸̆˶̈˸ʳ˶˴̃˴˵˼˿˼̇̌ʳ˴˿̆̂ˁ ̅̂˴˷ʳ́˸̇̊̂̅˾ʳ˴́˷ʳ̇̂ʳ˸̆̇˴˵˿˼̆˻ʳ˴ʳ̇̅˴˹˹˼˶ ˈ ˧̅˴˹˹˼˶ʳ˟˸˺˼̆˿˴̇˼̂́ˁʳ˔̆ʳ̃˴̅̇ʳ̂˹ʳ̇˻˸ʳ˔˶ˀ Plate 5 (right): ̃̂˿˼˶˸ʳ ˶̂̈̅̆˸ʳ ˴̇ʳ ̇˻˸ʳˣ̂˿˼˶˸ʳ˧̅˴˼́˼́˺ ̇˼̂́ʳˣ˿˴́ʿʳ̇˻˸ʳ˸̋˼̆̇˼́˺ʳ̇̅˴˹˹˼˶ʳ˴˶̇ʳ̊˴̆ʳ̅˸ˀ Overloaded crane truck. ˖̂˿˿˸˺˸ˁʳˣ̂˿˼˶˸ʳ̃˸̅̆̂́́˸˿ʳ̊˸̅˸ʳ˴˿̆̂ʳ˼́ˀ ̉˼̆˸˷ʳ˴́˷ʳ˴ʳ˷̅˴˹̇ʳ˴˶̇ʳ̃̅˸̃˴̅˸˷ˁʳ˜̇ʳ˼̆ʳ́̂̊ ˴̊˴˼̇˼́˺ʳ˹̂̅̀˴˿ʳ˴̃̃̅̂̉˴˿ʳ˵̌ʳˣ˴̅˿˼˴̀˸́̇ˁ ˧˻˼̆ʿʳ˴̀̂́˺ʳ̂̇˻˸̅ʳ˼̆̆̈˸̆ʿʳ˴˷˷̅˸̆̆˸̆ ˺̅̂̆̆ʳ̂̉˸̅˿̂˴˷˼́˺ʳ˴́˷ʳ˻̂̊ʳ̇̂ʳ˷˸̇˸̅ʳ̇˻˼̆ ˴˶̇˼̉˼̇̌ʳ˴́˷ʳ˸́˹̂̅˶˸ʳ˶̂̀̃˿˼˴́˶˸ʳ̈̆˼́˺ ̀̂˵˼˿˸ʳ̊˸˼˺˻˵̅˼˷˺˸̆ˁ ˉ ˖˻˼˿˷ʳ˧̅˴˹˹˼˶ʳ˘˷̈˶˴̇˼̂́ˁʳ˔ʳ́̈̀˵˸̅ʳ̂˹ ˼̀̃̂̅̇˴́̇ʳ˸˷̈˶˴̇˼̂́˴˿ʳ̃̅̂˽˸˶̇̆ʳ̊˴̆ʳ˼́˼̇˼ˀ ˴̇˸˷ʳ˵̌ʳ̇˻˸ʳ˶˻˼˿˷ʳ˸˷̈˶˴̇˼̂́ʳ̆̃˸˶˼˴˿˼̆̇ˁ ˧˻˸ʳ̃̅̂˽˸˶̇̆ʳ˼́˶˿̈˷˸˷ʳ ˴ʳ̅̂˴˷ʳ̆˴˹˸̇̌ ̇˻˸˴̇˸̅ʳ̃̅̂˷̈˶̇˼̂́ʳ̇̂ʳ̉˼̆˼̇ʳ̆˶˻̂̂˿̆ʿʳ̈́˼ˀ ̉˸̅̆˼̇̌ʳ̅˸̆˸˴̅˶˻ʳ˼́̇̂ʳ̅̂˴˷ʳ̆˾˼˿˿̆ʳ̇̅˴˼́˼́˺ ̃̅̂˺̅˴̀̆ʳ˹̂̅ʳ˶˻˼˿˷̅˸́ʿʳ̇˻˸ʳ̃̅˼́̇˼́˺ʳ˴́˷ ˷˼̆̇̅˼˵̈̇˼̂́ʳ̂˹ʳ˺̈˼˷˸˿˼́˸̆ʳ˹̂̅ʳ̇˸˴˶˻˸̅̆ʳ̆̂ ̇˻˴̇ʳ˸̉˸̅̌ʳ̇˸˴˶˻˸̅ʳ̊̂̈˿˷ʳ˻˴̉˸ʳ̆̂̀˸ ˾́̂̊˿˸˷˺˸ʳ ˴˵̂̈̇ʳ ̇˸˴˶˻˼́˺ʳ̆˴˹˸̇̌ʳ ̇̂ ̌̂̈́˺ʳ˶˻˼˿˷̅˸́ʿʳ˷˸̉˸˿̂̃̀˸́̇ʳ˴́˷ʳ̃̅˼́̇ˀ ˼́˺ʳ̂˹ʳ˴ʳ̅̂˴˷ʳ˶̂˷˸ʳ˴́˷ʳ˿˸˴˹˿˸̇̆ʳ̂́ʳ˿˸̆ˀ ̆̂́̆ʳ˹̂̅ʳ˿˼˹˸ʳ˹̂̅ʳ̃˴̅˸́̇̆ʳ̆̂ʳ̇˻˴̇ʳ̇˻˸̌ʳ˶̂̈˿˷ ˵˸ʳ˼́̉̂˿̉˸˷ʳ˼́ʳ̇˸˴˶˻˼́˺ʳ˶˻˼˿˷̅˸́ʿʳ˴́˷ ˷˸̉˸˿̂̃̀˸́̇ʳ˴́˷ʳ̃̅˼́̇˼́˺ʳ̂˹ʳ̆̃˸˶˼˴˿ ̆˶˻̂̂˿ʳ̀˴̇˸̅˼˴˿̆ʳ˵˴̆˸˷ʳ̂́ʳ˴ʳ˶˻˴̅˴˶̇˸̅ ʻ̇˻˸ʳϘ˥̂˴˷ʳ˥˴́˺˸̅ϙʼˁʳ˧˻˸ʳ˴˷̉˼̆̂̅ʳ˴˿̆̂ ̇̅˴˼́˸˷ʳ˴ʳ˶̂̈́̇˸̅̃˴̅̇ʳ˼́ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˸˷̈ˀ ˶˴̇˼̂́ʳ̂˹˹˼˶˸̅ʳ˴́˷ʳ̊̂̅˾˼́˺ʳ̊˼̇˻ʳ˻˼̀ʳ˴́˷

App. C - 3 ROAD SAFETY GUIDELINES APPENDIX C

̇̅˴˼́˼́˺ʳ̂́ʳ̇˻˸ʳ́˸̊ʳ̀˴́̈˴˿ʳ˴́˷ʳ̃̅̂˶˸˷̈̅˸̆ʿ ˴́˷ʿʳ˼́ʳ˴˷˷˼̇˼̂́ʿʳ̇˻˸ʳ̆̃˸˶˼˴˿˼̆̇ʳ˴˷̉˼̆̂̅ʳ̊̂̅˾˸˷ ˶˿̂̆˸˿̌ʳ̊˼̇˻ʳ̇˻˸ʳ˿̂˶˴˿ʳ̆̃˸˶˼˴˿˼̆̇̆ʳ˼́ʳ˷˸̉˸˿̂̃˼́˺ ˴ʳ˷˸˹˸́̆˼̉˸ʳ˷̅˼̉˼́˺ʳ˶̂̈̅̆˸ʳ̆̈˼̇˴˵˿˸ʳ˹̂̅ʳ˙˼˽˼ˁʳ˔ ˗˸˹˸́̆˼̉˸ʳ˗̅˼̉˼́˺ʳ˜́̆̇̅̈˶̇̂̅ʳ˖̂̈̅̆˸ʳ̊˴̆ʳ˴˿̆̂ ˷˸̉˸˿̂̃˸˷ʳ˴́˷ʳ˴ʳ˿˴̅˺˸ʳ́̈̀˵˸̅ʳ̂˹ʳ˙˼˽˼˴́ʳ˼́̆̇̅̈˶ˀ ̇̂̅̆ʳ̊˴̆ʳ̇̅˴˼́˸˷ˁʳ˧˻˸ʳ˶̂̈̅̆˸ʳ˻˴̆ʳ˵˸˸́ʳ˼́̆̇˼̇̈ˀ ̇˼̂́˴˿˼̍˸˷ʳ˴́˷ʳ˼̆ʳ́̂̊ʳ˴̉˴˼˿˴˵˿˸ʳ˹̅̂̀ʳ̇˻˸ʳ˙˼˽˼ ˡ˴̇˼̂́˴˿ʳ˧̅˴˼́˼́˺ʳ˖̂̈́˶˼˿ʿʳ̊˻˼˶˻ʳ˻˴̆ʳ˴ʳ̃̂̂˿ ̂˹ʳ˴˵̂̈̇ʳ˅˃ʳ˹̈˿˿̌ʳ̇̅˴˼́˸˷ʳ˷˸˹˸́̆˼̉˸ʳ˷̅˼̉˸̅ʳ˼́ˀ ̆̇̅̈˶̇̂̅̆ʳ˹̅̂̀ʳ̊˻˼˶˻ʳ̇˻˸ʳ˖̂̈́˶˼˿ʳ̊˼˿˿ʳ˵˸ʳ˴˵˿˸ ̇̂ʳ˷̅˴̊ʳ̇̂ʳ˶̂́˷̈˶̇ʳ˶̂̈̅̆˸̆ʳ˼́ʳ̇˻˸ʳ˹̈̇̈̅˸ˁ

