Vaccines For Roads: Third Edition

VACCINES
FOR ROADS
Third edition
irap.org
A WORLD FREE OF HIGH RISK ROADS
International Road Assessment Programme (iRAP)

Worting House, Basingstoke
Hampshire, UK, RG23 8PX
T. +44 (0) 1256 345 598

E. icanhelp@irap.org
A company limited by guarantee, registered in England, no. 05476000

Registered as a Charity, no. 1140357
(c) iRAP 2015
September 2015
CONTENTS Introduction 1
Human Impact 3
A Safe System 5
Road Safety Inspections 7
Star Ratings 13
Safer Roads Investment Plans 21
Star Rating Designs 25
Crash Rate Risk Maps 29
A Business Case for Safer Roads 31
Setting Ambitious Targets 33
Innovative Financing 34
ViDA 35
Building Capacity 37
Research 38
Supporting the UN Sustainable 39

Development Goals
Roads knit people, communities, and markets injuries from road traffic crashes by 2020. With In this third edition of Vaccines for Roads, we
together. They are the lifeblood of cities this unprecedented international leadership continue to highlight the vital role that road
and regions. More so than any other mode, and political will, we can—and must—achieve infrastructure can play in preventing crashes
roads remain the predominant and universal the goal. Like smallpox in the 1970s, we and reducing the severity of injuries. The
transport network—but they are also the simply require a triumph of management not report provides an international benchmark
deadliest. The current rates of road fatalities of engineering because all of the ‘vaccines’ on infrastructure road safety risk and shows iRAP benefits from the generous financial
and trauma are of epidemic proportions, and for road safety already exist. We now need to how proven, evidence-based interventions can support of the FIA Foundation, the Road Safety
have disastrous consequences for affected deploy them on a scale that matters.2 prevent millions of deaths and serious injuries. Fund which is jointly managed by the FIA
families, communities and societies. Each day, We are also leading the development of social Foundation and the World Health Organization
around 3,500 people are killed in road crashes iRAP is an international, award-winning charity impact investment for road safety, quantifying (WHO), and the Global Road Safety Facility.
and thousands more suffer life-changing dedicated to creating a world free of high- the link between investment in safer roads, and This support enables us to provide our Star
injuries. Road crashes are the world’s leading risk roads. We work on a global scale and the social and economic savings for families, Rating tools to the world for free and create
cause of death for young people and are one are moving urgently to save lives. We act on communities, workplaces, hospitals, welfare the global benchmark for infrastructure safety
of the most significant public health challenges sound research and compelling evidence. and the economy. measurement. We are very fortunate to have
of our generation. At current rates, 265 million Road Assessment Programmes (RAPs) are a lasting partnerships with road authorities,
people will be killed or seriously injured catalyst for change, providing political leaders, The use of minimum Star Ratings for new road automobile associations, multilateral
between 2015 and 2030, surpassing Malaria, policy makers and road builders with the social, designs is also helping ensure that safety is development banks, research institutes, donors
AIDS and tuberculosis.1 The economic cost of economic and engineering evidence and tools built-in to the designs prior to construction. At and non-government organisations.
serious road crashes is estimated to be up to needed to transform entire road networks. the same time, thousands of local engineers
ten percent of gross domestic product (GDP) in Partners in more than 70 countries have used have taken part in training on the use of The central message of Vaccines for Roads is
some countries. crash rate Risk Map and Star Rating protocols iRAP tools and road infrastructure safety. simple: large-scale, immediate improvements
to assess almost 900,000 kilometres of roads, Importantly, investments to improve many to high-risk roads will save lives today and long
Road transport can and should be safe, not and the results help to explain the cause of the of the roads that have been assessed have into the future.
just for those in vehicles, but for everyone global road safety crisis. More than half the already been locked in. iRAP assessments
at every stage of life—from young children roads with Star Ratings are rated just one or are being used in multilateral development Together, we can maximise travel on roads
through to the elderly. Providing a safe, low two stars out of five stars, yet we know death bank-financed projects worth more than $8 rated three stars or better. Together, we can
risk transport system is a crucial step toward and injury rates are typically halved with each billion. By setting ambitious policy targets, such halve road deaths and injuries by 2020.
achieving social and economic health and incremental improvement in Star Rating. Our as ensuring that a large percentage of travel
prosperity. Both the need for action, and the management challenge is to ensure that roads occurs on roads rated at least three stars,
opportunity for large-scale change, have never that have the greatest share of traffic are rated countries are creating a legacy of safe roads
been greater. The United Nations Sustainable at least three stars. This will take us a long for future generations.
Development Goals set the challenge of way towards the goal of halving deaths and Rob McInerney
halving the number of global deaths and injuries by 2020. Chief Executive Officer
1 | A WORLD FREE OF HIGH RISK ROADS

More than 70 countries have undertaken
iRAP assessments of their roads
Africa and the Middle East
Asia Pacific
Europe and Russia
North America
Latin America
A WORLD FREE OF HIGH RISK ROADS | 2
HUMAN IMPACT While reducing poverty is a global priority,
road crashes make this task more difficult
those numbers as a basis and applying them
to the World Health Organization (WHO)
around the world still lack access to all-
weather roads.10 In an increasingly urbanized
as many households suffer ‘catastrophic estimates, we calculate that the global world, everybody on every trip will at some
expenditure’ and loss of earnings following a economic cost of road deaths and serious stage use a road, either as a pedestrian,
road death or injury. Often households need injuries is $1.8 trillion per year, an average bicyclist or with a vehicle. But the pressures
to borrow money, sell an asset, give up study of three percent of GDP in each country, and on road networks are increasing—be it
or take on extra work just to survive. Road an average of more than five percent among economic and population growth, urbanisation,
crashes also have a serious flow-on effect the low-income countries, which can least technology, or changes in how people
for hospital systems, both in developing and afford it.8 Taking action now to bring down the transport themselves on roads—and the lives
developed countries. At the Thai Binh General number of people killed or seriously injured, of people are at stake. More people riding
Roads in many countries have Hospital in Vietnam more than half of patients everywhere but most particularly in these bikes or driving cars, an ageing population,
alarmingly high rates of trauma. admitted with injuries are road traffic crash countries, will help us fight poverty worldwide. even expanding the road system can all
As just one example, crash scene victims5; almost three-quarters (70%) of spinal bring about an increase in road crashes. In
cord injuries in Africa are transport related6; Road safety is ever more challenging. The Australia, for example, while overall road
investigations conducted on a 53
almost half (44%) of major trauma cases in world’s road systems will continue to rapidly fatalities are progressively decreasing, the
kilometre stretch in Karnataka in
hospitals in Victoria, Australia, are transport expand, with India, for example, aiming to number of cyclist fatalities and injuries has
India recorded nine deaths and 17 related.7 As a rule of thumb, the economic invest more than $30 billion a year building increased significantly.11
serious injuries during a period of cost of a road death is the equivalent of 60-80 66,000 kilometres of new roads at a rate 30 of
just 45 days.3 That equates to an times a country’s GDP per capita and each kilometres per day.9 The World Bank reports
annualised rate of 3.9 deaths and serious injury costs a quarter of that. Taking that nearly one billion people in rural areas
serious injuries per kilometre and Road traffic injury characteristics for patients at Households in Bangalore, India impacted
is around ten times higher than Thai Binh General Hospital, Vietnam 5 by a road death 12
Britain’s highest risk road 4 Head injury (43%) Income decreased 81%
Face injury (10%)
Food production decreased 78%
Spine injury (3%) Needed a loan 56%
Upper extremity injury (12%)

Estimated cost of death and serious injuries in countries by
Thorax/abdomen injury (7%) income group, as a percentage of GDP 13
High 2.0%
Upper-middle 5.1%
Lower extremity injury (24%)
Lower-middle 4.6%
Low 5.3%

“Ten years ago we were dealing
mainly with diarrhoea or children
with respiratory infections. Now it’s
multiple traumas from high-speed
collisions. We’re not equipped to deal
with the kind of injuries we see and
the numbers keep going up. It is a
tremendous strain and we can’t keep
up with the number of crashes.”
Dr Mohamed Abu Zaed

Narsingda District Hospital, Bangladesh 14

A SAFE SYSTEM Numerous publications that show how death
and serious injury can be prevented confirm
the road system comprehensively and
systematically, involving more than just
the Road Administration defined a safe road
transport system as one where: the driver
the principles broadly underpinning the safe ‘patching up’ apparent problem areas. uses a seat belt, does not exceed the speed
system approach and inform iRAP’s work: • The ‘engineered’ elements of the system— limits, and is sober; the vehicle has a five
• Mistakes, errors of judgment and poor vehicles and roads—can be designed to star rating by Euro NCAP (European New
Road deaths and injuries are a
decisions are intrinsic to humans. The road be compatible with the human element, Car Assessment Programme); and the road
function of the way people behave, system needs to be designed and operated recognising that while crashes might has a four star rating by EuroRAP. Research
the different types of vehicles in to account for this. occur, the total system can be designed showed this combination to be a stunning
use and their speeds, and road • Humans are fragile. Unprotected, we to minimise harm, particularly by making success: just two to three percent of road
design and management. Despite cannot survive impacts that occur at greater roads ‘self-explaining’ and ‘forgiving’ of deaths occurred when these conditions were
this complexity, the way in which than around 30km/h. human error. met, despite them coinciding with 30% of
• People who behave with disregard for the traffic flow.15
a genuinely safe road system can
safety of themselves and others should Countries leading in road safety have put
be created is well understood and
expect tough policing and tough sanctions. these principles into practice with outstanding
solutions are often simple • Safety can and should be built into results. In Sweden, the home of ‘Vision Zero’,
After decades of building roads, causes of death and serious injury are well known…
Bicyclists are killed or seriously injured when Pedestrians are killed or seriously injured when Vehicle occupants are killed or seriously injured in Motorcyclists are killed or seriously injured in
cycling along the road, crossing the road and at walking along or across the road run-off road, head-on or intersection crashes run-off road, head-on or intersection crashes, or by
intersections heavier vehicles in normal traffic flow

