Maritime
Major Transport Infrastructure Projects and Economic Development
Roundtable Report,
24 December 2014
Impacts of Expanding Airport Capacity on Competition and Connectivity
Case-Specific Policy Analysis,
1 December 2014
Air Service Agreement Liberalisation and Airline Alliances
Case-Specific Policy Analysis,
1 December 2014
L’évaluation des projets transformationnels: Le cas du Grand Paris Express
Case-Specific Policy Analysis,
11 November 2014
Appraising Transformational Projects: The Case of the Grand Paris Express
Case-Specific Policy Analysis,
1 November 2014
The Competitiveness of Ports in Emerging Markets: The Case of Durban, South Africa
Case-Specific Policy Analysis, Policy Insights,
1 November 2014
- Create an inter-departmental freight unit within the city of Durban that can bundle expertise and act as a one-stop shop for freight-related issues in the city. This unit could act as a vehicle to improve coordination on freight transport and engage in joint planning, aligning various actors including Transnet, SANRAL, the national and provincial departments of Transportation and the various departments within the city of Durban.
- Increase the autonomy of TNPA and streamline decision-making procedures within Transnet. This includes more financial autonomy, e.g. by creating a separate fund at the disposal for TNPA for port infrastructure and maintenance.
- Focus performance indicators on the performance of the whole supply chain. Currently much focus seems to be on part of the picture (e.g. crane productivity) without much consideration for (and sometimes even at the detriment of) other indicators.
- Undertake a comprehensive environmental port impact study and implement green-port mitigation policies if necessary
Expanding Airport Capacity: Competition And Connectivity
Case-Specific Policy Analysis,
1 November 2014
Examen par les pairs du développement du fret ferroviaire au Mexique
Research Report,
1 February 2014
Дополнительная Информация К Статье 3.16 Руководства Пользователя Многосторонней Квотой ЕКМТ, 2014
Guidelines/User Guide,
1 January 2014
Дополнительная Информация к Руководству пользователя Многосторонней квотой ЕКМТ
Guidelines/User Guide,
1 January 2014
Article 3.15 and 3.16 – Provision Relating to Transit Through the Country of Registration
Guidelines/User Guide,
1 January 2014
Complementary Information to Article 3.16 of the User Guide on ECMT Multilateral Quota, 2014 and Control Procedures for Vehicles with tplw from 3.5 to 6 tonnes as from 1 January 2014
Guidelines/User Guide,
1 January 2014
The Model Certificate of Roadworthiness Test for Motor Vehicles and Trailers
Guidelines/User Guide,
1 January 2014
Model Certificate of Compliance of a Trailer with the Technical Safety Requirements
Guidelines/User Guide,
1 January 2014
Cycling, Health and Safety
Research Report, Policy Insights,
19 December 2013
- Insufficient evidence supports causality for the “safety in numbers” phenomenon – policies increasing the number of cyclists should be accompanied by risk-reduction actions.
- Efforts must be made to harmonise definitions of bicycle accident terminology so as to be able to make reliable international comparisons on cyclist safety.
- National authorities should set standards for, collect or otherwise facilitate the collection of data on non-fatal cycling crashes based on police reports and, in either a systematic or periodic way, on hospital records.
- Authorities seeking to improve cyclists’ safety should adopt the Safe System approach - policy should focus on improving the inherent safety of the traffic system, not simply on securing marginal improvements for cyclists in an inherently unsafe system.
- Authorities should establish top-level plans for cycling and cycling safety and should ensure high-level coordination among relevant government agencies to ensure that cycling grows without aggravating safety performance.
- Speed management acts as “hidden infrastructure” protecting cyclists and should be included as an integral part of cycle safety strategies.
- Cyclists should not be the only target of cycling safety policies – motorists are at least as important to target.
- Where appropriate, traffic speeds should be limited to less than 30km/hr where bicycles and motorised traffic mix but care should be taken so that speed control devices do not create hazards for cyclists.
Better Regulation of Public-Private Partnerships for Transport Infrastructure
Roundtable Report, Policy Insights,
24 September 2013
- A mix of financing models spreads risks.
- A dedicated budget for PPPs, set in relation to the rate at which future liabilities will be accumulated, can provide such a limit.
- Explicit consideration of alternative financing arrangements should be employed in determining whether to proceed with PPP projects.
- It is recommended that governments require PPP projects to pass tests of affordability and to clear the hurdle rates of return generally applied to publicly financed transport projects.
- The expected cost of PPP projects should take account of cost inflation resulting from the propensity for projects to be renegotiated.
- At the individual project level, risks should be assigned to the party best able to manage them, along with rights to make related decisions.
- Assigning demand risk is not straightforward and risk sharing arrangements are therefore common.
- Continuity of resources and expertise is essential for addressing strategic behaviour and optimism bias more generally.
- Regulatory agencies are well placed to ensure transparency and accountability by publishing reports on the criteria employed to make decisions and publishing contracts.
Reporting on Serious Road Traffic Casualties
IRTAD, Policy Insights,
1 December 2011
- A complete picture of casualty totals from road crashes is needed to fully assess the consequences of road crashes and monitor progress.
- Injury information should complement information on fatal crashes to give a fuller picture of road crashes. Information on injuries should become more important for international comparisons.
- Police data should remain the main source for road crash statistics. However, because of underreporting problems and possible bias (for example with differing rates of reporting by vehicle type), police data should be complemented by hospital data, which are the next most useful source.
- The data from hospital emergency departments, available in some countries, should be monitored regularly and researched to determine if they might shed more light on road casualties.
- The assessment of the severity of injuries should preferably be done by medical professionals, and not by the police officer at the scene of the crash.
- Medical staff should be trained in order to systematically classify (road traffic) injuries using ICD International Classification of Diseases and to assess severities with indices such as the Abbreviated Injury Scale (AIS) or the Maximum Abbreviated Injury (MAIS). This information -- without personal information -- should be made easily available for statistical purposes, policymaking and research.
- Besides police data and hospital data, other data sources are available. These have a limited value on their own, and cannot replace police or hospital data, but can be used to build a more balanced and comprehensive picture, to enrich the main data sources, and as a quality check.
- For linking data, the deterministic method is preferred if a unique personal identifier is available; otherwise the probabilistic method is a good alternative.
- The six assumptions needed to use the capture-recapture method must be considered carefully. Using this method combined with linking police and hospital data may be appropriate to give a fuller picture of road casualties.
- Having an internationally agreed definition of “serious” injuries will help the safety research community to better understand the consequences of road crashes and to monitor progress. Given the existing knowledge and practices, IRTAD proposes to define a ‘seriously injured road casualty’ as a person with injuries assessed at level 3 or more on the Maximum Abbreviated Injury Scale i.e. "MAIS3+".