18th Meeting of the UN Road Safety Collaboration Wednesday, 6 November, 2013 Abu Dhabi, United Arab Emirates

Transcription

1 18th Meeting of the UN Road Safety Collaboration Wednesday, 6 November, 2013 Abu Dhabi, United Arab Emirates Road Safety Management Project Group Minutes Chair: Mr Marc Shotten Co-chair: Lori Mooren Rapporteur: Mr Trevor Hall Attendance: Name Marc Shotten Abdul Zaytoun Peter Hartzell World Bank Abu Dhabi Police ISO/SIS Marcial Bustinovy EBRD Alan Ross Various organisations Organisation Charles Melhuish Transport Economics & Policy Trevor Hall Jorge Kogan Arif Mehmood Lori Mooren 1. Welcome by the chair RoadSafe 2. Introduction of the participants CAF Development Bank of Latin America Department of Transport, Abu Dhabi, UAE Transport and Road Safety Research, University of NSW 3. Minutes of the previous meeting accepted 4. Terms of Reference As the Group had agreed on the ToR and the only changes suggested by Adrian Walsh were minor style-related changes, there was no need to revisit the ToR at this time. 5. Definition of Road Safety Management Marc commenced discussion of the need for a clear definition of road safety management and other terms such as safe system saying that we must be able to explain in simple terms what this means as it isn t self-apparent like the other Pillars. While the ISO management system is defined as a set of interrelated or interacting elements of an organisation to establish policies and objectives and processes to achieve those objectives (ref. ISO 39001), the Group preferred a simpler definition. The one agreed for use is: Management, coordination and funding of road safety, and effective performance management to ensure continuous improvements to deliver casualty reduction targets. 1

2 In the discussion, the members identified some important concepts that should be promoted in advancing good practice in road safety management, including: strategic, evidence-based continuous improvement proactive risk assessment and management short term and long term interventions cost effective, prioritisation 6. Case study selection criteria As agreed in the 17 th UNRSC meeting, a good way to advance good practices in road safety management is to illustrate, through case studies, how jurisdictions have improved their practices. The Group agreed that while the best performers, such as Sweden, UK, The Netherlands and Australia are good models, promoting their practices may be too daunting for countries just starting to address road safety. Therefore these and other high achievers, including Japan, Australia etc. will be placed in a separate case study category of OECD countries (i.e. the richest 50 or so countries) for historical examination of how they improved their performance over time. This will also be useful in that if we look at top performers we can identify some low cost interventions that have been effective. It was decided that the initial case study group of jurisdictions should be those that are facing challenges & have overcome some barriers that have confronted them in their efforts to improve road safety management. We want examples from each region, including large and small jurisdictions (countries, provinces, municipalities). Also, for practical reasons they need to be ones that the group knows about, or can readily obtain information about. The aim is to select countries that others will see as comparable peers. We would like to explore failures as well as successes wherever we can obtain agreement by jurisdictions to share these. 7. Case study nominees The group considered countries from all regions and identified the following jurisdictions for potential selection of case studies: Latin America and Caribbean Argentina Jamaica Africa Ghana Nigeria Senegal Central and Eastern Europe Russia Serbia Middle East and North Africa Morocco Asia (large countries) China A province India South East Asia Cambodia Malaysia Pacific Region Fiji OECD Countries Australia France Spain 2

3 United Arab Emirates Abu Dhabi Sweden United Kingdom 8. Next steps Lori had circulated a draft template for use in completing case studies for each jurisdiction. The group will consider this template over coming weeks. In addition, volunteers will be nominated for assignment to each of the selected jurisdictions for collecting data. This will be coordinated by the Chair. Ross indicated he will try to apply the template in Cambodia next month to see if there are any practical difficulties and will report back. 3

4 18th Meeting of the UN Road Safety Collaboration Wednesday, 6 November, 2013 Abu Dhabi, United Arab Emirates Safer Road Users Project Group Minutes Present: Gayle Di Pietro (GRSP), Chair; Anne-Valerie Troy (Total): Alexandra Shewan (UPS); Shungo Akizuki (IMMA); Eugenia Gonzalez Presto (Fundación Gonzalo Rodriquez); Joel Valmain (RS Dept France); Mirjam Sidik (AIP Foundation); Erik Remacle (Handicap International); Olivier Lenz (FIA); Samira Al Khathiri (Health Authority, Abu Dhabi); Augustine Galdon Medina (MAPFRE); George Yacob El Zakhem (Emirates Driving Company); Evelyn Murphy (WHO); Martine Aitken (PAU Education; Kate Carr (Safe Kids Worldwide-SK) Minutes: 1. Self-introductions took place with a quick statement about the focus of each organisation. 2. Identify and discuss relevant new and contemporary resources that can be shared globally to improve road user behaviors: 2.1 Considerable discussion took place within the group about how best to improve communication between UNRSC meetings and to share information about new resources as they come on board 2.2 PAU representative has offered to work with FIA representative to explore and establish a LinkedIn group. This has proven to be a successful tool for other road safety groups established for specific purposes. 2.3 Twitter, tweeting and re-tweeting. Discussion took place about the success of such social media; concerns about potential problems of messages being mixed or ambiguous and not suited to all contexts. SK provided good examples of how banners are being shared/used by their organization globally. PAU, FIA and SK will discuss and share ideas with the group on how such an initiative can work to get consistent messaging, and to raise the profile of road safety issues. 2.4 It was agreed that it is difficult to measure the impact on road safety of social media, but this was not a barrier to using it. 2.5 There was discussion on the need for a global library and how essential it was to keep it up to date and freely accessible. It was acknowledged that challenges arise around intellectual property, and also tracking use when it was an open library. Reference was made to the IRF library and how important it was as to tool to access knowledge. 3. Discussion took place on the progress on seat belts and child restraints as a priority. 3.1 The challenge of getting children in restraints was discussed, including lack of seatbelts in vehicles, availability and cost of child restraints and family size. All expressed the need to work with governments to make mandatory the use of child restraints that are of an acceptable standard. The recent publishing of advocacy and legislation by GRSP and WHO was shared. 3.2 It was agreed that early preparation for the 2015 UN Road Safety week was necessary, particularly since the focus was on children. Active seeking of resources, training packages and good practice case studies for sharing will take place. 1