‘Sustainable Safety’ is widely credited as Although the specific approach to creating
underpinning the Netherlands’ excellent a safe system might vary from country to
performance in road safety. Among countries country, the principles are universal. The
with a population greater than one million moral imperative for taking this approach is
people, the Netherlands is often among the compelling. So too is the economic imperative;
top three performers. In 2014, the national the economic savings from targeted safety
death rate was 3.4 deaths per 100,000 upgrades typically exceed the cost of their
population.16 Sustainable Safety focuses on construction and maintenance.18 It was
three design principles for roads: functionality, found in Britain that by investing less than ten
homogeneity and predictability, and requires percent of existing road budgets, one star and
the definition of minimum safety levels for all two star roads could be eliminated in the next
roads.17 The Netherlands was the first country decade, saving 6,000 lives and generating
to set a national Star Rating target for its crash-cost savings of £35 billion (~$53
roads, committing to achieve a minimum three billion).19
star rating for national roads by 2020.
...as are engineering treatments—‘vaccines’—to prevent them.20
Bicycle lanes like this one in China Pedestrian footpaths, like this one Energy-absorbing safety barriers, Well-designed roundabouts can This exclusive motorcycle lane in
reduce the risk that bicyclists will be in the Philippines, can reduce the like this one in Uganda, significantly reduce casualty crash risk at Malaysia, the first of its kind in the
struck by fast-moving cars, trucks or likelihood that people will be struck by reduce the risk of death or injury. This intersections by more than 60% and world, ensures that motorcyclists do
buses by physically separating travel vehicles while walking by as much as type of safety barrier can reduce risk have been shown to be highly cost- not need to mix with heavier and often
lanes. Well-designed on-road bicycle 40% to 60%. ‘Raised table’ pedestrian in run-off road crashes by 40% to 60% effective faster-moving traffic. The construction
lanes can reduce bicyclist crashes by crossings also help to reduce traffic of this lane resulted in a 39%
25% to 40% speeds and lower the risk of injury reduction in motorcycle crashes

The uptake of iRAP road safety inspections
ROAD SAFETY has increased rapidly in recent years. In total,
INSPECTIONS more than 500,000 kilometres of roads in

65 countries have been inspected, or are in
the process of being inspected, using freely-
available iRAP specifications. More than 1,700
billion kilometres are travelled on these roads
each year.
600
Inspections have ranged in length from just
By systematically inspecting roads, a few kilometres, such as around the Sivile Africa
500
we can develop an understanding School in Cape Town, South Africa, to large-
Americas
of the level of risk that is ‘built in’ to scale network inspections.21 In Mexico for
example, inspections cover around 65,000 Europe and Eastern Mediterranean 400
road networks. This provides a basis
kilometres of federal and secondary roads, South-East Asia
for targeting high-risk sections of which is a little more than 15% of the nation’s 300
road for improvement before people roads. In the United States, major assessments Western Pacific
are killed or seriously injured. In- are underway in Alabama and Utah, while in 200
spections are especially useful when China, some 100,000 kilometres of roads were
crash data is unavailable or unreli- inspected in the first half of 2015 alone.
100
able
Countries do not need to inspect every road in
0
order to make a large difference. In India, about
2004
2005
2006
2008
2011
2014
2007
2009
2010
2012
2013
2015
two-thirds of deaths occur on national highways
which account for just three percent of the
Roads inspected (‘000km)
network.22 iRAP encourages countries to focus
inspections on their busiest roads, where the
largest safety gains can be made.

SNAPSHOT: MEASURING RISK Lighting
Visibility is an important factor in creating a
iRAP inspections involve surveys to collect digital, panoramic imag-
es or videos of roads and GPS location information. These data are
Speed safe environment, particularly at intersections
and where vulnerable road users are present.
then used to record (or ‘code’) 50 types of road attributes that are The risk of death and serious injury increases
known to influence the likelihood of a crash and its severity.23 The significantly with speed. If a pedestrian is
struck by a car travelling at 60km/h, they face
road attributes, which are recorded for each 100 metre segment of
road, include those that are known to effect risk for vehicle occu-
a 90% chance of being killed.
Roadsides
pants, motorcyclists, pedestrians and bicyclists.24 The inspections
Roadside hazards (like this pole) increase
create a permanent image, location and road attribute database the risk of death and serious injury when a
that can easily be reviewed by local engineers and planners. Intersections vehicle runs off the road.
Intersection crashes are one of the most common

types of crash problem, particularly in urban areas.
In rural areas, or where vehicle speeds are high,
the consequence of collisions at intersections can Bicyclists
be particularly severe.
Bicyclists (and people using non-motorised ve-
hicles) are amongst the most vulnerable of all
Pavement road users. Bicyclists are safest when they have
paths or lanes and do not need to mix with fast-
Poor road surfaces, such as those with holes, Delineation moving traffic.
standing water and debris, mean it is more likely
that vehicles will swerve out of their lane. Fur-
Median
Centre and edge delineation treatments (not
thermore, in an emergency, vehicles can stop present here) help drivers judge their position
faster on skid-resistant pavements. on the road, and provide advice about conditions
ahead. Medians physically separate opposing traffic
Geometry streams and help stop vehicles travelling into

opposing traffic lanes. They can also help pe-
destrians cross the road or restrict their access
The number of lanes, width of lanes, curves, at unsafe places.
Footpaths dips, crests and slopes all effect crash risk.
Obstructed footpaths (as is the case here) mean

it is more likely that pedestrians will walk on the
road, especially when it is raining or when vis-
ibility is poor. Crossings
Most pedestrian deaths occur while the pedes-
Shoulders trian is attempting to cross the road. Pedestrian

crossings (present here, but poorly designed),
When a driver accidentally travels onto the road

including signalised crossings, refuge islands,
bridges, and traffic calming treatments, have the
Traffic mix
shoulder (not present here) the risk of crashing potential to reduce risk. Mixing fast moving cars, trucks and buses and
will be less if the vehicle can either stop on the slow moving auto-rickshaws and tractors in-
shoulder or safely travel back into the traffic lane. creases the risk of crashes, especially head-on
Shoulders can also provide space for slower- and rear-end crashes.
moving non-motorised vehicles.

The ‘Orange Angel’ surveying roads in Mexico

Relative to road budgets, iRAP inspections Inspections of roads around Sivile Primary School in Cape As part of the Tianjin Urban Transport Project in China,
and assessments are highly affordable. An Town, South Africa, were conducted while walking with a inspections of sections of the city road network were
assessment of ten percent of a country’s hand-held tablet computer 26 conducted by bicycle 27
roads would cost less than 0.1% of one year’s
road budget. To help make inspections even
more cost-effective, there is a global network
of accredited suppliers who are capable of
competitively bidding to undertake high-quality
surveys and coding. New technologies and
innovations are also making inspections more
versatile and easier to conduct. In recent years,
inspections have been undertaken at single
sites using a tablet computer to record road
attributes, on city roads by bicycle, on medium-
sized networks using off-the-shelf cameras,
and across large and often complex networks
using sophisticated network survey vehicles.
Automated coding using visual data recognition
software is also improving the speed and
accuracy of coding work, and experience is During the South Asia Road Safety Program, inspections Large-scale network inspections by the Mexican Transport
growing in the adaptation of existing road asset of more than 1,000 kilometres of roads in Bangladesh were Ministry were conducted using the sophisticated ‘Angel
datasets to produce iRAP inspection data.25 conducted using off-the-shelf camera and GPS equipment 28 Limon’ network survey vehicle 29