ˋ ˩˸˻˼˶˿˸ʳ˜́̆̃˸˶̇˼̂́ʳ˴́˷ʳ˥̂˴˷̊̂̅̇˻˼ˀ ́˸̆̆ʳ˜́ʳ˶̂̀̃˴̅˼̆̂́ʳ̊˼̇˻ʳ̇˻˸ʳ̂̇˻˸̅ʳ̆˸˶ˀ ̇̂̅̆ʿʳ́̂̇ʳ˴̆ʳ̀̈˶˻ʳ̃̅̂˺̅˸̆̆ʳ˻˴̆ʳ˵˸˸́ʳ̀˴˷˸ ˼́ʳ̇˻˼̆ʳ̆˸˶̇̂̅ʿʳ˿˴̅˺˸˿̌ʳ˵˸˶˴̈̆˸ʳ̂˹ʳ̇˻˸ Plate 6: ̇˻˸ʳ˿̂˶˴˿ʳ˶̈̅̅˼˶̈˿̈̀ʳ˷˸̉˸˿̂̃̀˸́̇ʳ̈́˼̇̆ ̄̈˸̆̇˼̂́ʳ̂̉˸̅ʳ̇˻˸ʳ̀˸˶˻˴́˼˶˴˿ʳ˶̂̀̃˸ˀ Drivers in Suva. ˷˸̉˸˿̂̃˸˷ʳ˴̃̃̅̂̃̅˼˴̇˸ʳ̇˸˴˶˻˼́˺ʳ̀˴̇˸̅˼ˀ ̇˸́˶˸ʳ̂˹ʳ̇˻˸ʳ˸̋˼̆̇˼́˺ʳ̆̇˴˹˹ʳ˸́˺˴˺˸˷ʳ˼́ʳ̉˸ˀ ˴˿̆ʳ˹̂̅ʳ˶˻˼˿˷̅˸́ʳ˹̂̅ʳ̈̆˸ʳ˼́ʳ̆˶˻̂̂˿̆ˁʳ˧˻˸̆˸ ˻˼˶˿˸ʳ˼́̆̃˸˶̇˼̂́̆ˁʳˡ˸̉˸̅̇˻˸˿˸̆̆ʿʳ́˸̊ʳ˼́ˀ ˴̅˸ʳ˵˸˼́˺ʳ̇˸̆̇˸˷ʳ˼́ʳ˸˼˺˻̇ʳ˸˿˸̀˸́̇˴̅̌ ̆̃˸˶̇˼̂́ʳ̃̅̂˶˸˷̈̅˸̆ʳ˻˴̉˸ʳ˵˸˸́ʳ˷˸̉˸˿ˀ ̆˶˻̂̂˿̆ˁʳ˧˻˸ʳ́˸̇ʳ̅˸̆̈˿̇ʳ̂˹ʳ˴˿˿ʳ̇˻˸̆˸ʳ˴˶ˀ ̂̃˸˷ʳ̇˻˴̇ʳ̃̅̂̉˼˷˸ʳ˴ʳ̆̇̅̈˶̇̈̅˸˷ʳ˴̃̃̅̂˴˶˻ ̇˼̉˼̇˼˸̆ʳ˼̆ʳ̇˻˴̇ʳ̇˻˸̅˸ʳ˼̆ʳ́̂̊ʳ˴˶̇˼̉˸ʳ˴́˷ ̇̂ʳ̇˻˸ʳ˼́̆̃˸˶̇˼̂́ʳ̂˹ʳ˴́̌ʳ̉˸˻˼˶˿˸ʳ˴́˷ʳ̇˻˸ ˸˹˹˸˶̇˼̉˸ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̀˴̇˸̅˼˴˿̆ʳ˷˸̉˸˿̂̃ˀ ˸̆̇˴˵˿˼̆˻̀˸́̇ʳ˴́˷ʳ ˷̂˶̈̀˸́̇˴̇˼̂́ʳ ̂˹ ̀˸́̇ʳ˴́˷ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ̇˸˴˶˻˼́˺ʳ˼́ʳ˙˼˽˼˴́ ̃˴̆̆˂˹˴˼˿ʳ˶̅˼̇˸̅˼˴ˁʳ˔˿˿ʳ˸̋˴̀˼́˸̅̆ʳ˻˴̉˸ʳ˵˸˸́ ̆˶˻̂̂˿̆ʿʳ˴́˷ʳ̇˻˼̆ʳ̊˼˿˿ʳ˻˴̉˸ʳ˿̂́˺ˀ̇˸̅̀ ̇̅˴˼́˸˷ʳ˼́ʳ̇˻˸̆˸ʳ̃̅̂˶˸˷̈̅˸̆ʳ˴́˷ʳ˶̂̀̃̅˸ˀ ˵˸́˸˹˼̇̆ʳ˹̂̅ʳ̇˻˸ʳ̆˴˹˸̇̌ʳ̂˹ʳ̌̂̈́˺ʳ˶˻˼˿˷̅˸́ ˻˸́̆˼̉˸ʳ̅˸˹˸̅˸́˶˸ʳ˴́˷ʳ̃̂˿˼˶̌ʳ̀˴́̈˴˿̆ ˼́ʳ̇˻˸ʳ˶̂̈́̇̅̌ˁ ˻˴̉˸ʳ˴˿̆̂ʳ˵˸˸́ʳ˷˸̉˸˿̂̃˸˷ˁʳ˔˶˾́̂̊˿˸˷˺ˀ ˊ ˗̅˼̉˸̅ʳ˧̅˴˼́˼́˺ʳ˴́˷ʳ˧˸̆̇˼́˺ˁʳ˜́ʳ̇˻˼̆ ˼́˺ʳ ̇˻˸ʳ ˺˸́˸̅˴˿ʳ ̃̂̂̅ʳ ˶̂́˷˼̇˼̂́ʳ ̂˹ ̆˸˶̇̂̅ʳ̇˻˸ʳ̀˴˼́ʳ˼̀̃̅̂̉˸̀˸́̇̆ʳ˼̀̃˿˸ˀ ˼́˹̅˴̆̇̅̈˶̇̈̅˸ʿʳ̇˻˸ʳ˙˼˽˼˴́ʳ˚̂̉˸̅́̀˸́̇ʳ˻˴̆ ̀˸́̇˸˷ʳ̊˸̅˸ʳ˴̆ʳ˹̂˿˿̂̊̆ˍ ˸̀˵˴̅˾˸˷ʳ ̂́ʳ ˴ʳ ˶˴̃˼̇˴˿ʳ ˼́̉˸̆̇̀˸́̇ ̃̅̂˺̅˴̀ʳ̇̂ʳ̈̃˺̅˴˷˸ʳ̇˻˸̆˸ʳ˹˴˶˼˿˼̇˼˸̆ˁʳ˔˷ˀ Ω ˼́̇̅̂˷̈˶̇˼̂́ʳ̂˹ʳ́˸̊ʳ̂̅˴˿ʳ̄̈˸̆̇˼̂́ˀ ̉˼˶˸ʳ˻˴̆ʳ˴˿̆̂ʳ˵˸˸́ʳ˺˼̉˸́ʳ̂́ʳ̇˻˸ʳ̃̂̆̆˼˵˼˿ˀ ́˴˼̅˸̆ʳ̊˼̇˻ʳ˴ʳ̃̅˸̆˸̇ʳ̃˴̆̆ʳ̀˴̅˾ˎ ˼̇̌ʳ̂˹ʳ˼́̇̅̂˷̈˶˼́˺ʳ̇˸̆̇˼́˺ʳ˵̌ʳ̃̅˼̉˴̇˸ʳ̂̃ˀ Ω ˼́̇̅̂˷̈˶̇˼̂́ʳ̂˹ʳ̆̇˴́˷˴̅˷˼̍˸˷ʳ˿˼˶˸́̆ˀ ˸̅˴̇̂̅̆ʳ̅˸˺̈˿˴̇˸˷ʳ˵̌ʳ̇˻˸ʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ ˼́˺ʳ̇˸̆̇ʳ̆˶̂̅˸̆ʳ˴́˷ʳ̇˸̆̇ʳ̅̂̈̇˸̆ˎʳ˴́˷ ˥̂˴˷ʳ˧̅˴́̆̃̂̅̇ˁʳ˚̈˼˷˴́˶˸ʳ˻˴̆ʳ˵˸˸́ʳ̃̅̂ˀ Ω ˷˸̉˸˿̂̃̀˸́̇ʳ ̂˹ʳ ˶̂̀̃̅˸˻˸́̆˼̉˸ ̉˼˷˸˷ʳ̂́ʳ̇˻˸ʳ̃̂˿˼˶̌ʿʳ̇˸˶˻́˼˶˴˿ʳ̆̇˴́˷˴̅˷̆ʿ ̀˴́̈˴˿̆ʳ˹̂̅ʳ˴˿˿ʳ˴̆̃˸˶̇̆ʳ̂˹ʳ˷̅˼̉˸̅ʳ˿˼ˀ ˴́˷ʳ˴˷̀˼́˼̆̇̅˴̇˼̉˸ʳ̃̅̂˶˸˷̈̅˸̆ʳ̇˻˴̇ʳ̀˴̌ ˶˸́̆˼́˺ʿʳ˼́˶˿̈˷˼́˺ʳ˿˼˶˸́̆˼́˺ʳ̂˹ʳ˷̅˼̉ˀ ˵˸ʳ́˸˶˸̆̆˴̅̌ˁʳ˜́ʳ̂̅˷˸̅ʳ̇̂ʳ̅˸˷̈˶˸ʳ̇˻˸ʳ˿˼˾˸ˀ ˼́˺ʳ̆˶˻̂̂˿̆ʳ˴́˷ʳ˼́̆̇̅̈˶̇̂̅̆ˁ ˿˼˻̂̂˷ʳ̂˹ʳ̈́̅̂˴˷̊̂̅̇˻̌ʳ̉˸˻˼˶˿˸̆ʳ̈̆˼́˺ Plate 7: ˜̇ʳ˴˿̆̂ʳ˼́˶˿̈˷˸˷ʳ̀̂́˼̇̂̅˼́˺ʿʳ̃˸̅˼̂˷˼˶ʳ ̅˸ˀ ̇˻˸ʳ̅̂˴˷ʳ́˸̇̊̂̅˾ʿʳ̉˸˻˼˶˿˸̆ʳ˴́˷ʳ˸̄̈˼̃̀˸́̇ Roadside spot checks of ̃̂̅̇˼́˺ʿʳ˴́˷ʳ˴́˴˿̌̆˼̆ʳ̂˹ʳ˴˿˿ʳ˷̅˼̉˸̅ʳ˸̋˴̀˼́˴̇˼̂́ ̊˸̅˸ʳ̃̈̅˶˻˴̆˸˷ʳ˹̂̅ʳ̇˻˸ʳ˗˸̃˴̅̇̀˸́̇ʳ̂˹ roadworthiness. ̅˸̆̈˿̇̆ʿʳ˷˸̉˸˿̂̃̀˸́̇ʳ̂˹ʳ˴ʳ̅˸̉˼̆˸˷ʳ̅̂˴˷ʳ˶̂˷˸ ˥̂˴˷ʳ ˧̅˴́̆̃̂̅̇ʳ ̇̂ʳ ̈̆˸ʳ ˹̂̅ʳ ̂́ˀ̅̂˴˷ ˶̂́̆˼̆̇˸́̇ʳ ̊˼̇˻ʳ ˴ ˸́˹̂̅˶˸̀˸́̇ʳ̂˹ʳ̉˸˻˼˶˿˸ʳ̅̂˴˷̊̂̅̇˻˼́˸̆̆ˁ ̅˸̉˼̆˸˷ʳ̇̅˴˹˹˼˶ʳ˿˸˺˼̆˿˴ˀ ˧˻˸ʳ̉˸˻˼˶˿˸ʳ˼́̆̃˸˶̇̂̅̆ʿʳ̊̂̅˾˼́˺ʳ˼́ʳ˻˴̅ˀ ̇˼̂́ʿʳ˴́˷ʳ̃̅˸˿˼̀˼́˴̅̌ ̀̂́̌ʳ̊˼̇˻ʳ̇˻˸ʳ̃̂˿˼˶˸ʿʳ̊˸̅˸ʳ˴˿̆̂ʳ̇̅˴˼́˸˷ ̊̂̅˾ʳ̊˼̇˻ʳ̇˻˸ʳ˷̅˼̉˼́˺ ˼́ʳ˶˴̅̅̌˼́˺ʳ̂̈̇ʳ̅̂˴˷̆˼˷˸ʳ̆̃̂̇ʳ˶˻˸˶˾̆ʳ˴́˷ ̆˶˻̂̂˿̆ʳ ˼́˷̈̆̇̅̌ʳ ̂́ ˼́̆̃˸˶̇˼̂́̆ʳ̂˹ʳ̉˸˻˼˶˿˸̆ʳ̆̂ʳ˸́˹̂̅˶˸̀˸́̇ ˼̀̃̅̂̉˼́˺ʳ ̃̅̂˹˸̆ˀ ˸̋˸̅˶˼̆˸̆ʳ̊̂̈˿˷ʳ˵˸˶̂̀˸ʳ̃˴̅̇ʳ̂˹ʳ̇˻˸ʳ̅̂̈ˀ ̆˼̂́˴˿ʳ̆̇˴́˷˴̅˷̆ʳ˴́˷ ̇˼́˸ʳ˼́ʳ˙˼˽˼ˁʳ˧˻˸̆˸ʳ˴̅˸ʳ́̂̊ʳ̇˴˾˼́˺ʳ̃˿˴˶˸ ̇˻˸ʳ˷˸̉˸˿̂̃̀˸́̇ʳ̂˹ʳ˴ ̅˸˺̈˿˴̅˿̌ˁ ̆̇˴́˷˴̅˷ʳ˶̈̅̅˼˶̈˿̈̀ˁ ˌ ˘̀˸̅˺˸́˶̌ʳˠ˸˷˼˶˴˿ʳ˦˸̅̉˼˶˸̆ˁʳ˧˻˸ʳ˴˵ˀ ˗̈̅˼́˺ʳ̇˻˸ʳˣ̅̂˽˸˶̇ʿ ̆˸́˶˸ʳ̂˹ʳ˸̀˸̅˺˸́˶̌ʳ̀˸˷˼˶˴˿ʳ̆˸̅̉˼˶˸̆ʳ̇̂ ˴˿˿ʳ˸̋˼̆̇˼́˺ʳ˷̅˼̉˸̅ʳ˸̋ˀ ˻˸˿̃ʳ̅̂˴˷ʳ˴˶˶˼˷˸́̇ʳ̉˼˶̇˼̀̆ʳ̊˴̆ʳ˴ʳ˶˴̈̆˸ ˴̀˼́˸̅̆ʳ ̊˸̅˸ʳ ˺˼̉˸́ ˹̂̅ʳ˶̂́˶˸̅́ˁʳ˧˻˸ʳˣ̅̂˽˸˶̇ʳ˼́˶˿̈˷˸˷ʳ̆̂̀˸