5 4. Identify challenges and opportunities to enforcing road safety laws 4.1 It was a challenge for the group to come up with ideas about ways to improve traffic enforcement in low- middle income countries. It was acknowledged that the traffic enforcement efforts in countries such as France are effective, but it is difficult to transfer knowledge into a setting where the system and resourcing was not as robust. 4.2 No solutions were forthcoming for the enforcement challenges, despite acknowledgment of the problems. 5. Discussion took place on the identification of data sources and information that can feed in to the monitoring and evaluation of the Decade of Action for Road Safety. 5.1 There was some discussion between the difference between statistics, benchmarking and indicators. 5.2 MAPFRE shared the research work they are doing, particularly in Latin America and Central America followed by a discussion of a report on seat-belt observatories that have been supported by MAPFRE. They have good data on key risk factors, legislation and enforcement in 23 countries and after identifying barriers and solutions to reduce death and injury. 5.3 UPS and Total representatives shared the data their organizations collect in all countries where they work. Since they strictly adhere to the regulatory frameworks and how to comply, they suggest the corporate sector has reliable data on all the information and data required, and no problem sharing. 2

6 18 th UN Road Safety Collaboration Project Group: Post Crash Response Wednesday 6 November :00 11:15 Rosewood Hotel, Abu Dhabi Chair: Margie Peden, WHO Absent (Acting Adnan Hyder) Objectives: To update participants on activities undertaken by partners since the last meeting. Agenda: Introduction and confirmation of agenda Presentations Trauma care in Abu Dhabi. Dr. Jens Thomesen, HAAD Excellent review of the innovative Injury and Poisoning Notification System and development of trauma registry What the World Rescue Organization has to offer the Decade. Dr David Webb, WRO Role of immediate rescue and entrapment Trauma care in Asia and Africa. Dr. Adnan Hyder Review of 5 case studies on the development of trauma care systems and data Discussions (articles provided) Post-impact care : DaCoTA (an European Commission funded project). Using MAIS 3+ to assess injury severity around the world. o Useful documents; good reviews o Need to wait for implementation in the European region and evaluate strengths and limitations Updates Global Alliance for the Care of the Injured, Dr Etienne Krug, WHO Launch of the alliance important development; key players that work internationally in trauma care; trauma care checklist; evolving role Monitoring and evaluation of post-crash care, Dr Adnan Hyder, JHU Pillar 5 indicators need to be evaluated; different domains care, insurance, remembrance review next meeting Next steps Need to review core priorities of PG5 Discuss indicators and suggest revised ones for M&E framework Engage and support GACI and help enhance partnership

7 Trauma Care in Low and Middle Income Countries: Project Examples Adnan A. Hyder, MD MPH PhD Professor & Associate Chair, International Health Director Health Systems Program Director, International Injury Research Unit

8 Example 1: Kenya Project: Evaluation of Trauma Care in Kenya Location: Thika and Naivasha Districts, Kenya Goal: To evaluate and respond to the gaps in trauma care as part of the Bloomberg Philanthropies Global Road Safety Project Objectives: To conduct a Baseline Descriptive Profile for current pre-trauma and trauma care systems To review retrospective hospital data To implement prospective injury surveillance trauma registries To train a core set of personnel

9 Naivasha and Thika Districts, Kenya Baseline comprehensive evaluation of the trauma care system was completed using the Trauma Systems Profile Tool (TSP) The TSP revealed how care is currently provided to injured patients and identified areas where impact can be made A 9-point plan to provide trauma care in Kenya was developed and implemented

10 Plan for Kenya A 9-point plan 1. Engage stakeholders 2. Training of pre-hospital trauma care providers 3. Training of hospital-based trauma care providers 4. Collect data from trauma registries 5. Training on equipment use 6. Develop an EMS communication system 7. Strengthen trauma legislation 8. Develop a quality improvement program 9. Evaluate trauma care using the TSP

11 Training & Capacity Development 160 hospital staff have been trained in trauma care skills 100 pre-hospital personnel were trained in basic trauma skills 50 people were trained in injury surveillance 130 hospital staff were trained on use of new equipment to improve trauma care Increasing capacity of EMS care through training of EMT providers through Kenya Council of Emergency Medical Technicians (KCEMT) and Kenya Red Cross (KRC) Increased the total number of EMTs in Kenya by 5% Kenya s first paramedic course will commence in January 2014

12 Accomplishments Collecting data for hospital-based injury surveillance Thika level 5 Hospital Naivasha District Hospital Kenyatta National Hosptal Tenwek Hospital 2 EMS Symposiums organized in partnership with US Center for Disease Control-Kenya, and held in August 2012 and June 2013 in Naivasha, Kenya The inaugural EMS Skills Training Festival and Competition was co-hosted by the JHIIRU and KC-EMT in May 2013 At Kenyatta National Hospital, the quality improvement program has commenced, and 40 nurses were trained in vitals measurement and BLS in the first nursing workshop