SNAPSHOT:
ROAD ATTRIBUTES
AND RISK
iRAP inspections create a rich source of

data that provides an insight into why road
trauma remains one of the world’s leading
public health challenges. The results on
this page are based on a sample of almost
250,000 kilometres of roads in 60 countries,
83% of roads where pedestrians are 89% of roads where bicyclists are 95% of roads with high motorcycle flows
including roads in rural and urban areas in present and traffic flows at 40km/h or present and traffic flows at 40km/h or (>=20% of total) and where traffic flows
low-, middle- and high-income countries. more have no formal footpaths more have no bicycle facilities at 60km/h or more have no motorcycle
These risk factors play a significant role in facilities
the Star Rating results and provide a basis
for planning life-saving treatments
61% of roads where traffic flows at 47% of curves where traffic 57% of intersections where traffic flows
80km/h or more are undivided single flows at 80km/h or more have at 60km/h or more have no roundabout,
carriageways hazardous roadsides protected turn lane or interchange
Of the sample of almost 250,000 kilometres Perhaps most striking is the fact that even AF = African Region EUR = European Region
of roads in 60 countries, 20% of the travel in urban areas, provision for vulnerable AM = Region of the Americas SEA = South-East Asian Region
occurs on roads in urban areas. The charts road users—pedestrians, bicyclists and EM = Eastern Mediterranean Region WP = Western Pacific Region
on this page indicate that there are marked motorcyclists—is relatively poor.
differences in road designs both between Rural roads Urban roads
regions and between rural and urban areas.
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
99%
99%
99%
99%
98%
99%
98%
97%
95%
94%
92%
91%
88%
82%
82%
79%
78%
71%
68%
66%
61%
53%
51%
AF AM EM EUR SEA WP AF AM EM EUR SEA WP AF AM EM EUR SEA WP
Roads where pedestrians are present and speed flows Roads where bicyclists are present and traffic flows at Roads with high motorcycle flows (>=20% of total) and where
at 40km/h or more that have no formal footpaths 40km/h or more that have no bicycle facilities traffic flows at 60km/h or more that have no motorcycle
facilities
96%
95%
92%
90%
87%
84%
82%
80%
79%
79%
75%
71%
70%
71%
68%
68%
64%
62%
62%
59%
57%
57%
56%
56%
56%
52%
51%
46%
43%
37%
34%
34%
33%
30%
29%
7%
AF AM EM EUR SEA WP AF AM EM EUR SEA WP AF AM EM EUR SEA WP
Roads where traffic flows at 80km/h or more that are Curves where traffic flows at 80km/h or more that have Intersections where traffic flows at 60km/h or more
undivided single carriageways hazardous roadsides that have no roundabout, protected turn lane or inter-
change
STAR RATINGS By measuring the risk associated with road
attributes, Star Ratings can provide a better
The Star Ratings shown in the charts, based
on a sample of almost 250,000 kilometres
among road users and regions. Pedestrian star
ratings, for example, tend to be worse than
indicator of the influence of road attributes on of roads in 60 countries, show that: 56% vehicle occupant star ratings, suggesting that
risk than crash numbers alone.31 The focus of of roads are one or two star for vehicle road designs have tended to focus on vehicles.
Star Ratings is on attributes that influence the occupants; 70% of roads are one or two star Ratings in Africa tend to be worse than other
most common and severe types of crashes for for motorcyclists; 74% of roads are one or regions, suggesting that there may be scope to
vehicle occupants, motorcyclists, pedestrians two star for pedestrians; and 76% of roads better share lessons learned in other regions
and bicyclists. are one or two star for bicyclists*. It is notable with road authorities in Africa.
that there is considerable variation in ratings
Star Ratings are an objective Vehicle occupants Motorcyclists

measure of the likelihood of a crash 10% 12%
15% 15% 11%
occurring and its severity. They draw 21% 15%
21% 29% 19%
on road safety inspection data and 27% 38% 37% 31%
32%
27%
32%
extensive real-world relationships 35%
33%
between road attributes and crash 36%

31%
17%
rates. Research shows that a 33%
31%
35% 41%
69%
57% 56%
person’s risk of death or serious 40%
46%
32% 36%
injury is highest on a one star road 17% 20% 21% 18%
28%
and lowest on a five star road 30

AF AM EM EUR SEA WP AF AM EM EUR SEA WP
Pedestrians Bicyclists
10% 12%
14% 15%
14% 18% 22% 13% 17%
22% 11%
26% 30%
45% 25% 16%
39% 51% 22%
48%
50% 28%
38%
76%
70%
57% 59%
49%
39% 64%
32% 33% 29%
25% 23%
AF AM EM EUR SEA WP AF AM EM EUR SEA WP
AF = African Region EM = Eastern Mediterranean Region SEA = South-East Asian Region 5-star 3-star 2-star 1-star
4-star
AM = Region of the Americas EUR = European Region WP = Western Pacific Region
* Roads where vehicle occupants, motorcyclists, pedestrians and bicyclists respectively are likely to be present.
SNAPSHOT: The first regional assessments were
completed by EuroRAP and culminated in
for management of the trans-European road
transport network: safety inspections, mapping
automobile associations, research institutes
and consultants from 14 countries. The results
CROSS-BORDER the European Road Safety Atlas, which was of the most dangerous road stretches and show that of the almost 20,000 kilometres
financed by the European Commission and safety impact assessments before the building of roads that were Star Rated, typically
STAR RATINGS covers a total 240,000 kilometres of roads of new roads. 50% to 70% of roads in individual countries
in 20 countries, including 60,000 kilometres are one or two stars for vehicle occupants.
Led by the NGO,Make Roads B E Safe
L A R UHellas,
AMSTERDAM Bydgoszcz Babruysk
NE
N ETH
E THE ERR LA
LANND
DS
D S S
of Star Ratings. Most recently, the South Commonly, pedestrian activity is expected on
Torun Bialystok Baranavichy
Utrecht Enschede
Osnabruck Hannover Gorzow
Rotterdam Arnhem Wielkopolski
SENSoR was co-financed by the South East

Voronezh
BERLIN Homyel
East Neighbourhood Safe Routes (SENSoR)of motorways and more than 40% of networks though footpaths
Munster
SENSoR project Star Rating

Eindhoven Magdeburg Poznan Kursk
Dortmund WARSAW
Europe (SEE) Transnational Cooperation

Essen Pinsk
Zielona Brest Staryy Oskol
project other national roads inroad

formed the largest regional South East Europe are generally only available on less than ten
Dusseldorf Gora
Kassel Lodz Chernihiv
Cologne Kalisz
Aachen
Programme and the EuropeanJointly Union, along Leipzig
percent of the networks. More than 4,800

assessment project undertaken to date.32
Liege
for our common future Belgorod
BE
B EL
E L G IU
IUM
G E R M A N Y P O L A N D
Dresden Lublin
with individual partner and iRAP contributions,

Koblenz Wroclaw
iRAP assessments are an SENSoR EuroRAP/iRAP

LUXEMB
LU BOOURGbuilds on a European Union success
Star Ratings provide
simple and objective measure of the level
a Frankfurt
am Main
Liberec
Opole
Kielce
KIEV pedestrian crossings were surveyed, 44% of Volzhskiy
and brought together road authorities,

Mainz Rivne Kharkiv Volgograd
LUXEMBOURG
internationally consistent method

of safety ‘built in’ to the road for vehicle
story, the
occupants, adoption
motorcyclists, of basic
pedestrians and safety principles Wurzburg PRAGUE Katowice
Zhytomyr
which are of poor quality. Poltava
U K R A I N E
Saarbrucken Mannheim Plzen Rzeszow
Bydgoszcz bicyclists. 5-star roads are the safest, and Babruysk Krakow
Torun Bialystok Baranavichy B E roads
Metz
1-star L A areRU theS least safe. Star Ratings
Nuremberg CZECH REPUBLIC
for measuring risk that can cross

Gorzow Olomouc Ostrava L'viv Cherkasy
r
Wielkopolski Nancy
are based on Karlsruhe road inspection data Voronezh
Khmel'nyts'kyi Luhans'k
BERLIN
collected
Strasbourgthrough surveys and analysis.
F R
Homyel
ject Star Rating

and formofamotorways and
Stuttgart Vinnytsia
Magdeburg Further details at: Kursk Brno
borders basis for

Poznan
WARSAW Dniprodzerzhyns'k
Zielona Brest
h t t p : / / w w w. i r a p . o r g / e n / a b o u t - i r a p -
Pinsk
Ceske
Budejovice Staryy Oskol Dnipropetrovs'k Donets'k Shakhty
A N
Volgodonsk
3/methodology S LO VAK IA
al roads in South EastB E LEurope

Gora Kirovohrad Novoshakhtinsk
Augsburg Kosice
Lodz Babruysk Freiburg Chernihiv
ARU S
benchmarking between national,
Baranavichy Kalisz Mulhouse Linz Novocherkassk
Torun Bialystok Munich Kryvyi Rih
VIENNA
C
Leipzig Zaporizhzhia
Chernivtsi Rostov-na-donu
Jointly
Basel for our common future BRATISLAVA
Belgorod Miskolc Taganrog
E
Voronezh
Homyel Salzburg
A N Y Dresden Lublin Zurich Mariupol'
motorways
provincial and
and local jurisdictions
Balti
P O L A N D Wroclaw
Kursk Baia Suceava
WARSAW BERN VADUZ A U S T R I A Győr Satu Mare RU SSIA N
de a Brest
Liberec Pinsk Kielce Staryy Oskol
Innsbruck BUDAPEST Mare MOLDOVA
S W I TZE R LAND KIEV Debrecen Volzhskiy
ast Europe
Opole
level Chernihiv
Rivne
Lausanne Graz Kharkiv Szolnok Volgograd Iasi
CHISINAU
Mykolaiv
FEDE R AT IO N
Lodz
ehicle
sz
s and PRAGUE Katowice
Geneva Zhytomyr
Poltava
H U N G A R Y Oradea Tiraspol
Kherson
S e a o f
U K R A I N E
Bolzano
Plzen
Babruysk
Jointly for our common future
Rzeszow Kecskemét
L ARU S
t, and
Nuremberg C Z E CLublin
H REPUBLIC
Krakow Belgorod
Klagenfurt Maribor
A
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Bacau Odessa A z o v
Stavropol
atings I
P dataO L A N D Olomouc Ostrava L'viv Cherkasy
Trento
N
Voronezh Khmel'nyts'kyi Bergamo Udine LJUBLJANA E Luhans'k Szeged
V
R O M A N I A
Homyel
sis. Kielce O
Krasnodar
S L
Kursk KIEV Volzhskiy Pecs Subotica
Brno Milan
Vinnytsia
Rivne Turin Verona Trieste
Kharkiv B
ZAGREB Volgograd
Dniprodzerzhyns'k
A Focsani Pyatigorsk
rap- T I
Ceske Staryy Oskol Sibiu Brasov
Budejovice Venice Dnipropetrovs'k Timisoara
Zhytomyr A Donets'k
Osijek Shakhty Volgodonsk Novorossiysk
Katowice S L O VAK I A Poltava Piacenza Kirovohrad
Rijeka O Novoshakhtinsk Galati
Simferopol'
U K R A I N E
Chernihiv Kosice
Krakow
Linz
Rzeszow
R Novi Sad
Novocherkassk
Munich Kryvyi Rih
C
VIENNAL'viv Zaporizhzhia
intly for our common future Belgorod
Khmel'nyts'kyi Miskolc
Cherkasy
Chernivtsi Genoa
Bologna Luhans'k Rostov-na-donu
BELGRADE
Taganrog Pitesti Sevastopol'
BRATISLAVA Sochi
Banja Luka
Salzburg
Nice Balti
La Spezia Mariupol'
Vinnytsia Baia MONTE CARLO
Suceava B OS
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SNNIA S E R B S IS A
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Sukhumi
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I Cherkasy Balti Mariupol' Batumi
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B U L G A R I A
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LJUBLJANA E Mare RU SSI AN
c
Udine Satu Szeged

