Strategic Research Priorities in the area of Road Safety About the Authors

Transcription

1 Strategic Research Priorities in the area of Road Safety About the Authors The European Union Road Federation (ERF) is a non-profit European association representing public and private entities linked to road infrastructure. It acts as a European platform for dialogue, expressing the road sector s ideas and opinions on mobility issues and promotes research into viable, efficient and sustainable transport.

2 Table of Contents Introduction... 3 Priority Area A: Adapting the Infrastructure to meet the challenges of 21st Century Traffic... 4 Topic 1: Investigate the concept of Roads that Cars can Read... 4 Topic 2: Investigate the effect of Longer and Heavier Vehicles on the Road Infrastructure... 5 Priority Area B: Alternative Tools for Financing and Maintaining Roads... 6 Topic 3: Investigate the technical and economic feasibility of large scale distance based charging... 6 Topic 4: Investigate the socio economic dimension of road pricing... 7 Priority Area C: Developing Tools for more cost effective road operation and maintenance... 8 Topic 5: Development of automatic road inspection technologies... 8 Topic 6: Development of EU Highways Manual... 9 Topic 7: Development of a ranking methodology of road safety measures... 9 Topic 8: Improving Safety in Work Zones... 9 Topic 9: Reducing maintenance needs via the development of durable materials Topic 10: Reducing fatalities on the Europe s secondary network Priority Area D: In depth statistics into the causality of accidents Topic 11: Developing more in depth statistical data and understanding of accidents (and near accidents) Topic 12: Establishing minimum data requirement for reporting of accidents Priority Area E: Infrastructure and Vulnerable Road Users Topic 13: Adapting the infrastructure to an ageing population Topic 14: Adapting the infrastructure to P2W Priority Area F: Wider Deployment and harmonisation of ITS Solutions Topic 15: Deployment of ITS solutions in urban contexts Topic 16: Deployment of ITS solutions for Safe Truck Parking Areas Topic 17: Deployment of Cooperative Services from an infrastructure perspective

3 Introduction Despite progress achieved during the last decade in reducing fatalities on Europe s roads, there are still approximately 90 people who still lose their lives daily in accidents and another 25,000 injured. No doubt, road safety research has played its part in achieving the 43% reduction that was recorded during the last European Road Safety Action Programme, which span from 2001 to Research into road safety is essential as it not only allows for the development of new technologies, moreover it enables specialists and policymakers to better grasp the underlying reasons behind many accidents and undertake the appropriate remedial actions. The new European Road Safety Action Programme (ERSAP ) has laid down an ambitious target of reducing fatalities by 50% by 2020 compared to 2010 levels. Arriving at this objective will require the coordinated mobilisation of all actors linked to the road safety equation and of course, road safety research will continue to provide solutions and evidence that can be exploited by all parties concerned, be it policymakers, industry representatives or professionals. As political focus has shifted to the environmental aspects of transport, road research funding has steadily moved away from road safety thus depriving policymakers of one of the key weapons in its arsenal for achieving the goals that have been proclaimed. To deal with this imbalance, and against a backdrop of limited public resources, the European Commission has commissioned a support action whose goal is to identify research priorities that can support the objectives of the ERSAP based on their cost effectiveness. It is within this context that the European Union Road Federation would like to present its vision for road safety priorities for the period , from an infrastructure perspective. 1 5th Road Safety PIN Report, European Transport Safety Council 2 Towards a European road safety area: policy orientations on road safety