13 Example 2 - Karachi, Pakistan Project 1: Assessment of Patient and Provider Perceptions of Ambulance Care Services in Pakistan Location: Karachi, Pakistan Goal: To use qualitative anthropologic research methods in order to understand the factors affecting patient choices in utilization of pre-hospital emergency care in Karachi Objectives: To assess and compare the experiences and perceptions of patients utilizing two of Karachi s major ambulance systems versus those who did not use an ambulance To understand the challenges faced by hospital providers and ambulance system administrators in improving pre-hospital care in Karachi Chandran A, et al. Emerg Med J, 2013

14 Example 2 - Karachi, Pakistan Project 2: Improving Pre-hospital Acute Injury Care for Children in Pakistan Location: Karachi, Pakistan Goal: To develop and implement a pediatric acute care training program for ambulance providers in order to improve the pre-hospital acute injury care for children in Karachi. Pakistan Objectives: To implement an injury surveillance program at the emergency room of Aga Khan Hospital designed to assess the burden and epidemiology of unintentional injuries in children <18 years of age in Karachi To develop and implement a pediatric acute care training program with a focus on pre-hospital acute injury care for ambulance providers that frequently bring patients to AKU He C et al. Am J Pub Health, 2013 (forthcoming)

15 Example 2 - Karachi, Pakistan Project 3: Development and Pilot Implementation of a Locally Developed Trauma Registry in Low-income Country Location: Karachi, Pakistan Goal: To develop a customized low-cost trauma registry to serve as an injury surveillance and quality improvement tool in trauma care Objectives: To develop an electronic trauma registry and pre-test the software To pilot test the implementation in a tertiary care hospital To recognize challenges and barrier in implementation of trauma registry as a quality improvement measure Mehmood A et al. BMC Emerg Med, 2013;13(4)

16 Example 3 - Yaounde, Cameroon Project: Exploring Data Sources for Injury in Cameroon: A Pilot Study Location: Yaounde Central Hospital, Yaounde, Cameroon Goal: To study the burden of injury in the capital of Cameroon through the development and implementation of a hospital injury surveillance system Objectives: To define the burden of injury in Yaounde, represented by patients presenting to the busiest trauma center in the city To pilot test a trauma registry To present data to the Ministry of Health to aid in the development of policy and help direct resource allocation Juillard C et al. World J Surgery, 2011

17 Example 4 - Cape Town, South Africa Project: Exploring Design, Implementation and Utilization of Pediatric Trauma Registries in South Africa Location: Red Cross War Memorial Children s Hospital (RCH), Cape Town, South Africa Goal: To explore the extent to which a hospital-based pediatric trauma registry can provide accurate data to inform injury prevention interventions Objectives: To estimate the burden of child injury at RCH between 1995 and To explore the registry s current design, implementation, evaluation and impact on injury prevention To use data to inform regional intervention planning and alliance building Wesson HH et al. Injury, 2013, Nov 44;11

18 Example 5 - South Asia Project: Case Studies of Emergency Medical Service Provision in South Asia Location: Karachi, Pakistan; Lahore, Pakistan; Bengaluru, India Goal: To examine the organizational structures and implementation of EMS providers, using a health systems framework, across public, private and public-private sectors in three South Asian urban centers Objectives: To describe the organizational models of three established EMS organizations in Lahore, Pakistan (Rescue 1122), Karachi, Pakistan (Aman Foundation) and Bangalore, India (GVK Emergency Management and Research Institute) To compare the effect of ownership systems (public, private, non-profit) on the organization, management and implementation of EMS in South Asia In progress.

19 Thank you!

20 Decade of Action Project Group on Monitoring and Evaluation Dr. Adnan Hyder Chair

21 Project Group on M&E Assists UNRSC monitor and evaluate overall progress of the Decade of Action Informs all five Pillars of the global plan for the Decade of Action Works closely with WHO to review available data from global (Global Status Report) and regional commissions to inform UNRSC deliberations about the Decade of Action Present findings and summary data reports to UNRSC

22 Efforts to Obtain Data/Data Sources GSRRS 2 reviewed and used Few questions added for GSRRS 3 that can help populate some indicators UN Regional Commissions No data/data sources identified yet UNRSC partners Some data provided by irap Other partners were approached; no data identified yet Development banks No data/data sources identified yet All pillar group chairs ed for data

23 Current Status of Indicators Pillar 1 Road Safety Management 6 out of 7 core indicators are populated 1 out of 2 optional indicators are populated Pillar 2 Safer Roads and Mobility 3 out of 8 core indicators are populated 2 out of 6 optional indicators are populated 3 other useful statistics are populated Pillar 3 - Safer Vehicles All (3 core, 3 optional and 5 other useful statistics) are populated There are concerns about the reliability of the data

24 Current Status of Indicators Pillar 4 Safer Road Users 9 out of 10 core indicators are populated 2 out of 5 optional indicators are populated 3 other useful statistics are populated Pillar 5 Post-crash Response 1 out of 3 core indicators are populated 1 out 1 optional indicator is populated 4 other useful statistics are populated Outcome Indicators 1 out of 4 core indicators are populated All (7) optional indicators are populated