C orsica MONTENEGRO
V
PEST Vinnytsia ODebrecen
Mare MOLDOVA R O M A Mykolaiv
N I A Krasnodar
PRISTINA
Sliven
S L
Pecs Pescara
L
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Trieste Dniprodzerzhyns'k CHISINAU
Szolnok ZAGREB
B
A Iasi Focsani
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Pernik Pyatigorsk
T I Kirovohrad EDE RAT I O N
Dnipropetrovs'k Donets'k Brasov Stara Zagora
G A R Y Venice Sibiu Shakhty Kherson
Volgodonsk S PODGORICA Trabzon
Timisoara
Oradea A Osijek Tiraspol
Novoshakhtinsk
Novorossiysk
Kecskemét Rijeka O Galati S e a o f ROME Simferopol' e Shkoder Plovdiv Samsun
R Cluj
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Novi Sad
Odessa
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a
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Bacau Zaporizhzhia Edirne
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RM
R S L AV RE
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Szeged BELGRADE Pitesti Sassari Sevastopol' OF MACE DO
DO
ONIA
ONN
Erzurum
Sochi
R O M A N I A
Banja Luka Mariupol' TIRANE
Balti Krasnodar
Bari Durres Istanbul
Subotica
BOSNIA RU SSIAN Naples
S E Focsani
R B I A Bitola Gebze
MMARINO
OLDOVA BUCHAREST Constanta Pyatigorsk
A
SAN Brasov
Osijek
Timisoara
Sibiu
Mykolaiv
AND Craiova
Novorossiysk Salerno ALBANIA
Sukhumi
HER RZZEGOVINA Sivas

d
CHISINAU Simferopol'
Iasi Galati
Kherson F E D E R A T I ORuse
N B l a c k S e a
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Ancona
Tiraspol SARAJEVO
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Kirikkale
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a
BELGRADE Pitesti A z o v Sevastopol'

Perugia Odessa Stavropol Sochi Elazig
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Batumi Balikesir
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S E R B I A
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Constanta Kütahya
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MONTENEGRO Sukhumi
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NA
NA Pescara PRISTINA Star RatingsBurgas GR E E CE
L
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Pernik Catanzaro
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Ruse
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Manisa
Usak
ROME e Shkoder Plovdiv Samsun
a Pleven Kahramanmaras
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Nis Varna Edirne
Foggia Sevastopol' F OR
RM E R YUGOS
R S L AV RE
R P UBL IC Messina Batumi Patras Konya
NTENEGRO B U L G A R I A
TIRANE
OF M ACE DO
DO
ONIA
ONN
Sochi
Erzurum
Aydin
Isparta
Gaziantep
Sliven ATHENS Denizli © SENSoR Lead Partner and Project Partners 2014.
PRISTINA Bari Durres Istanbul
SOFIA Catania © EuroRAP AISBL 2014. This map was produced to
Constanta Burgas
Naples Sukhumi Gebze Adana EuroRAP/iRAP protocols. The map is produced as part of the
Pernik
Stara Zagora
Bitola Ratings on dual carriageway roads M Sicilly
SENSoR – South East Neighbourhood Safe Routes – project
RICA show the lowest rated carriageway Iskenderunby the South East Europe Transnational Coopera-
T U N I S I
TUNIS Trabzon supported

Shkoder
Salerno
Plovdiv
ALBANIA e Siracusa Sivas tion Programme co-funded by the European Union. Surveys
B l a c k S e a Samsun
d completed 2013-14 other than Moldova, 2011 (for State Road
Dobrich Thessaloniki
Zonguldak
GEORGIA Antalya Aleppo
Administration – iRAP V2 data updated to V3 2014) and
SKOPJE Taranto Bursa ANKARA
Lecce
Edirne Motorways i Kirikkale
Ukraine, 2012 (for World Bank, updated speed data 2014). No
results are presented for roads in grey.
FORMER YUGOSLAV REPUBLIC
Single/mixed roads t
Eskisehir Erzurum
umen
TIRANEVarna
OF MACEDONIA e Elazig © International Road Assessment Programme (iRAP) 2014.
Durres
A
Istanbul Other
Batumiroads
International boundary
Balikesir
T r
r
aU R K E Y S Y R I A
© 2014 Europa Technologies Ltd. All rights reserved.
Latakia
© OpenStreetMap contributors.
Bitola LarissaGebze VALLETTA n iRAP technology including protocols, processes and brands
liven Kütahya e a Kayseri may notHamah
be altered or used in any way without the express
Malta n written agreement of iRAP. Prepared under licence from
A L B Burgas
ANIA Scale Malatya
GR EECE
Sivas EuroRAP AISBL using protocols © Copyright EuroRAP AISBL.
a 0 20 40 60 80 100ml S e a Diyarbakir NICOSIA
This map may not be reproduced without the written consent
Thessaloniki Trabzon Crete Homspartner or EuroRAP AISBL. Such consent
Catanzaro ANKARA of the SENSoR Lead
Bursa 0 30 60 90 120 150km
CYP R US is not unreasonably withheld.
A
Kirikkale Usak Heraklion

Samsun
Manisa El Mîna
Zonguldak Eskisehir Sfax
Edirne Elazig Kahramanmaras LEBANON
Palermo
Messina BalikesirPatras
T U Izmir
Erzurum
R K E Y Konya
Urfa
Larissa Kütahya
Roadside safety barriers
Median safety barriers
Good delineation
SNAPSHOT: WHAT The following images illustrate sections of
roads and samples of road attributes that Wide paved shoulders
WE SEE WHEN WE influence their Star Ratings. In the images:
No intersection
• Green coloured attributes are associated
LOOK AT A ROAD with a reduced level of risk. Straight
• Yellow coloured attributes are associated
with an intermediate level of risk. Two lanes each direction
Brazil
• Red coloured attributes are associated with Vehicle occupants:  80km/h
an increased level of risk.
Because people are so familiar with The images help to show that the level of risk
Australia 40km/h
what a road looks like, the way in associated with a road’s infrastructure, and
Pedestrians: 
which various road attributes might hence its Star Rating, is a function of numerous Footpaths
affect risk of death and serious injury attributes. Speed is an especially important
Raised pedestrian crossing
attribute, both in the iRAP models and in road
is not always obvious. This has been
safety. Providing traffic speeds are below the Street lighting
compounded by the difficulty road human tolerance to impacts—about 30km/h—
experts have had in talking about then a road may have a good pedestrian Star 1 lane in each direction
road design in a way that everyone Rating even though its pedestrian infrastructure Good sight distance
can understand. Star Ratings form is relatively poor, since the likelihood of death
or serious injury in the event of a crash is very Managed parking
a simple language that enables
low. Similarly, roads with very high speeds may
discussion about risk and ways in Median island
have a good vehicle occupant Star Rating if
which road safety can be improved
the infrastructure is well-designed for those
speeds.
Vietnam Motorcycle lane
Motorcyclists: 
Street lighting
Good delineation
No intersection
Good sight distance
Narrow paved shoulders
60km/h
Roadside hazards

China Bicycle lane Adequate delineation
Bicyclists / e-bicyclists: 
Street lighting Good pavement
Good pavement Moderate curve
No intersection Narrow paved shoulders
No vehicle parking 80km/h
Two lanes each direction Roadside hazards
Good sight distance Intersection

Costa Rica
50km/h Vehicle occupants:  Undivided
56km/h (35 mph) Good surface condition
Footpath and crossing Moderate curve
Straight 80km/h
Paved shoulder Undivided
Street lighting Roadside hazards
No bicycle lane No paved shoulder
Intersection Poor delineation

Cayman Islands India
All road users:  Poor delineation Motorcyclists:  No street lighting
Philippines One lane each direction Brazil No intersection

Pedestrians:  Bicyclists: 
Good sight distance Good sight distance
80km/h 80km/h
Narrow paved shoulder No bicycle facilities
No formal footpath No street lighting
No pedestrian crossing Poor pavement
No school zone No shoulder
No street lighting Poor delineation

SNAPSHOT: There are numerous practical examples of
road upgrades improving Star Ratings and
Buckinghamshire, Britain, to rise from two stars
to three stars overall (see below). This helped
STARS RATINGS crash rates. The Road Safety Foundation to dramatically reduce crash rates. As a result
reported that re-surfacing, improvement of of these upgrades, this stretch of road was
AND TRAUMA RATES road markings, lowering the speed limit, and identified as Britain’s most improved road.33
improvement of pedestrian crossings on a
stretch where pedestrians were especially
vulnerable allowed a section of the A404 in
Star Ratings are widely used in

countries that have good crash
data as well as those where crash
data is not available. In countries Road rated three stars or better for pedestrians Road rated three stars or better for vehicle occupants
where good crash data is available,
Before improvements (2007 - 2009)
research has consistently produced 83% 44%
evidence that better Star Ratings are After improvements (2010 - 2012)
100% 61%
associated with lower crash rates
Number of pedestrian crashes Number of vehicle occupant crashes
4 8
0 1