4 Priority Area A: Adapting the Infrastructure to meet the challenges of 21st Century Traffic The vehicle and the infrastructure are two parts of the same equation. Although autonomous in their own right, they are interconnected insofar that one cannot work independently of the other in the long run. By nature, vehicles develop at a much quicker pace then the infrastructure. While the latter is built in average with a thirty year perspective, the former usually claims a horizon of no more than ten years. In the past decade, important changes have taken place with respect to both vehicles technologies and the weights and dimension of Heavy Good Vehicles (HGV), requiring thus a re think of how Europe s roads should be adapted to cope with the challenges of 21 st century traffic. Topic 1: Investigate the concept of Roads that Cars can Read Advanced Assistant Driver Systems (ADAS) such as Lane Departure Warning Systems (LDWS) and Speed Alert Systems (SAS) require the presence of well maintained road markings and signs that are visible to both the vehicle and of course, the drivers themselves. Due to a lack of adequate maintenance, these promising vehicle technologies often cannot be utilised due to poorly maintained markings and signs, something that has been recently highlighted jointly in 2011 by EuroRAP and EuroNCAP 3. In order to fully exploit the benefits emanating from the intelligent car, it is thus imperative not only to ensure that markings and signs are properly maintained; moreover, it is necessary to investigate the minimum infrastructure requirements in order to ensure that ADAS technologies operate effectively to statistical confidence levels in the 99 th percentile range. As a first step, it is proposed to investigate the following parameters: Identify the minimum specifications for road markings (width, retro reflectivity, etc) under all weather conditions (dry, wet and wet & rainy) needed for the 3 Roads that Cars Can Read A Consultation Paper, EuroRAP and EuroNCAP 4

5 correct operation of LDWS systems and, which, at the same time are visible to drivers Identify the road signs that are critical for the operation of SAS, investigate differences amongst Member States on different roads and move towards a full harmonisation at EU level, if possible within the context of the UNECE Vienna Convention on Road Signs and Signals. This exercise should also take into account implicit signs, i.e. road sections which lack signs due to an implicit speed limit. The results of the exercises would need to be validated through large scale Field Operational Tests (FOT). Topic 2: Investigate the effect of Longer and Heavier Vehicles on the Road Infrastructure As traffic volumes keep on rising, efficiency gains are needed that allow goods to be transported quickly and safely across Europe without further contributing to congestion. Longer and Heavier Vehicles (LHV) are starting to be seen more and more as a solution in this respect. The current Directive 96/53 on Weights and Dimensions, while regulating the trans European movement of HGV, allows Member States to authorise LHV domestically. Some countries have use this possibility fully (Sweden, Finland, Denmark and Netherlands) while other are conducting trials (UK, Belgium, some regions in Germany). The recent interpretation of the legal service of the European Commission of Directive 96/53 stating that the cross border movement of LHV in adjacent countries that allow them domestically is not forbidden, has opened the possibility of a more widespread use of LHV in the years to come. Such an outcome is likely to place new demands on road infrastructure and it is imperative to better understand what the implications are. In fact, a relevant study commissioned by the European Commission on this topic 4 found that, while producing on overall positive outcome, the widespread introduction of LHV would entail high costs to road infrastructure. In this context, it is proposed to investigate the following parameters: Undertake an in depth investigation to determine what adaptations would be necessary in current road infrastructure should LHV be introduced in the mass market. This should look into the increased demands on roadside equipment, 4 Effects of adapting the rules on weights and dimensions of heavy commercial vehicles as established within Directive 96/53, TERN/GD/318/2007 5

6 pavement wear and tear, tunnels as well as necessary adaptations to resting areas. Better understand the infrastructure environments of countries that operate LHV (in particular Sweden and Finland) and compare these models to the ones in Member States that do not allow them Arrive at reliable method for determining the cost of adapting the infrastructure to the requirement of LHV so that policymakers can determine the feasibility of such choices. Priority Area B: Alternative Tools for Financing and Maintaining Roads Roads form the backbone of the Europe s transport system and are sine qua non for effective co modality between the different passenger and freight modes. Chronic underfinancing of roads as a result of budgetary constraints and an ageing population are starting to put huge strains on the viability of Europe s road network. If current trends continue, we are even risking an irreversible loss of a hugely important asset that is indispensable for Europe s prosperity and socio economic cohesion. Road safety and maintenance cannot be decoupled and unless alternative ways of preserving roads are developed, safety will be seriously compromised. Apart from the human cost, this also entails an economic cost as more and more drivers sue authorities as a result of accidents caused by lack of maintenance 5. One of the proposals being currently examined by several Member States is to shift from financing model based on taxpayers to one where the user bears his fair share of the infrastructure s use. Topic 3: Investigate the technical and economic feasibility of large scale distance based charging Road pricing is already being used on large parts of Europe s motorways and shows that users are ready to pay for the use of infrastructure as long as they receive in return, a high level service. 5 In 2011, the Walloon Regional government received 2,556 such complaints, up from 2144 the year before. The total cost of these complaints is expected to reach 6 m in 2011, up from 4 m in