25 Key Findings Concerted effort to reach out and engage/request for data tried Time for re-assessment: Pillar 1 and 4 appear to be have data Pillar 3 and 5 are re-thinking their indicators Pillar 2 and outcome indicators need to be evaluated as well Lack of data on funding for road safety How can we get this for different sectors? Key question: what do we need for the mid-term review? Discussion

26 Annex INDICATORS

27 Pillar 1 Road Safety Management CORE INDICATORS 2010 OPTIONAL INDICATORS 2010 Number of countries which have adhered to the UN road safety related agreements and conventions 70 Number of countries that have dedicated funds to implement their road safety strategy 119 partially or fully funded Number of new regional road safety legal instruments developed (and the number of countries participating in them) WPRO RC (2012) Number of countries that have made progress towards achieving their defined targets? Number of countries which have a clearly empowered agency leading road safety 162 Number of countries with a national strategy 139 (single or multiple national strategies Number of countries with time-based road safety targets 112 fatality targets, 62 non-fatal targets Number of countries with data systems in place to monitor progress in achieving road safety targets? Number of countries that collect annual road traffic crash data consistent with internationally accepted definitions 92 use 30 day, 19 use one year and 17 use unlimited

28 Pillar 2 Safer Roads and Mobility CORE INDICATORS 2010 OPTIONAL INDICATORS 2010 OTHER USEFUL STATISTICS 2010 Number of countries where road authorities have statutory responsibility to improve road safety on their networks 98 Number of countries with the integration of safety needs as part of land-use and transport planning functions? National policies that encourage cycling and walking as alternative to car travel 68 Number of countries with a defined allocation of expenditure for dedicated road infrastructure safety programs? Number of countries with effective property access control and development control procedures? National policies that encourage the use of public transport as an alternative to car travel 107 Number of countries with a target to eliminate high-risk roads by (irap) Number of countries with regular, ongoing conduct of network safety rating surveys 59 (irap) National policies to protect vulnerable road users 79 Number of countries that have adopted sustainable urban mobility policies? Number of countries where the safety ratings for the highest volume 10% of roads is above a defined threshold? Number of countries with specialist infrastructure road safety units monitoring safety aspects of the road network? Number of countries with minimum safety rating standards for new road projects 3 (irap) Number f countries with systematic safety audit, safety impact and/or road assessment policies and practices in place 140 on new roads, 142 on part or all roads Number of countries reporting vehicle miles travelled? Number of countries which have adhered and/or fully implement the regional road infrastructure agreements developed under the auspices of the UN RC? Number of new regional road infrastructure instruments developed (and number of countries participating in them)?

29 Pillar 3 Safer Vehicles CORE INDICATORS 2010 OPTIONAL INDICATORS 2010 OTHER USEFUL STATISTICS 2010 Number of countries who participate in the UN World Forum of Harmonization of Vehicle Regulations and apply relevant standards 52 Number of countries enacting laws to prohibit the manufacture of vehicles without specific vehicle safety features, such as Electronic Stability Control 11 Total number of vehicles by vehicle type per country Available Number of counties that participate in NCAP ( New Car Assessment ) programs 30 Number of countries enacting laws to prohibit the manufacture of vehicles without specific vehicle safety features, such as Anti-Lock Braking Systems 20 Number of countries enacting laws that prohibit the importation of second hand cars without front and rear seat-belts 130 Number of countries enacting laws that prohibit the use of vehicles without seat-belts (front and rear) 60 Number of countries enacting laws to prohibit the manufacture of vehicles without specific vehicle safety features, such as airbags 17 Number of countries enacting laws that prohibit the importation of second hand cars without ABS 42 Number of countries enacting laws that prohibit the importation of second hand cars without ESC Number of countries enacting laws that prohibit the importation of second hand cars without airbags 29 36

30 Pillar 4 Safer Road Users CORE INDICATORS 2010 OPTIONAL INDICATORS 2010 OTHER USEFUL STATISTICS 2010 Number of countries with speed limits appropriate to the type of road (urban, rural, highway) 114 have urban limit =<50 kmh, 100 allow local authorities to reduce national limits where appropriate Number of countries with national data on network speeds by road type? Similar to Core 1 Number of countries with a ban on handheld mobile phone use while driving 142 Number of countries with blood alcohol concentration limits less than or equal to 0.05 g/dl 89 Number of countries with national data on child restraint wearing rates? Number of countries with a ban on handheld and hands free mobile phone use by driving 34 Number of countries with blood alcohol concentration limits lower than 0.05g/dl for young/novice and commercial drivers Number of countries with national data on the proportion of alcohol-related fatal crashes Number of countries with a comprehensive helmet use law (including standards) 42 have limits =<0.02 for young-novice drivers (23 countries have lower limits for this group than for gen population), 50 have limits =<0.02 for commercial drivers 73 countries test all fatally injured drivers, 95 countries have some data on alcohol related crashes 90 Number of countries which have adopted the new ISO standard Only published in 2012 Number of countries that report road traffic crashes as a? category among data recorded for occupational injuries Number of countries hosting regular road safety weeks? Number of countries with a ban on texting while driving 42 Number of countries with national data on helmetwearing rates 69 Number of countries with a comprehensive seat-belt law 111 Number of countries with national data on seat-belt wearing rates (front, rear) 84 Number of countries with a child restraint law 96 Number of countries with a formal policy to regulate fatigue among commercial vehicle drivers?