Studies in Australia, Britain, Germany, Iceland,
Italy, Netherlands, New Zealand, Spain,
Sweden and the United States have each
demonstrated a relationship between Star
Ratings and crash rates, such that as Star
Ratings improve crash rates generally also
improve.34 A study on the Bruce Highway in
Queensland, for example, found that: crash
costs on two star roads are 40% lower than on
one star roads; crash costs on three star roads
are 61% lower than on two star roads; and
crash costs on four star roads are 43% lower
than on three star roads.35
$0.148
$0.090
$0.035
$0.020 Insufficient
crash data
1-star 2-star 3-star 4-star 5-star
Fatal and serious injury crash costs per vehicle kilometre travelled by Star Rating on the Bruce Highway
SNAPSHOT: Roads that pass schools have commonly been
included in iRAP network assessments. For Before
STAR RATINGS AT example, as part of the Philippines Secondary Pedestrians: 

National Roads Development Project, the
SCHOOLS Millennium Challenge Corporation (MCC)
and Department of Works and Highways
(DPWH) lifted the pedestrian Star Ratings at
schools with the installation of safety fences,
pedestrian crossings, footpaths and traffic
calming treatments.
Road crashes are the leading cause
of death for school-aged children. With the support of the FIA Foundation,
Worldwide, pedestrians already Road Safety Fund and FedEx, the method
account for 22% of road deaths and for using iRAP assessments at schools
was enhanced to take account of school-
as cities rapidly expand there is a
specific safety treatments such as raised
very real risk that this number will pedestrian crossings, flashing lights and
grow crossing supervisors.36 The enhanced method
was pilot-tested in Mexico City, Mexico in
partnership with Safe Kids Worldwide, and
in Cape Town, South Africa in partnership
After
with Childsafe, City of Cape Town, Janssen,
Pedestrians: 
IVECCO, WorleyParsons, RTMC and
SANRAL.
In Mexico City, the assessments identified

priority locations for treatment, expected
benefits of making improvements and helped
in developing safe routes for children to
walk to and from school. In Cape Town,
the assessments led to the installation of
a signalised pedestrian crossing that now
helps students at Sivile Primary School cross
a major road.37 It is estimated that the new
crossing reduces risk of death and serious
injury by 85%.38

SNAPSHOT: International commitments, such as those of
the Transport, Health and Environment Pan-
Star Ratings offer a mechanism for road
builders and transport planners to come
transit station are at least four stars for
bicyclists; and pedestrian routes within one
SUSTAINABLE European Programme, have become the focal together in planning for connected and kilometre of a mass transit station are at least
point for sustainability goals and transport integrated cycling networks and pedestrian four stars for pedestrians.
CITIES policies and funding throughout Europe, the access, particularly around major transport
Americas and beyond. As a consequence, hubs, where it is critically important that the
how we think of roads is changing, as is benefits of public transport are not offset by
the way people are using them. Roads are road death and injury. For example, planners
becoming less about cars travelling at high and designers could aim to ensure that: bicycle
speeds and more about how people travel— routes within three kilometres of a mass
“Green mobility” has quickly become and do so safely—regardless of whether they
a key priority in improving not just are a pedestrian, a cyclists or motorcyclist, a
the sustainability of cities, but also passenger on public transit or in a vehicle.
their liveability and productivity. Goal

Safe cycling infrastructure is a compelling
11.2 of the Sustainable Development 5-star 4-star 3-star 2-star 1-star
example for how improved infrastructure alone
Goals is “By 2030, provide access significantly reduces road trauma. Where there
to safe, affordable, accessible and have been efforts to provide comprehensive
sustainable transport systems for and safe cycling facilities as part of road
all, improving road safety, notably networks, crash rates have decreased steadily,
by expanding public transport, with even though the numbers of cyclists often
significantly increase. In contrast, where safe
special attention to the needs”
cycling infrastructure has not kept pace with
demand, cycling deaths and injuries have
increased. Research shows that the principle
barrier to cycling in cities is safety. Safety is
so important that the City of Copenhagen
has found even a perception or feeling of
being unsafe has the same outcome as being
actually unsafe, that is, it prevents people from Pedestrian routes within 1km of a mass
cycling.39 Addressing road safety—for all road transit station target 4-stars minimum
users—is therefore integral to promoting and
increasing green mobility in cities.

SAFER ROADS Where Star Ratings provide a measure of
risk on a road, Safer Roads Investment
Safer Roads Investment Plans draw on this
type of international experience. The plans
years. Similarly, by investing in street lighting
along 130 kilometres of road in Brazil where
INVESTMENT Plans identify ways in which the Star Ratings include extensive planning and engineering there are intersections and/or pedestrian
can be improved—and deaths and serious information such as road attribute records, crossings could prevent 14,700 deaths and
PLANS injuries prevented—in a cost-effective countermeasure proposals and economic serious injuries over 20 years.
way. The evidence that well-targeted road assessments for 100 metre sections of road.
safety improvements save lives, at both They are supported by the iRAP online
individual locations and across networks, software, ViDA, which makes this information
is unassailable. In Victoria, Australia—a highly accessible.
jurisdiction that has already made substantial
To date, Safer Roads Investment reductions in crash rates—an initial AUD $130 The table below shows a snapshot of
Plans have been used around the million investment in simple but strategic road recommendations that have been made. For
world to identify improvements improvements across 113 projects resulted in example, by investing in 1,300 kilometres
a 22% reduction in run-off road, head-on and of footpaths on important national roads in
that could prevent millions of
intersection casualty crashes.40 As a result, Bangladesh that have poor pedestrian Star
deaths and serious injuries
the program was expanded by AUD $650 Ratings, an estimated 35,500 deaths and
and save trillions of dollars million over ten years.41 serious injuries could be prevented over 20
in crash costs avoided. The
countermeasures identified are
Selected countermeasure recommendations (20 year analysis)
often relatively low cost yet they
can provide life-saving benefits Deaths and serious
Countermeasure type Country Sites/length (km) Benefit cost ratio
for decades injuries prevented
Footpaths Bangladesh 1 300 35 500 16
Street lighting at intersections and pedestrian crossings Brazil 130 14 700 10
Delineation improvements Mexico 4 200 10 540 17
Motorcycle lanes Vietnam 680 5 700 7
Bicycle lanes Indonesia 360 4 290 12
Shoulder rumble strips Australia 4 745 4 090 3
Median treatments Slovenia 170 320 7

SNAPSHOT: SAFETY
COUNTERMEASURES
IN UKRAINE
Safety countermeasures suggested

for the Holoskiv–Dyakivtsi section of Median treatment Traffic calming Paved shoulders
the M21 in Ukraine have the potential
to prevent more than 500 deaths and
serious injuries over 20 years. These
countermeasures were identified as
part of the $562 million World Bank-
financed Second Road and Safety
Improvement Project
Bicycle facilities Footpaths and crossings Safety barriers Delineation treatment Intersection treatment

SNAPSHOT: According to the local road authority,
VicRoads, the Longwarry to Traralgon stretch
• wire rope barrier installation in the narrow
median where there is a high risk that a
AUD $100 million invested
• one star and two star sections of road
CUTTING RISK had a high concentration of ‘run-off-road’ type vehicle will cross into opposing traffic.42 were eliminated and there has been a 36%
crashes. The improvements included: increase in the length rated four star or
ON THE PRINCES • removal of roadside hazards, such as trees Preliminary analysis of improvements, which better.
and shrubs, providing a driveable ‘run-off’ cost just under AUD $20 million, indicates that:
HIGHWAY area where vehicles can safely come to rest • there was a reduction in serious injuries
if they stray off the road of 44% (with the AusRAP/iRAP model
• installation of safety barriers, mostly wire predicting a 42% reduction)
rope barriers, where roadside hazards • trauma was reduced at a rate of 56
Under the Transport Accident could not be removed serious casualties saved per year for each
Commission (TAC) Safer Road
Infrastructure Program, a range of
life-saving road safety improvement
projects along the Princes Highway
East in Australia have been
completed
Before improvements (westbound shown)

5-star 4-star 3-star 2-star 1-star
Before 0% 7% 84% 9% 1%
After 1% 42% 57% 0% 0%
After improvements (westbound shown)

SNAPSHOT: It was estimated that nearly 100 million people
live within three kilometres of the roads
users and that the Star Ratings for vehicle
occupants tended to be better than for
invested in the safety countermeasures, there
would be an economic saving of almost $4
BLOOMBERG assessed, and some 85 billion kilometres pedestrians, bicyclists and motorcyclists. in terms of crash costs avoided. Many of the
are travelled on the roads each year. 3,750 The assessments also identified road safety safety countermeasures identified are now
GLOBAL ROAD kilometres (19%) of the roads are located countermeasures that could prevent more than being implemented as part of World Bank-
in urban environments. The assessments 50,000 fatalities and serious injuries per year financed and locally-financed projects.
SAFETY INITIATIVE found that a large percentage of the roads over 20 years, representing a 46% reduction
were rated just one or two stars for all road compared to baseline estimates. For each $1
Roads rated one or two stars Annual fatalities and serious injuries
With the Bloomberg Global Road
Safety Initiative, iRAP and the 23% 1,732
World Bank Global Road Safety 80% 6,988

Facility helped Brazil, China, India
and Egypt assess almost 20,000 15% 4,649
kilometres of roads 87% 19,557
37% 16,084
81% 28,498
9% 20,776
68% 39,485
With treatment Without treatment
Examples of safety countermeasures for the roads in four countries
Median barriers Roadside safety bar- Signs and lines

