Road safety strategies were developed by combining measures. Table 18 shows the use of the measures in each road safety strategy. As noted before, levels of use refer to the total use during the period 2002-2011. If, for example, enforcement is increased to ten times the current level, that means that enforcement will be ten times the current level every year during the period 2002-2011.
Table 18. Use of road safety measures in each strategy
Use of measure in each road safety strategy – refers to period 2002-2011
Measure Business as
usual Benefit-cost Vision Zero Maximum potential Road safety audits (8) - - 14,000 km 14,000 km Motor vehicle taxes (9) - - 0.14 SEK/km 0.14 SEK/km
Accident warning (14) - - - 95% use in 2011
Bridge or tunnel for
pedestrians (101) 700 new 1,225 new 1,750 new 1,750 new Motorway class A (102) 750 km - - 1,720 km Reconstructing motor traffic
roads (102) 90 km 185 km 370 km 370 km
Bypasses (103) 150 km (30) - - 875 km (175) Roundabouts in T-junctions
(106) 400 junctions - - 1,200 junctions
Roundabouts in X-junctions (106)
400 junctions 600 junctions 600 junctions 800 junctions Staggered junctions (108) 25 junctions - - 50 junctions Interchanges (109) 10 junctions 25 junctions - 25 junctions Roadside safety treatment
(112)
1,000 km 1,000 km 4,000 km 4,000 km Reconstructing roads to
new 13m profile (114) 110 km - - 280 km
General rehabilitation of roads (114)
70 km - - 1,400 km
New guard rails on side
slopes (115) 1,000 km - 18,300 km 18,300 km Median guard rails (115) 150 km 150 km 3,500 km 3,500 km Game fences (116) 100 km 2,000 km 100 km 2,000 km Curve hazard warning signs
(117) 2,000 curves 2,000 curves 3,000 curves 4,000 curves Road lighting (118) 5,000 km 10,000 km 10,000 km 90,000 km Winter maintenance (206) - 1,480 km 136,500 km 136,500 km
Table 18. Use of road safety measures in each strategy, continued
Use of measure in each road safety strategy – refers to period 2002- 2011
Measure Business as
usual Benefit-cost Vision Zero Maximum potential 30 streets (301) 6,500 km - 12,600 km 12,600 km 50/30 streets (302) 1,500 km - 9,000 km 9,000 km Walking speed streets (304) 750 km - 8,000 km 8,000 km Four way stop (308) 90 junctions - 900 junctions 900 junctions Traffic signals in T-junctions
(309) 5 junctions 10 junctions 10 junctions 10 junctions Traffic signals in X-junctions
(309) 5 junctions 10 junctions 10 junctions 10 junctions Traffic signals at pedestrian
crossings (310)
25 crossings - - 50 crossings Seasonal speed limits (311) 2,240 km 4,480 km - 27,190 km Optimal speed limits (311) - 136,500 km (more
enforcement) -
Vision Zero speed limits
(311) - - 103,030 km (more
enforcement) 103,030 km (more enforcement) Improving pedestrian
crossings (314)
3,200 crossings
13,750 crossings - - Cycle lanes and advanced
stop lines (314) 2,700 km - - -
Feedback signs (320) - 90 km 180 km 4,490 km High mounted stop lamps
(404)
95% use in 2011
95% use in 2011 95% use in 2011 95% use in 2011 Self levelling head lamps
(407) - 50% use in 2011
(law in 2002) 50% use in 2011
(law in 2002) 95% use in 2011 (theoretical max) Pedestrian reflective
devices (408)
- 75% use in 2011 (law in 2002)
75% use in 2011 (law in 2002)
90% use in 2011 (theoretical max) Cyclist reflective devices
(408) - - 85% use in 2011
(law in 2002) 90% use in 2011 (theoretical max) Cycle helmets (410) - 75% use in 2011
(law in 2002) 75% use in 2011
(law in 2002) 90% use in 2011 (theoretical max) Seat belt reminder (412) - - 70% use in 2011
(law in 2002) - Seat belt ignition interlock
(412) - 50% use in 2011
(law in 2002) - 95% use in 2011 (theoretical max) Air bags (414) 95% use in
2011
95% use in 2011 95% use in 2011 95% use in 2011 Intelligent cruise control
(418) - - - 95% use in 2011
(theoretical max) Intelligent speed adaptation
system (420)
- - - -
Table 18. Use of road safety measures in each strategy, continued
Use of measure in each road safety strategy – refers to period 2002- 2011
Measure Business as
usual Benefit-cost Vision Zero Maximum potential Improved under run guard
rails (422) - - 55% use in 2011
(law in 2002) 95% use in 2011 (theoretical max) Energy absorbing truck
fronts (423) - 55% use in 2011
(law in 2002) 55% use in 2011
(law in 2002) 95% use in 2011 (theoretical max) Crash data recorder (429) - 50% use in 2011
(law in 2002) 50% use in 2011
(law in 2002) 95% use in 2011 (theoretical max) New front and bumper
design on cars (430) - 50% use in 2011
(law in 2002) 50% use in 2011
(law in 2002) 95% use in 2011 (theoretical max) Road side inspections of
trucks (503)
- 357,500 inspections
357,500 inspections
650,000 inspections Reforming driver training