31 Pillar 5 Post-crash Response CORE INDICATORS 2010 OPTIONAL INDICATORS 2010 OTHER USEFUL STATISTICS 2010 Number of countries that require third-party insurance schemes for all drivers Green card system? Number of countries where specific trauma care training is required for emergency care personnel 124 countries training for doctors, 96 training for nurses Number of countries that celebrate World Day of Remembrance 50 Number of countries with one national emergency access number 123 Number of countries with vital registration systems 160 Number of countries with designated trauma care centers? Number of countries with emergency-room based injury information systems 77 Proportion of seriously injured patients transported to hospital by ambulance 33 countries

32 Outcome Indicators CORE INDICATORS 2010 OPTIONAL INDICATORS 2010 Number of road traffic deaths, as a core composite indicator for all activities 1.24 million Number of patients admitted to hospital wards as a result of road traffic crashes GSRRS2 Amount of funding that is dedicated to road safety that is provided by the international donor community (including development and donor agencies, foundations, the private sector and other donors) World Bank? Proportion of road traffic injuries that result in a permanent disability 1 in 20, ranging from >1% to 25% median 5% Amount of funding that has been made available at a regional and sub-regional level in support of road safety World Bank? Proportion of road traffic deaths by sex 77% male The number of regional or sub-regional organizations and institutions setting road safety targets to reduce road traffic fatalities by World Bank? Proportion of road traffic deaths by age groups 60% between ages of 15 and 44 Proportion of road traffic deaths by road user 23 pedestrians, 5% cyclists, 27% motorcyclists, 31% car occupants Estimated proportion of GDP lost as a result of RT crashes Ranges from 0.8 to 6.6 Trends in road traffic deaths over the Decade GSRRS2 will be baseline

33

34 18th Meeting of the UN Road Safety Collaboration Abu Dhabi, United Arab Emirates Report of the Project Group: Work Related Road Safety Wednesday, 6 November, 2013 Chair: Mrs Ndeye Awa Sarr, LASER International Rapporteur: Lori Mooren, Transport and Road Safety Research, University of NSW Attendance: Ms Martine Aitken, European Road Safety Charter, P.A.U. Education, Spain Ms Girma Berhanu Bazabeh, AFDB Mr Marcial Bustinduy, EBRD Mr Darren Joubert, Health Authority Abu Dhabi Ms Hilda Gómez, CAF Mr Dino Kalivas, Emirates Driving Company Mr Gabriel Kardos, Johnson & Johnson Mr Agustín Galdón Medina, Fundación MAPFRE Mrs Lori Mooren, UNSW Ms Eugenia Gonzalez Presto, Fundación Gonzalo Rodriguez Dr Daouda Sagna, Laser International Ms Rochelle Sobel, ASIRT Mr Joël Valmain, Road Safety Department, Ministère de l Intérieur France Ms Rose Van Steijn, Fleet Forum Minutes 1. Welcome by the chair 2. Introduction of the participants 3. Minutes of the previous meeting 4. Actions arising from the minutes: Action: Awa will was to check with Adrian if Fleetsafe has a webmaster/designer who could work on redesigning the WRRSG portal hosted on Fleetsafe web site. If not, the participants will need to find funding to make the website attractive. Response: Mr Adrian Walsh was absent from the meeting but had advised that Fleetsafe has only a small resource available to support the WRRSPG s portal. Action: Mr Ian levy (Mobileye) had proposed an in-kind contribution with their expert, to build up a new website gathering the same information and make it more attractive. This proposition has been submitted to the UNRSC, since Mobileye is not member yet of the UNRSC. Response: The WHO advised that the Group cannot utilize the support of non-members of the UNRSC. Mr Adrian Walsh has suggested (by telephone meeting) that Mobile Eye could support the website through RoadSafe. Idea to develop and follow up. 1

35 Action: Ms Martine Aitken has identified 2 European countries where companies are underrepresented in the European Road Safety Charter Hungry and Romania. Response: It will be a priority for the ERS Charter team to motivate and support companies from these countries in the development of Road Safety action plans. Action: Ms Rose van Steijn (Fleet Forum) is invited to share the date and conclusions of the Fleet Forum meeting set up in South Africa (Regional meetings by the WRRSG members, were recommendations of the previous meetings) Awa requested volunteers for the Fleetsafe website design but also for the dissemination of knowledge through forums and round tables. Volunteers for organising a meeting on work related road safety in South Africa: Ms R. Van Steijn, Mr M. Walsh, Mr G. Kardos, Ms A. Ndèye Sarr Gabriel, Mr D. Sagna Update: Mr Gabriel Kardos advised that he unsuccessfully tried to contact Rose about how J&J can support this. Ms Awa Ndèye Sarr reported that from exchanges between Laser International and Fleetsafe, the Work Related meeting in South Africa was to be held in November Volunteers for the Website: Mr Iain Levy, Mr Adrian Walsh and Dr Stephanie Pratt (NIOSH/CDC) Update: none of these members could attend this Abu Dhabi meeting to report The website aim is to supply employers with guidance materials and other useful information Between the meetings the Group has made progress in collecting work related road safety materials/resources to place on the website hosted by Fleetsafe. The aim is to provide employers with a starting point for developing policies. All members from all regions are encouraged to contribute items for dissemination and Fleetsafe will upload these. Members are also urged to continue to input news and updates, e.g. European commission activities. While a number of resources have been identified, the site needs to be redesigned to become more attractive to visit. This requires a volunteer web designer. Ms Eugenia Gonzalez Presto (Fundación Gonzalo Rodriguez) offered from her side to ask her company IT contractor to advise what this might entail. In addition, companies providing their own policies and materials should include a disclaimer, to safeguard the companies. Action: Ms Eugenia Gonzalez Presto to investigate the possibility of her web designer working on the Group s website. Action: Mr Gabriel Kardos, Johnson and Johnson, will provide disclaimer for resources provided by private companies. Marketing the Website Two ways of promoting the website were agreed: Links to the website can be put onto members websites to the Group s page. For example, the International Safe System Institute for Road Safety website will provide a link to this. It 2