Footpaths could pre- Pedestrian crossings
could prevent 7,170 riers could prevent could prevent 1,158
vent 3,265 fatalities could prevent 486
fatalities and serious 7,039 fatalities and fatalities and serious
and serious injuries fatalities and serious
injuries per year serious injuries per injuries per year
per year injuries per year
year
STAR RATING Problems with safety are not limited to
old roads—newly built roads often have
that people’s safety and well-being is not
overlooked during the design process in favour
and development banks, the process opens the
opportunity to set performance-based targets for
DESIGNS fundamentally unsafe designs that achieve just of more traditional objectives such as reducing vehicle occupants, motorcyclists, pedestrians
one or two stars. Roads where pedestrians are congestion and travel times. and bicyclists that not only improve safety
present continue to be built without footpaths but create a high level of transparency and
Following the Commission for Global Road
and safe crossings. Run-off-road risk is often accountability. The Star Rating design process
Safety recommendation that desired design
unacceptably high because roadside hazards has been successfully used in conjunction with
speeds for new roads be subject to achieving
have been overlooked or because outdated, existing mechanisms such as Road Safety
minimum safety ratings, the Star Rating design
unsafe safety barriers are used.43 These types Audits and compliance with road design
process is increasingly being used to objectively
of problems can be compounded by the fact standards.
Apart from assessing existing roads, measure the impact on risk of various design
that new, smoother pavements invariably
iterations and help harness the potential
Star Ratings are being used to lead to higher speeds that significantly
of designers to find creative solutions to
help ensure that safety is built-in to increase risk unless ameliorated with safety
challenging safety problems.44 For governments
countermeasures. It is critically important
designs for major upgrades and new
roads, prior to construction
Star Ratings
Estimates of fatalities
Risk assessment
and serious injuries
Star Rating
target
Economic analysis
Road attribute
Road survey and suggested safety
coding
countermeasures
Road designs

SNAPSHOT: In Shaanxi, China, the ChinaRAP team
helped local road designers to almost double Location Map
STAR RATING the percentage of roads that would be rated
three stars or better in the $400 million Existing road
DESIGNS IN Asian Development Bank (ADB)-financed

Shaanxi Mountain Road Safety Demonstration
SHAANXI project.45 The estimated benefit-cost ratio for
the safety enhancements is more than 6:1.
The project will also include a coordinated
safety education program at schools and
ChinaRAP, a partnership between on-going capacity building for local road
the Research Institute of Highway engineers.
(RIOH) in the Ministry of Transport
and iRAP, is working with local
designers to enhance safety on rural To Ankang
highways and on roads in villages,

To Xunyang
towns and cities Upgraded road

-25%
The existing road experiences a higher-than- The new design includes updated safety barri- It estimated that the road improvements will
average number of vehicle occupant deaths ers, realignments, paved shoulders, improved result in 25% fewer deaths and serious inju-
and serious injuries. It is in mountainous ter- delineation and curve markers, enhanced skid ries, even though traffic speeds are expected
rain and has many sharp curves and hazard- resistance and traffic calming to increase
ous roadsides

SNAPSHOT: Designers in Gujarat managed to significantly
improve the length of road rated three stars or
that retain beautiful trees while minimising the
risk of death and serious injury in the event of
URBAN SAFETY better in the $323 million World Bank-financed a run-off-road crash. The designs made use
Second Gujarat State Highway Project (GSHP of a range of safety countermeasures, such
AND ‘GREEN II). During the design phase, thoughtful as traffic calming, pedestrian footpaths and
consideration was particularly given to the crossings, intersection improvements, median
TUNNELS’ IN way in which the highways integrate with treatments, safety barriers, highly visible signs
GUJARAT facilities for vulnerable road users in urban

areas, and to the creation of ‘green tunnels’
and street lighting.
Engineers and planners in India

279 km
are creating road designs that are
sensitive to the environment, minimise
177km
the need for land acquisition and are
131 km 131 km
much safer than before 95 km 79 km 70 km
59 km
Road length rated three stars or better Existing roads Designs

SNAPSHOT: Prior to publishing a ten-year AUD $500
million action plan to prevent ‘catastrophic’
LIFE-SAVING casualty crashes on the Midland Highway, the
Australian and Tasmanian Governments were
IMPROVEMENTS able to use the iRAP online software, ViDA, to
test the likely safety benefits of various design
TO THE MIDLAND options. The final plan includes a target to lift
HIGHWAY the road to a minimum three star rating, and

will include installation of safety barriers, wider
medians, removing roadside hazards, junction
upgrades, lane widening and adding additional
overtaking opportunities.46
SNAPSHOT: New Zealand’s Safer Journeys Road Safety

Strategy has led to safe system speed and
ROADS OF NATIONAL motorcycling demonstration projects and a
review of design standards that ensure the
SIGNIFICANCE Roads of National Significance (RoNS) will
be implemented with a minimum four star
DESIGN STANDARDS KiwiRAP rating. By doing this, New Zealand
will achieve its goal of improving the safety
of roads and roadsides to significantly reduce
the likelihood of crashes occurring and to
minimise the consequences of crashes when
they do occur.47

CRASH RATE To date Risk Maps using reported crash data
have been produced for almost 350,000
network, five percent is motorway, 6 percent
dual carriageway and the remainder is single
fall in the “high risk” category.
RISK MAPS kilometres of roads across 25 countries. carriageway. The EuroRAP network accounts Recent modern engineering has achieved
Numerous countries have produced risk maps for 6 percent of the nation’s road network and results on new and modernised national
on an annual basis to track performance 36 percent of road fatalities. Only one percent and regional roads where Poland’s safety
over time. As one example, the extensive of the national network falls into the “low risk” performance is now better than several
risk mapping in Poland covers more than band. Poland’s challenge is to improve safety western European countries.
17,000 kilometres of national road and 3,593 performance on high risk single carriageway
kilometres of regional road. Of the national roads—around half of mapped regional roads
While Star Ratings relate

specifically to risk associated with a
road’s design attributes, crash rate
Risk Maps represent the number
of deaths and injuries on a road,
capturing the combined risk arising
from the interaction of road users,
vehicles and the road environment

In places where detailed crash data is
unavailable, Star Ratings are used as a
basis for estimating where deaths and
serious injuries are likely to occur. This is
achieved by combining Star Rating Scores
with exposure data—traffic, pedestrian
and bicyclist flows—and calibrating the
results for local conditions. This process
is described in the iRAP Methodology
Fact Sheets. In the example shown
here, estimated death and serious injury
rates are illustrated for national roads in
Colombia. The sections of road coloured in
pink are where trauma rates are estimated
to be highest, based on knowledge of the
Star Ratings and traffic flows on those
sections, and therefore show where road
safety improvements are likely to be most
cost-effective. These estimations form a
standard part of the process for developing
Safer Roads Investment Plans.
Estimated deaths and serious injuries per kilometre per year: 0 - 0.15 0.15 - 0.3 0.3 - 0.5 0.5 - 0.8 > 0.8

A BUSINESS CASE iRAP Safer Roads Investment Plans illustrate
the life-saving potential of engineering safety
10% of each country’s roads. The analysis
shows that affordable road improvements, such
FOR SAFER ROADS countermeasures. Improving a road’s Star as footpaths, safety barriers, bicycle lanes and
Rating by just one star can halve the cost of paved shoulders, applied at large-scale, will
deaths and serious injuries. Treatments are prevent tens of millions of deaths and serious
often simple to implement, can permeate injuries.
entire countries—from large cities through to
remote regions—and will generate jobs and Investments approaching this scale are
economic activity, and ultimately leave a safe already beginning. As discussed earlier,
and sustainable transport system for future Victoria, Australia, is investing AUD $1 billion
generations. over ten years in safer roads. In China, the
The United Nations Sustainable
ChinaRAP team is now rolling out large-scale
Development Goals to halve road
By extrapolating iRAP assessment results we assessments across 12 provinces as part
traffic deaths (goal 3.6); invest in created a global business case for safer roads. of the national “Highway Safety to Cherish
infrastructure to create growth and The results of our simple analysis helps to Life” project. In its first ten years, the program
jobs (goal 9.1) and ensure that illustrate the benefits that could be achieved invested some $5 billion in safety facilities on
transport is safe and sustainable over 20 years by improving the highest risk 366,000 kilometres of roads.
(goal 11.2) are supported by a
strong business case for large-
scale investment in safer road
infrastructure 48 Benefits that could be achieved over 20 years by improving just ten percent of each country’s roads, by income group
Low Lower middle Upper middle High All
Improve 10% of roads 108,000 km 610,000 km 992,000 km 1,546,000 km 3,255,000 km
Build viable countermeasures $8 billion $61 billion $149 billion $464 billion $681 billion
Reduction in fatalities 384,000 1,483,000 1,528,000 283,000 3,678,000
Reduction in fatalities and serious injuries 4,224,000 16,313,000 16,808,000 3,113,000 40,458,000
Economic benefit $83 billion $663 billion $2,766 billion $2,202 billion $5,715 billion
Benefit cost ratio 11 11 19 5 8

“Accident-prone area starts. Pass cautiously.”

