ROAD SAFETY STRATEGY PLAN - Road safety: everyone's responsibility 2018-2021 - PAHO
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ROAD SAFETY STRATEGY PLAN 2018-2021 Road safety: everyone’s responsibility In collaboration with the Commission on Road safety MINISTERIE VAN JUSTITIE EN POLITIE
Table of contents Foreword 6 APPENDICES 32 Appendix 1 - Brief description of recommended functions in Acknowledgement 8 the Road Safety Institute 1. Introduction 10 1.1 Background 10 1.2 Strategic policy 11 Literature 34 2. Principles and Ambitions 12 2.1 Rationale 12 2.2 Ambitious objectives 12 Tables 2.3 Strategic choices 13 Table 1 - PROJECTED POPULATION 2012 THROUGH 2032, HIGH VARIANT 16 2.4 Preconditions 14 Table 2 - NUMBER OF TRAFFIC FATALITIES IN SURINAME 1990 - 2016 18 Table 3 - TRAFFIC MORTALITY PER 100,000 INHABITANTS 1996 - 2014 18 3. Current Situation 16 Table 4 - ROAD ACCIDENT VICTIMS SEH-AZP 1990 TO 2016 19 3.1 Risk factors 16 Figure 5 - ROAD ACCIDENT VICTIMS SEH-AZP IN 2016, BY AGE, 20 3.2 Traffic statistics 17 GENDER AND TYPE OF ROAD USER 4. Integrated Policy Plan 22 4.1 Problem statement 22 4.2 Focus areas 22 Plan of Action 37 4.3 Desired results 23 5. 5. Management, Coordination, Monitoring and Evaluation 26 5.1 Management and coordination 26 Budget 47 5.1.1 Road Safety Commission 26 5.1.2 Road Safety Institute 26 5.2 Monitoring and evaluation 30 5.2.1 Internal implementation and monitoring 30 5.2.2 Stakeholder monitoring and evaluation 30
Foreword The sudden increase in the number of road casualties This strategy plan and the derived plan of action will, among other things, help us to make in 2016 - after a steady decline between 2010 our traffic environment and vehicles safer and to keep them safe. We will further introduce and 2015 - is cause of great concern. A growing permanent traffic education and give extra attention to children and young people, so that population and increasing mobility will trigger this they acquire a sound road safety attitude early on. We will identify the most dangerous upward trend to continue if we do not deal with this road situations in the next four years and take measures to make them safer. And at the firmly and without delay. In collaboration with the same time, we will deal with violators who exhibit unsafe behavior on the road. Pan-American Health Organization (PAHO), the committee organized a two-day stakeholder One of the first measures we will take is the establishment in 2018 of the Road Safety workshop in 2017 and a consultant was recruited to Institute to serve as a central point for optimizing road safety and coordinating activities formulate a draft strategy plan and plan of action related to road safety in general. This institute will come under the Ministry of Justice and in close collaboration with the Road Safety Police, but will cooperate with all other actors responsible for actions and measures that Commission. With this integral strategy plan for affect road safety. the period from 1 January 2018 to 31 December 2021, we have attempted to ensure a more efficient Another measure is to set up an information system to gather reliable data and traffic coordination of sectors, activities and measures, and statistics. After all, data are indispensable to taking policy measures and achieving effective thus address road safety more effectively. traffic education. Moreover, without reliable data we will be unable to measure the results H.E. Mr. F.R. Welzijn that we want to achieve. The former minister of Justice and Police It will certainly not be an easy task to achieve our ambitious goal, namely to reduce the number of road But road safety will not only be the responsibility of the Road Safety Institute, or the 6 7 crash fatalities by 30 percent compared to 2016. To achieve this, an integrated approach police, the school or first responders to road crashes. We all play a role when we take part will be indispensable and the various responsible bodies will have to function more actively. in traffic. But we will all have to become conscious road users who are mindful of one another. Road safety is everyone’s responsibility. Paramaribo, December 2017 H.E. Mr. F.R. Welzijn The former minister of Justice and Police
Acknowledgement Road safety is everyone’s With these words of thanks, I would like to express responsibility gratitude to my predecessor, Mr. F. R. Welzijn Ll.M., the Pan-American Health Organization (PAHO) and the Road Safety Commission for realizing the Road Safety Strategy Plan for the period 1 January 2018 through 31 December 2021 and the corresponding Plan of Action. It is worth noting that this strategy plan was adopted by the Council of Ministers in its meeting on 5 March 2018 (see missive of the Vice-President of the Republic of Suriname, chair of the State Council of Ministers of 8 March 2018 no. 182 RvM). This strategy plan will lead to a more efficient and effective coordination of sectors, activities and S.H. Getrouw Ll.B. MICL measures, and thus improve road safety. The Minister of Justice and Police Meanwhile, a number of activities of this strategy 8 plan are already being implemented, such as the regulation on minor vehicle damages and the process towards setting up a Road Safety Institute. The draft state decree on the establishment of the Road Safety Institute was adopted by the Council of Ministers in its meeting of 19 March 2018 (see missive of the Vice-President of the Republic of Suriname, chair of the Council of Ministers, of 26 March 2018 no.240 RvM), and sent to the State Council. The Road Safety Institute will in due course be integrated in the Traffic Authority to be established by law. Improving road safety is one of the policy priorities of this Government. All road users should be safe on the road and should also contribute into realizing this. The Ministry of Justice and Police will do everything within its power to improve road safety. In view of the above, I trust there will be a good collaboration of all concerned. Hoogachtend, S.H. Getrouw Ll.B. MICL The Minister of Justice and Police