36 was agreed that a banner be designed for use on all websites that wish to install this link. A volunteer member will design it for use by all members. Action: Ms Eugenia Gonzalez Presto will investigate whether her company can do this for the Group. The Chair also suggested that the site be promoted through relevant conferences, seminars, workshops and forums. For example, NGOs in the group can promote access to the web materials at seminars they organize. Martine advised that the ETSC holds 3-4 workshops per year. Gabriel advised that Johnson and Johnson offered to support a Fleet Forum workshop in South Africa this year. Lori Mooren advised that an Occupational Safety in Transport Conference is held every two years in Australia. Three fleet safety seminars have been held in Senegal. And the Global Road Safety Film Festival competition will be held in Sao Paulo next year. The hope is that forums in all regions will promote the website and the work of this UNRSC working Group. Government and workplace policy development Europe was acknowledged for being quite advanced with many countries legislation requiring road safety programs as advanced by the ETSC/European Commission. Global companies (e.g. Johnson and Johnson) where required in one region or country to meet OHS legislative conditions/programs related to road use, also require these programs to be in place in all areas of the company. The European Charter can be promoted as a model to other regions as well. Lori advised the Group about the Chain of Responsibility legislation that applies to transport regulations in Australia. This enables prosecution of all in the transport logistics chain where they may have influenced a truck driver to break a law. While difficult sometimes to enforce, there are recent examples of extensive enforcement operations in New South Wales. Mr Joël Valmain spoke of the benefits for community safety deriving from work related road safety. He pointed out that 50% of work-related road injuries involve commuting to and from the workplace. The Group acknowledged that promoting road safety in the workplace is a way to promote road safety in the community, having a positive flow-on effect on families and friends of the employees affected by these policies and programs. The Group will work on ways to promote this message and hopefully influence government policy as well as promote this message direct to employers. Awa urged members to continue to work on the projects discussed between UNRSC meetings and to try to meet periodically for updates and liaison. 3

37 18th Meeting of the UN Road Safety Collaboration Abu Dhabi, United Arab Emirates Report of the Project Group: Safer Vehicles Wednesday, 6 November, 2013 Participants: Edwin Bastiaensen International Motorcycle Manufacturers Association John Chatterton-Ross FIM Sissi Maribel De la Pena Mendoza Inter-American Development Bank MarÍa SeguÍ Gómez DireccÍon General de Tráfico Shakireh Ispahani Global NCAP Dino Kalivas Emirates Driving Company Alejandro Pablo Taddia Inter-American Development Bank Lorrie Walker Safe Kids Worldwide David Ward Global NCAP The Meeting Minutes of the Pillar 3 Project Group on 16th November 2012 were approved. David Ward (Working Group Chairman) provided an update of Pillar 3 Activities: a) Global NCAP annual meeting of May 29th 2013 Global NCAP had held its second Annual Meeting in Republic of Korea on the occasion of the 23rd ESV Conference in May. This was attended by all nine NCAPs. At this meeting, the 'Seoul Declaration' was adopted, which encourages consumers to choose fivestar vehicles whenever possible and for the automotive industry to make a voluntary commitment to set a floor of minimum safety standards for their worldwide production. Annual safety awards were presented to Euro NCAP as Consumer Champion, to Volvo Car Corporation for Innovation and to Adrian Hobbs, Keith Rogers & Maurice Eaton for Individual Achievement. b) Global NCAP proposed voluntary commitment Global NCAP has written to the car manufacturers proposing they make a global voluntary agreement to apply the most important standards of the UN World Forum for Harmonisation of Vehicle Regulations (WP29). Global NCAP is asking the industry to apply Regs. 14, 16, 94, & 95, by 2015 and GTR 8 & 9 at the latest by It also recommends that consumers and fleet managers choose Five Star cars rated by NCAPs where ever they are available. c) Latin NCAP pilot review 1