SETTING AMBITIOUS Consistent with the ‘safe system’ approach,
countries leading in road safety are increasingly
implemented with a minimum four star
KiwiRAP rating.54
The Africa Transport Policy Program, which
is hosted by the World Bank, has similarly
TARGETS examining ways to ensure that people do not • Numerous projects in developing countries explored the potential benefits of setting a
come to serious harm on their networks. The have successfully made use of star rating target of at least three stars for all road users in
use of star rating targets is becoming more targets. developing countries.56
prevalent as a mechanism for managing safety
on major roads and guiding investment. To help accelerate investment in safety in The Fund for Global Health leads a coalition
• Highways England, a government developing countries, the Asian Development that includes the AAA, American Society of
corporation for national roads, has a goal Bank (ADB) has floated wide use of iRAP Civil Engineers (ASCE), Concern for Road and
that 90% of travel on its network will be at star rating targets in development projects, Pedestrian Safety (CoRPS), India, Institute
iRAP road safety inspections and three star or above by 2020.50 suggesting: of Transportation Engineers (ITE), Insurance
Star Ratings provide countries and • The Netherlands is now within 25 kilometres • All new or rehabilitation road designs should Institute for Highway Safety (IIHS), Mexico
international finance institutions with of achieving its three star target for national always have a higher safety rating than the Previene AC, Road Transport and Safety
roads.51 existing road and have at least a three star Agency, Zambia, and Uganda Red Cross, and
a set of highly objective indicators
• Sweden’s administration aims for better than rating standard for all road users. advocates for roads to be built to a minimum
that can be used in setting ambitious
three stars of 75% of roads by 2020 and • Roads with more than 50,000 vehicles per three star standard for all road users.57 In
road safety targets. Ambitious near 100% by 2025.52 day should have a minimum of four stars for support of the coalition, 49 members of the
targets have been shown to play • Queensland, Australia has a target of all users. United States Congress signed letters calling
an important role in altering the achieving 85% of travel on three star or • Roads or sections of roads passing through on the World Bank to require that Bank-
community’s view of the inevitability better on national network roads by 2020.53 linear settlements should have a minimum financed roads achieve at least three stars.58
of road trauma and driving action to • New Zealand has completed a review of four star standard for pedestrians and
design standards to ensure that Roads cyclists.55
save lives 49
of National Significance (RoNS) will be

INNOVATIVE The FIA Foundation argues that the missing
link—and major barrier—in achieving safer
This work will inform the development of a
social impact calculator that connects the
and the expected savings to the emergency
teams, trauma unit, hospital bed days,
FINANCING roads is in building the case for investment; improvement in Star Rating with the true rehabilitation services, social welfare, carers,
that while we know the issues, know what financial savings to those who bear the cost insurance and business. With public-private
actions are required, can calculate the benefit of road trauma. It will be possible to directly partnerships already common in the road
said actions would have, the ability to turn link avoided crashes, particularly by crash sector, the mechanism for industry to deliver
this into tangible return for investors remains type or category (such as crashes involving the safety improvements is already proven
elusive. Their research report, Breaking the pedestrians, cyclists or vehicles in a run-off- and established.
Deadlock, concludes that by making the road crash, a head-on or intersection crashes)
links between road safety measures and
For each $100 that road trauma public health outcomes clear, social-impact
costs the community about $1 investing could herald a new era of safer road
is invested to prevent crashes. investment.59 We understand the issues
Bridging this gap is critically we need to address
A social-impact bond investment for safer road
important to secure the win-win
infrastructure design, which pays investors for
outcomes of road safety investment a successful reduction in injuries, would be
ISSUES
a win-win for transport and health ministries.
iRAP Star Ratings and fatality estimation
modules make this possible by measuring The ‘missing
and specifying the safety performance of road piece’ in the case
infrastructure—an important prerequisite for for investment.
We know what
social impact bonds. But, we struggle ROAD SAFETY
BENIFICIARY INTERVENTION we need to do to
to translate INVESTMENT
address the issue
Furthermore, reductions in targeted crash that benefit into
types and the subsequent reductions specific returns to
in insurance claim costs are now being investors
examined. For example, in Victoria, Australia,
the linkages between the Transport Accident BENEFIT
Commission’s AUD $1 billion investment in
safer road infrastructure (which aims to reduce
deaths and serious injuries on Victorian
roads by 30%), accident compensation We can assess the beneﬁt our
law (a no-fault compensation scheme) and interventions are likely to have
improvements in Star Ratings are making it in reducing deaths and serious
possible to readily identify the beneficiaries of injuries and can value that in
the investment into safe infrastructure.

ViDA ViDA is a global platform that helps ensure
that everyone, from a transport minister, to
ViDA offers three levels of access.
1. Readers can view published reports and
3. Creators can access reports in the same
way that Analysts can, and they can also
engineers, through to road safety advocates, request access to unpublished reports. create and edit projects, upload and
who has the potential to improve road Readers can filter road data, Star Rating process data, and create and edit reports.
engineering safety and save lives, is able to and Investment Plan reports to the road
ViDA, meaning ‘life’ in Spanish, is
access the results they need. At the same network level. Thanks to the support of our donors, access to
iRAP’s online road safety software. time, project and programme managers have 2. Analysts are able to look at reports in ViDA is free.
Capable of performing risk and the ability to control the level of access that greater detail than Readers by filtering
economic calculations for millions people have to project data. When using ViDA, road data, Star Rating and Investment Plan
of kilometres of road, ViDA is managers can choose options ranging from reports down to the road and road section
the global platform for producing completely secure, private access for sensitive levels. Analysts can also access ‘risk
data, to completely open, publicly-available worms’, countermeasure ‘strip plans’ and
iRAP assessment reports. ViDA is
access to results that complement a written download files.
available at: http://vida.irap.org
report.
ViDA / Road safety reports
Interactive Star Rating reports include Road data reports contain information A Safer Roads Investment Plan Predicted casualty reduction maps Each of the reports have filters and
maps, tables, charts and ‘risk worms’. about a road’s design. You can find makes the business case for investing illustrate where the largest reductions options, enabling you to tailor the
With these you can find out where out, for example, the length of road in safety. The plans list a range of life- in fatalities and serious injuries would report to your needs. With the filters,
risk is highest and lowest across a that has safety barriers, the length of saving measures that could be used occur if a Safer Roads Investment you can select which road network,
network of roads, or along a single road that has footpaths or the length to both improve a road’s Star Rating Plan were implemented road, or section of road that you want
road of road that has bicycle lanes and reduce fatalities and serious to look at, and compare results before
injuries. The reports are also available and after proposed countermeasures
in map and ‘strip plan’ formats. are applied

Using the Star Rating Demonstrator, which is
a freely available feature of ViDA, users can
produce Star Ratings for a 100 metre length
of road. By changing the road attributes,
users can test the impact that changes to a
road’s attributes have on Star Ratings and
the underlying Star Rating Scores (SRS). The
results can be examined in summary form,
or in charts that illustrate risk scores for each
type of crash. As part of their commitment to
global road safety, the ChinaRAP team at the
Research Institute of Highway (RIOH) donated
their time and expertise to develop the Star
Rating Demonstrator.

BUILDING CAPACITY There is a range of online resources that make
iRAP training information widely available.
We create and foster an environment
of mutual support between road safety
• Methodology fact sheets, specifications, professionals by hosting a number of
technical and policy guidance notes, workshops and conferences, such as:
research papers and assessment reports • The annual iRAP Asia Pacific Workshop
are freely-available at http://www.irap.org. which is held in cooperation with the Global
• RAP Capacity (http://capacity.irap. Road Safety Partnership (GRSP) and has
org) online training courses help people been hosted by the Asian Development
develop an appreciation of the principles Bank (ADB).
underpinning iRAP and learn how to • The annual Innovation Workshop where
iRAP seeks to ‘enable others’, undertake iRAP-specification road the best of the best share their ideas and
such that large-scale road safety assessments. innovation.
assessments can be undertaken by • The Road Safety Toolkit (http://toolkit.
irap.org) provides free information on the On-the-job training and mentoring during
automobile associations and other
causes and prevention of serious road projects give stakeholders hands-on
non-government organisations,
crashes. experience in conducting inspections, road
governments, development banks • iRAP staff also participate in a range of attribute coding and analysis. Ongoing
and industry. Part of our strategy webinars, such as those hosted by the mentoring helps to build a full understanding
is to achieve this through the Institute of Transportation Engineers (ITE). of the iRAP methodology and develop the
creation of sustainable learning confidence needed to apply results at a local
opportunities, often combined with Through participation in road assessment level.
training courses, the number of road engineers
delivery of projects, to strengthen
who are aware of the need for safe roads and This capacity-building is helping to develop
road safety capacity have skills to act is rapidly increasing. a network of professionals and organisations
• For example, more than 100 Secretaria that are capable of taking a lead in assessing
de Communicaciones y Transportes roads and advocating for safety in their own
(SCT) engineers from across Mexico have countries. By sharing their experience globally
taken part in training in the use of iRAP AusRAP, ChinaRAP, EuroRAP, KiwiRAP and
assessment results. usRAP are also helping to drive reductions
• We encourage people to take part in in road trauma around the world. These
training courses such as: the University programmes harness the substantial expertise
of Birmingham (UK) iRAP course in Road of many road safety professionals and are
Safety, the Masters Course at the University continuously innovating, searching for ways
of Saint Joseph in Lebanon; and Safer to improve systems, which results in better
Roads by Design™ by the International approaches to assessing roads and new ideas
Road Federation (IRF). about how to improve infrastructure safety.