ROAD SAFETY GUIDELINES App. C - 4 APPENDIX C

̆̃˸˶˼˴˿˼̆̇ʳ˴˷̉˼˶˸ʳ˼́ʳ̅˸̉˼˸̊˼́˺ʳ̇˻˸ʳ˸̋ˀ ̆̃̂̇ʳ˼̀̃̅̂̉˸̀˸́̇̆ʿʳ˴́˷ʳ̆̂̀˸ʳ̂˹ʳ̇˻˸ʳ̅̂̈̇˸ʳ˴˶ˀ ˼̆̇˼́˺ʳ̃̅̂̉˼̆˼̂́ʳ̂˹ʳ˸̀˸̅˺˸́˶̌ʳ̀˸˷˼˶˴˿ ̇˼̂́ʳ̃˿˴́̆ʿʳ̊˻˼˶˻ʳ˻˴˷ʳ̇̂ʳ˵˸ʳ̃̂̆̇̃̂́˸˷ʳ̈́̇˼˿ ̆˸̅̉˼˶˸̆ʳ˵̌ʳ̉̂˿̈́̇˴̅̌ʳ˴˺˸́˶˼˸̆ʿʳ̇˻˸ ̇˻˸ʳ ˹̂˿˿̂̊˼́˺ʳ˵̈˷˺˸̇ʳ̌˸˴̅ˁʳ˔̆ʳ˴ʳ˶̂́̆˸̄̈˸́˶˸ʿ ˹˼̅˸ʳ̆˸̅̉˼˶˸ʿʳ˴́˷ʳ̇˻˸ʳ˻̂̆̃˼̇˴˿̆ʿʳ˴́˷ʳ̇˻˸ ̇˻˸ʳ̃̅̂˺̅˸̆̆ʳ˴˶˻˼˸̉˸˷ʳ̊˼̇˻ʳ̅˸̆̃˸˶̇ʳ̇̂ʳ̇˻˸ʳ̂̅˼˺˼ˀ ˷˸̉˸˿̂̃̀˸́̇ʳ̂˹ʳ̃˼˿̂̇ʳ̃̅̂˺̅˴̀̆ʳ̇̂ʳ̇̅̌ ́˴˿˿̌ʳ̆̇˴̇˸˷ʳ˷˸̉˸˿̂̃̀˸́̇˴˿ʳ̂˵˽˸˶̇˼̉˸̆ʳ˼́ʳ˸˴˶˻ ̇̂ʳ˼̀̃̅̂̉˸ʳ ̇˻˸ʳ̆˼̇̈˴̇˼̂́ˁʳ ˔ʳ ̃˼˿̂̇ ̆˸˶̇̂̅ʳ˵̌ʳˠ˴̅˶˻ʳ˄ˌˌˉʳ̊˸̅˸ʳ˴̆ʳ˹̂˿˿̂̊̆ˍ ̆˶˻˸̀˸ʳ˻˴̆ʳ˵˸˸́ʳ˷˸̉˼̆˸˷ʿʳ̃˴̅̇˼˴˿˿̌ ˄ ˴˶˶˼˷˸́̇ʳ˷˴̇˴ʳ̆̌̆̇˸̀ˍʳ˄˃˃ʳ̃˸̅˶˸́̇ˎ ˷̅˴̊˼́˺ʳ̈̃̂́ʳ̉̂˿̈́̇˴̅̌ʳ˹̈́˷˼́˺ʳ̂˹ ˅ ˼́˹̅˴̆̇̅̈˶̇̈̅˸ʳʻ˼̀̃˿˸̀˸́̇˴̇˼̂́ʳ̆̇˼˿˿ʳ̂́ˀ ˦̇ˁʳ˝̂˻́ʳ˔̀˵̈˿˴́˶˸ʳ˴́˷ʳ̃˴̅̇˿̌ʳ̊˼̇˻ ˺̂˼́˺ʼˍʳˋ˃ʳ̃˸̅˶˸́̇ˎ ̆̂̀˸ʳ˴̆̆˼̆̇˴́˶˸ʳ˹̅̂̀ʳ̇˻˸ʳ˚̂̉˸̅́̀˸́̇ ˆ ˥̂˴˷ʳ˦˴˹˸̇̌ʳ˖̂̈́˶˼˿ˍʳ˄˃˃ʳ̃˸̅˶˸́̇ˎ ̇̂ʳ̇̅̌ʳ̇̂ʳ˷˸̉˸˿̂̃ʳ˴ʳ̃˼˿̂̇ʳ˸̀˸̅˺˸́˶̌ ˇ ̇̅˴˹˹˼˶ʳ̃̂˿˼˶˸ʳ˸́˹̂̅˶˸̀˸́̇ˍʳˌ˃ʳ̃˸̅˶˸́̇ˎ ̀˸˷˼˶˴˿ʳ̆̌̆̇˸̀ʳ˹̂̅ʳ̇˻˸ʳ˦̈̉˴ʳ˴̅˸˴ˁʳ˜˹ ˈ ̇̅˴˹˹˼˶ʳ˿˸˺˼̆˿˴̇˼̂́ˍʳˋˆʳ̃˸̅˶˸́̇ˎ ̇˻˼̆ʳ˼̆ʳ̆̈˶˶˸̆̆˹̈˿ʳ˼̇ʳ˶˴́ʳ˵˸ʳ˸̋̇˸́˷˸˷ ˉ ̇̅˴˹˹˼˶ʳ˸˷̈˶˴̇˼̂́ˍʳˋˇʳ̃˸̅˶˸́̇ˎ ̇̂ʳ̂̇˻˸̅ʳ̀˴˽̂̅ʳ̇̂̊́̆ʳ˴́˷ʳ˸̉˸́̇̈˴˿˿̌ ˊ ̉˸˻˼˶˿˸ʳ̅̂˴˷̊̂̅̇˻˼́˸̆̆ʳ̇˸̆̇˼́˺ˍʳ˄˃˃ʳ̃˸̅ˀ ˴˿̂́˺ʳ̇˻˸ʳ́˴̇˼̂́˴˿ʳ̅̂˴˷ʳ́˸̇̊̂̅˾ˁ ˶˸́̇ˎ ˋ ˷̅˼̉˸̅ʳ̇˸̆̇˼́˺ʳ˴́˷ʳ̇̅˴˼́˼́˺ˍʳˊˉʳ̃˸̅˶˸́̇ˎ ˴́˷ 5 MONITORING AND ˌ ˸̀˸̅˺˸́˶̌ʳ̀˸˷˼˶˴˿ʳ̆˸̅̉˼˶˸̆ʳʻ˼̀̃˿˸̀˸́ˀ EVALUATION ̇˴̇˼̂́ʳ̆̇˼˿˿ʳ̂́˺̂˼́˺ʼˍʳˉ˃ʳ̃˸̅˶˸́̇ˁ ˜̇ʳ̀̈̆̇ʳ˵˸ʳ́̂̇˸˷ʳ̇˻˴̇ʳ̇˻˸ʳ˴˵̂̉˸ʳ̃˸̅˶˸́̇˴˺˸̆ ˧˻˸̅˸ʳ˴̅˸ʳ̂˹̇˸́ʳ̆˸̅˼̂̈̆ʳ̃̅̂˵˿˸̀̆ʳ˼́ ˴̅˸ʳ˴ʳ̀˸˴̆̈̅˸̀˸́̇ʳ̂˹ʳ˴˶˻˼˸̉˸̀˸́̇ʳ̂˹ʳ̇˻˸ʳ ˷˸ˀ ̀̂́˼̇̂̅˼́˺ʳ̇˻˸ʳ˸˹˹˸˶̇˼̉˸́˸̆̆ʳ̂˹ʳ̇˻˸ʳ˴˼˷ˀ ̉˸˿̂̃̀˸́̇˴˿ʳ̂˵˽˸˶̇˼̉˸̆ʳ˴́˷ʳ˼́̆̇˼̇̈̇˼̂́˴˿ʳ˼̀ˀ ˹̈́˷˸˷ʳ ̃̅̂˽˸˶̇̆ʿʳ ˸̆̃˸˶˼˴˿˿̌ʳ ̂́ʳ ̇˻˸ ̃˴˶̇ʳ̂˹ʳ̇˻˸ʳ̃̅̂˽˸˶̇ˁʳ˜́ʳ̀̂̆̇ʳ˴˼˷ˀ˹̈́˷˸˷ʳ̃̅̂˽˸˶̇̆ʿ ́̂́̄̈˴́̇˼˹˼˴˵˿˸ʳ˴̅˸˴̆ʿʳ̆̈˶˻ʳ˴̆ʳ̇̂ʳ̊˻˸̇˻˸̅ʳ˼́ˀ ˴˶˻˼˸̉˸̀˸́̇ʳ̂˹ʳ˸̉˸́ʳˈ˃ʳ̃˸̅˶˸́̇ʳ̂˹ʳ̇˻˸ʳ̆̇˴̇˸˷ ̆̇˼̇̈̇˼̂́˴˿ʳ˼̀̃˴˶̇ʳ˻˴̆ʳ̂˶˶̈̅̅˸˷ʳ̂̅ʳ̊˻˸̇˻˸̅ ̂˵˽˸˶̇˼̉˸̆ʳ̊̂̈˿˷ʳ˵˸ʳ˶̂́̆˼˷˸̅˸˷ʳ̄̈˼̇˸ʳ̆̈˶˶˸̆̆ˀ ̇˻˸ʳ˷˸̉˸˿̂̃̀˸́̇˴˿ʳ̂˵˽˸˶̇˼̉˸̆ ʳ˻˴̉˸ʳ˵˸˸́ ˹̈˿ˁʳ˔˶˻˼˸̉˸̀˸́̇ʳ̂˹ʳˋ˃ˀˌ˃ʳ̃˸̅˶˸́̇ʳ̂˹ʳ̇˻˸ʳ̆̇˴̇˸˷ ˴̇̇˴˼́˸˷ˁʳ˧˻˼̆ʳˣ̅̂˽˸˶̇ʳ̊˴̆ʳ̀̂́˼̇̂̅˸˷ʳ̈̆˼́˺ ̂˵˽˸˶̇˼̉˸̆ʳ ˴˹̇˸̅ʳ ̇˻̅˸˸ʳ ̇̂ʳ ˹̂̈̅ʳ ̌˸˴̅̆ʳ ˼̆ʳ ˴ ̇˻˸ʳ˷˼̆˴˺˺̅˸˺˴̇˸˷ʳ˸˹˹˸˶̇˼̉˸́˸̆̆ʳ˸̉˴˿̈˴̇˼̂́ ̆˼˺́˼˹˼˶˴́̇ʳ˴˶˻˼˸̉˸̀˸́̇ˁʳ˧˻˼̆ʳˣ̅̂˽˸˶̇ʿʳ̇˻˸̅˸˹̂̅˸ʿ ʻ˗˘˘ʼʳ̇˸˶˻́˼̄̈˸ʿʳ̊˻˼˶˻ʳ˼̆ʳ̃˴̅̇˼˶̈˿˴̅˿̌ʳ˴̃̃̅̂ˀ ˻˴̆ʳ˵˸˸́ʳ˸̋̇̅˸̀˸˿̌ʳ̆̈˶˶˸̆̆˹̈˿ʳ˼́ʳ˵̈˼˿˷˼́˺ʳ̈̃ ̃̅˼˴̇˸ʳ˹̂̅ʳ̀̂́˼̇̂̅˼́˺ʳ̇˻˸ʳ˸˹˹˸˶̇˼̉˸́˸̆̆ʳ̂˹ʳ˴˼˷ˀ ̇˻˸ʳ˶˴̃˴˵˼˿˼̇̌ʳ̂˹ʳ˿̂˶˴˿ʳ˼́̆̇˼̇̈̇˼̂́̆ʳ̇̂ʳ̇˴˶˾˿˸ʳ̅̂˴˷ ˹̈́˷˸˷ʳ̃̅̂˽˸˶̇̆ʳ˴́˷ʳ˹̂̅ʳ˴̆̆˸̆̆˼́˺ʳ˴˶˻˼˸̉˸ˀ ̆˴˹˸̇̌ʳ̃̅̂˵˿˸̀̆ʳ˴́˷ʳ˻˴̆ʳ̅˸̆̈˿̇˸˷ʳ˼́ʳ̀̈˶˻ ̀˸́̇ʳ̂˹ʳ̂˵˽˸˶̇˼̉˸̆ˁʳ˧˻˸ʳˣ̅̂˽˸˶̇ʳ̊˴̆ʳ̀̂́˼ˀ ˸́˻˴́˶˸˷ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴˶̇˼̉˼̇̌ʳ˵˸˼́˺ʳ̈́˷˸̅̇˴˾˸́ ̇̂̅˸˷ʳ̄̈˴̅̇˸̅˿̌ʳ˵̌ʳ̇˻˸ʳ˚̂̉˸̅́̀˸́̇ʳ˴́˷ʳ̇˻˸ ˼́ʳ˙˼˽˼ˁʳ˔˿̇˻̂̈˺˻ʳ̇˻˸ʳ̃̅˼̀˴̅̌ʳ˹̂˶̈̆ʳ̂˹ʳ̇˻˼̆ʳ˔˶̇˼̂́ ̅˸̆̈˿̇̆ʳ̊˸̅˸ʳ˹˸˷ʳ˵˴˶˾ʳ̇̂ʳ̇˻˸ʳ˴˼˷ʳ˴˺˸́˶˼˸̆ʳ˴́˷ ˣ˿˴́ʳ̊˴̆ʳ˼́̆̇˼̇̈̇˼̂́ʳ˵̈˼˿˷˼́˺ʿʳ̇˻˸ʳˣ˿˴́ʳ˻˴̆ ̇̂ʳ̇˻˸ʳ̆˴˹˸̇̌ʳ˴˷̉˼̆̂̅ʳ˹̂̅ʳ˴˶̇˼̂́ʳ˴̆ʳ́˸˶˸̆̆˴̅̌ˁ ˴˿̅˸˴˷̌ʳ˼̀̃̅̂̉˸˷ʳ̅̂˴˷ʳ̆˴˹˸̇̌ʳ˴́˷ʳ˶̅˸˴̇˸˷ʳ̆˴˹˸̅ ˧˻˸ʳ̊˻̂˿˸ʳ˴˶̇˼̂́ʳ̃˿˴́ʳ̊˴̆ʳ̂̅˼˺˼́˴˿˿̌ʳ˸̋ˀ ̅̂˴˷̆ˁʳ˥̂˴˷ʳ˴˶˶˼˷˸́̇ʳ˷˸˴̇˻̆ʳ˻˴̉˸ʳ˹˴˿˿˸́ʳ˵̌ ̃˸˶̇˸˷ʳ̇̂ʳ˵˸ʳ˼̀̃˿˸̀˸́̇˸˷ʳ˵̌ʳ˗˸˶˸̀˵˸̅ʳ˄ˌˌˈʿ ˴˵̂̈̇ʳ˅˃ʳ̃˸̅˶˸́̇ʳ˼́ʳ˶̂̀̃˴̅˼̆̂́ʳ̇̂ʳ̇˻˸ʳ˄ˌˌ˄ ˵̈̇ʳ˵˸˶˴̈̆˸ʳ̂˹ʳ̆̂̀˸ʳ̇˸̀̃̂̅˴̅̌ʳ˵̈˷˺˸̇˼́˺ ˹˼˺̈̅˸ʳ ʻ̇˻˸ʳ ̌˸˴̅ʳ ˵˸˹̂̅˸ʳ ̇˻˸ʳ ˔˶̇˼̂́ʳ ˣ˿˴́ ̃̅̂˵˿˸̀̆ʳ̊˼̇˻˼́ʳ̇˻˸ʳˣ̈˵˿˼˶ʳ˪̂̅˾̆ʳ˗˸̃˴̅̇ˀ ˶̂̀̀˸́˶˸˷ʼˁʳ˙̈̅̇˻˸̅ʳ˷˸˶̅˸˴̆˸̆ʳ˼́ʳ̇˻˸ʳ́̈̀˵˸̅ ̀˸́̇ʿʳ̆̂̀˸ʳ̂˹ʳ̇˻˸ʳ̊̂̅˾ʳ˻˴˷ʳ̇̂ʳ˵˸ʳ̅˸̆˶˻˸˷ˀ ̂˹ʳ˷˸˴̇˻̆ʳ˴̅˸ʳ˸̋̃˸˶̇˸˷ʳ˴̆ʳ̇˻˸ʳ˵˸́˸˹˼̇̆ʳ̂˹ʳ̇˻˸ ̈˿˸˷ˁʳ˧˻˼̆ʳ̊˴̆ʳ̃˴̅̇˼˶̈˿˴̅˿̌ʳ̆̂ʳ̊˼̇˻ʳ̅˸̆̃˸˶̇ ˔˶̇˼̂́ʳˣ˿˴́ʳ˵˸˺˼́ʳ̇̂ʳ˵˸ʳ̅˸˴˿˼̍˸˷ʳ˵̌ʳ̇˻˸ʳ˙˼˽˼ ̇̂ʳ̇˻˸ʳ˼́˹̅˴̆̇̅̈˶̇̈̅˸ʳ˼̀̃̅̂̉˸̀˸́̇̆ʿʳ̇˻˸ʳ˵˿˴˶˾ ˚̂̉˸̅́̀˸́̇ˁ