1 Introduction 1.1 Background 1.2 Strategic policy According to the United Nations1, about 1.25 million people die each year as a result of a Various workshops and a road safety fair were held between 2010 and 2017 to increase road crash - more than 3,000 affected victims a day. Another 20 to 50 million people are public awareness of road safety and to give the various institutions, the general public seriously injured as a result of a traffic accident; these injuries are often a major cause of and other interested parties the opportunity to exchange ideas about challenges and permanent disability. Road crashes are one of the three main causes of death for people to make recommendations to reduce the number of traffic victims. The last activity, a aged 5 to 44 years. According to the Pan-American Health Organization (PAHO), road national workshop on 28 February and 1 March 2017, was organized by the Road Safety crashes are also the main cause of death for young people aged 15 to 29 years2. Commission in collaboration with and with indispensable technical assistance and support from the PAHO, and aimed at acquiring support for a draft road safety strategy plan and With Resolution 64/2551 (March 2010), the General Assembly of the United Nations, to set priorities for effective road safety measures and interventions, which are required to in collaboration with the World Health Organization (WHO) 2011-2020, proclaimed the reduce the number of road casualties. Decade for Road Safety, with the aim of stabilizing and reducing the estimated number of road fatalities worldwide. In 2011, PAHO adopted the Road Safety Plan of Action for In preparing and formulating the current policy plan, due account has been given to Member States - including Suriname - with guidelines to reduce the number of fatalities activities and initiatives which have already been undertaken throughout the years; to in the region. In September 2015, the Sustainable Development Goals (SDGs) for 2030 previous documents, reports, presentations and recommendations; to the draft plan were presented by the United Nations: SDG 3 indicates a reduction in the number of traffic of action and the draft strategy plan of the Road Safety Commission; and to the accidents; SDG 11 mentions access to sustainable transport systems for everyone, the recommendations of road safety workshops and seminars held with various stakeholder expansion of public transport and the improvement of road safety. groups in recent years. Furthermore, the choice was made to use the structure recommended by the Global Plan for the Decade of Action for Road Safety 2011-2020, Suriname has also committed itself to achieving the goals of the Decade for Road Safety prepared by the United Nations and the World Health Organization, namely to use the and the SDGs. The government of Suriname has already taken a number of preventive guidelines for safe road safety systems founded on the following five pillars, and to use measures to control the number of fatalities. In 2009, the Directional Framework for a these as the basis for the strategy plan and plan of action for Suriname: Road Safety Program in Suriname was developed by the then Road Safety Commission of 2008, which consisted of representatives of the Ministries of Justice and Police; Public Pillar 1: Road safety management Works and Traffic; Natural Resources; Regional Development; the Public Prosecutor’s Pillar 2: Safer roads and mobility Office; the Police; and the Road Authority. With that document, the formulation of an Pillar 3: Safer vehicles integral road safety policy was commenced in order to reduce the number of traffic Pillar 4: Safer road users 10 11 casualties. A recommendation was also made to establish a mechanism to formulate and Pillar 5: Post-crash care coordinate road safety policy. For the coordination of this strategy plan and the derived plan of action for the period In 2016, the Minister of Justice and Police installed a Road Safety Commission to promote 2018 - 2021, it was decided that a Road Safety Institute will be established within the policy development and coordinate road safety in Suriname. The committee consists of Ministry of Justice and Police, with active cooperation and support from the relevant ten members: the Chair and the Secretary are from the Justice Department of the Ministry ministries, departments, authorities, institutions and the other stakeholders who play a of Justice and Police; furthermore, there are representatives of the Police, the Ministry role in promoting road safety in Suriname. of Public Works, Transport and Communications, the Ministry of Health, and the Public Prosecutor’s Office. The committee’s main task was to develop a road safety strategy plan and to implement a plan of action derived from it. 1 Global Plan for the Decade of Action for Road Safety 2011-2020, p. 4 2 Road Safety in the Americas, Washington, DC : PAHO, 2016, p. 4
2 Principles and Ambitions 2.1 Rationale The objective of this Road Safety Strategy Plan 2018 - 2021 further picks up on the above: Currently available traffic statistics show an almost constant increase in the number of Efficiently functioning traffic and transport systems that ensure access to and livability of fatalities from 2001, with a peak of 112 fatalities in 2009, or more than 20 fatalities per residential areas, while optimizing the safety of these residential areas and those who take 100,000 inhabitants (see tables 2 and 3 in chapter 3 below). This compelled the government part in traffic. During this period, the emphasis will be mainly on obtaining and analyzing to take targeted measures. From 2009 onwards, road safety legislation has been further reliable traffic statistics and working closely with all stakeholders to promote road safety, developed and various measures were taken to tackle a number of risk factors. prevent accidents, reduce injuries and save lives. Important positive developments have included: The general objective of this Road Safety Strategy Plan is: • modifications of road infrastructure A 30% reduction in road crashes and fatalities by 2021, compared with 2016. • redesigning intersections • improved enforcement (lights, speed, use of helmets or seatbelts) This general objective will help to achieve both the goal of the Decade for Traffic Safety • a ban on handheld calls when driving 2011 – 2020, namely ‘to stabilize and (then) reduce the forecast level of road traffic deaths • tightening compulsory vehicle inspection around the world’ and SDG 3.6, i.e. ‘by 2020, halve the number of global deaths and • adaptation of regulations for vehicle lights. injuries from road traffic accidents’. Reducing personal injury will furthermore lead to lessening the burden on the health system, and ultimately also to decreasing the pressure The decrease in the number of road casualties between 2010 and 2015 is probably the on the national economy of the country. result of the measures taken. The sudden increase in the number of casualties in 2016 is, therefore, cause of great concern, as well as the choice to adapt an integral approach to develop a road safety strategy plan, and thus a more efficient and effective coordination of 2.3 Strategic choices sectors, activities and measures. In Suriname, the road safety measures applied are often subject to limitations in available resources. This reality should not be considered as a limitation of solutions, otherwise the chosen strategies will ignore important opportunities. The limitations in resources, 