Maritime
Linking People and Places
Corporate Partnership Board Report, Policy Insights,
30 May 2017
- Design accessibility metrics to matter for people and policies.
- Leverage new data sources and methods for accessibility analysis.
- Invest in accessibility, not just roads, in fast growing cities.
- Make use of accessibility analyses to support decision-making.
Local Governments and Ports
Case-Specific Policy Analysis, Policy Insights,
23 May 2017
- Develop tailor-made governance arrangements for ports.
- Allow decentralised port governance to create additional benefits for local communities.
- Coordinate public port investment, nationally and where possible at a supra-national level.
- Ensure that ports not only focus on profits, but also take local impacts into account.
Strategies for Mitigating Air Pollution in Mexico City
Case-Specific Policy Analysis, Policy Insights,
15 May 2017
- Consolidate the use of on-board diagnostic system checks in the mandatory vehicle inspection and maintenance programme.
- Adopt state-of-the-art emissions standards for heavy duty diesel vehicles without delay.
- Verify vehicle emissions in real world driving conditions.
- Continuously update the system of restrictions on vehicle use in the Metropolitan Zone of the Valle de Mexico and improve enforcement.
- Phase in a city-wide low emissions zone and consider road pricing.
- Differentiate the tax on vehicle ownership to provide incentives for cleaner cars.
- Introduce incentives for ultra-low sulphur diesel and gasoline at national level.
- Reduce speeds on motorways and ring roads.
- Manage parking more effectively.
- Improve sustainable transport alternatives to cars and taxis.
- Consolidate initiatives to integrate land-use and transport planning.
- Improve retrofit programmes with inspection, maintenance and quality certification.
- Introduce emissions regulations for off-road vehicles and mobile machinery.
- Invest more in communicating with the public on the development of new anti-pollution measures.
ITF Transport Outlook 2017
Transport Outlook, Policy Insights,
29 January 2017
- The 2016 Paris climate agreement must be translated into concrete actions for the transport sector.
- Policy will need to embrace and respond to disruptive innovation in transport.
- Reducing CO2 from urban mobility needs more than better vehicle and fuel technology.
- Targeted land-use policies can reduce the transport infrastructure needed to provide more equitable access in cities.
- Governments need to develop planning tools to adapt to uncertainties created by changing patterns of consumption, production and distribution.
Cruise Shipping and Urban Development: The Case of Dublin
Case-Specific Policy Analysis, Policy Insights,
22 January 2017
- Implement the Alexandra Basin Redevelopment Project.
- Develop a joint cruise strategy for the whole city.
- Better exploit Dublin’s asset as potential home port.
- Resolve constraints related to cruise passenger flows.
- Develop a green cruise port policy.
Cruise Shipping and Urban Development: The Case of Venice
Case-Specific Policy Analysis, Policy Insights,
21 December 2016
- Create certainty about the future of cruise shipping in Venice.
- Develop a tourism strategy for the city including guidance on which tourists to prioritise.
- Develop instruments to contain the number of tourists in the city of Venice.
- Develop an action plan for extracting more value from home port passengers.
- Give a more structural character to environmental policies that have a discontinuous nature.
Adapting Transport to Climate Change and Extreme Weather
Research Report, Policy Insights,
14 December 2016
- Act now to preserve the value of transport infrastructure and maintain network performance.
- Protect transport infrastructure against climate impacts through good maintenance.
- Prepare for more frequent and unexpected failure of transport infrastructure.
- Account for temporary unavailability of transport assets in in service continuity plans.
- Assess vulnerability of transport assets and networks from climate change and extreme weather.
- Focus on transport system resilience, not just on designing robust infrastructure.
- Re-evaluate thinking on redundant transport infrastructure.
- Do not rely solely on cost-benefit analysis for appraising the value of transport infrastructure.
- Develop new decision-support tools that incorporate deep uncertainty into asset appraisal.
Zero Road Deaths and Serious Injuries
Research Report, Policy Insights,
1 October 2016
- Think safe roads, not safer roads.