RESEARCH Since then, the models have developed
through a series of iterations that take
Safety Research (MIROS), TRL, the Instituto
Mexicano del Transporte (IMT), MRIGlobal, the
of online reporting software.
• EuroRAP and Euro NCAP are collaborating
account of the latest road engineering safety Korea Transport Institute (KOTI), the Research on the Roads That Cars Can Read to
knowledge and experience in assessing Institute of Highway in the Ministry of Transport support moves towards self-driving cars.
hundreds of thousands of kilometres of roads. (RIOH), RACC and the SWOV Institute for
The developments include: refinements such Road Safety Research. Research that is While there is benefit in ensuring that the
as the ability to separately record roadside currently being undertaken by partners around model reflects the latest research and
hazards and their offsets for each side of the world includes: experience, we are also conscious that
the road; the addition of new attributes such • In New Zealand, enhanced KiwiRAP models countries value iRAP assessments as an
as street lighting and skid resistance; and for use in cities are being developed. internationally consistent benchmark. Frequent
The iRAP Star Rating and Safer enhancements to better account for the ways • In India, the National Transportation and changes to the model would cause significant
Roads Investment Plan models that various types of traffic flows affect risk. Planning Centre (NATPAC) is examining uncertainty for programs assessing roads
used today are the result of more Fact sheets explaining the iRAP methodology pedestrian risk in local cities. and tracking performance over time. As such,
are freely available for download at: http://irap. • In Australia, ARRB Group, Austroads the GTC’s rigorous innovation framework
than a decade of development work
org/en/about-irap-3/methodology. and automobile associations are building provides certainty for all partners using iRAP
which began with EuroRAP in 1999
on AusRAP to develop innovative crash assessments worldwide.
The iRAP methodology, technical integrity of its prediction tools.
application and its development is overseen by • In the Netherlands, the SWOV Institute for
the Global Technical Committee (GTC), which Road Safety Research is finding ways to
meets regularly and includes experts from: improve bicyclist risk models.
ARRB Group, the Malaysian Institute of Road • In China, RIOH is expanding the capability

SUPPORTING THE HOW RAPs ARE
UNITED NATIONS SUPPORTING
SUSTAINABLE ROAD SAFETY
DEVELOPMENT MANAGEMENT
GOALS
To halve road deaths and injuries by Governments such as in Australia, Britain, Innovative financing of road improvements
2020 as envisaged by the Sustainable Netherlands, New Zealand and Sweden have through Social Impact Bonds and Pay for
established high level policy targets that aim to Success investment models is being explored
Development Goals, a significant
ensure a majority of travel occurs on roads that with partners worldwide.
scaling-up of road safety awareness,
are at least three stars.
action, expertise and knowledge
sharing is needed. The Global Plan
for the Decade of Action for Road
Safety 2011-2020, established
by the WHO and the UN Road
Safety Collaboration, is designed
to achieve this. The following are
examples of how RAPs are taking
practical steps to enable each of the
Plan’s five pillars to contribute to
the achievement of the Sustainable
Development Goals
Multilateral Development Bank partners are The Federal Highway Administration in the
applying the iRAP protocols around the world USA has identified usRAP as an innovative
as part of the MDB Road Safety Guidelines that tool as part of its Data-Driven Safety Analysis
provide the objective performance measures activities.
for loan projects.

Star Ratings and Risk Maps are helping to RAPs are contributing to good governance The New Zealand Transport Minister receives The President of the Philippines takes a
inform and prioritise action within national by increasing understanding and support of a report on each fatal crash which includes the personal interest in improving the Star Ratings
road safety strategies and action plans, from safety programs and reinforcing public agency KiwiRAP Star Rating of the road. of the nation’s roads, providing crucial road
the targeting of enforcement and provision accountability for safety. safety leadership.
of medical services to the introduction of
new vehicle technologies and targeting of
maintenance in a road agency.
Mexico has assessed more than 60,000 There is an ever-growing body of evidence Organisations such as the Slovak Motoring In Australia, ARRB Group, Austroads and
kilometres of roads, trained hundreds of staff making the business case for investment in Club are using EuroRAP Risk Maps to measure automobile associations are building on
and implemented low-cost improvements safety. Saving Lives, Saving Money identified actual performance against national road safety AusRAP to develop innovative crash prediction
across the country. The reassessment of the potential savings of £36 billion (~$53 billion) by targets during the Decade of Action. tools.
road network is now underway to measure 2020 in Britain.
reductions in risk and numbers of lives saved.

HOW RAPs ARE
SUPPORTING
SAFER ROADS AND
MOBILITY
Thanks to the support of our donors and The European Road Safety Atlas reports Road authorities in countries such as Belize,
partners, iRAP is able to provide its tools on 240,000 kilometres of roads across 20 China, El-Salvador, India, the Philippines
and software free-of-charge. Along with countries. It reveals that 42% of the roads had and the Republic of Moldova have used Star
programmatic support for their use, this is unacceptably high risk, and over a quarter Ratings to find ways to improve designs for
enabling hundreds of thousands of kilometres of roads Star Rated scored less than the new roads.
of high-risk roads to be assessed and recommended minimum three star rating.
improved.
Star Ratings provide baseline safety indicators Performance tracking shows how risk changes Working with Illinois Department of Transport
for roads being rehabilitated in the Philippines over time. AusRAP, for example, found that on and usRAP, Kane County Department of
with finance from the Millennium Challenge the top 15 most improved sections of Australian Transport has developed a plan that would
Corporation. national roads, casualty crashes declined from provide nearly $24 in benefits for each $1 spent
963 to 424—a 56% reduction—over five years. period on safety engineering improvements.

KiwiRAP found that although just five percent iRAP training courses, like this one in Mexico, iRAP Centres of Excellence—ARRB Group, the Barriers to Change: Designing Safe Roads for
of New Zealand’s 10,000 kilometres of State are being delivered around the world. Content Malaysian Institute of Road Safety Research Motorcycles found that while safe road design
Highway network rated four stars or better, for courses is also provided to organisations (MIROS), TRL, the Instituto Mexicano del has cut deaths and injuries significantly, there
28% of travel occurs on these roads, indicating such as the Institute of Transportation Transporte (IMT), MRIGlobal, the Korea is room for improvement for bikers.
that investment has been well targeted. Engineers (ITE) and the International Road Transport Institute (KOTI), the Research
Federation (IRF). Institute of Highway, Ministry of Transport
(RIOH), RACC and the SWOV Institute for
Road Safety Research—are enabling large-
scale use of assessments.
Free information on the causes and

prevention of serious road crashes
Building on decades of road safety research, In Malaysia, Star Ratings have been used by Projects such as in Belize bring together a range With almost 900,000 kilometres assessed,
the Road Safety Toolkit (toolkit.irap.org) the Public Works Department (JKR) to make of organisations, including road authorities, the iRAP database is a valuable resource for
helps engineers, planners and policy makers immediate assessments of reductions in risk at NGOs, police, finance departments, consultants researchers worldwide.
develop safety plans for vehicle occupants, dangerous roads fixed under the national black and donors to ensure they benefit from diverse
motorcyclists, pedestrians, bicyclists, heavy spot program. expertise.
vehicle occupants and public transport users.

HOW RAPs ARE
SUPPORTING
SAFER VEHICLES
Roads That Cars Can Read—a joint initiative In coming years, motorists in the US will be usRAP is exploring the use of Risk Maps to
of EuroRAP and Euro NCAP—found that the able use their in-car navigation system to help state and local law enforcement officials
condition of road signs and markings could be request not only the quickest way from point A target enforcement activities at roads with high
the greatest hurdle in reaping benefits of vehicle to point B, but the safest way using usRAP Risk risk rates and specific issues, such as drink
technology such as ‘Lane Support’ and ‘Speed Maps. driving.
Alert.’
HOW RAPs ARE

SUPPORTING
SAFER ROAD USERS
AND POST-CRASH
RESPONSE
RAPs are engaging the public in road safety. Companies such as BHP Billiton use Star Risk Maps, Star Ratings and fatality estimations
Risk-aware road users are more likely to adapt Ratings and Risk Maps to understand and help identify where the need for post-crash care
their behaviour to reduce their risk, and will minimise risk for their employees and local is greatest.
better understand the need for traffic laws and communities.
speed limits.

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VACCINES

International Road Assessment Programme (iRAP)

T. +44 (0) 1256 345 598

A company limited by guarantee, registered in England, no. 05476000

(c) iRAP 2015

Road Safety Inspections 7

Safer Roads Investment Plans 21

Star Rating Designs 25

Crash Rate Risk Maps 29

A Business Case for Safer Roads 31

Setting Ambitious Targets 33

Supporting the UN Sustainable 39

1 | A WORLD FREE OF HIGH RISK ROADS

Europe and Russia

Spine injury (3%) Needed a loan 56%

Upper extremity injury (12%)

3 | A WORLD FREE OF HIGH RISK ROADS

Dr Mohamed Abu Zaed

A WORLD FREE OF HIGH RISK ROADS | 4

5 | A WORLD FREE OF HIGH RISK ROADS

...as are engineering treatments—‘vaccines’—to prevent them.20

A WORLD FREE OF HIGH RISK ROADS | 6

INSPECTIONS more than 500,000 kilometres of roads in

7 | A WORLD FREE OF HIGH RISK ROADS

Intersection crashes are one of the most common

Geometry streams and help stop vehicles travelling into

Footpaths dips, crests and slopes all effect crash risk.

Obstructed footpaths (as is the case here) mean

Shoulders trian is attempting to cross the road. Pedestrian

When a driver accidentally travels onto the road

A WORLD FREE OF HIGH RISK ROADS | 8

9 | A WORLD FREE OF HIGH RISK ROADS

A WORLD FREE OF HIGH RISK ROADS | 10

iRAP inspections create a rich source of

AF AM EM EUR SEA WP AF AM EM EUR SEA WP AF AM EM EUR SEA WP

AF AM EM EUR SEA WP AF AM EM EUR SEA WP AF AM EM EUR SEA WP

Star Ratings are an objective Vehicle occupants Motorcyclists

between road attributes and crash 36%

and lowest on a five star road 30

AF AM EM EUR SEA WP AF AM EM EUR SEA WP

SENSoR was co-financed by the South East

SENSoR project Star Rating

Europe (SEE) Transnational Cooperation

project other national roads inroad

percent of the networks. More than 4,800

with individual partner and iRAP contributions,

iRAP assessments are an SENSoR EuroRAP/iRAP

and brought together road authorities,

internationally consistent method

for measuring risk that can cross

ject Star Rating

borders basis for

al roads in South EastB E LEurope

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Kryvyi Rih Zaporizhzhia

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Subotica SOFIA Burgas

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