App. C - 5 ROAD SAFETY GUIDELINES APPENDIX C

ACTION PLAN PROJECT COMPONENT

20 - Accident data collection system

20 - Accident data storage/retrieval systems

10 - Accident data systems 20 - Accident data analysis systems

20 - Accident data dissemination system

20 - PAU established

20 - Accident prevention

40 - Infrastructure improvements 25 - Accident reduction

25 - Traffic management

30 - Institutional/staff development

10 - NRSC HQ building

20 - NRSC equipment Fiji Road Safety 15 - National Road Safety Council 20 - NRSC role/funding Action Plan 25 - NRSC operations

25 - Secretariat establishment

40 - Vehicles and equipment

10 - Traffic police enforcement 30 - Training

30 - Enforcement and rescue activities

20 - Legislation

20 - Children’s traffic education

25 - Phase 2 Activities 20 - Vehicle roadworthiness

20 - Driver testing

20 - Other unspecified programs

ACTION PLAN DEVELOPMENTAL OBJECTIVES Institutional strengthening and development of key institutions and individuals in Fiji in order to enhance their capability to develop, implement, and oversee improvements in road safety and traffic management nationwide.

Figure 1: Fiji Road Safety Action Plan

ROAD SAFETY GUIDELINES App. C - 6 APPENDIX C

PROJECT COMPONENT MINIMUM OUTPUT PERFORMANCE INDICATOR

15 - All key data included by December 93 15 - Draft form designed/pilot tested by August 93 15 - Final form in use nationally by December 93 40 - New police form 10 - Field staff fully trained in form completion and checking by June 94 15 - Forms being sent to headquarters HQ within one month by December 93 15 - Forms included in police training courses by April 94 15 - Forms received are generally complete and correctly filled by June 94

30 - Written procedures for data collection available by January 94 20 - All police stations have copy of written procedures Accident data 30 - Accident data by April 94 collection systems collection procedures 30 - HQ procedures follow up on incorrect and incomplete forms established by December 93 20 - Procedures include provision for corrections by December 93

10 - All necessary maps and plans acquired by December 93 10 - Public Works Department (PWD) assigns survey team to prepare coded networks by November 93 20 - Coded networks of PWD roads completed and available by July 94 30 - Accident location 15 - Strip maps of major roads prepared and available by July 94 system 15 - Coded networks of roads in main urban areas (10) completed and available by July 94 15 - Grid reference systems devised and available by January 94 15 - Procedures agreed for periodic updating of coded networks by July 94 1 Accident data system 60 - Computer and peripherals purchased and correctly installed at 20 - Microcomputers police HQ by November 93 40 - Computer and peripherals purchased and correctly installed at NRSC HQ by July 94

30 - Coding systems 50 - Coding system devised and agreed by January 94 50 - Coding manual prepared and in use by April 94

Accident data storage 30 - Adequate staff assigned to PAU by November 93 and retrieval systems 30 - Trained coders 30 - Two PAU staff trained to code and punch data into computer by December 93 40 - Data being coded and stored without major problems by July 94

30 - Programs working and in use by December 93 20 - Software to check 30 - PAU staff capable of independently entering, checking, and store data updating, and retrieving data by July 94 40 - System operating with minimal problems by December 94

30 - Programs working and in use by July 94 40 - Analytical programs 30 - End user needs being met by July 94 Accident data analysis 40 - System operating with minimum problems by December 94 system 60 - Trained staff 50 - PAU adequately staffed by December 93 50 - PAU at police HQ trained to analyze data effectively by December 94

30 - Production of regular annual road accident statistics reported by July 95 Accident data 100 - Periodic reports 30 - End user requests being met via interim ad hoc analysis dissemination system info to end users by July 94 40 - Road safety activities at NRSC, PWD, and others based on data analysis by December 94

20 - Adequate number and quality of staff assigned to PAU by November 93 20 - PAU trained as necessary to operate all day to day Police accident 100 - An effective PAU aspects of system independently by December 94 analysis unit 30 - Adequate amounts included in police annual budgets to permit effective PAU operation by July 94 30 - PAU included on official organization structures at police HQ by December 94

PROJECT DEVELOPMENT OBJECTIVE An effective accident data system, operated by Fijian police personnel that permits the scale, nature, and characteristics of the accident problem to be properly defined so that appropriate remedial measures can be developed by relevant agencies to reduce the numbers of injuries and deaths on Fiji roads.