- Provide strong, sustained leadership for the paradigm shift to a Safe System.
- Foster a sense of urgency to drive change.
- Underpin aspirational goals with concrete operational targets.
- Establish shared responsibility for road safety.
- Apply a results-focussed way of working among road safety stakeholders.
- Leverage all parts of a Safe System for greater overall effect and so that if one part fails the other parts will still prevent serious harm.
- Use a Safe System to make city traffic safe for vulnerable road users.
- Build Safe System capacity in low and middle-income countries to improve road safety in rapidly motorising parts of the world.
- Support data collection, analysis and research on road traffic as a Safe System.
Road Safety Annual Report 2016
IRTAD, Policy Insights,
14 July 2016
- Focus road safety policy on vulnerable road users.
- Enforce drink driving laws, speed limits and the wearing of seat belts and motorcycle helmets.
- Analyse the reasons behind the relatively poor road safety performance in 2015 and adapt policies.
Regulation of For-Hire Passenger Transport: Portugal in International Comparison
Case-Specific Policy Analysis, Policy Insights,
9 June 2016
- Steer policy development towards mobility services that allow efficient achievement of public policy objectives regarding the needs of consumers and society.
- Encourage innovative and more flexible regulation of for-hire transport services.
- Embrace data-led regulation to improve societal outcomes.
- Keep the regulatory framework of for-hire passenger transport services as simple and uniform as possible.
App-Based Ride and Taxi Services: Principles for Regulation
Corporate Partnership Board Report, Policy Insights,
9 May 2016
- Focus policy regarding for-hire passenger transport on the needs of consumers and society.
- Keep the regulation framework of for-hire passenger transport services as simple and uniform as possible.
- Encourage innovative and more flexible regulation of for-hire transport services.
- Embrace data-led regulation to improve societal outcomes.
Shared Mobility: Innovation for Liveable Cities
Corporate Partnership Board Report, Policy Insights,
9 May 2016
- Shared mobility benefits depend on creating the right market conditions and operational frameworks.
- Shared mobility has significant environmental benefits, even with current engine technology.
- Shared mobility will radically change public transport and most traditional bus services will disappear.
- Public authorities must guide the deployment of shared mobility systems and anticipate their impacts.
Reducing Sulphur Emissions from Ships: The Impact of International Regulation
Corporate Partnership Board Report, Policy Insights,
9 May 2016
- Harmonise requirements on maritime sulphur emissions with regard to compliance options.
- Apply sanctions for non-compliance with sulphur emissions regulations for ships that are sufficiently dissuasive.
- Inverse the burden of proof for compliance by prohibiting ships to carry heavy fuel oil except as cargo.
Adapting Transport Policy to Climate Change
Research Report, Policy Insights,
30 November 2015
- Uncertainty is different from risk.
- Climate effects are subject to uncertainty.
- There are techniques to deal with risk.
- There is currently no robust method to treat Knightian uncertainty.
- Risk, uncertainty and discount rate all affect carbon value.
Improving Safety for Motorcycle, Scooter and Moped Riders
Research Report, Policy Insights,
7 October 2015
- The powered two-wheeler population is increasing and plays a significant role in mobility.
- Powered two-wheeler (PTW) riders are at far greater risk than car drivers.
- Poor perception and control are frequent failures that lead to PTW crashes.
- A Safe System approach is required to improve the safety of PTWs.
- The helmet is the most important source of protection against severe injuries and death.
- Advances in car technology can also bring positive safety benefits to PTW users. There are a number of new technologies, such as forward collision warning, blind spot information and vulnerable road user protection systems, which can prevent collisions, including those with PTW riders, pedestrians and cyclists.
Road Infrastructure Safety Management
IRTAD, Policy Insights,
6 October 2015
- Benchmark road infrastructure against good practices in other countries.
- Implement new minimum safety standards for road infrastructure.
- Continue evaluation and research to quantify safety impacts of planning decisions.
- Implement suitable Road Infrastructure Safety Management procedures for each stage of road development including planning design, pre-opening and full operation.
- Make Road Infrastructure Safety Management procedures legally binding.