2.2 Ambitious objectives however, can explicitly be included when further elaborating the road safety philosophy into specific short-term measures. According to Suriname’s Development Plan 2017 - 2021, the implementation of a national 12 13 road plan, together with the development of residential areas and village communities across The policy for the next 4 years is based on the following strategic choices: the country, will create the conditions for accessible and affordable road transportation. a. Both short-term and long-term solutions The development goal for road transportation has thus been defined in the Development Short-term solutions - these are relatively cheaper and can be implemented more quickly, Plan as follows3: with a relatively large effect. These measures can be carried out independently by the responsible actors in collaboration with other stakeholders. Road transportation of people and goods is safer, it has increased, facilitates local Long-term solutions - as a rule more time and resources are required, although attention and foreign tourism, generally increases the mobility of the population, and promotes must also be paid to selecting effective and efficient measures. trade, in particular transit trade. b. Both curative and preventive solutions In addition to a structure and road plan for more efficient passenger and freight transport, Curative solutions - aimed at tackling objective traffic (un)safety, where actions are the Development Plan 2017-2021 indicates the importance of having an information taken when defects have arisen. system and a control system. The information system is for the collection, processing and Preventive solutions - the approach is based on prevention of road accidents, in which storage of information on road infrastructure; the maintenance thereof; the nature and identified areas of attention from the analysis of available road accident and crash frequency of traffic movements; the planning and management of traffic flows and the statistics must be translated into other risk areas, and early measures can be taken. monitoring of the use and maintenance of the road infrastructure. The control system serves to check legislation and regulations relating to standards for the different road categories; the supervision and control of construction and maintenance of secondary and tertiary roads4. 3 Ontwikkelingsplan 2017-2021. Ontwikkelingsprioriteiten, p. 71 4 Ontwikkelingsplan 2017 – 2021, Ontwikkelingsprioriteiten (Development Plan 2017-2021, Development Priorities) pp.71-72
2.4 Preconditions In order to successfully implement an integral road safety strategy plan and to achieve the ambitious objectives, the following preconditions are essential: Collaboration, sense of unity and coordination Cooperation between actors is indispensable in the development and implementation of the road safety policy. Good coordination and collaboration among the various actors - ministries and government departments; government and non-government; central government and district administration - avoids gaps in implementation, a fragmentation of resources, an overlap of responsibilities, or even a duplication of activities. Knowledge development, reliable data and information Having data and information is indispensable for formulating and implementing policy. Analyzing the collected data and information is important to monitor and evaluate actions and measures in order to determine whether they have been effective. There is still a great need for research and analyses of trends that are relevant to road safety, the extent, background and causes of crashes, as well as the actual effects of road safety measures. Reliable data are essential, especially on crashes, the impacts of traffic injuries and deaths, as well as material damages and, possibly, other socioeconomic costs involved. A timely availability of research results and analyses is also indispensable for policymakers and Permanent education and communication administrators at both national and local levels and for all other actors involved. Improving road safety requires the development of sustainable measures to promote Moreover, knowledge of the attitude and behavior of road users is important when community awareness. Road safety education must be continuous, because there are developing educational programs and taking safety measures. constantly changes taking place in the surrounding areas, in legislation and regulations, and among road users. Permanent road safety education involves continuously seeking Enforcement optimal educational moments, and developing and implementing tailor-made products Enforcement is an essential tool in road safety and is aimed not only at tackling the main on the basis of the knowledge gained from research into the attitude and behavior of 14 15 causes of road safety, but also at protecting the most vulnerable road users. The application road users. Road users must be made aware from a young age of their own vulnerability of new technology, which can make enforcement more efficient, for example: digitization in traffic, but also of the consequences of their behavior. Good cooperation among all of the processing of traffic violations, fixed or mobile route control systems, speed cameras. actors - government, civil society organizations, experts, industry - is indispensable in Capacity strengthening of enforcers is vital, while the use of police in road safety this. Permanent education will include the persons producing/ reproducing the road enforcement is indispensable, among other things for the observation of drink-driving and environment, health practitioners, enforcers, engineers, and other stakeholders. for detection. Strategies to be include advocacy initiatives, social marketing strategies, raising awareness among lawmakers, politicians, managers and the private sector. Safe road infrastructure The construction, adaptation and maintenance of road infrastructure are the responsibility of the relevant ministries, departments and institutes and are implemented from their own budgets. However, when choosing to install, adapt and maintain road infrastructure, due account must be given to standards for road safety, road function and classification, vulnerable traffic users, and public transportation policies. The SDG 11.2 guidelines could also be used to foster road safety in cooperation with the government bodies responsible for the construction and maintenance of road infrastructure. In addition, zoning plans for urban and rural areas are required to plan and manage road infrastructure and road safety. Moreover, it is essential that the different actors involved, on the basis of their competence, have a say in the final design of new infrastructure or infrastructure to be redesigned.