Figure 2: Project 1 — Accident Data System

App. C - 7 ROAD SAFETY GUIDELINES APPENDIX C

PROJECT COMPONENT MINIMUM OUTPUT PERFORMANCE INDICATOR

30 - Safe design standards 60 - Design standards reviewed from safety perspective by May 94 40 - Additional safety details agreed and incorporated into design standards by October 94 10 - At least two seminars held in Fiji on safety-conscious design and planning issues by December 94 20 - Accident prevention 30 - Safety-conscious design 30 - Safety audit system and procedures devised and drafted by September 94 and planning of roads 30 - Safety audit system agreed and implemented in PWD by March 95 30 - Effective development control and access control procedures agreed and implemented by July 95 Upgrade of safety aspects 30 - Draft road marking/road signing plans devised by PWD for 40 - at potentially dangerous selected sections of Queens Road/Kings Road by February 94 locations of existing roads 30 - Draft plans reviewed and finalized by May 94 40 - Comprehensive road marking and road sign schemes developed and implemented on Queens Road/Kings Road by August 94 30 - Placement/replacement of kilometer posts or culvert markers to provide accurate system of location reference by February 94 20 - Effective and accurate 40 - Development of strip maps and coded network accident location accident location systems systems for main urban and rural networks by July 94 30 - Accident location system, strip maps, and coded network meet all needs of police accident data system by April 94 20 - Accident black spots identified for inclusion in demonstration project by February 94 20 - Demonstration project sites in use for practical training of PWD Road Safety 30 - Accident black spot Unit (RSU) and Divisional Road Engineers (DREs) by April 95 improvements 10 - Three accident black spots improved by end-April 94 25 - Accident reduction 15 - Total of 26 accident black spots improved by end-December 94 15 - Total of 50 accident black spots improved by end December 95 20 - DREs and municipality staff designing and implementing required improvements with assistance from RSU by June 94 20 - Three RAPs devised and implemented by end April 94 30 - Route action plans 40 - Total of 13 RAPs devised and implemented by end-December 94 (RAP) 40 - Total of 30 RAPs devised and implemented by end-December 95 20 - Potential problem areas for mass action plans agreed by February 94 20 - Mass action plans 20 - Three sites improved by April 94 30 - Total of 16 sites improved by December 94 30 - Total of 30 sites improved by December 95 60 - Rolling program of outline TM schemes being devised in 2 Infrastructure 50 - Preliminary TM schemes consultation with municipalities for nine towns by July 95 improvements for major urban areas 40 - Municipal councils introduced through seminars to more safety- conscious planning, design, and operation of town roads by December 94 25 - Traffic management (TM) 20 - Four TM schemes implemented by December 94 TM circulation improvements 30 - Total of nine TM schemes implemented by December 95 50 - in three large towns and six 30 - Hierarchical circulatory systems being established in each town smaller towns as each TM scheme is implemented by December 94 20 - Town councils active in maintaining agreed road hierarchy in each TM scheme and controlling access and land use developments to ensure safe and smooth flow of traffic by December 95 20 - Three appropriately qualified staff recruited and assigned full time to a PWD Road Safety Unit by December 93 20 - RSU staff trained (via practical demonstration projects) in how to Appropriately trained and carry out safety improvement schemes by August 95 30 - resourced PWD road 15 - RSU staff capable of in-depth undertaking development and implementation safety unit (RSU) of black spot, route action, and mass action plans by August 95 15 - RSU staff capable of in-depth providing appropriate advice to DREs and municipalities on TM issues by November 95 15 - RSU included in organizational structure of Roads Division by December 94 15 - Adequate resources being assigned annually within Roads Department budgets to cover RSU operations by December 95 - Domestic training 25 - Municipal officials and decision makers in nine towns aware of basic TM issues and seeking PWD advice by August 95 25 - Nine town councils trying to establish and maintain road hierarchy and to 20 - Appropriately aware improve safety in their towns by September 95 municipal officials 25 - Improved land use and development planning occurring in nine municipalities by August 95 25 - Reduced incidents of congestion and traffic circulation problems in the nine towns advised by RSU by December 95 30 - Institutional and staff 25 - Practical training provided for RSU staff via demonstration development projects by August 95 25 - Periodic seminars being held for RSU staff, DREs and municipal 25 - Domestic training officials on road safety and TM by July 94 25 - Advice and inputs provided to relevant local diploma courses to encourage teaching of road safety and TM issues by July 95 25 - Relevant local planning and engineering courses include teaching of safety-conscious planning and design of roads by December 95 20 - Potential overseas courses assessed by December 93 20 - All three RSU staff to have successfully completed at least one short traffic engineering course by December 95 25 - Overseas training 20 - At least two RSU members to have completed a short traffic engineering course by August 95 20 - RSU staff confident, knowledgeable, and able to advise DREs and municipalities on road safety and TM issues by July 95 20 - RSU staff trained overseas under Fiji Road Upgrading Project required to stay in RSU until at least three years after the course completion by June 95

PROJECT DEVELOPMENT OBJECTIVE Implementation of a systematic program of accident prevention and reduction to improve hazardous locations on urban and rural roads, to improve traffic circulation in towns, to introduce safety-conscious road planning and design practices in Fiji, and to enhance the knowledge, capacity, and capability of a small team at PWD HQ to carry out and continue such work independently by the project end.

Figure 3: Project 2 — Infrastructure Improvements

ROAD SAFETY GUIDELINES App. C - 8 APPENDIX C

PROJECT COMPONENT MINIMUM OUTPUT PERFORMANCE INDICATOR

20 - Suitable building acquired and transported to Valelevu by May 93 20 - Site permits future expansion of HQ to accommodate training 10 - NRSC building 100 - NRSC HQ readily facilities by May 93 accessible 20 - HQ readily accessible to major target groups by May 93 40 - Building fully operational and in use for NRSC activities by July 94

20 - NRSC secretariat 50 - Secretariat vehicle acquired by November 93 vehicle 50 - Vehicle in regular use for secretariat activities from November 93

30 - One publicity vehicle acquired and fully equipped by November 93 20 - Publicity/propaganda 30 - Vehicle in continuous use for publicity and education by January 94 vehicles 40 - Two additional vehicles acquired, equipped, and fully in use by July 94

20 - Appropriate equipment agreed for each vehicle by October 93 20 - NRSC equipment 20 - Training and educational 40 - Equipment purchased and fitted to each vehicle and/or available at equipment HS by July 94 40 - Equipment acquired provides three fully mobile exhibition and publicity facilities by July 94

20 - Office furniture 40 - Office equipment and furniture for NRSC HQ agreed on by October 93 and equipment 60 - Equipment purchased, installed and in use by August 94

30 - All valuable NRSC equipment kept in secure locked area by August 94 20 - Security, storage, 40 - All equipment insured where appropriate and kept well-maintained by July 94 and replacement 30 - Vehicles/equipment being depreciated in an accounts and provision being made for eventual replacement by December 94

25 - Annual grant payable by Transport Department by March 94 20 - Government funds/grant 35 - Annual grant being paid fully and on time by January 95 40 - Government grant to about 10 percent of total funding each year by July 95

25 - Insurance industry providing a sum per compulsorily insured vehicle (based on previous year) by February 94 40 - Insurance industry 25 - Insurance contributions paid in quarterly installments from 1 January 94 20 - NRSC role funding 25 - Annual income from insurance industry to comprise about 65 percent of and funding total NRSC annual income by December 94 25 - Initial insurance contribution to be paid by February and to operate as 3 NRSC a “float”

50 - NRSC to be producing about 25 percent of its income from private 40 - Private fundraising fundraising and sponsorship by July 95 and sponsorship 50 - NRSC active in organizing sponsors by December 93

20 - NRSC HQ fully equipped and operational by July 94 20 - NRSC secretariat active in supporting NRSC, divisional road safety committees (DRSCs) activities, and implementing NRSC decisions by July 94 20 - NRSC executive committee, NRSC full council and subcommittee operating 40 - Fully operational in accord with council rules by July 94 for major urban areas 20 - NRSC developing five-year national programme for implementation via member organizations by December 94 20 - Five-year rolling program with annual action plans being implemented nationally under NRSC by December 95

25 - Three DRSCs established by February 94 25 - NRSC operations 25 - DRSCs receiving annual funding (paid quarterly) from NRSC for 40 - Fully operational/active local activities by July 94 DRSC-based activities 25 - Membership on DRSCs reflects representation on NRSC by December 94 25 - DRSCs preparing/submitting annual program of activities for partial funding by NRSC by April 94

25 - Each of the three NRSC mobile/display vehicles have individual annual programs of activity planned and approved by NRSC by December 94 20 - Mobile exhibitions 25 - All three mobiles in frequent and regular use throughout Veti Levu and and publicity periodically in Vanue Levu by December 94 25 - Vehicle seconded out to DRSCs for local activities by December 94 25 - All three vehicles in continuous use to raise public awareness of safety issues by December 94

20 - Cabinet approval of Road Safety Action Plan (including NRSC) by June 93 Statutory responsibility, 20 - Legislation on duties, functions, funding, etc., of NRSC agreed and 25 - NRSC secretariat 100 - resources, and power to prepared by end-January 94 establishment improve road safety 20 - Legislation passed by Parliament by end-March 94 20 - NRSC established and inaugural setting held by end-April 94 20 - Insurance contribution (based on 1992 number of compulsory third party policies) paid into designated NRSC bank account by February 94

PROJECT DEVELOPMENT OBJECTIVE The development of effective coordinating mechanisms at national and local level to encourage a multidisciplinary approach to road safety which will lead to the development and successful implementation of a Comprehensive National Road Safety Plan and Strategy.

Figure 4: Project 3 — National Road Safety Council

App. C - 9 ROAD SAFETY GUIDELINES APPENDIX C

PROJECT COMPONENT MINIMUM OUTPUT PERFORMANCE INDICATOR

At least six four-wheel drive 25 - Specifications agreed by July 93 20 - (4WD) patrol vehicles 25 - Suitable 4WD vehicles purchased by December 93 in use for enforcement 25 - Vehicles fitted with radios and in full operation by January 94 25 - Police annual budget includes adequate funds for operations and maintenance by June 94

25 - Specifications agreed by July 93 At least three Hiace (or 25 - Three suitable vehicles purchased by December 93 10 - similar) vans in use as 25 - Vehicles fitted with radios, accident investigation, and rescue accident investigation vehicles equipment by June 94 25 - Vehicles deployed effectively by December 94

40 - Vehicles and equipment 30 - Specifications agreed with police by July 93 20 - At least six radar devices in 30 - Six suitable devices acquired by December 93 use for speed enforcement 40 - Devices in regular use for speed enforcement by June 94

At least ten roadside and one 30 - Specifications agreed with police by July 93 20 - evidential alcohol testing 30 - Suitable roadside and evidential devices acquired by December 93 devices in regular use for 40 - Devices in regular use for drunk-driving enforcement by January 94 drink-driving enforcement

30 - Specifications agreed by July 93 30 - All highway patrol vehicles 30 - Rescue and safety equipment acquired by December 93 fitted with safety and rescue 40 - Equipment deployed and in regular use by July 94 equipment

25 - Sufficient number and caliber of staff assigned to Highway Highway Patrol Patrol by December 93 30 - enforcement personnel 25 - Highway Patrol personnel familiar with equipment by July 94 trained in equipment 25 - Highway patrols using equipment correctly in day-to-day activity use and maintenance by December 94 25 - Police experiencing few problems with equipment or prosecutions by December 94

20 - Highway Patrol supervisory 50 - Supervisory staff given theoretical/ practical training by December 94 staff trained in enforcement 50 - Effective tactics in regular use by December 94 4 Traffic police 30 - Training enforcement Highway Patrol officers 50 - Highway Patrol officers trained in resource deployment 30 - trained in resource strategies by December 94 deployment strategies 50 - Effective deployment strategies in regular use by December 94

30 - College trainer nominated to understudy enforcement specialist by December 93 20 - Fiji Police College assisted 40 - Police trainer attends courses/assists enforcement advisor to develop traffic courses in training highway patrol personnel by July 94 30 - Guidelines for police instructor prepared by December 94

50 - Increased incidence of drivers prosecuted for moving offenses 30 - Increased police enforcement by December 94 along sealed road network 50 - Reduced incidence of drivers contravening traffic laws by December 94

Faster rescue and assistance 30 - Easier extraction of trapped victims by July 94 20 - to injured victims of road 30 - First aid assistance available from highway patrols by December 94 accidents 40 - Reduced delay time in victims reaching hospital by December 94

30 - Enforcement and 60 - Accident investigation vehicles deployed and effectively used rescue activities 20 - Improved accident by June 94 investigation activity 40 - Accident vehicle crews trained in relevant activities by December 94

20 - Regular highway patrols on sealed network by December 94 Increased police presence 20 - Vehicles and equipment in daily use for enforcement by July 94 30 - to deter dangerous driving 20 - Vehicles and equipment being used optimally by December 94 behavior 20 - Observable improvement in driver behavior at existing black spots by December 94 20 - Public support and appreciation of Highway Patrol work by December 94

PROJECT DEVELOPMENT OBJECTIVE Training of Highway Patrol personnel and the establishment of effective Highway Patrol activities along the major roads in order to provide quicker assistance to road accident victims and to deter dangerous driving.

