Publication: Dangerous Roads : Russia’s Safety Challenge
Loading...
Date
2010-07
ISSN
Published
2010-07
Author(s)
Editor(s)
Abstract
As in many countries of the Europe and Central Asia Region (ECA), vehicle ownership in Russia has grown faster in the last decade than the decline in the rate of fatalities per vehicle. At the same time, road safety policies and interventions have not kept pace with the boom in motorization. In 2008, the motor vehicle fleet in the country exceeded 41 million cars, up 24 percent from 2004, and the number of drivers licensed increased by 40 percent during this period. In 2008, Russia saw nearly 30,000 road traffic deaths and about 271,000 non-fatal road traffic injuries. While these figures represent a drop of 13 percent from 2004, Russia's road traffic mortality rate is still five times higher than what is seen in several European Union (EU) countries, about twice more than in the United States, higher than in other Eastern European countries such as Poland and Hungary, and higher than the average for Commonwealth of Independent States (CIS) countries.
Link to Data Set
Citation
“Marquez, Patricio V.; Bliss, Anthony G.. 2010. Dangerous Roads : Russia’s Safety Challenge. Europe and Central Asia Knowledge Brief; Volume No. 27. © World Bank. http://hdl.handle.net/10986/10172 License: CC BY 3.0 IGO.”
Associated URLs
Associated content
Other publications in this report series
Journal
Journal Volume
Journal Issue
Collections
Related items
Showing items related by metadata.
Publication Federative Republic of Brazil(World Bank, Washington, DC, 2015-11-01)As part of a long-term partnership between the World Bank and Brazil, the Federal Government of Brazil sought the World Bank’s assistance to review road safety management capacity in Brazil, building both on past experiences in the country and international best practices. This National Road Safety Management Capacity Review, therefore, was prepared by the World Bank, with the support of the Global Road Safety Facility (GRSF). The primary objective of the review is to evaluate the multi-sectoral capacity of road safety management in Brazil, identifying possible road safety challenges and presenting recommendations to address these challenges. The methodology of the review, in accordance with the guidelines of the World Bank Global Road Safety Facility, focused on examinations of key functional aspects of road safety, including institutions, legislation, financing, information, and capacities at all levels of government and among non-government actors. The review was prepared mainly based on interviews of key road safety stakeholders at the federal, state, and municipal levels, members of parliament, NGOs, and the private sector, in addition to direct inspection of roads and on-road behaviors, and the analysis of published research and reports on road safety. In addition, information and understanding gained from previous reviews of the states of São Paulo, Rio Grande do Sul, and Bahia were also incorporated.Publication Guidelines for Mainstreaming Road Safety in Regional Trade Road Corridors(World Bank, Washington, DC, 2013-06)The global crisis of road traffic injury is escalating in low-income and middle income countries to devastating effect; with road traffic crashes a leading cause of death. The World Health Organization (WHO) estimates that 1.24 million people were killed on the world's roads in 2010 and between 20-50 million more suffer non-fatal injuries from road traffic collisions each year. Among young people aged 15-44 years, road traffic crashes are the second leading cause of death after HIV/AIDS. The guidelines presented here are an important contribution to addressing the challenge of road safety management in regional trade corridors. Developed jointly by the Sub-Saharan Africa Transport Program (SSATP) and the World Bank, they are intended to serve as a guide for mainstreaming road safety in regional trade corridor investment programs in developing countries. The guidelines present a roadmap and set of tools with templates for terms of reference to assist in the identification, preparation and implementation of effective road safety projects in regional trade corridors, based on the lessons and global best practice experience. The publication outlines a systematic and logical process for directly addressing priority road safety needs on regional corridors in a streamlined and iterative manner, that will be relevant not only within Africa, but also to other developing regions of the world.Publication Road Safety(Washington, DC, 2003-09)In 1999, between 750 000 and 880 000 persons died in road crashes worldwide, and another 23 to 34 million people were injured. The situation is particularly critical in low and middle income countries (LMCs) where about 86 percent of deaths from road traffic injuries occur even though these countries account for only 40 percent of all motor vehicles. The graph shows that the situation has been worsening in LMCs since 1987. There are strong social, health and economic reasons to reduce the burden of road traffic injuries (RTIs): a) casualties affect mostly economically active persons and have a ripple effect on their dependents, causing suffering and poverty; and b) crash victims represent between 30 and 86 percent of all trauma admissions. They tend to stay in hospital longer than average patients. Developed countries have been relatively successful in reducing the burden of RTIs. This shows that more, better targeted and sustainable investment can prevent RTIs and reduce the damage that results from crashes. Poorer countries clearly need a new and broader approach to road safety.Publication Federative Republic of Brazil iRAP Pilot Technical Report(World Bank, Washington, DC, 2016-01)As part of efforts to curb road deaths and serious injuries, the World Bank Global Road Safety Facility (GRSF) invited the International Road