The Road Safety Screening and Appraisal Tool (RSSAT) is a tool developed by the World Bank and GRSF for early ex-ante assessment of road safety conditions and associated economic impacts, which will apply to all new road infrastructure projects in the World Bank portfolio.

Using the tool, project teams can evaluate road safety performance based on existing conditions and screen for safety improvement opportunities in road and roadside infrastructure. It is possible to estimate fatality rates under scenarios with and without the project, as well as the associated economic costs. Currently, this is an internal tool for WB teams only, but in the following months, RSSAT will be also available to governments, development agencies, researchers, and other road safety professionals through an interactive GRSF web platform.

Learn more here: https://blogs.worldbank.org/transport/world-bank-launches-road-safety-performance-and-appraisal-tool?cid=tai_tt_transport_en_ext

Here are key links:
irap.org/ten-steps-plan-webinar 
https://irfnet.ch/event/unrsc-webinar-the-ten-step-plan-for-safer-road-infrastructure, 
https://www.who.int/roadsafety/about

Sri Lanka is currently not included in the Global Road Safety Facility (GRSF) road safety grant program.  Following donor’s requirements of this funding, the eligible countries are:

• Low-Income Countries
• Countries receiving International Development Association (IDA) funding
• Countries eligible for IBRD-IDA blend funding
• DFID Priority countries

DFID-priority countries (UK Aid Website – list updated as of March 2019)

Low-income countries, IDA-eligible countries (WB Country Clarification as of June 2019).

However, you can find out more about the UN Road Safety Fund opportunities at: https://www.unece.org/unrsf/home.html

The challenge of managing many different road users on a road needs to be considered in all steps of the Ten Step Plan implementation. For example, road design standards need to ensure that speeds reflect the mix of users and that facilities are available pedestrians, bicyclists and motorcyclists have facilities.

An interesting place to start reading about COVID 19 is in the latest RSF Newsletter: https://www.unece.org/fileadmin/DAM/Road_Safety_Trust_Fund/Newsletter/UNRSF_Newsletter_July2020.pdf

The Stockholm Declaration emphasises the role of the private sector, including fleet operators, in road safety efforts:
https://www.roadsafetysweden.com/contentassets/b37f0951c837443eb9661668d5be439e/stockholm-declaration-english.pdf. The Network of Employers for Traffic Safety (NETS) have useful information on promoting safe fleet operation: https://trafficsafety.org/.

The iRAP methodology uses a 5-star scale, with 1-star the highest risk and 5-stars the lowest risk. The goal is that roads are at least able to achieve 3-stars or better for all road users. Five-star is ideal with 3-star or better the minimum standard agreed by Member States as part of the Global Road Safety Performance Targets.  See https://www.vaccinesforroads.org/how-safe-are-the-worlds-roads/   and https://irap.org/2020/08/introduction-to-irap-free-online-course/).

Consider applying for UN Road Safety Fund with UNESCAP to implement the Ten Steps – see https://www.unece.org/unrsf/home.html for details. 

Within Indonesia organisations like Bina Marga or similar road agencies may be an option.  International support via the Asian Development Bank, World Bank and DFAT like https://www.cardno.com/projects/indonesia-australia-partnership-for-infrastructure-kiat-design-and-implementation/ may be options. 

Each country / project team can define the availability of their results in http://vida.irap.org/.  iRAP encourages all data to be made public but it is ultimately decided by the data owner.  You can request access where it has been made available.  Also see https://irap.org/about-us/?et_open_tab=et_pb_tab_0#mytabs|0 for active countries and contacts.

No specific system is included – although the sourcing, visualisation and use of crash data is a key component of the Ten Steps.  Tools like the World Bank’s DRIVER software, iRAP’s ViDA system and associated Risk Mapping tools and commercial products for crash analysis and statistics are also available (e.g. https://trlsoftware.com/products/road-safety/imaap/).

All countries have the potential to inspire and share positive experience for others.  Some lead on pedestrian safety, others on cycle and motorcycle safety, others on innovative financing and construction quality. 

A good source of comparing countries is the WHO Global Status Report (https://www.who.int/violence_injury_prevention/road_safety_status/2018/en/) and also https://www.itf-oecd.org/IRTAD

The steps involved are summarised here https://irap.org/partnering-to-save-lives/regional-raps/ and includes questionnaires to get started, free webinars and brochures. 

The tailored course materials needed for Tanzania will be developed in partnership with all of the local partners to meet their needs so there is no specific generic course as yet. 

Absolutely.  We see that in high, middle and low-income countries alike.  The key is a well-developed strategy, properly financed, with KPIs in place that are monitored and refined.  Countries like Sweden do this well with annual meetings to monitor targets and refine actions as needed to stay on track. 

The Star Rating is one of those key KPIs countries can use and to support Target 3 and 4 a global set of recommended KPIs has been developed.  See https://www.vaccinesforroads.org/how-safe-are-the-worlds-roads/ as an example of those KPIs and contact Rob McInerney for the latest full set of recommended KPIs.