(604) Reformed
before 2011 Reformed before
2011- Reformed before
2011 Reformed before 2011
Training problem drivers
(605) - - Introduced before
2011 Introduced before 2011
New training system for bus
and truck (608) - - Voluntary before
2011 Compulsory for all before 2011 Training school children
(702)
- - Introduced before
2011
Introduced before 2011
Speed enforcement (801) - 5 times current 10 times current 10 times current Random breath testing
(804) 2 times
current 2 times current 10 times current 10 times current
Seat belt enforcement (805) - - - -
Speed cameras (806) 1,185 km 6,515 km 11,850 km 11,850 km Red light cameras (807) - 250 junctions 2,500 junctions 2,500 junctions Demerit point system (810) - Introduced before
2011 Introduced before
2011 Introduced before 2011
Ignition interlock for alcohol
(812) - Introduced before
2011 Introduced before
2011 Introduced before 2011
Vehicle impoundment for unlicensed (813)
- Introduced before
2011
Introduced before 2011
Introduced before 2011
Some comments will be given with respect to the choice of measures included in each strategy. An attempt has been made to avoid double counting, by not including two or more measures that affect the same category of accidents.
The business as usual strategy consists of measures that are expected to be carried out according to current plans. In the benefit-cost strategy, it has been assumed that the introduction of optimal speed limits is combined with a five fold increase in enforcement. The costs of this enforcement have been included as part of the cost of introducing optimal speed limits. Moreover, introducing an ignition interlock for seat belts has been preferred to increasing seat belt enforcement,
In the Vision Zero strategy, improving pedestrian crossings and providing cycle lanes and advanced stop lines for cyclists have been assumed to be elements of reconstructing streets to 30 km/h design or 50/30 km/h design, and are therefore not included as measures in their own right. Moreover, it has been assumed that roads are reconstructed according to the design principles of Vision Zero before new speed limits are introduced. Vision Zero speed limits therefore apply to 103,000 km of road only (not the whole public road system of 136,500 km). It has been assumed that speed enforcement is increased by a factor of ten. The cost of this measure has been counted as part of the cost of introducing these speed limits.
In the maximum safety potentials strategy, the same assumption has been made as in Vision Zero to the effect that roads are reconstructed before lower speed limits are introduced. It has been assumed that speed enforcement is increased by a factor of ten. The costs of this have been allocated to speed limits.
This means that there are two measures that are not included in any of the road safety strategies: introducing an intelligent speed adaptation system for cars and increasing seat belt enforcement. Both of these measures have a large potential for improving road safety. The effects on fatalities of an intelligent speed adaptation system have been estimated to a reduction of 11 in the first year after the system has been introduced for new cars, a reduction of 95 fatalities when the system has been required for new cars during ten years, and a reduction of 181 fatalities if the system is retrofitted on all cars. However, introducing optimal speed limits, while at the same increasing enforcement, is more cost effective and can prevent 181 fatalities. In other words, it dominates the introduction of an intelligent speed adaptation system.
It was judged that once Vision Zero speed limits have been introduced and enforcement has been increased, the additional safety potential of an intelligent speed adaptation system is greatly reduced. To avoid double counting, this measure is therefore not included in any of the strategies. Besides, introducing this measure may not be within the jurisdiction of the Swedish government, as vehicle safety standards are to an increasing extent set at the international level.
Seat belt enforcement has been estimated to have a maximum potential of preventing 23 deaths, if it is increased by a factor of ten. However, effects of a similar magnitude can be obtained at a smaller cost by two other measures: a seat belt reminder in cars, and an ignition interlock device for seat belts. Seat belt enforcement is, in other words, dominated by two other more effective measures and was therefore not included in any strategy.
8 Effects of Road Safety Strategies
8.1 Effects of road safety measures on the current number of