7 Nevertheless, motorways only account for a fraction of the Europe s current network, i.e. 65,000 km out of a total of more than 5 m km. It would be important to examine how the user pays principle could be implemented on the remaining network. In this context, it is proposed to investigate the following parameters: Study the technical and economic feasibility of implementing large scale distance based charging schemes that, in addition to motorways, cover large part (or all) of the first, secondary and rural network and integrate the environmental performance of vehicles with the view to reward the best performing vehicles Topic 4: Investigate the socio economic dimension of road pricing In addition to the technological and business model considerations linked to road pricing, there is also an important socio economic dimension linked to social inclusion and even safety on roads. In fact, past attempts to introduce road charging have often been thwarted due to strong public reactions. In this sense, it is important to better understand the socio economic parameters and constraints linked to road pricing in order to arrive at models which can enjoy public legitimacy and succeed in providing for a high quality road network. In this context, it is proposed to investigate the following parameters: Study existing and proposed road pricing models (e.g. the Dutch ADvM) and analyse their socio economic impacts in order to arrive at a clearer idea about how inherent conflicts linked to road pricing can be overcome in order to generate greater public acceptability 6. The role of ICT modelling tools and social media as a means of maximising stakeholder and citizen s involvement should also be explored in this context. 6 For example, linked pricing tariffs to the environmental performance of vehicles may make sense from a an environmental perspective but may end up penalising disproportionally society s least well off who change vehicles less often and thus, tend to drive older cars. Similarly, charging on certain parts of the network in order to de congest them may simply transfer traffic and congestion to other roads which may be less capable of managing such traffic volumes, thus even potentially leading to increased road safety hazards. 7

8 Priority Area C: Developing Tools for more cost effective road operation and maintenance The majority of the EU Member States boast an extensive and rather comprehensive road network. The key focus for the years to come will thus be on maintaining what we already have as opposed to make large scale investments into new infrastructure projects. It is thus imperative to develop new systems and tools that can allow for more costeffective road maintenance and which in turn can preserve high levels of road safety on Europe s roads. Topic 5: Development of automatic road inspection technologies Road safety inspections (RSI) are an essential element of the road safety management equation. They allow road authorities and operators to identify potential risks on their network and to act preventively. Directive 2008/96/EC on road infrastructure safety management requires that Member States shall ensure that safety inspections are undertaken in respect of the roads in operation in order to identify the road safety related features and prevent accidents. In the past, RSI were carried out by in situ visits to road sections, which is a very timeconsuming process when a long road network is to be analysed. To date, several technologies have been developed to assess the roadworthiness of specific elements of the infrastructure. e.g. road markings, road signs, pavement friction. However, no holistic solution exists to date and there is significant room for improvement of existing technologies. In this context, it is proposed to investigate the following parameters: Development of new technologies and systems that can carry out road inspections in a reliable and cost effective manner. These could include amongst other road surface, markings, signs and road geometry. The role of Geographical Information Systems (GIS) as a means of digitalising the road infrastructure could also be explored. 8

9 Topic 6: Development of EU Highways Manual Directive 2008/96/EC on road infrastructure safety management requires that Member States adopt national guidelines that are intended to support road operators and authorities in the implementation of the provisions of the Directive. Large differences in the implementation of the guidelines have led to calls for a more coordinated approach across Member States and the need for some guidance at EU level. In this context, the following action is proposed: Investigate the possibility of developing an EU Highways Manual in similar fashion to the AASHTO Highways Safety Manual developed in the USA. In addition to comparisons between existing guidelines in the Member States, experiences outside Europe should also be examined. Topic 7: Development of a ranking methodology of road safety measures At times of limited public resources, it is imperative that public authorities have the necessary tools that allow them to make most effective road safety interventions based on a cost benefit ranking. In this context, the following topic is proposed: Development of cost benefit ranking methodology of road safety measures that assesses on the one hand the intervention costs vs the achieved reduction in fatalities/injuries. Topic 8: Improving Safety in Work Zones Road maintenance activities are an integral part of improving road safety conditions. Given that road infrastructure is subject to ever increasing demands, it seems unavoidable that in the near future, works on road maintenance will occur on higher frequency than in the past. Despite the overall progress being made in the area of road safety, road works remain particularly hazardous zones as they represent an unexpected change to the usual 9