Accelerated and Intelligent ways of collecting the data (Ai-RAP) initiatives are also underway worldwide to make the data is available in a low-cost, scalable and repeatable way.

UNRSF projects are selected on the basis of a rigorous selection process that involves a team of independent road safety experts appraising all applications against a range of pre-set criteria and also the relevance/impact with the Global Framework Plan of Action for Road Safety (available at https://www.unece.org/fileadmin/DAM/Road_Safety_Trust_Fund/Documents/UNRSTF_Global_Framework_Plan_of_Action_21_Nov_2018.pdf).

Under the Road Sector Development Project, the World Bank conducted an audit of various sections of the Nepalese road network to identify critical road safety risks and recommend solutions. Building on this work, GRSF supported the installation of 73,000 meters of crash barriers along some of the country’s riskiest roads. It is estimated that the new barriers will save at least 3,700 lives over the next 20 years, in addition to preventing countless injuries.

The project prioritized the development of an effective road crash barrier system, which was identified as one of the most effective solutions for reducing the risk of departure crashes and protecting the lives of Nepalese road users. With the support of a $7.47-million GRSF grant, 73,000 meters of crash barriers were installed on sections that had a high probability of vehicles exiting the road surface, based on recommendations of a road safety audit conducted under the World Bank’s Road Sector Development Project. These represented more than two-thirds of the high-risk locations flagged in the audit.

The development objectives of the GRSF grant were to improve the physical safety features of selected RSDP roads as well as to strengthen the Government of Nepal’s capacity to implement its national Road Safety Action Plan, which was approved in 2013.

Lean more about this project here:

Nepal Road Safety Barriers for Open Roads Project

https://www.worldbank.org/en/news/video/2020/07/09/nepal-road-safety-barriers-for-open-roads-project

Safety barriers helped reduce number of accidents on Karnali Highway

https://kathmandupost.com/karnali-province/2020/01/06/safety-barriers-helped-reduce-number-of-accidents-on-karnali-highway-police-data

Global Road Safety Facility: Leveraging Global Road Safety Successes – vol 02

http://documents1.worldbank.org/curated/en/117271581461116238/pdf/Global-Road-Safety-Facility-Leveraging-Global-Road-Safety-Successes.pdf

A range of partnerships have happened in Africa (refer https://irap.org/about-us/?et_open_tab=et_pb_tab_0#mytabs|0) and always happy to help new countries. 

A range of free and low-priced on-line training and other options are available. 

You can see the global resources available at https://www.gtkp.com/themepage.php?themepgid=378 and also https://roadsafety.piarc.org/ and https://irap.org/training/

The aim will be to integrate any materials and skill development with the local agencies, experts and training providers in the country.  The aim being to ensure there is a sustainable local training and accreditation scheme in place for the future. 

The training content will be tailored based on the gap analysis and the identification of existing frameworks for institutional capacity building – across all the stakeholders identified in Step 1 and 2.

The UN Global Road Safety Performance Targets have been formally adopted and agreed by WHO Member States. 

See https://www.piarc.org/en/PIARC-Association-Roads-and-Road-Transportation/members for PIARC members.

See https://irfnet.ch/who-we-are/ for IRF

See https://irap.org/about-us/?et_open_tab=et_pb_tab_0#mytabs|0 for iRAP

The Ten Steps is hopefully part of the solution.  Where knowledge is systematically transferred, local capacity is developed across all the key areas from financing to design to construction and the local structures and people are in place to deliver that in the future.  That is local people, local costs, local solutions with global support.

Ultimately one ‘graduate’ of the Ten Steps programme can also help the neighbouring country so keen to make sure it can work for all countries in a fit-for-purpose way.  Happy to discuss further with GIZ and the Ten Steps partners.

Yes. There is research to show how risky this is. For instance a study by Anderson et al. titled “Fatalities to occupants of cargo areas of pickup truck” published in the 2000 in Accident Analysis and Prevention describes fatalities to occupants of pickup truck cargo areas and compares the mortality of cargo area occupants to passengers in the cab. Thirty-four percent of deaths to cargo occupants were in non-crash events without vehicle deformation. Fifty-five percent of those who died were age 15–29 years and 79% were male. The fatality risk ratio (FRR) comparing cargo area occupants to front seat occupants was 3.0. The risk was 7.9  times that of restrained front seat occupants. The article concluded that passengers in cargo areas of pickup trucks have a higher risk of death than front seat occupants, especially in non-crash events, and that camper shells offer only limited protection for cargo area occupants. Overall riding in the back of a pickup truck can lead to injuries or death if a person is thrown or ejected from the truck bed. Since there are no seat belts installed in pickup truck beds, it is more dangerous to ride in this area of the truck, especially in certain road conditions (such as bumpy roads, slippery road surfaces, driver recklessness, and passenger not remaining seated during a trip, all of which are prevalent in Africa). A collision does not need to happen in order for someone to be thrown from the truck bed.