Figure 5: Project 4 — Traffic Police Enforcement

ROAD SAFETY GUIDELINES App. C - 10 APPENDIX C

PROJECT COMPONENT MINIMUM OUTPUT PERFORMANCE INDICATOR

20 - Existing legislation reviewed and areas of deficiency or inadequacy defined by July 94 Modern traffic and safety 20 - Key ministries and organizations consulted and invited to 70 - legislation to reflect current give views by October 94 and future needs in Fiji 20 - NRSC legislation subcommittee coordinates comments from key agencies and preparation of new draft by December 94 20 - New traffic law drafted and approved by July 95 20 - Legislation 20 - New traffic act is supportive of safety and working without undue problems by December 95

50 - Legislation designed as umbrella act giving only 30 - Convenient mechanism for broad structure by December 95 periodic updating and review 50 - Ministry of Transport (MoT) retains wide powers to amend regulations as needed by December 95

50 - Education/publicity program developed by NRSC for 30 - Increased safety for parents and carers of preschool children by December 94 preschool children 50 - Appropriate channels being used to distribute materials by August 95

25 - Ministry of Education (MoE) primary school curriculum developers assisted to develop suitable teacher guides by July 95 Increased safety for school 25 - MoE curriculum developers assisted to develop teaching aids, 20 - Children’s traffic 40 - age children attending worksheets for elementary schools, etc., by December 95 education school 25 - Accident data being used to identify target groups and issued by December 94 25 - Traffic safety being taught in all Fiji elementary schools as an integral part of school syllabus by December 95

4 Phase 2 Increased safety for school 60 - Health education, social welfare, agricultural extensions, activities 30 - age children not attending etc., being used regularly as conduits to reach such school children by December 95 40 - Radio/TV/magazines being used to reach such children by December 95

20 - Existing roadworthiness testing reviewed and areas of deficiency identified by December 94 20 - Vehicle road 100 - Improved roadworthiness 30 - Improvement devised and implemented under aegis of worthiness of vehicles on Fiji roads NRSC by December 95 20 - Frequent spot checks by police task force teams by December 94 30 - Incidence of defective vehicles as a cause of

accidents reduced by December 95

20 - Existing driver testing reviewed and areas of An effective driver test such deficiency identified by December 94 20 - Driver testing 100 - that only safe competent 30 - Improvement devised and implemented under aegis of drivers pass NRSC by December 95 20 - Frequent spot checks by police task force teams by December 94 30 - Incidence of defective driving as a cause of accidents reduced by December 95

20 - Other unspecified 100 - Improvements as necessary 50 - Most urgent areas for improvement identified by December 94 areas to enhance safety 50 - Improvements implemented or initiated by December 95

PROJECT DEVELOPMENT OBJECTIVE Implementation of the most urgent improvements in legislation, children’s traffic education, and vehicle roadworthiness inspection, driver testing and other areas as required in order to improve the road safety environment in Fiji.

Figure 6: Project 5 — Activities (Projects 5-8)

App. C - 11 ROAD SAFETY GUIDELINES Appendix

COMPARATIVE D STATISTICS

for the Asian and Pacific Region for the Asian Development Bank Road Safety Guidelines COMPARATIVE STATISTICS Appendix D

This Appendix contains basic statistics on Asian and Pacific countries to enable intercountry comparisons. The data are based on the database of road safety information that is to be established at the United Nations Economic and Social Commission for Asia and the Pacific (UN/ESCAP) in Bangkok, Thailand.

KILOMETERS OF ROAD 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 EAST/CENTRAL ASIA EAST/CENTRAL ASIA PRC (000,000s) 888.25 897.462 906.963 915.079 926.746 942.395 962.769 982.243 999.553 1,014.34 1,028.35 1,041.14 1,056.71 - - PRC (000,000s) Hong Kong, China1,162 1,182 1,217 1,244 1,279 1,323 1,350 1,395 1,434 1,465 1,484 1,529 1,559 - - Hong Kong, China DPR Korea------20,000----DPR Korea Republic of Korea46,951 50,336 53,936 54,600 51,004 52,264 53,654 54,689 55,778 56,481 56,715 58,088 58,847 61,294 73,834 Republic of Korea Macao------Macao Mongolia ------49,200--Mongolia Taipei,China------Taipei,China

SOUTHEAST ASIA SOUTHEAST ASIA Brunei1,4831,5611,6221,6541,7331,7701,8611,9942,0242,199-----Brunei Cambodia ------14,800--Cambodia Indonesia142,314 154,181 165,138 184,648 194,944 207,237 214,033 222,924 250,314 266,326 283,516 ----Indonesia Lao PDR 13,971 12,983 - 13,298 - - Lao PDR Malaysia 28,721 31,406 35,864 37,409 38,503 39,702 39,915 39,339 52,606 52,695 53,986 61,649 - - Malaysia Myanmar 22,740 22,883 22,981 23,068 23,202 23,298 23,387 23,463 23,490 23,981 27,305 30,629 - - Myanmar Philippines 151,919 153,528 154,473 155,671 157,139 161,709 162,325 157,810 157,253 159,059 160,380 160,633 - - - Philippines Singapore 2,356 2,483 2,533 2,568 2,597 2,645 2,686 2,760 2,810 2,836 2,882 2,924 2,967 2,989 - Singapore Thailand 28,151 30,016 31,001 33,148 34,702 36,235 37,724 39,369 41,794 44,409 45,445 45,650 46,712 - - Thailand V iet Nam81,136----85,13685,68186,32786,64387,26787,507Viet 105,061 105,500 - - Viet Nam - SOUTH ASIA SOUTH ASIA Afghanistan-18,85218,97419,010-----18,000-----Afghanistan Bangladesh 5,691 6,591 7,432 7,997 9,387 10,374 11,185 11,815 12,321 12,960 13,700 - 14,500 - - Bangladesh Bhutan------2,254------Bhutan India (000s) 1,190 1,231.1 1,530.3 1,579.1 1,627.5 1,686.9 1,726.1 1,780.6 1,843.4 1,905 1,970 2,037 - - - India (000s) Iran 95,800 76,500 64,200 90,000 - 135,882 ------Iran Maldives------Maldives Nepal 4,940 5,021 5,270 5,546 5,717 5,925 6,039 6,306 6,611 6,611 7,036 7,401 7,400 - - Nepal Pakistan 40,143 42,535 44,669 46,848 49,457 53,020 59,630 107.611 111.152 114.669 118.122 121.485 124.773 128.057 131.433 Pakistan Sri Lanka24,64324,56424,75225,46625,46625,46625,49425,63425,68825,74925,952----SriSri Lanka

CENTRAL ASIAN REPS CENTRAL ASIAN REPS Armenia------8,096Armenia Azerbaijan------Azerbaijan Kazakstan------87,841-87,523Kazakstan Kyrgyz Republic------19,100----Kyrgyz Republic RussianFederation------934,000 - Russian Federation Tajikistan------13,400-----Tajikistan Turkmenistan------13,400---Turkmenistan Uzbekistan------39,800-----Uzbekistan - PACIFIC COUNTRIES PACIFIC COUNTRIES AmericanSamoa------55American Samoa C m n. Nth. MarianaNth. Cmn. Is.------59Cmn. MarianaNth. Is. Cook Islands ------19Cook Islands Fiji------4,8224,777--755Fiji French Polynesia------217French Polynesia Guam------145Guam Kiribati------78Kiribati MarshallIslands------54Marshall Islands Micronesia,States.Fed.of------Fed. MicronesiaStates.of Samoa------1,800-- -Samoa Tonga ------305-----Tonga Vanuatu------1,353----1,130---Vanuatu - DEVELOPED NATIONS - DEVELOPED NATIONS Australia 810,900 - - 801,600 804,800 - 808,500 805,400 - 810,300 -----Australia Japan (000s) 1,114 1,118 1,123 1,123 1,125 1,128 1,127 1,099 1,104 1,110 1,115 1,120 1,125 1,131 1,136 Japan (000s) N e w Zealand--93,00093,00093,00093,00093,000-93,000------NewNew Zealand

Notes: Sources: Statistical year books for each country; UN/ESCAP Statistical Yearbook for the Asian and the Pacific Region.

For presentational purposes, large values have been expressed as thousands. In these cases, entries are shown in italics.

App. D - 1 ROAD SAFETY GUIDELINES APPENDIX D

POPULATION BY YEAR (000s) 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 EAST/CENTRAL ASIA EAST/CENTRAL ASIA PRC (000,000s) 996.134 1,010.1 1,024.58 1,039.552 1,054.911 1,070.575 1,086.552 1,102.877 1,119.509 1,136.397 1,153.47 1,170.697 1,187.997 1,205.181 1,222.017 PRC (000,000s) Hong Kong, China5,039 5,144 ,5,237 5,318 5,300 5,456 5,516 5,570 5,618 5,664 5,709 5,755 5,800 5,845 5,890 Hong Kong, China DPR Korea18,260 18,581 18,901 19,221 19,549 19,888 20,239 20,602 20,978 21,368 21,771 22,188 22,618 23,055 23,491 DPR Korea Republic of Korea38,124 38,667 39,203 39,737 40,271 40,806 41,345 41,886 42,416 42,917 43,377 43,791 44,163 44,507 44,842 Republic of Korea Macao 320 - - 330 360 390 420 430 440 450 479 - - - 424 Macao Mongolia1,664 1,709 1,758 1,807 1,858 1,909 1,963 2,018 2,073 2,131 2,190 2,249 2,310 2,371 2,434 Mongolia Taipei,China 17,800 18,100 18,400 18,700 19,010 19,260 19,460 19,680 19,900 20,120 20,340 20,560 20,780 21,000 21,220 Taipei,China

SOUTHEAST ASIA SOUTHEAST ASIA Brunei 194 200 206 213 220 226 233 239 245 251 257 263 269 276 282 Brunei Cambodia 6,498 6,553 6,692 6,890 7,111 7,327 7,530 7,729 7,926 8,127 8,337 8,553 8,774 8,996 9,222 Cambodia Indonesia (000,000s) 150.957 154.143 157.384 160.672 163.992 167.332 170.687 174.059 177.448 180.856 184.283 187.723 191.17 194.616 198.055 Indonesia (000,000s) Lao PDR 3,206 3,262 3,330 3,409 3,497 3,595 3,702 3,818 3,942 4,070 4,202 4,335 4,469 4,606 4,742 Lao PDR Malaysia 13,764 14,112 14,479 14,863 15,264 15,678 16,104 16,542 16,989 17,440 17,892 18,343 18,792 19,239 19,683 Malaysia Myanmar 33,821 34,529 35,252 35,994 36,757 37,544 38,355 39,191 40,050 40,928 41,824 42,738 43,668 44,613 45,573 Myanmar Philippines 48,684 49,949 51,263 52,620 54,001 55,395 56,798 58,211 59,627 61,038 62,437 63,819 65,186 66,543 67,898 Philippines Singapore 2,414 2,443 2,471 2,500 2,528 2,558 2,588 2,618 2,649 2,679 2,710 2,740 2,768 2,798 2,825 Singapore Thailand 46,718 47,695 48,636 49,533 50,384 51,187 51,938 52,640 53,315 53,988 54,677 55,393 56,128 56,869 57,586 Thailand Viet Nam 53,711 54,904 56,116 57,351 58,611 59,898 61,214 62,556 63,921 65,299 66,688 68,083 69,485 70,902 72,342 Viet Nam

SOUTH ASIA SOUTH ASIA Afghanistan 16,063 15,815 15,441 15,027 14,690 14,519 14,528 14,706 15,085 15,698 16,556 17,688 19,062 20,547 21,968 Afghanistan Bangladesh 88.221 90.701 93.223 95.77 9.832 100.861 103.384 105.898 108.429 111.014 113.684 116.444 119.288 122.21 125.201 Bangladesh Bhutan 1,242 1,267 1,294 1,322 1,350 1,380 1,409 1,440 1,471 1,504 1,539 1,574 1,611 1,650 1,689 Bhutan India (000,000s) 688.856 703.75 719.151 734.907 750.793 766.651 782.423 798.161 813.954 829.932 846.191 862.745 879.549 896.567 913.747 India (000,000s) Iran 39,254 40,945 42,832 44,849 46,901 48,916 50,882 52,811 54,690 56,508 58,267 59,948 61,565 63,180 64,878 Iran Maldives 158 163 168 173 178 183 189 195 201 207 214 220 227 234 241 Maldives Nepal 14,858 15,285 15,730 16,191 16,661 17,136 17,615 18,097 18,584 19,075 19,571 20,072 20,576 21,086 21,601 Nepal Pakistan (000,000s) 85.299 88.007 90.944 94.073 97.332 100.676 104.103 107.611 111.152 114.669 118.122 121.485 121.773 124.057 131.433 Pakistan (000,000s) Sri Lanka 14,819 15,078 15,342 15,606 15,864 16,110 16,345 16,568 16,784 16,999 17,218 17,440 17,666 17,893 18,121 Sri Lanka