3 Current Situation 3.1 Risk factors During the discussions in preparation for the workshop, social, economic and environmental factors that play a role were also identified, including the attitudes of road users with By analyzing statistics on road traffic injuries, special areas of attention or groups that regard to rules, speeding, risk taking and alcohol consumption; poorly executed require increased road safety can be identified. The figures for expected population growth infrastructure, as a result of which roads cannot cope with significantly increased traffic are also key to establishing links between human, vehicle and infrastructure aspects. volume and do not take into account slow traffic (pedestrians, cyclists, moped riders); According to the eighth population and housing census5, Suriname had a total population unsafe vehicles on the road. of 541,638 people in 2012, of which 359,146 (66.3%) in the urban area, 111,224 (20.5%) in the rural area and 71,268 (13.2%). in the interior. Table 1 below shows the high variant of the projected population increase between 2012 3.2 Traffic statistics and 2032. The expected population increase in the coming years will, of course, also increase the number of traffic users, while the pressure on the road network, especially in There is no centralized management of traffic statistics in Suriname. The collection, urban and rural areas, will increase. It is also to be expected that traffic on the connecting maintenance and analysis of the data take place by various ministries, departments and roads between the various areas will become heavier. Zoning plans for the various areas, institutes on the basis of the tasks and responsibilities assigned to them. The data in therefore, play a major role in the construction of road infrastructure and the measures to the following tables come from the Police Department of Suriname and the Academic be taken for road safety. Hospital Paramaribo. Most road crashes with fatal consequences (around 57%) occur in the more densely populated urban areas, namely Paramaribo and the Wanica District. Almost all traffic casualties from these areas find their way to the emergency department of Table 1 – Projected Population 2012 through 2032, high variant the Academic Hospital Paramaribo. The seriously injured road casualties from remote rural areas are also transported to this hospital. If further treatment is necessary, the victims are treated within the relevant departments and/or by the various outpatient clinics of the 2012 2017 2022 2027 2032 Academic Hospital Paramaribo. The data maintained by the Academic Hospital, therefore, give a fairly reliable picture of most road casualties in Suriname. Urban area 359.146 395.456 431.332 465.640 497.672 Rural area 111.224 118.558 126.372 134.401 142.363 Tables on the following pages provide an overall picture of the current situation. Tables 2 and Interior 71.268 81.020 92.366 105.731 121.476 3 come from the Police; Tables 4 and 5 are from the Academic Hospital Paramaribo. Total 541.638 595.034 650.070 705.772 761.511 16 17 Source: General Statistics Bureau, September 2013 The current road network in Suriname is approximately 4,200 km in total and the number of motor vehicles in 2016 was 262,122, with an annual growth of ± 6%. At the Health in All Policies workshop, held in Paramaribo in October 2015 with technical assistance from the Pan-American Health Organization (PAHO), road crashes were identified as the 7th largest burden of disease in Suriname in 2014. The most important risk factors identified were: the absence or non-use of seat belts on all seats in cars; driving a motor vehicle without a valid driver’s license and/or under the influence of alcohol; not or not correctly using crash helmets and using wrong helmets; speeding; the absence or poor condition of footways; poor parking behavior of motorists. 5 Algemeen Bureau voor de Statistiek, Resultaten 8ste Volks- en Woningtelling in Suriname, Bevolkingsprojecties 2012 – 2032, Suriname in cijfers no. 305/2014-06, juni 2014.
80 60 40 20 0 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2012 2013 2014 2015 2016 2011 Table 2 shows the trend in the number of traffic fatalities in Suriname between 1990 and 2016, while Table 3 shows the internationally used indicator, namely traffic mortality per 100,000 inhabitants in Suriname between 1996 and 20146. Table 2 – Number of traffic fatalities in Suriname 1990 - 2016 25.0 120 120 20.0 100 100 15.0 80 80 10.0 Table 4 shows the trend of the total number of road accident victims at the emergency 60 60 department of the Academic Hospital Paramaribo (SEH-AZP) between 1990 and 2016. 5.0 40 The decrease in the number of road crash victims from 2011 onwards corresponds more 40 or0.0 less with the decrease in the number of fatalities between 2010 and 2015. In 2016 20 there was a decrease in the total number of road accident victims at SEH-AZP, while table 2006 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2007 2008 2009 2010 2012 2013 2014 2011 20 2 shows an increase in the number of fatalities. In the previous year there was a slight 0 increase in the number of road crash victims at SEH-AZP and a decrease in the number of 0 fatalities. 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2012 2013 2014 2015 2016 2011 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2012 2013 2014 2015 2016 2011 Source: Police Dept. of Suriname Table 4 – Road crash victims SEH-AZP 1990 to 2016 6.000 Table 3 – Traffic mortality per 100,000 inhabitants 1996 - 2014 5.000 18 25.0 19 25.0 4.000 20.0 20.0 3.000 15.0 15.0 10.0 2.000 10.0 5.0 1.000 5.0 0.0 0.0 - 2006 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2007 2008 2009 2010 2012 2013 2014 2011 2006 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2012 2013 2014 2015 2016 2011 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2007 2008 2009 2010 2012 2013 2014 2011 Source: Police Dep. of Suriname Source: Medical Registration Dept of Academic Hospital 6.000 6.000 5.000 5.000 4.000 4.000 6 When data were collected to formulate the current strategy plan in November 2017, the statistics for 3.000 traffic mortality per 100,000 inhabitants for the years 2015 and 2016 had not yet been published. 3.000 2.000 2.000
Figure 5 – Road crash victims SEH-AZP in 2016, by age, gender and type of road user Figure 5 shows the figures of road crash victims registered at the emergency department of Men 69% the Academic Hospital Paramaribo in 2016 by age, gender and type of vehicle. What strikes the attention is that the number of male victims is more than double the number of female 350 victims (69% compared to 31%). The male victims are mostly motorcyclists; the female 350 300 victims mainly car occupants. For both groups, the victims are mostly between the ages of 15 and 60, with the highest percentages between the ages of 15 and 34 years. 300 250 200 250 Number pedestrian 200 150 pedestrian motor cyclist 150 100 100 motor cyclistcyclist 50 500 cyclist car occupant 75+ 00-04 05-09 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 70-74 0 car occupant Age 75+ 00-04 05-09 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 70-74 Women 31% 350 350 300 20 300 250 21 250 200 200 pedestrian Number 150 150 pedestrian motor cyclist 100 100 motor cyclistcyclist 50 cyclist car occupant 500 75+ 00-04 05-09 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 70-74 0 car occupant 75+ 00-04 05-09 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 70-74 Age Source: Medical Registration Dept of Academic Hospital