38 2013 is the final pilot year of Latin NCAP which will become a legal entity based in Uruguay early in On 23rd October, an inaugural meeting of the new Latin NCAP was held in Miami (coinciding with a Latin American Transport Ministers Meeting hosted by the IDB. Since 2010 Latin NCAP has tested 34 cars. The results show that the region s top selling cars are twenty years behind European or American safety standards. However, there are signs of progress with more four star cars on the market. In July the first ever five star result was awarded to the Seat New Leon. d) ASEAN NCAP pilot review ASEAN NCAP s first phase test results had been launched in January These comprised 7 models of small and sedan passenger car and 8 ratings. The star ratings varied from 1 to 5 stars. Phase Two results were released in August. For this phase eleven cars were crash tested and most cars achieved a four star rating. The Toyota Prius, Honda Civic and Subaru XV each achieved 5 stars. e) Recent developments in vehicle roadworthiness testing Recent studies from the UK and Germany show that 10% of cars have a defect that would cause them to fail Periodic Technical inspection systems (PTI) tests. The European Commission estimates that defects cause 6% of all EU car crashes, accounting for 2,000 fatalities and many more injuries yearly. They also calculate that 8% of all motorcycle crashes are linked to defects. In the EU since 1977 Member States of the EU must apply minimum standards for PTI. Directive 2009/40/EC applies to passenger cars, buses and coaches and heavy goods vehicles and their trailers, but yet not to powered two wheelers. In 2012 the European Commission proposed a strengthened PTI system to increase its scope and include powered two wheelers. The new proposal aims to save more than 1,200 lives a year and to avoid more than 36,000 accidents linked to technical failure. John Chatterton-Ross stated that it was surprising just how much opposition there was to the proposal of including powered two wheelers in this legislation, given that it had been standard in cars since He also pointed out that in countries that don t have this legislation, cars can often be seen in a very bad state, especially their tyres. David Ward agreed that this was a good point. On the subject of tyres he also mentioned that under-inflation is a huge issue needing to be addressed. It has a big environmental impact because it wastes fuel. It also ruins the benefits of ESC and ABS. He pointed out that there is a technology solution coming in the form of reminders in vehicles. He also mentioned that there could be productive collaboration with tyre companies. For example the FIA Foundation worked on a project with Bridgestone where they volunteered to randomly check tyre inflation in vehicles around Europe. A third of vehicles thousands of vehicles - were found to have under-inflated tyres. If one calculates the CO2 cost of that, the tyre cost (as under-inflated tyres wear more), the fuel cost (as 2

39 under-inflated tyres lead to greater fuel consumption) it makes the case for action very compelling. Lorrie Walker said that she gets a reminder on her iphone as she has a Cadillac with a tyre sensor which has a special application for an iphone. She also pointed out that so much is happening on the level of governments and manufacturers but it would be good to use the consumer much more to drive the industry in terms of regulation. David Ward said that the NCAP mission is to reach the consumer but NCAP programmes have a limited resource base. Crash testing new cars is an expensive business and they don t always have a very big marketing budget. Though the car industry itself tends to promotes safety. Dealerships can also a huge challenge MarÍa SeguÍ Gómez informed the Group that DGT is in the process of leading the training of car dealers. They sponsor a brochure which is on display in every car sold by dealers. Dealer ignorance is amazing, but maybe more worryingly, when DGT questioned car magazines, sports magazines and a well-known website selling cars which gets 150,000 questions asked every day they said that not one question ever in its 10 years of history was about the safety performance of cars. So perhaps the main question should be about how to promote consumer interest in safety David Ward said that NCAPs are trying very hard to promote consumer interest in safety. Also on the subject of dealers, Euro NCAP has taken part in train the trainers programmes in dealership networks. E-safety aware has also conducted mystery shopping competitions where there is a prize for the best dealership. Dino Kalivas mentioned that in some countries, dealerships have all the information about the car on the windscreen; its fuel consumption, its star ratings and so on. This is better than having to go to a website as it s a very visual and very immediate thing for the consumer. David Ward agreed. MarÍa SeguÍ Gómez said that the problem with star ratings is that people don t always know what they mean and how they may have changed over time. It also seems that no one ever asks. We can post the information on car windscreens, but we need to do more to get people interested. Mothering magazines sometimes have information about child restraints, but could do more to promote safety in general. Dino Kalivas agreed. He also suggested that more could be done in schools. The younger generation are potentially more interested in car safety. They are also a vulnerable group but with less financial ability to buy safer cars. David Ward said that in the US it is mandatory to have the NCAP rating in the vehicle and the rating is also date specific so people can see whether it s an old five star or a new one. This could be a good thing to do in Latin America. Sissi Maribel De la Pena Mendoza said that in Latin America there was a programme either by Fundación Gonzalo Rodriguez or another organisation where new mothers who were about to leave the hospital were trained on how to use car seats. 3

40 Lorrie Walker said that more information is needed on what stars mean and that information on stars simply wasn t filtering down to consumers. Alejandro Pablo Taddia agreed that we need to remember checks and balances not just one or the other. It would be a good idea to train journalists and learn how better to communicate with the people. David Ward pointed out that car manufacturers know how to talk to people as they advertise all the time. Motor magazines are often more like voyeuristic fantasy publications offering the impossible like the latest supercar which hardly anyone will be able to buy. Frequently the quality of the consumer information contained in them is inadequate and overlooks safety. Also given that women are known to have a major influence on which cars are bought, marketing to women is the key. NCAPs should do more work on how to communicate with women s media. MarÍa SeguÍ Gómez said that 50% of cars in Spain are 9.5 years or older. People don t understand why they need to change their car if it works, passes its technical inspection and so on. However the truth is that in the last 10 years or so vehicle manufacturers have tripled the safety equipment in the cars so you have twice or three times the chance of survival in the case of a crash. It s very hard for consumers to understand the concept of this evolution in safety and also the fact that survivability goes up so much. Very few medical interventions give a person a better chance of survivability in the same way. Alejandro Pablo Taddia agreed and added that the additional problem is that they could say the car was a 5 star when they bought it and it s hard to explain that in the current tests it would be downgraded to a 2.5 star. Maybe this is something that Global NCAP could try and explain. David Ward said that the solution is mandating certain safety features and also providing fiscal incentives. The first country to reach 100% penetration in ESC was Denmark because government offered tax breaks. Dino Kalivas agreed and said that it was same with green cars. David Ward emphasised that the best solution is to combine fiscal measures with awareness. Also that there is a strong need to remove the bundling of features where safety features in cars are bundled with other things. Sissi Maribel De la Pena Mendoza agreed that these were important issues and one should look at how the government can apply those incentives i.e. to the consumer or the manufacturer. David Ward said that in the Danish case study, the sales tax reduction had really worked. Within a couple of years the entire vehicle fleet changed. On tampering, Edwin Bastiaensen stated that it is a concern for manufacturers, as a modified vehicle, e.g. with an illegal exhaust system, may create unnecessary noise and or can introduce safety issues. There is a need for enforcement on this issue. David Ward explained that unintentional tampering can sometimes occur as a result of people s DIY repairs to cars. f) Update on the World Forum of Harmonisation of Vehicle Regulations The Forum has subsidiary groups and meets 3 times a year. Recent important road safety related developments include: Pole Side Impact Protection - A draft version of a new GTR on Pole Side Impact Protection is expected to be adopted by the World Forum in November. Pedestrian safety and head restraints - GTRs are in a 2 nd phase of development with amendments expected at the December session of WP29.s Working Party on Passive Safety. 4