CENTRAL ASIAN REPS CENTRAL ASIAN REPS Armenia3,067 - - 3,243 3,292 3,339 3,387 3,435 3,453 3,482 3,545 3612 3,686 4,000 - Armenia Azerbaijan 6,165 - - 6,453 6,560 6,661 6,760 6,866 6,980 7,085 7,153 - 7,392 - - Azerbaijan Kazakstan 14,939 - - 15,550 15,745 15,935 16,136 16,167 16,362 16,537 16,670 16806 17,038 - - Kazakstan Kyrgyz Republic 3,630 - - 3,857 3,937 4,014 4,093 4,173 4,250 4,327 4,395 4453 4,493 4,500 - Kyrgyz Republic Russian Fed. (000,000s) 138.936 ------148.164 - - - Russian Fed. (000,000s) Tajikistan 3,967 - - 4,298 4,428 4,567 4,719 4,874 5,027 5,175 5303 5,465 5,562 - - Tajikistan Turkmenistan 2,860 - - 3,080 3,154 3,230 3,316 3,408 3,495 3,578 3670 3,852 - 4,307 - Turkmenistan Uzbekistan 15,957 - - 17,269 17,736 18,231 18,757 19,298 19,737 20,114 20531 - - 21,700 - Uzbekistan

PACIFIC COUNTRIES PACIFIC COUNTRIES American Samoa 32 - - 34 35 36 36 37 37 38 39 - 39 - 55 American Samoa Cmn. Nth. Mariana Is. - - 17.3 17.9 19.6 27.7 30.5 33.5 36.9 40.6 44.6 49.1 54 - 59 Cmn. Nth. Mariana Is. Cook Islands 19 - 17.4 17.4 17 17.2 17.1 17.1 17.7 17.9 18.4 18.5 18.7 - 19 Cook Islands Fiji 662 675 689 699 708 713 634 647 717 721 726 732 740 747 755 Fiji French Polynesia147 - - 165 170 174 179 183 188 193 206 207 207 - 217 French Polynesia Guam 108 - - 116 120 120 124 126 129 131 134 136 139 - 145 Guam Kiribati 58 - 59.5 61 62.4 64.1 65.6 67.1 68.6 70.2 71.8 73.5 75.2 - 78 Kiribati Marshall Islands - - 32.8 33.8 34.8 37.8 39.4 41.1 42.7 44.5 46.2 48 50 - 54 Marshall Islands Micronesia, Fed. States of - - 82.4 85.3 88.2 94.1 96.8 99.6 102.5 105.4 108.5 111.6 114.8 - 107 Micronesia, Fed. States of Nauru7.98.18.48.18.28.58.78.99.19.29.49.69.8- 10Nauru New Caledonia 142 - - 145 148 151 154 160 164 167 170 173 177 - 182 New Caledonia Niue 3.3 3.2 3.2 3 2.8 2.8 2.5 2.4 2.3 2.2 2.2 2.2 2.2 - 2 Niue Palau - - 13.5 13.6 13.7 13.7 14 14.3 14.6 14.9 15.2 15.6 15.9 - 16 Republic of Palau Papua New Guinea 3,086 - 3,110 3,185 3,621 3,337 3,407 3,482 3,557 3,630 3,699 3,772 3,847 - 4,246 Papua New Guinea Samoa 157 - 157 158 159 159 160 161 162 163 164 165 165 - 163 Samoa Solomon Islands 231 - 244 252 261 273 283 293 304 312 320 328 337 - 368 Solomon Islands Tonga96 - 94.7 95.5 96.4 97.3 94.5 95 95.6 96.1 96.6 97.1 97.4 - 99 Tonga Tuvalu 6 - 7.8 8 8.1 8.2 8.3 8.5 8.6 8.8 9 9.1 9.3 - 10 Tuvalu Vanuatu 118 - 120 123.8 127 129.3 132.7 136.3 139.6 143.4 146.8 150.9 154.5 - 165 Vanuatu

DEVELOPED NATIONS DEVELOPED NATIONS Australia 14,695 14,901 15,105 15,310 15,527 15,759 16,008 16,272 16,545 16,819 17,086 17,344 17,596 17,843 18,089 Australia Japan (000,000s) 116.807 117.711 118.573 119.388 120.145 120.837 121.462 122.03 122.553 123.051 123.537 124.018 124.491 124.959 125.422 Japan (000,000s) New Zealand 3,113 3,130 3,154 3,184 3,217 3,247 3,276 3,305 3,334 3,362 3,392 3,423 3,455 3,488 3,520 New Zealand

Notes: Source: UN/ESCAP population statistics.

For presentational purposes, large values have been expressed as millions rather than thousands. In these cases, entries are shown in italics.

ROAD SAFETY GUIDELINES App. D - 2 APPENDIX D

TOTAL NUMBER OF REGISTERED MOTOR VEHICLES (000s)(1) 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994

EAST/CENTRAL ASIA EAST/CENTRAL ASIA PRC 3,803.4 4,436.8 5,061.7 5,677.3 6,616.4 8,360.5 9,316.15 10,610.3 11,902 13,185.3 14,762.7 16,576.6 19,450.3 23,316.4 27,355.8 PRC Hong Kong, China 299.395 330.309 339.567 327.803 311.87 300.561 300.995 322.29 347.402 376.153 405.407 437.769 471.221 503.509 - Hong Kong, China DPR Korea - - - PR Korea ------D Republic of Korea744.218 847.689 1,057.332 1,314.119 1,717.616 1,824.869 2,121.779 2,535.562 3,102.289 3,847.982 4,780.051 5,830.826 6,993.547 8,210.353 - Republic of Korea Macao 15.4 18 19.6 21.2 22.1 22.3 24.3 24.5 26.3 28.7 31.1 - - - - Macao Mongolia ------37.422 35.642 36.001 - - 39.737 - - Mongolia Taipei,China 4,653.406 5,346.723 6,034.634 6,662.722 7,331.925 7,939.918 8,687.538 7,692.467 8,919.39910,138.909 11,418.2212,565.35713,847.097 14,846.61 - Taipei,China

SOUTHEAST ASIA SOUTHEAST ASIA Brunei 54.507 62.047 67.804 77.68 86.772 95.425 100.888 105.973 110.747 118.113 126.556 134.902 144.159 - - Brunei Cambodia ------bodia - Cam Indonesia3, 871.558 4,603.965 5,346.995 5,875.75 6,460.425 6,827.317 7,321.77 7,426.174 7,765.949 8,243.982 8,850.729 9,230.741 9,922.73710,237.069 11,373.217 Indonesia Lao PDR 25.293 - - - - 40.866 45.104 50.009 55.825 85.015 84.099 95.836 104.039 113.899 134.334 Lao PDR Malaysia 2,323.574 2,855.177 3,187.07 3,545.784 3,898.895 4,190.195 4,406.087 4,544.446 4,727.127 5,014.176 5,400.934 5,847.034 6,245.991 6,627 - Malaysia Myanmar 88 105.987 111.863 119.816 128.448 138.191 143.888 137.703 146.549 160.906 175.24 195.221 218.053 251.676 - Myanmar Philippines 1,111.433 1,006.03 1,087.18 1,200.803 1,165.557 1,120.172 1,185.632 1,176.753 1,210.483 1,431.464 - 1,715.366 1,879.563 2,125.115 - Philippines Singapore 371.341 401.805 440.276 476.288 491.322 486.76 473.659 471.124 491.808 520.537 542.352 559.304 557.584 584.322 - Singapore Thailand 1,710.5 2,201.53 2,601.31 3,015.72 3,352.97 3,403.85 4,044.39 4,956.11 5,799.81 6,505.02 7,541.81 8,427.09 9,557.89 11,062.45 - Thailand Viet Nam 154.362 ------159.08 1,166.515 1,455.658 1,779.082 2,308.067 3,019.497 3,395.923 Viet Nam

SOUTH ASIA SOUTH ASIA Afghanistan - 79.7 73 70.9 59 57.5 55.9 55.8 56 56 56 55 75 - - Afghanistan Bangladesh 86.356 95.152 98.936 131.498 136.161 145.804 156.468 167.493 270.86 251.765 274.499 296.317 314.009 349.631 201.541 Bangladesh Bhutan ------12.346 13.244 14.268 - - Bhutan India4,990.06 5,782.99 6,466.07 7,480.7 8,460.93 9,539.17 10,563.8 12,517.7 14,717 16,557.1 18,704.9 21,374 23,507 25,299 - India Iran 211.386 158.393 128.973 193.65 221.607 204.9 91 96.91 50.478 45.364 48.884 4,138.197 4,318.3 4,488.008 4,640.694 Islamic Republic of Iran Maldives 1.062 1.186 1.425 1.048 1.299 1.615 0.779 0.886 1.056 1.275 1.436 - - - - Maldives Nepal (2) - 1.606 1.034 1.105 2.524 2.693 2.121 1.879 2.375 3.245 3.501 - - 130 150 Nepal(2) Pakistan 1,109.814 1,019.551 1,352.962 1,502.305 1,673.433 1,924.347 2,037.435 2,187.245 2,363.064 2,585.906 2,766.44 2,602.241 2,773.295 3,257.942 - Pakistan Sri Lanka 278.055 307.75 339.924 371.966 406.017 452.39 484.964 497.523 534.449 612.402 710.4 781.296 864.518 - - Sri Lanka

CENTRAL ASIAN REPS CENTRAL ASIAN REPS Armenia - - - enia ------Arm Azerbaijan ------431.068- 442.094 463.165 466.389 468.375 - - - Azerbaijan Kazakstan ------1266.8 - - - Kazakstan Kyrgyz Republic ------Kyrgyz Republic Russian Federation - - - - - 20,900 21,400 22,400 23,200 23,600 .23,300 24,200 24,500 27,200 - RussianFederation Tajikistan ------17.6 18 18.2 13.8 - - Tajikistan Turkmenistan 170.963 185.283 193.106 207.169 214.897 235.794 253.16 264.197 269.117 279.104 286.225 280.002 293.392 296.417 - Turkmenistan Uzbekistan ------641.81 - 1, 1,900.592 1,915.15 1,868.953 - Uzbekistan

PACIFIC COUNTRIES PACIFIC COUNTRIES American Samoa 2.7 3.5 3.1 3.3 3.8 4.5 ------5.3 - - American Samoa Cmn. Nth. Mariana Is. ------17.8 - - Cmn. Nth. Mariana Is. Cook Islands ------Cook Islands Fiji 38.9 43.1 46 53.7 56.8 59.7 65.6 67.1 68.2 75.3 80.1 83.9 87.8 90.1 - Fiji French Polynesia - - - - French Polynesia ------55 - Guam 54.2 55.9 82.7 58.7 72.9 77 70 75.4 72.9 84.8 - - 102 - - Guam Kiribati ------1.5 - - - - - Kiribati Marshall Islands ------Marshall Islands Micronesia, Fed. States of ------Micronesia, Fed. States of Nauru ------Nauru New Caledonia - 54.3 56.8 58.2 60.4 60.1 63.1 65 68 72 73 - 75 - - New Caledonia Niue 0.261 0.291 0.427 ------Niue Republic of Palau ------Republic of Palau Papua New Guinea 45.6 47.1 44.7 43.4 46.4 42.6 43.6 43.2 - - - - 41.3 - - Papua New Guinea Samoa 4 5.3 3.93 4.02 4.5 4.805 4.208 4.689 4.69 5.85 - 6.8 7.3 9.9 - Samoa Solomon Islands 0.975 1.148 2.785 - - 3.425 3.676 ------Solomon Islands Tonga2.429 2.047 2.628 4.376 2.274 3.394 3.976 4.761 6.223 4.681 5.854 7.364 - 10.359 - Tonga Tuvalu - - - - - 0.041 0.049 0.055 0.07 0.084 - - - - - Tuvalu Vanuatu 3.2 3.713 3.984 4.018 4.024 4.487 5.691 5.518 5.706 5.81 5.796 - 7.5 - - Vanuatu

DEVELOPED NATIONS DEVELOPED NATIONS Australia 7,731.6 8,086.3 8,521.8 8,763 9,002.4 9,286.2 9,459.5 9,543 9,715.3 9,977 10,256 10,060 10,423 10,613 - Australia Japan 49,244 52,103 55,297 58,548 61,253 63,684 65,942 67,812 70,100 72,399 74,500 76,168 77,395 78,476 79,722 Japan New Zealand 1,692.40 1,748.83 1,790.16 1,830.10 1,886.75 1,919.95 2,022.09 1,905.78 1,786.04 1,832.04 1,886.73 1,927.67 1,965.74 - - New Zealand

Sources: UN/ESCAP Questionnaire, 1980-1993. Country statistical yearbooks, various years. UN/ESCAP Statistical Yearbook for Asia and the Pacific.