4 Integrated Policy Plan 4.1 Problem statement The problem statement used in formulating this integral road safety policy plan is the following: How can road safety be addressed in a more effective and integrated manner, with attention given to road accident analysis (accident data), policymaking (policy plan) and policy implementation (plan of action)? The specific measures to be implemented by the relevant actors are included in a plan of action and replace ad hoc actions based on admonitions after each accident. In order to identify measures required to achieve the goal, the following should also be taken into account: • Does Suriname have a road safety philosophy? • How many traffic movements are required for people’s daily activities (and where are the schools, offices and shops where people live and how well is public transportation organized)? • Are there zoning plans for residential areas and are the roads adapted to their purpose, how safe is their layout and what is their condition? • How can people acquire sufficient knowledge and skills to participate in traffic? • Is there continuous traffic education and are the information programs adequate? • How is compliance with existing safety rules? • How effective is the enforcement of existing laws and regulations? The following focus areas arose from the problem definition and from the workshops and • What are the challenges for control and enforcement and how can enforcement be seminars for road safety in recent years: optimized? • Pedestrians • Which regulations are missing? • Cyclists • In addition to regular ambulances, are there others who are specifically equipped with • Mopeds and motorcycles 22 23 lifesaving equipment and is there an efficient, decentralized service, so that ambulances • Children do not always have to run from a hospital? • Novice drivers • Is ambulance staff adequately trained to act quickly and effectively and are they linked • Driving under the influence of alcohol and other drugs to a decentralized service? • Speed offenders • Public transportation • Freight and delivery traffic • Safety of motor vehicles and vehicles 4.2 Focus areas On the basis of the problem statement, areas have been identified that require more 4.3 Desired results research and analysis in the coming years: • Potential “black spots” (accident prone locations) The choice was made for an integrated approach based on the five pillars for road safety of • Place of fatal crashes the Global Plan for the Decade of Action for Road Safety 2011-2020. The five pillars and the • Modality of victims most important desired results ensuing from this strategic plan are given on the next page. • Modality of causers • Cause of the accident
The five pillars: The integral approach for 2018-2021 proposes a central policy within a framework of a joint approach to road safety issues, with the involvement of actors who are directly and indirectly involved in this issue and linking the various objectives throughout policy areas. Pillar 1: Road safety management • A Road Safety Institute has been set up and is responsible for the development, When choosing activities and measures to be carried out, explicit attention is given to the coordination and supervision of compliance with (a national plan for) road safety. internationally recognized five E’s, namely: engineering, education, enforcement, • A central information system has been set up to collect information from the various engagement and evaluation. authorities, and gives instructions for the collection of missing information. The central information system is capable of publishing and producing the necessary data for For more efficiency of monitoring and evaluation, a separate plan of action has been thorough analysis and evaluation. • Realistic short and long term goals are laid down in approved annual plans with developed from this strategy plan. The plan of action provides activities and measures, result-oriented activities. which have been projected for implementation between January 2018 and December 2021, including: • setting up the Road Safety Institute • setting up a data and information system to collect and analyze reliable traffic statistics Pillar 2: Safer roads and mobility • research into, among other things, compliance with transport and safety laws, • Urban planning and other infrastructural plans take into account the safe and drink-driving, attitude and behavior of traffic participants, reporting and approach times sustainable mobility of all who participate in traffic and prevent unsafe for traffic accidents, after-care of traffic victims future developments. • improving enforcement, including training, more roadside checks on buses and trucks, • Existing road infrastructure has been improved / adapted on the basis of approved speeding, drink-driving, crash-helmet use, and other safety measures required by law road safety norms and standards. New infrastructure is developed on the basis of • analysis of the most dangerous roads and intersections and taking measures, approved norms and standards on mobility, equitable access and safety. including redevelopment, construction of walkways, and traffic calming measure, where applicable • introduction or amendment of regulations, including mandatory safety provisions in Pillar 3: Safer vehicles vehicles, standards for the import of motor vehicles, compulsory loading and unloading • Incentives are utilized to encourage road users to observe proper road safety. points at places of business • Research methods and technologies are used to reduce risks for vulnerable road users. • permanent education, communication and programs for specific target groups, including schools 24 25 • an integrated system of emergency services • improving the mental and physical care of road accident injuries • annual meetings of stakeholders to monitor and adjust the plan of action. Pillar 4: Safer road users • Permanent traffic education is implemented to have a positive influence on the The activities and measures have been further outlined in annual plans, which makes attitude and behavior of the general public on road safety. it easier to identify and formulate projects to be submitted to donors, and also plan the • A study of drink-driving and enforcement of compliance with relevant legislation. necessary resources from the various ministries, departments and institutes, which are • Enforcement of compliance with transportation, labor and safety laws, standards and responsible for the implementation and thus also for including them in the relevant annual rules for the safe operation of commercial transportation and passenger transportation budgets. The plan of action is updated annually through internal and external monitoring. to reduce injuries. • Introduction of special driver’s licenses for novice drivers, who are subject to specific rules or additional checks. Pillar 5: Post-crash care • Improvement of proper care of victims at the scene of the accident, including moving a victim after an accident. • Introduction of an integrated system of physical and mental care and rehabilitation for patients with severe injuries. • Appropriate insurance to finance the treatment and rehabilitation of victims of road crashes.