- Involve both road and health authorities when developing road accident data bases.
- Assure adequate institutional management capacity and investment levels.
- Use existing tools and guidelines; adopt second-best solutions where state-of-the-art solutions are not feasible.
- Identify the Road Safety Infrastructure Management procedures that fit specific needs and understand barriers to implementation.
- Share good practices of Road infrastructure Safety Management procedures and intervention measures.
- Monitor the safety performance of road infrastructure.
- Develop self-explaining roads.
Why Does Road Safety Improve When Economic Times Are Hard?
IRTAD, Policy Insights,
5 October 2015
- There is clear evidence that when economic growth declines, and particularly when unemployment increases, road safety improves.
- The financial and economic crises which started in 2007 were accompanied by marked falls in annual numbers of road deaths in most OECD countries.
- It is important to understand how much of the accelerated reduction in numbers of deaths during the downturn that began in 2008 was attributable to the changed economic conditions.
- The economic downturn in 2009-10 may well have contributed to about two-thirds of the decrease in fatalities from 2008.
- The recent downturn has had repercussions on the Gross Domestic Product (GDP) and unemployment rate and has influenced the number of road deaths through a reduction in vehicle kilometres driven, especially by young men and by heavy goods vehicles, a reduction in speeding and in drink-driving, and a reduction in learning to drive by young men.
- Policy makers need to take careful account of these results when setting road safety targets and when designing road safety strategies for the future.
International Experiences on Public Transport Provision in Rural Areas
Case-Specific Policy Analysis, Policy Insights,
29 June 2015
- We are currently seeing a major change in the perception of ‘public transport’.
- Demand-responsive transport is seen as one of the key options to meet public transport challenges in rural areas.
- Significant scope still exists for ‘conventional’ public transport.
- Better coordination between different types of services is required.
- Relaxing quantitative taxi regulation can enable new innovative solutions.
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.
Sharing Road Safety: Developing an International Framework for Crash Modification Functions
Research Report, Policy Insights,
1 December 2012
- Road safety policies should undergo performance and efficiency evaluations. Such evaluations cannot be undertaken without Crash Modification Functions (CMFs). Evaluation processes should be documented to ensure they are transparent.
- Research conducted to develop CMFs should follow the guidance provided in this report and, in particular, provide specific information that describes the countermeasure under consideration, the safety issue being addressed and the roadway environment in which it was tested.
- It is recommended that an international group be composed under an existing organization (e.g. Transportation Research Board, World Road Association, etc.) to foster dialog among researchers and practitioners on CMF research and reporting standards with the aim of increasing transferability of results. Coordination of research across countries on top priority countermeasures should be considered.
- International cooperation should aim to capture documentation and reporting of CMF research in a widely available transnational database.
- A concerted effort should be made to publicize the benefits of decision-making based on CMFs. This should take the form of: presentations and workshops at transport, injury prevention and health conferences; press releases; letters to political leaders and senior bureaucrats.
Sharing Road Safety: Developing an International Framework for Crash Modification Functions
Policy Insights, Policy Brief,
31 May 2012
- Road safety policies should undergo performance and efficiency evaluation. Such evaluations cannot be undertaken without Crash Modification Functions (CMFs). Evaluation processes should be documented to ensure they are transparent.
- Research conducted to develop CMFs should follow the guidance provided in this report and, in particular, provide specific information that describes the countermeasure under consideration, the safety issue being addressed and the roadway environment in which it was tested.
- It is recommended that an international group be composed under an existing organization (e.g. Transportation Research Board, World Road Association, etc.) to foster dialog among researchers and practitioners on CMF research and reporting standards with the aim of increasing transferability of results. Coordination of research across countries on top priority countermeasures should be considered.
- International co-operation should aim to capture documentation and reporting of CMF research in a widely available transnational database.
- A concerted effort should be made to publicise the benefits of decision-making based on CMFs. This should take the form of presentations and workshops at transport, injury prevention and health conferences; press releases; letters to political leaders and senior bureaucrats.
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+".
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