41 Child Seat Safety in July a new regulation (Reg. 129) came into force which will eventually replace the current regulation (Reg. 44), which is to be slowly phased out. David Ward then asked the Group to review the vehicle pillar of the Global Plan and its seven recommended activities. Given the forthcoming mid-term ministerial in 2015, he suggested that the Group could review the activities and see if the list needs updating. For example, there was nothing on roadworthiness inspections which could be something to think about. John Chatterton-Ross said that with regards to the discussion about the motorbike subgroup, he strongly felt that motorbikes should be a sub-set of this group. It also made sense because sometimes technology for motor cars filtered through to motorbikes e.g. a version of ESC and also anti-lock braking systems. David Ward agreed but said that the problem area could be equipment standards e.g. helmets which are user related. John Chatterton-Ross said that once something is in the user group it has the potential to disappear and it might therefore be better in a group with a higher level of technical understanding. MarÍa SeguÍ Gómez said that helmets and equipment should stay in PG3 and the issue of how to get people to use them could be moved to the road users group. Edwin Bastiaensen reminded that the most important points of attention to improve safety with motorcycles are related to behaviour of the rider and involve therefore training, education and enforcement and additionally infrastructure aspects. This was also clarified in the presentation in the plenary session by the representative from CAF (Maria Gomez), reporting on the motorcycle workshop in Brazil. There is a need for inclusive policy frameworks, considering Motorcycling from various perspectives as they are generally forgotten. A new Motorcycle Working Group should address various pillars. Lorrie Walker asked whether for activity 2 or 3 possibly there be a way to put year and star after it so 5 star (2009), 5 star (2012). David Ward confirmed that this system already exists Euro NCAP stars are date specific. He explained that both consumer star ratings and UN regulations are in a constant process of evolution and are constantly improving. John Chatterton-Ross added that in his 20 year career as a policeman, he saw a huge change in the quality of vehicles. The first car crash he ever attended, one of the occupants was killed, whereas 20 years later, the same crash just requires exchanging details for their insurance company. Lorrie Walker agreed that this was incredible progress but pointed out that the consumer doesn t always recognise this process of change. David Ward emphasised the enormous success that NCAPs have secured in the US and EU in accelerating vehicle safety and gave the example of Euro NCAP s first test results in 1997 which caused the withdrawal from the market of the zero star mini-metro. g) Targets and indicators The Group had been asked to look at the vehicle relevant indicators used in the WHO status report. Some of the core indicators are not very accurate for example, it says that China doesn t have an NCAP but it does. It also says that India does but it doesn t. The current indicators are as follows: Core number of countries applying UN World Forum WP29 standards; number of countries that participate in NCAP programmes; 5

42 number of countries that prohibit the use of vehicles without seatbelts (front & rear) Optional number of countries prohibiting without features, such as Electronic Stability Control and Anti- Lock Braking Systems. Edwin Bastiaensen suggested the specification of Regulations 78 and GTR 3 to the indicators and this was agreed. MarÍa SeguÍ Gómez added that it would be good to get an indicator of how many cars in total aren t meeting regulatory standards. For example in Spain the number of vehicles not meeting standards is 27%. This is a problem as when you look at the indicators you need to get an idea of real world indicators as while a country may subscribe to a regulation, its vehicle fleet may be old. Some countries may have a vehicle fleet in which 100% of vehicles are old but it s important to know so that one can use legislation and create awareness. David Ward agreed. After further discussion it was proposed to recommend replacing/modifying the indicators in the Global Plan with the following: Core number of countries applying UN World Forum (WP29) standards * number of countries requiring seat belts & anchorages (UN Regs 14 & 16) number of countries requiring front and side impact standard (UN Regs 94 & 95) number of countries requiring electronic stability control (UN GTR 8) number of countries requiring pedestrian protection U(N GTR 9) number of countries covered by regional NCAP programmes; number of countries requiring latest braking on motorcycles (Reg 78 and GTR3) Optional Number of countries and companies with fleet safety management policies (*equivalent national standard e.g. FMVSS) This was agreed and would be reported to the main plenary of the UNRSC meeting. h) Other developments For the first time there has been comparative testing of Autonomous Emergency Braking Systems (AEB) carried out by IIHS and Euro NCAP. Both results highlight the effectiveness of these important crash avoidance systems. David Ward also updated the Group on Global NCAP s passenger car safety project in India. Global NCAP is crash testing 5 popular and important small cars both in the frontal impact 56kph regulatory test and the 64 kph NCAP style test. The results will be launched at a conference with the IRTE in New Delhi on January 31 st