Assessment Programme (iRAP) to work with the National Department of Transport Infrastructure (Departamento Nacional de Infraestrutura de Transportes, DNIT) to assess the safety of Brazilian roads. During this second assessment of Brazilian roads, approximately 3,400km of roads were assessed. This technical report describes the road assessment project and includes details on data collection, the methodology used and a summary of the results. The infrastructure-related risk assessment involved detailed surveys and coding of 50 road attributes at 100 meter intervals along the network and creation of Star Ratings, which provide a simple and objective measure showing the level of risk on the road network. The star ratings show that 1 percent of road length is rated as 5-star, 9 percent is rated as 4-star, 58 percent is rated as 3-star, and the remaining 32 percent is rated as 2-star and below for vehicle occupants. For motorcyclists, no roads were rated as 5-star, only 3 percent of road length is rated as 4-star, 47 percent is rated as 3-star, and the remaining 50 percent is rated 2-star and below. For pedestrians less than 1 percent is rated as 4-star and 5-star, 2 percent is rated as 3-star and the remaining 13 percent is rated 2-star and below. For bicyclists less than 1 percent is rated as 5-star or 4-star, 5 percent is rated as 3-star and the remaining 14 percent is rated 2-star and below. The project also involved the creation of a Safer Roads Investment Plans, which draws on more than 90 proven road safety treatments, ranging from low cost road markings and pedestrian refuges to higher cost intersection upgrades and full highway duplication.Publication Making Roads Safer(World Bank, Washington, DC, 2014)Every year, nearly 1.3 million people worldwide are killed in road crashes, which have become the leading cause of death among people between the ages of fifteen and twenty-nine. More than 90 percent of the world s road fatalities occur in developing countries, and half of the accident victims are pedestrians, cyclists, and motorcyclists. Road accidents disproportionately affect the poor, making road safety an economic development issue. Many crash victims are of working age, and their death or serious injury too frequently leaves their dependents destitute. Governments in poorer countries have assumed they cannot act to reduce death rates until they are wealthier. However, many of today s road safety measures can be implemented relatively inexpensively to reduce death rates, if managed correctly. The United Nations (UN) invited the World Health Organization (WHO) to coordinate a drive to improve road safety globally. It also proclaimed a decade of action for road safety (2011 2020) to stabilize and then reduce the level of traffic fatalities and serious injuries around the world. More than 100 countries as well as multilateral development banks, including the World Bank, support the interventions. The Independent Evaluation Group (IEG) is aware of the rapidly worsening road safety situation in the developing world and efforts by the Bank's transport sector to encourage the use of best practices in road projects. This study, a pioneering learning product created by IEG in cooperation with transport operational staff and the Bank s Global Road Safety Facility (GRSF), aims to provide useful knowledge to Bank operational staff involved with road safety, to support Bank and client countries in fine tuning their road safety strategies and practices, and to support the acceleration of the Bank s operational road safety agenda.
Users also downloaded
Showing related downloaded files
Publication The World Bank Annual Report 2017(Washington, DC: World Bank, 2017-10-06)The Annual Report is prepared by the Executive Directors of the International Bank for Reconstruction and Development (IBRD) and the International Development Association (IDA)--collectively known as the World Bank--in accordance with the by-laws of the two institutions. The President of the IBRD and IDA and the Chairman of the Board of Executive Directors submits the Report, together with the accompanying administrative budgets and audited financial statements, to the Board of Governors.Publication Sovereign Wealth Funds in East Asia(Washington, DC, 2008-06-30)The massive size, rapid growth, and high-profile investments of Sovereign Wealth Funds (SWFs) in the U.S. and elsewhere in 2007 has attracted the attention of the media, politicians, regulators, and academics over the past year. Some of the SWF investments have been viewed as market stabilizing, for instance the substantial equity investments in large U.S. financial institutions that were recently in financial trouble after the sub-prime mortgage crisis. However, there is great suspicion from many political and academic quarters that SWFs are politically motivated with many SWFs in Asia now at the center of the storm. Although SWFs have been in existence for many decades worldwide, most SWFs in the East Asia and Pacific Region (EAP) are relatively new. The emergence of the SWFs in Asia is largely a by-product of the strong economic development at East Asian countries and the attendant accumulation of foreign exchange reserves, however, there are other types of SWFs in the region. The Governments have taken a concerted strategy to enhance the returns on these excess reserves. The EAP region is an ideal region to take a look at the issues surrounding SWFs since Asia has the full range of funds from long-established funds to brand new funds; from passive portfolio investors to more aggressive strategic investors; from resource-backed funds to foreign reserve-backed funds; and, based in the largest, most highly developed economies to the smallest, poorest economies in Asia. Therefore, the objective of this report is to document the status of Sovereign Wealth Funds in the East Asia Region and to understand the implications of their rapid