Notes: (1) The sum of motorcycles, cars, trucks, and buses, and other motorized vehicles from the previous tables, or data fro m other sources giving total motor vehicles. (2) Nepal: gures available up to 1990 are abnormally low. 1993 and 1994 values from an alternative source.

App. D - 3 ROAD SAFETY GUIDELINES APPENDIX D

TOTAL ROAD FATALITIES 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 Death (1) EAST/CENTRAL ASIA EAST/CENTRAL ASIA PRC 21,818 22,499 22,164 23,944 25,251 40,906 50,063 53,439 54,814 50,441 49,243 53,204 58,723 63,508 66,362 7 PRC Hong Kong, China402 474 453 340 322 309 310 280 301 346 321 315 328 351 - 30 Hong Kong, China DPR Korea------DPR Korea Republic of Korea5,608 5,804 6,110 6,834 7,468 7,552 7,702 7,206 11,563 12,603 12,325 13,429 11,640 10,402 10,087 3 Republic of Korea Macao------Macao Mongolia------182 221 209 245 351 374 - - - - Mongolia Taipei,China 4,039 3,840 3,596 3,392 3,540 3,564 4,139 4,373 4,190 3,930 3,910 3,305 2,717 2,349 - 1 Taipei,China

SOUTHEAST ASIA SOUTHEAST ASIA Brunei40516347454042433935475647- - -Brunei Cambodia ------Cambodia Indonesia11,456 11,105 10,805 10,862 10,881 10,283 10,692 10,809 10,456 10,726 10,887 10,610 9,819 10,038 11,004 1 Indonesia Lao PDR - - - - - 80 92 79 65 - 99 105 152 166 200 - Lao PDR Malaysia 2,568 2,769 3,266 3,523 2,951 2,379 2,358 2,240 2,354 3,090 3,345 3,514 3,263 3,651 - 30 Malaysia Myanmar ------441 466 276 420 553 695 620 924 - 1 Myanmar Philippines - - 1,492 1,348 1,119 1,085 1,093 835 934 - 1,425 - - 871 1,027 1 Philippines Singapore 259 275 307 298 327 265 251 205 226 232 236 243 240 258 254 30 Singapore Thailand 4,493 2,760 3,090 2,472 2,904 2,788 2,086 3,991 8,651 6,563 5,765 8,595 8,184 9,496 1 Thailand Viet Nam 2,221 2,982 1,938 2,050 2,017 2,048 2,278 2,516 2,477 2,112 2,087 2,395 2,069 3,940 4,533 7 Viet Nam

SOUTH ASIA SOUTH ASIA Afghanistan------Afghanistan Bangladesh 791 928 1,009 1,116 1,242 1,463 1,169 1,156 1,367 1,867 1,844 1,982 2,317 1,487 1,597 7 Bangladesh Bhutan------13164177365-30Bhutan India24,600 27,333 30,067 32,800 35,100 39,200 40,000 44,400 46,600 50,700 54,100 56,500 59,400 - - 30 India Iran---2,831------2,3432,9572,840-Iran Maldives------Maldives Nepal 245 260 327 354 409 445 439 387 368 528 530 641 632 941 30 Nepal Pakistan 3,795 4,127 4,143 3,564 4,139 4,714 5,009 5,125 5,251 5,174 4,790 4,916 5,182 - 30 Pakistan Sri Lanka 1,106 1,247 1,257 1,365 1,310 1,311 1,286 1,226 1,386 1,596 1,795 1,271 1,343 1,599 - 30 Sri Lanka

CENTRAL ASIAN REPS CENTRAL ASIAN REPS Armenia394 379 370 461 430 429 412 404 399 725 721 633 519 318 - - Armenia Azerbaijan 891 954 853 832 825 819 998 974 1,088 1,090 1,264 1,281 1,265 1,152 - 7 Azerbaijan Kazakstan 3,404 3,279 3,201 3,324 3,208 2,944 2,633 2,700 3,139 3,839 3,985 4,115 4,021 3,954 - 3 Kazakstan Kyrgyz Republic - - - - 87 102 58 66 65 76 65 79 39 - - 7 Kyrgyz Republic Russian Federation ------35,366 37,522 36,471 37,120 - 7 Russian Federation Tajikistan - - - - 617 584 551 585 733 709 809 821 520 604 499 7 Tajikistan Turkmenistan 525 522 517 581 571 504 488 488 596 693 688 766 664 648 484 7 Turkmenistan Uzbekistan 2,477 2,436 2,449 2,594 2,590 2,440 2,418 2,462 2,654 2,930 3,166 3,184 2,688 2,153 2,032 7 Uzbekistan

PACIFIC COUNTRIES PACIFIC COUNTRIES AmericanSamoa------AmericanSamoa C m n. Nth. MarianaNth.Cmn. Is.------Cmn.MarianaNth. Is. Cook Islands ------Cook Islands Fiji 88 59 55 80 82 87 69 91 77 84 87 108 72 91 88 1 year Fiji French Polynesia------French Polynesia Guam------Guam Kiribati--1082218814 ------Kiribati MarshallIslands------MarshallIslands Micronesia,StatesFed.of------Micronesia,StatesFed.of Nauru------Nauru New Caledonia ------NewCale donia Niue------Niue R ep ublic of Palau------ofRepublic ------Republic of Palau Papua New Guinea - 295 253 264 274 277 274 316 347 329 299 305 290 - - 1 Papua New Guinea Samoa 11 19 18 22 10 13 9 13 14 18 18 15 9 10 - 3 Samoa SolomonIslands4-24655 ------SolomonIslands Tonga7 6 5 13 7 8 8 10 6 11 11 15 16 6 - - Tonga Tuvalu------Tuvalu Vanuatu------Vanuatu

DEVELOPED NATIONS DEVELOPED NATIONS Australia 3,272 3,321 3,252 2,755 2,822 2,941 2,888 2,772 2,887 2,801 2,331 2,113 1,974 1,953 - 30 Australia Japan 8,760 8,719 9,073 9,520 9,262 9,261 9,317 9,347 10,344 11,086 11,227 11,105 11,451 10,942 10,649 1 Japan New Zealand 599 669 673 644 669 747 766 796 727 761 730 651 647 600 - 30 New Zealand

Sources: UN/ESCAP Questionnaire, 1980-1993. Country statistical yearbooks, various years. UN/ESCAP Statistical Yearbook for the Asian and Pacific Region.

. , (1) The international definition of death due to a road accident is death within 30 days of the accident. However, not all countries use this definition. This column in the table gives the definition where known . The number of deaths shown are the actual published figures. They can be adjusted to represent standardized 30-day deaths using the following European Union factors, for purposes of comparative analysis:

1 day + 3 percent 3 days + 15 percent 6 days + 9 percent 7 days + 8 percent 1 year + 3 percent

ROAD SAFETY GUIDELINES App. D - 4 APPENDIX D

Country Data for Most Recent Year Subregion Year GNP Population Road Accident Casualties Motor Vehicles (000s)Fata lities Severity Fatalities Motor Vehs (US$ (000s) per 10,000 Index per 100,000 per 1,000 Fatalities Injuries Total Total 2/3 wh percent billion) 2/3 wh motor vehs population population NIEs 74,397 155,661 323,880 339,541 25,755 13,966 54 6.1 5 21.1 346 Hong Kong, China 1993 104.7 5,845 351 20,558 20,909 504 27 5 7.0 2 6.0 86 Republic of Korea 1993 338.1 44,507 11,962 293,634 305,596 8,210 1,936 24 14.6 4 26.9 184 Singapore 1994 65.8 2,825 254 6,751 7,005 586 125 21 4.3 4 9.0 207 Taipei,China 1994 - 21,220 3,094 2,937 6,031 16,455 11,878 72 1.9 51 14.6 775

CENTRAL ASIA 1,245,662 76,582 154,734 231,316 28,659 10,952 38 26.7 33 6.1 23 Peoples Republic of China 1994 630.2 1,222,000 71,671 137,794 20,9465 27,356 10,938 40 26.2 34 5.9 22 Mongolia 1989 0.9 2,131 245 501 746 36 - - 68.1 33 11.5 17

CENTRAL ASIAN REPUBLICS Kazakstan 1992 28.6 17,038 4,624 16,200 20,824 1,267 14 1 36.5 22 27.1 74 Kyrgyz Republic 1992 3.7 4,493 42 239 281 - - - - 15 0.9 - SOUTHEAST ASIA 419,373 44,123 117,303 161,426 36,039 23,515 65 12.2 27 10.5 86 Cambodia 1994 - 9,222 128 208 336 359 311 87 3.6 38 1.4 39 Indonesia 1994 167.6 198,055 14,305 18,002 32,307 11,373 7,788 68 12.6 44 7.2 57 Lao PDR 1994 1.5 4,742 200 3,479 3,679 134 109 81 14.9 5 4.2 28 Malaysia 1993 60.1 19,239 3,651 29,201 32,852 6,627 3,695 56 5.5 11 19.0 344 Myanmar 1993 - 44,613 1,201 - - 252 69 27 47.7 - 2.7 6 Philippines 1988 37.7 59,627 1,214 10,783 11,997 1,210 281 23 10.0 10 2.0 20 Thailand 1994 129.9 57,586 19,729 43,541 63,270 12,940 8,248 64 15.2 31 34.3 225 Viet Nam 1994 13.8 70,902 4896 12,089 16,985 3,396 3,083 91 14.4 29 6.9 48

SOUTH ASIA 1,240,734 71,171 299,537 369,507 28,687 18,251 64 24.8 19 5.7 23 Afghanistan 1994 - 21,968 - - - 170 95 56 - - - 8 Bangladesh 1994 26.6 125,201 1,725 2,533 4,258 351 202 58 49.1 41 1.4 3 Bhutan 1992 0.3 1,611 6 14 20 14 5 36 4.3 30 0.4 9 India 1992 271.6 879,549 59,400 262,200 321,600 23,507 15,661 67 25.3 18 6.8 27 Maldives 1994 0.2 241 ------Nepal 1994 4.2 21,601 941 1,434 2,375 155 81 52 60.7 40 4.4 7 Pakistan 1993 53.3 128,057 6,299 14,753 21,052 3,258 1568 48 19.3 30 4.9 25 Sri Lanka 1993 10.7 17,893 1,599 18,603 20,202 980 570 58 16.3 8 8.9 55

PACIFIC COUNTRIES 5,551 502 3,500 4002 163 5 3 30.8 13 9.0 29 Cook Islands 1994 - 19 ------Fiji 1993 1.6 747 88 1,165 1,253 90 4 4 9.8 7 11.8 120 Kiribati 1987 0.5 67 14 132 146 - - - - 10 20.9 - Marshall Islands 1994 - 54 ------Micronesia, Fed. States of 1994 - 107 ------Papua New Guinea 1992 3.8 3,847 377 1,948 2,325 41 - - 92.0 16 9.8 11 Samoa 1993 0.2 164 12 106 118 10 - - 12.0 10 7.3 61 Solomon Islands 1986 0.3 283 5 84 89 4 - - 12.5 6 1.8 14 Tonga 1993 0.2 98 6 65 71 10 1 10 6.0 8 6.1 102 Tuvalu 1994 - 10 ------Vanuatu 1992 0.2 155 - - - 8 - - - - - 52

DEVELOPED 146,322 16,377 716,497 732,874 92,344 16,369 18 1.8 2 11.2 631 NATIONS Australia 1993 310.0 17,843 1,953 21,473 23,426 10,613 292 3 1.8 8 10.9 595 Japan 1994 4,321.1 124,959 13,844 678,424 692,268 79,722 16,021 20 1.7 2 11.1 638 New Zealand 1994 46.6 3,520 580 16,600 17,180 2,009 56 3 2.9 3 16.5 571

App. D - 35 ROAD SAFETY GUIDELINES