10 driving environment. While statistics are hard to find, the available data suggest that work zones are responsible for a comparatively high percentage of accidents 7. Moreover, as traffic becomes more and more transnational, there is a need to look at work zones from a European perspective. In this context, the following topic is proposed: Investigate current regulations for work zones and through a comparative analyse arrive at a list of recommendations of pre normative status striking the optimal balance between mobility and safety. Topic 9: Reducing maintenance needs via the development of durable materials While the development of automated road maintenance technologies and the improvement of work zone safety are important priorities in the short to medium turn, the development of more durable materials that require less maintenance and thus reduce the risk posed by such activities should be as a strategic target in the longerterm. In this sense, the following topic is proposed: Promote research into the development of innovative new materials that display a longer life span and require less regular treatment than it currently observed. In choosing appropriate technologies, cost benefit analyses should made. Topic 10: Reducing fatalities on the Europe s secondary network While Europe can boast of a high level of safety on its motorways and comprehensive legislation at EU level (Directive 2008/96), 56% of accidents actually occur on Europe s vast secondary network 8. In this sense, it is imperative to investigate how proven safety solutions can be effectively transferred to Europe s secondary network, where the potential of a significant reduction in fatalities remains significant. 7 In 2010, work zone fatalities accounted for 2% of all fatal crashes in the USA. 8 Towards a European road safety area: policy orientations on road safety

11 Priority Area D: In depth statistics into the causality of accidents Reliable road statistics are essential for our understanding of the nature of crashes and in undertaking the correct remedial measures to alleviate their grave consequences. While important steps have been made at improving the availability of first layer statistical data and hence, our basic understanding of accidents, there is still a lack of first, common minimum data requirements for the reporting of accidents and second, indepth studies and in depth data concerning the relationship between roads and accidents. Moreover, while accident database focus understandable on fatal accidents, there would great to also include near accident which are rarely recorded, could provide useful insights into why often road safety experts are unable to explain occasional increases in fatalities. Topic 11: Developing more in depth statistical data and understanding of accidents (and near accidents) The European Road Safety Observatory (ERSO) has been greatly enhanced in recent years with a multitude of data. Thus, a variety of comparative data is available that allows policymakers and specialists to draw conclusions based on parameters such as age, type of road, gender user etc. Yet, in depth data that will allow us to develop a deeper understanding is still largely unavailable or extremely difficult to find. With respect to the road infrastructure, important elements such as the type of barrier and its containment level, the types of markings (day time visible vs night time visible) are difficult to come by. In this context, the following topic is proposed: Development of an in depth Pan European statistical database of essential infrastructure elements, amongst other, road side equipment, road markings, road signs, road surface. Pursue in depth studies to better understand the causal link between accidents and road infrastructure. These should focus both on passive safety devices included within the EN 1317 (road restraint systems) and the EN (support structures for road equipment); road markings and signs, road pavements etc. 11

12 The potential of ITS technologies in enhancing our understanding should also be investigated. Begin investigating and including near accident statistics in current databases Topic 12: Establishing minimum data requirement for reporting of accidents Large differences exist today within Europe and even within individual Member States themselves about which type of data is recorded during accidents but also the format in which is it presented. For example, some countries do not even record the vehicle involved in the accident whereas others only provide accident data accurate on a km base. Such disparities and omissions not only hinder our understanding of accident, they also make meaningful comparisons extremely difficult. In this sense the following topic is proposed: Establish common minimum data requirements for the reporting of accident first on the TEN T and subsequently on secondary roads Priority Area E: Infrastructure and Vulnerable Road Users Europe s population is ageing. This means not only that a large % of drivers on Europe s roads will be above 65 in the years to come; it also implies a larger pedestrian population in urban environments. At the same time, and as mobility patterns adapt, more and more citizens will make use of Powered Two Wheelers (P2W) and bicycles for travelling within and outside cities. As the profile of users changes, it is necessary to explore how infrastructure needs to be adapted accordingly. 12

