For Official Use

CEMT/CM(2002)11/FINAL

Conférence Européenne des Ministres des Transports
European Conference of Ministers of Transport

04-Jun-2002___________________________________________________________________________________________English - Or. French

EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORTCOUNCIL OF MINISTERS

CEMT/CM(2002)11/FINALFor Official Use

Council of Ministers

ROAD TRANSPORT
SAFETY ON RURAL ROADS IN EUROPE
Recommendations

This document was submitted under item 4 "Road Transport" of the Draft Agenda of the Bucharest session of theCouncil of Ministers and adopted.

English - Or. French

JT00127539

Document complet disponible sur OLIS dans son format d'origine
Complete document available on OLIS in its original format

CEMT/CM(2002)11/FINAL
Although still far from satisfactory, more progress has been made on road safety on motorways
and urban roads over the past 20 years than on country roads.
Rural roads are defined as roads outside urban areas that are not motorways or unpaved roads.
A report published by the OECD in 19991 recommends that every country addresses the problem
and develop a safety strategy specifically for the rural road network.
While this issue has not yet been addressed within the ECMT framework, it is undeniably a very
important one for Member countries as a whole, especially as the rural road network is by far the mostextensive network in any country, whatever its specific circumstances, in terms of both kilometres coveredand traffic.
Background
The rural road safety problem is a very serious one that has received less attention in comparison
with other networks, such as motorways and urban roads.
However, it is quite clear from all of the indicators (raw data on accidents and casualties, risk
exposure and trends over time) that it is time to address this issue. The fact is that 60 per cent of roaddeaths are on rural roads.
There is a lack of safety policies and targets specifically for rural roads in most countries. Ruralroad safety deserves a higher priority.
In some countries the proportion of deaths on rural roads is relatively low, thus indicating anurgent problem on urban roads. It is in towns where most progress in reducing casualties can be made but
this should not be undertaken at the expense of rural road safety. Strategies for both urban and rural roads
are needed.
Given the types of accident identified as occurring on rural roads (80 per cent involve single
vehicles coming off the road, head-on collisions, or collisions at an intersection) the key factors influencing
policy choice -- from the usual range of infrastructure, vehicle and road user policies -- will in this case be
infrastructure and road-user behaviour, since inappropriate and excessive speeds, alcohol and non wearingof seatbelts are major contributing factors in accidents and accident severity.
Developing a strategic approach to road safety
Developing and implementing a policy strategy specifically targeting rural roads is an integral
part of a comprehensive road safety policy and is completely in keeping with the approach currently being
taken by the ECMT.

1

Safety strategies for rural roads, OECD/RTR 1999.

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CEMT/CM(2002)11/FINALThe key components of this kind of strategic comprehensive approach are as follows.
− A strong political commitment based on an increased acceptance of road safety as aproblem.
− The development of a safety culture in society which clearly recognises that road safety is theresponsibility of each of us individually.
− Co-ordination between all of the actors involved, at whatever level.
− The setting of road death and injury reduction targets.
− The development and implementation of a road safety plan. To this end, it should be notedthat ECMT report [CEMT/CM(2002)17] has identified inexpensive measures that have
proven to be very effective and that every country should adapt them for inclusion in theirown programmes.

RECOMMENDATIONSThe Council of Ministers meeting in Bucharest on 29 and 30 May 2002
NOTING− the 1999 report drafted under the Road Transport and Intermodal Linkages Research
Programme of the OECD and its conclusions, and− the report on “Strategies to improve safety on rural roads”[CEMT/CM(2002)17];− that there are large differences between the best countries and the rest. Policies therefore need
to be developed to help reduce the differences between countries and encourage the best to dobetter;
RECOMMENDS that the Governments of ECMT Member countries, as far as safety on rural roads isconcerned and in the context of development and implementation of a road safety plan,− Develop suitable institutional structures to enable all the actors concerned, from both public
and private sectors, to work with each other. These include highway authorities, localauthorities, police authorities, education and health services as well as private sector firms,
insurance companies and associations.
− Ensure that all participants are motivated, well trained and have the knowledge and resources
they need to fulfil their duties.
− Improve the gathering and processing of accident data so that, on a comparable basis, thecauses and impact of accidents can be accurately identified and adequate measures taken andsubsequently evaluated, particularly from the standpoint of cost-effectiveness.