5 Management, Coordination, Monitoring and Evaluation 5.1 Management and coordination The specific tasks of the Road Safety Institute include the following: 1. drafting a road safety philosophy Road safety is pre-eminently a multi-sectoral affair, in which different sectors have 2. data collection and analysis of traffic statistics an important share and measures are needed in areas such as health and aftercare, 3. developing a strategic national road safety policy communication and education, urban planning, infrastructure, traffic technology, and 4. maintaining contact with relevant national and international stakeholders (individuals, enforcement. Activities and measures which influence road safety, but which are legally the organizations, institutes and others) responsibility of certain authorities or departments, are carried out by them. The construction 5. promoting safe infrastructure, effective enforcement, education and communication in and maintenance of road infrastructure, the enforcement of laws and regulations, the consultation with the competent and relevant authorities planning of residential areas, the collection and maintenance of data, and the aftercare of 6. monitoring and evaluation of the implementation of the prepared road safety strategy traffic casualties are examples of this. Without a central coordinating road safety mechanism, and derived plan of action. however, there is no reconciliation of the required activities and measures, and the decrease in the number of fatal road traffic casualties cannot be structurally tackled in the long term. A policy committee will also be set up beside the Road Safety Institute, consisting of the permanent secretaries of the Ministries of Justice and Police; Public Works, Transportation 5.1.1 Road Safety Commission and Communications; Regional Development; Agriculture, Animal Husbandry and Fisheries; Trade and Industry; Health; Home Affairs; and a representative of the Public Prosecutor’s The current Road Safety Commission works with internal working groups based on the five Office. The policy committee will advise and support the director of the Road Safety pillars and has prepared this strategy plan and the plan of action in close collaboration with Institute and will act as a counterpart for the institute. This committee may, if necessary, the consultant made available for this purpose by the Pan-American Health Organization request advice from relevant technicians. (PAHO). The mandate of the Committee ends on 21 March 2018. In the coming months, the Committee will do the preparatory work to establish the Road Safety Institute and the The structure of the Road Safety Institute has been kept simple, because the institute has implementation of the first year of the Plan of Action, in particular the establishment of a an advisory and coordinating role and does not itself implement activities: a director, central information system for traffic statistics. administrative and financial departments, and three technical departments. The financial department and the technical departments are headed by managers. One of the technical 5.1.2 Road Safety Institute managers or the financial manager can be appointed as deputy director of the institute. 26 27 This simple structure gives the institute the opportunity to continue to grow. Over the next The aim is to establish a Road Safety Institute as per April 2018 in the Ministry of Justice four years, the technical departments will function as working groups, which in future can and Police, directly accountable to the Minister. The Road Safety Institute is a specialized grow into the actual formal departments of the Road Safety Institute. institute, which will be pivotal for everything that has to do with road safety. The institute will operate financially independently, among other things by identifying, commissioning and using funds; implementing projects and managing project resources; and exercising financial accountability. The financial audit of the institute will be carried out by the Central Audit Department of the Government (CLAD). The general task of the institute is as follows: The central management, optimization and monitoring of road safety, as well as the coordination of activities related to road safety in general, which are implemented by the various actors on the basis of the statutory tasks assigned to them.
The three technical departments follow more or less the pillars mentioned in the plan of The functions of the Road Safety Institute are initially filled from the various government action, so that execution, monitoring and evaluation can take place more easily: bodies, that is to say, required staff will be lent to the Road Safety Institute from various Ministries and other government bodies over the next four years. During this period, the Information and education - coordinates data collection; collects required data from Road Safety Institute will have the opportunity to further strengthen its capacity and the various agencies and organizations; analyzes traffic statistics, which are necessary develop into the specialized institute that is needed to efficiently and effectively manage for policy, monitoring and evaluation of road safety; also oversees the necessary the central management and monitoring of road safety. permanent traffic education in general, so that there is coordination of the activities of the various partners. Personnel costs, operational costs and office costs will be charged to the budget of that ministry as long as the institute falls under the Ministry of Justice and Police. The actions Infrastructure and vehicles - coordinates activities and measures related to the and measures that are included in the annual plans - insofar as these are the responsibility promotion of safer roads and vehicles; has close cooperation with the appropriate of a government body - are included in the annual budgets of the respective ministries and government bodies and other institutions to establish norms and standards for the road departments. design and the safety of vehicles. To enable research, the Road Safety Institute may enter into partnership with research Enforcement and road users - coordinates activities and measures related to people institutes, for example those within the Anton de Kom University of Suriname. who take part in traffic, including the aftercare of road accident victims; discusses any In collaboration with the research institutes and higher education institutes, the Road problems of enforcement with the legally designated bodies, advises where necessary Safety Institute can also provide internships and / or promote student research and and acts as an intermediary to promote dialogue between the different bodies; also graduation projects for road safety and traffic research. Furthermore, opportunities will oversees the preparation of necessary new legislation or adaptation of existing laws and be sought to strengthen the capacity of the working groups and staff of the institute. regulations in close consultation with the enforcement bodies. The Road Safety Institute may also independently seek funding to attract experts for activities such as performing research, developing educational programs and campaigns, conducting capacity building activities, holding annual meetings with stakeholders, or helping to formulate progress reports, the evaluation report and the strategy plan for the next period. 28 29 Proposed structure of the Road Safety Institute policy committee director administration finance data and infrastructure and enforcement and education vehicles road users A brief description of the functions at the Road Safety Institute is given in Appendix 1.