13 Topic 13: Adapting the infrastructure to an ageing population With current projections, it is expected that about a quarter of all drivers will be above sixty five. Road accident statistics indicate that older drivers are more likely to be involved in accidents than their younger counterparts as a result of reduced reactivity and visibility. Moreover, and according to data from the European Commission 9, people above 65 years old accounted for 28% of road fatalities in urban areas. In this context, the following topics are proposed: Investigate, through the development of naturalistic driving studies and simulations, how important elements of the road infrastructure (e.g. road markings and signs) need to be adapted to meet the requirements of older drivers Investigate how urban infrastructure needs to be adapted for the needs of an increasingly elderly yet mobile pedestrian population Topic 14: Adapting the infrastructure to P2W Despite the overall improvements in safety during the last ERSAP, the results for P2W have been rather disappointing. Indicatively, between 2001 and 2008, the reduction rate of road deaths for PTWs was only 4% compared to 35% for car occupants and drivers 10. While there are infrastructure solutions that exist and could make an immediate difference if deployed (e.g. Motorcycle Protection Systems), there is a still a need to better understand how the specificities of P2W can better be integrated into road design. In this sense, the following topic is proposed: Investigate how important elements of the road infrastructure need to be adapted to meet the requirements of P2W. 9 Ibid 10 Ibid 13

14 Priority Area F: Wider Deployment and harmonisation of ITS Solutions ITS solutions will play a large in enhancing safety on our roads. Already, a series of intelligent vehicle technologies are being deployed and there is a broad consensus that road transport in the future can be made safer and more sustainable through the deployment of intelligent solutions. In order to avoid a patchwork of national systems emerging across Europe, the European Commission adopted the ITS Action and Directive that is meant to ensure the deployment of solutions that can be made on a pan European basis. Topic 15: Deployment of ITS solutions in urban contexts A suitable deployment of ITS contributes to the implementation of a green, safe and efficient urban mobility, as in line with the concepts of smart cities. In fact, ITS provides a powerful tool for improvements of existing processes and operations, while opening the possibility to implement new city mobility concepts and business models. In the last few years, several municipalities in Europe have obtained positive results by implementing ITS and new technologies to support urban smart mobility. These experiences show benefits that meet objectives of all involved stakeholders, both public and private. The benefits for municipalities rely on social and economic advantages: congestion and pollution reduction and support to the local economy. The benefits for commercial players rely on efficiency gain, and on the possibility to build up a cooperation among market actors enabling changes/improvements and creation of innovative services and business models. A combined action at local, national and European level is the most effective one to facilitate a widespread deployment of ITS in urban contexts. Involvement of stakeholders is a key enabler. Topic 16: Deployment of ITS solutions for Safe Truck Parking Areas Secure parking places for trucks and commercial vehicles is listed as a top priority in the ITS Action Plan and the ITS Directive. European truck drivers need to have access to information on the availability of secure parking places for their trucks as well as be able to make use of a timely pre and on trip reservation service. 14

15 The use of ITS enables the development of telematics controlled parking and reservation systems, i.e. the so called Intelligent Truck Parking Areas, and thus it is among the appropriate measures to achieve the European objective. The use of technologies, including advanced positioning combined with digital maps and application software, communication and information systems, provide a basic structure for electronic data processing from source to destination. On the one hand, it allows for a better monitoring and control of the goods and vehicles flows, while on the other, enhancing information exchange among the stakeholders. Topic 17: Deployment of Cooperative Services from an infrastructure perspective Cooperative Systems have been traditionally been deployed from a vehicle perspective with little attention have been given to the potential of rolling out similar services from a road authority/operator perspective. Promising new infrastructure oriented projects are currently running (e.g. FOTsis) that should be able to demonstrate the full potential of these systems from a road operator s point of view. Building on the results of existing research, and once socio economic potential of several cooperative services is validated, the next logical step is to implement a full scale pilot that would help enable these services to enter the market. In this sense, the following topic is proposed: Implementation of a full scale pilot on the deployment of cooperative services that have already been validated and whose socio economic potential has been proven through Field Operational Tests. 15

16 European Union Road Federation (ERF) Place Stéphanie 6 / B 1050 Brussels Belgium Tel: + (32) Fax: + (32) info@erf.be 16