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CEMT/CM(2002)11/FINAL− In view of the very uneven road safety results from one Member country to another, further
familiarise themselves with the different elements of successful policies (“best practice”,benchmarking), evaluate them and adapt them to their domestic circumstances, and to thatend:
− Ensure the transfer of knowledge, at both the institutional and practical levels and between
countries and individuals alike.
RECOMMENDS, as specific actions,
As regards user behaviour
Taking the necessary measures to ensure, first of all, that users adjust their speed to thecharacteristics of the road network on which they are travelling. This is especially important in bad weather
and in the presence of vulnerable road users. This will require raising user awareness, which can be done
through education at any age, by targeted information and awareness campaigns, and by using regular spotchecks as a deterrent.
Ensuring that safety belts are actually worn in both the front and rear seats of passenger cars andin other vehicles where they are fitted, on all roads, whether urban or rural. Because of the higher speeds
on rural roads, seat belts and child restraints are particularly important. Child restraints should therefore
deserve the same attention. More checks are needed and penalties for non-compliance applied.
Stepping up prevention and checks for drink driving.
In the same vein, actively considering, evaluating or imposing penalties for driving under theinfluence of medication, drugs or in a state of fatigue.
As regards infrastructure
Improving road safety by improving road layout to assist drivers at bends and junctions. Alonglengths of road measures should include those to reduce head-on collisions. This can be achieved byconsistency of design including those road markings and signs, improved road surfaces and removing orprotecting roadside obstructions.
As part of an integrated policy, establishing a road hierarchy, taking categories of traffic(through-traffic, distribution, access) and categories of road users (pedestrians, cyclists) into account.
Ensuring continuity of maintenance of the road network, paying particular attention to theinspections and audit of safety standards, and elimination of black spots. Many cost-effective measures canbe integrated into routine maintenance programmes.

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CEMT/CM(2002)11/FINALAs regards vehicles and telematics
In view of accidents occurring on rural roads due to excess speed,•Studying the feasibility of extending the EU maximum 90 km/h speed limiters to lorries and maximum
100 km/h speed limiters to buses and coaches to all ECMT countries.

•Encouraging the introduction of voluntary speed limiting devices for passenger cars2.

•Studying the feasibility of providing relevant, timely and accurate information to drivers on approach
to bends and junctions through, for instance, the use of vehicle activated speed sensitive signs.

•Considering the introduction of fully automated vehicle speed control that adapts to the speed limit or
specific road conditions (Intelligent Speed Adaptation). Before this can be implemented more workneeds to be done on driver acceptability, and to agree common standards and legislation. To this end,
the work undertaken within the EU should be taken into account.

In view of the need for the fastest possible response by the emergency services, putting in place
warning systems and ensuring the continuity of information flow and processing to the emergency
services; in this respect, the adoption of a uniform emergency number (112) by all ECMT Member
countries would be a substantial improvement.
Monitoring the development of automated traffic information and management systems so thatthey can be extended if necessary to those roads with the highest accident rates on this type of network.
Actively encouraging and promoting rapid assimilation of currently available improvements invehicle safety (including rear seat belts, air bags, ABS, child restraints) into their vehicle fleets.
INSTRUCTS the Committee of Deputies to disseminate these recommendations to the people and bodies
concerned, and to monitor their implementation and report back to it in due time on theirimplementation.

2.

Germany assumes that the voluntary character of this measure applies to the fitting as well as the use ofsuch devices, which function as conventional speed control or cruise control devices. Germany is notconvinced of the benefits and the causal relation between the reduction of accidents and the use of speed
control devices as maintained in the recommendations.

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