5.2 Monitoring and evaluation The stakeholder meeting in October / November 2021 also serves as stakeholder evaluation The Road Safety Institute is responsible for the preparation, drafting and implementation of the total implementation period of the strategy plan 2018 - 2021. During this meeting, of the strategy plan and the resulting plans of action for road safety. This institute is also a draft strategy road safety plan for the following period will also be presented to the responsible for the organization of any external monitoring and evaluation. For the period stakeholders for discussion, which is adapted and refined during the meeting. between 1 January 2018 and 31 December 2021, the integral strategy plan and the associated road safety plan of action have already been formulated. In the coming four The Road Safety Institute will recruit an external expert to carry out a final evaluation of years, the institute will therefore implement this strategy plan, monitor it and adjust it the implementation of the strategy plan and possibly help to formulate the following draft where necessary. strategy plan and plan of action. The expert will participate in the stakeholder meeting of October / November 2021, so that the stakeholder evaluation is included in the final 5.2.1 Internal implementation and monitoring evaluation. The Director of the Road Safety Institute meets weekly with the technical managers and The Road Safety Institute will discuss the final evaluation and the draft strategy plan for the financial manager about the implementation and progress of activities and measures. the next period with the policy committee and submit them over to the Minister of Justice and Police for approval. The technical managers and the financial manager report monthly to the director on the progress and status of the implementation of actions and measures. Any obstacles in The final evaluation report and the strategy plan for the next period will be published and implementation and financing are recorded in these reports. These monthly reports are distributed to the stakeholders and other interested parties. Publication and distribution shared with the policy committee of the Road Safety Institute, so that timely action can be can take place electronically and through the Internet. taken if there are problems with coordination or implementation. The director uses the monthly reports to make written quarterly reports on the progress of the work of the institute, to be submitted to the Minister. 5.2.2 Stakeholder monitoring and evaluation Concept for participatory monitoring and evaluation – M&E cycle External monitoring and evaluation take places in a participatory manner, that is, together 30 31 with the relevant stakeholders and with their input. Annually, in the month of October or November, a formal meeting of the Road Safety Institute is held with all relevant 1st annual meeting: 2nd annual meeting: 3rd annual meeting: stakeholders and others who are or have been involved in the implementation of the plan progress report progress report and progress report and and adjusted plan adjusted plan of action adjusted plan of action of action. of action The purpose of the formal annual meetings is to: • discuss the state of affairs of the plan of action • obtain advice to improve implementation 4th annual meeting: Final evaluation by Approval and • adjust the plan of action for the coming year stakeholder evaluation external consultant and distribution of new report new draft road safety strategy plan • exchange information strategy plan • in general, exchange ideas about issues that threaten or could improve road safety. The annual meetings serve as stakeholder monitoring and evaluation and will yield the following: Implementation of • a progress report on the past new strategy plan and M&E cycle • an adjusted plan of action for the coming year.
APPENDICES Appendix 1 The administration will consist of two secretarial-administrative staff, whose responsibilities Brief description of recommended functions in the Road Safety Institute. will include the following: 1. administrative support for the work of the director, the technical managers and the The director is academically trained (Drs., Ir. or Master level degree) - or HBO (higher financial manager vocational degree) with at least 10 years of experience. The director to be recruited must 2. manage documentation and archive documents have affinity with traffic and road safety and be skilled in project management. His/ her 3. take minutes of meetings responsibilities will include the following: 4. provide information to third parties, if necessary 1. formulation and implementation of a road safety strategy plan, as well as the monitoring 5. manage office inventory and stocks. and evaluation thereof 2. adopt programs and projects for road safety and monitor their implementation 3. prepare and manage the annual budget and manage the resources The finance department will consist of a financial manager (at least Bachelor-level academic 4. draw up and manage a fundraising plan for the Institute or higher vocational degree) and a financial staff member. The responsibilities of the 5. maintain contact with the relevant ministries, institutes and experts from government finance department will include the following: and non-government organizations and from industry 1. draw up the institute’s budgets 6. maintain contact with relevant donor organizations, submit projects for funding and 2. support the technical managers to draw up project budgets report on projects implemented with donor funding 3. support the director to draft and manage the institute’s fundraising plan 7. supervise staff of the institute and recruited external experts. 4. payroll administration and payment of staff 8. quarterly reporting and annual reporting to the Minister of Justice and Police of the 5. payment to third parties for services rendered work of the institute and the management of resources. 6. manage the institute’s bank accounts and cash 32 33 7. check inventory and stocks 8. prepare annual accounts and maintain contact with the accountant for the annual audits. The technical managers7 hold at least a Bachelor’s degree (academic or higher vocational) or Ing. in the relevant areas and are trained in project management. Their responsibilities will include the following: 1. prepare road safety programs and projects 2. implement the road safety strategy plan and the approved programs and projects 3. analyze relevant collected data for policy purposes 4. prepare and implement programs / projects 5. cooperation with external experts in the implementation of the relevant activities 6. write and submit regular progress reports on the implementation of activities. 7 The detailed job descriptions, in particular of the technical managers and the financial manager, will have to be further elaborated in consultation with the director to be appointed.