growth. Many developing countries have recently shifted a higher proportion of their foreign currency earnings from official foreign currency reserves to sovereign wealth funds. Sovereign wealth funds have an estimated $600 billion in assets under management in developing countries, dominated by China ($200 billion held by the Chinese Investment Corporation and $68 billion held by the Central Huijin Investment Company) and Russia ($130 billion held in the Reserve Fund and $33 billion held by the Fund of Future Generations). It should be noted that this amount is small relative to the total level of reserves held by developing countries (estimated at $3.7 trillion at end 2007).Publication Vietnam(World Bank, Hanoi, 2020-05-01)Following from Vietnam’s ratification of the Comprehensive and Progressive Agreement for Trans-Pacific Partnership (CPTPP) in late 2018 and its effectiveness from January 2019, and the European Parliament’s recent approval of the European Union-Vietnam Free Trade Agreement (EVFTA) and its subsequent planned ratification by the National Assembly in May 2020, Vietnam has further demonstrated its determination to be a modern, competitive, open economy. As the COVID-19 (Coronavirus) crisis has clearly shown, diversified markets and supply chains will be key in the future global context to managing the risk of disruptions in trade and in supply chains due to changing trade relationships, climate change, natural disasters, and disease outbreaks. In those regards, Vietnam is in a stronger position than most countries in the region. The benefits of globalization are increasingly being debated and questioned. However, in the case of Vietnam, the benefits have been clear in terms of high and consistent economic growth and a large reduction in poverty levels. As Vietnam moves to ratify and implement a new generation of free trade agreements (FTAs), such as the CPTPP and EVFTA, it is important to clearly demonstrate, in a transparent manner, the economic gains and distributional impacts (such as sectoral and poverty) from joining these FTAs. In the meantime, it is crucial to highlight the legal gaps that must be addressed to ensure that national laws and regulations are in compliance with Vietnam’s obligations under these FTAs. Readiness to implement this new generation of FTAs at both the national and subnational level is important to ensure that the country maximizes the full economic benefits in terms of trade and investment. This report explores the issues of globalization and the integration of Vietnam into the global economy, particularly through implementation of the EVFTA.Publication Entrepreneurship Education and Training Programs around the World : Dimensions for Success(Washington, DC: World Bank, 2014-04-23)Entrepreneurship has attracted global interest for its potential to catalyze economic and social development. Research suggesting that certain entrepreneurial mindsets and skills can be learned has given rise to the field of entrepreneurship education and training (EET). Despite the growth of EET, global knowledge about these programs and their impact remains thin. In response, this study surveys the available literature and program evaluations to propose a Conceptual Framework for understanding the EET program landscape. The study finds that EET today consists of a heterogeneous mix of programs that can be broken into two groups: entrepreneurship education and entrepreneurship training. These programs target a range of participants: secondary and post-secondary education students, as well as potential and practicing entrepreneurs. The outcomes measured by program evaluations are equally diverse but generally fall under the domains of entrepreneurial mindsets and capabilities, entrepreneurial status, and entrepreneurial performance. The dimensions of EET programs vary according the particular target group. Programs targeting secondary education students focus on the development of foundational skills linked to entrepreneurship, while post-secondary education programs emphasize skills related to strategic business planning. Programs targeting potential entrepreneurs generally are embedded within broader support programs and tend to target vulnerable populations for whom employment alternatives may be limited. While programs serving practicing entrepreneurs focus on strengthening entrepreneurs’ knowledge, skills and business practices, which while unlikely to transform an enterprise in the near term, may accrue benefits to entrepreneurs over time. The study also offers implications for policy and program implementation, emphasizing the importance of clarity about target groups and desired outcomes when making program choices, and sound understanding of extent to which publicly-supported programs offer a broader public good, and compare favorably to policy alternatives for supporting the targeted individuals as well as the overall economic and social objectives.Publication Thailand's Growth Path : From Recovery to Prosperity(World Bank, Washington, DC, 2006-05)Thailand is one of the most successful developing countries. After decades of rapid growth, the economy rebounded quickly from the 1997-98 Asian crisis and is set to continue its expansion into the future. Nevertheless, there are doubts about the resilience of the Thai economy. The country appears to be on a lower growth projectory now than before the crisis. What growth can Thailand realistically expect? And what can the government do to sustain such growth into the future? Using a new methodology for identifying binding constraints to growth (Rodrik 2004 and Hausmann and others 2005), the author argues that Thailand's challenge is to maintain growth levels of 4 to 5 percent over the medium term. To achieve this goal, Thailand needs to continue its efforts of improving business infrastructure, trade integration, and skills, as well as intensifying its governance reforms.