Literature 1. Algemeen Bureau voor de Statistiek, Resultaten 8ste Volks- en woningtelling in Suriname, Preliminary Remarks Bevolkingsprojecties 2012-2032, Suriname in cijfers no. 305/2014-06, Paramaribo 2014 The Road Safety Action Plan for 1 January 2018 - 31 December 2021 and the Budget 2. Blinker, B., BTech, Commissie Verkeersveiligheid Suriname, Beleidsplan Verkeersveiligheid corresponding thereto are featured on the following pages. Suriname 2017-2020, Paramaribo, december 2016 As mentioned in the Strategy Plan, the activities in the Action Plan are clustered under the 3. Bliss, Tony and Jeanne Breen, Implementing the Recommendations of the World Report following five pillars: on Road Trafﬁc Injury Prevention. Country Guidelines for the Conduct of Road Safety Pillar 1: Road safety management Management Capacity Reviews and the Speciﬁcation of Lead Agency Reforms, Investment Pillar 2: Safer roads and mobility Strategies and Safe System Projects. World Bank Global Road Safety Facility, Pillar 3: Safer vehicles Washington DC, 2009 Pillar 4: Safer road users Pillar 5: Post-crash response 4. Ministerie van Verkeer en Waterstaat, Koninkrijk der Nederlanden, Strategisch Plan Verkeersveiligheid 2008-2020, Van, voor en door iedereen. Den Haag, 2008 In the Budget for the Action Plan, the activities are grouped per year so as to be able to draw up estimated annual budgets. 5. Pan-American Health Organization, 51st Directing Council 63rd Session of the Regional Committee, Plan of Action on Road Safety, Washington DC, 2011 Chapter 5 of the Strategy Plan also indicates that in the coming four years (2018 - 2021) the Road Safety Institute will come under the Ministry of Justice and Police. Personnel costs, 6. Pan-American Health Organization, Road Safety in the Americas, Washington DC, 2016 operational costs and office expenses are not included in the budget for this period, as these 34 35 are charged to the budget of that ministry for as long as the institute falls under the Ministry of 7. Stuurgroep Verkeersveiligheid, Ministerie Justitie en Politie, Richtingskader Justice and Police. The activities and measures which are the responsibility of other government Verkeersveiligheid in Suriname, Paramaribo, december 2009 agencies or departments, are carried out by and will continue to be included on the annual budgets of the respective ministries and departments. 8. Rambali, S., BSc, Commissie Verkeersveiligheid Suriname, Aktie Plan Verkeersmaatregelen ter bevordering van de verkeersveiligheid 2017-2022, Paramaribo, oktober 2017 The Road Safety Institute will be allowed to operate as a financially independent body, among other things through identifying, recruiting and utilizing funds; implementing projects 9. Stichting Planbureau Suriname, Ontwikkelingsplan van de Republiek Suriname 2017-2021 and managing project resources; and having financial accountability. The estimated budget corresponding to the Action Plan 2018 - 2021 gives the costs per activity per year. These activities 10. United Nations and World Health Organization, Global Plan for the Decade of Action for can be further elaborated in project proposals, which can be submitted for funding to donor Road Safety 2011-2020, New York, 2011 organizations and other financing institutions or sponsors. 11. Verslag Workshop Verkeersveiligheid: een Ieders Verantwoordelijkheid, Paramaribo, 28 februari-1 maart 2017 12. World Health Organization, Developing Policies to Prevent Injuries and Violence: Guidelines for Policy-makers and Planners, Washington DC, 2006
Plan of action In alignment with the ROAD SAFETY STRATEGY PLAN 1 January 2018 – 31 December 2021
Pillar 1: Road safety management 2018 Activities/ measures Results Remarks 1.1 Establishment of a Road Safety The Road Safety Institute An integral safety policy refers to the integration of road safety Institute via State Decree. functions as an umbrella with other policy areas, aimed at ultimately improving road organization for all aspects of safety. road safety. In integrated road safety policies, the cooperation and agenda setting also play an important role in other policy areas, such Integrated cooperation, tasks, as activities on or along public roads by utilities. powers, responsibilities, etc. are recorded. 1.2 Set up and manage an Data and information are A consultant probably needs to be hired to set up an efficient information system to monitor gathered from the various traffic statistics information system and train the persons who and evaluate road safety. ministries, departments, institutes will manage the system. and organizations and centrally Consideration might be given to have the information system stored under management of the managed by an existing research institute, such as one of Road Safety Institute. ADEK’s research institutes. 1.3 Stakeholder workshop at the The implementation of the Holding annual stakeholder meetings has as secondary goal, end of the year to monitor the action plan has been discussed namely strengthening mutual cooperation of the stakeholders progress of the action plan. and adjusted for the next year; and giving them a voice. other issues relating to road safety have also been discussed by the stakeholders. 2019 Activities/ measures Results Remarks 1.4 Strengthening of the structures The Road Safety Institute has By the end of 2019, the Road Safety Institute will be and capacity of the Road Safety access to well-trained staff and adequately staffed. Institute. is able to analyze data and make proposals to promote road safety, as well as write projects and manage their implementation. 1.5 Identify laws and regulations that The most important laws and Adjusting / making regulations is, of course, faster than need to be adapted or made. regulations have been adapted adjusting / making new laws that must be approved by DNA. and are being implemented. 1.6 Stakeholder workshop at the The implementation of the end of the year to monitor the action plan has been discussed progress of the action plan. and adjusted for the next year; other issues relating to road safety have also been discussed by the stakeholders. 38 39 2020 Activities/ measures Results Remarks 1.7 Capacity strengthening of the The Road Safety Institute Participation of staff members and workgroup members in Road Safety Institute. maintains contacts with national, regional and international workshops and seminars - relevant national, regional and also online - is recommended to keep knowledge up to date. international institutions / Strengthening the capacity of the Road Safety Institute will organizations and is aware of the have to take place constantly, as they have to keep abreast of latest developments in the field recent developments and they will have to be able to of road safety. contribute to national and international meetings. 1.8 Identify the most important At the end of 2020 there is Possibly only an adaptation of existing laws and regulations conventions for road safety and insight into the conventions that is necessary, but this will only be clear when an inventory international road transport. Suriname should ratify, and advice has been made. is given. 1.9 Stakeholder workshop at the The implementation of the end of the year to monitor the action plan has been discussed progress of the action plan. and adjusted for the next year; other issues relating to road safety have also been discussed by the stakeholders. 2021 Activities/ measures Results Remarks 1.10 Ratification of international Suriname meets regional and Compliance with international road transport laws is impor- conventions and / or adaptation international road transport tant to further open up Suriname to the region. to amend relevant national laws standards. and regulations. 1.11 Stakeholder workshop at the The implementation of the 4-year Stakeholders continue to be involved through the participatory end of the year to monitor the action plan has been evaluated method of monitoring and evaluation - also in the formulation progress of the action plan and and the draft strategy plan for the of the new strategy plan. prepare a new strategy plan. coming period has been discussed.
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