1. 02.12.2003ESCAPE Sym. David Zaidel1 COMMISSION RECOMMENDATION ON ENFORCEMENT Comments on COMMISSION RECOMMENDATION on enforcement in the field of road safety In BLACK the original [somewhat edited] commission text My comment in BLUE

2. 02.12.2003ESCAPE Sym. David Zaidel2 Three areas of actions  Vehicle safety  The behaviour of road users,  Improvement of road infrastructure Perhaps should explicitly add the area: Management of safety An example - Developing and applying safety- audit tools to transport infrastructure, planning and operations.

3. 02.12.2003ESCAPE Sym. David Zaidel3 Justified working assumption? Enforcement directed at drivers on the road can achieve the most rapid reduction in injuries In fact it may take years to establish the prerequisites for effective police enforcement The impact of large increase inTLE was as often negligible as it was significant

4. 02.12.2003ESCAPE Sym. David Zaidel4 Speed and speeding  Speeding drivers cause one third of the fatal and serious accidents  Limiting excessive speed would eliminate 11, 000 deaths each year Causation and involvement are not the same Lowering average speed (by 5%) is not same as catching speeders The point of speed control is to shift the whole distribution of speed to lower level

5. 02.12.2003ESCAPE Sym. David Zaidel5 The logic of enforcement  Countries that do more to enforce the relevant rules prevent more of the infringements There are scant data on compliance or how it relates to TLE effort Safety performance not related to severity of the rules or to enforcement effort; It is perhaps the "how" of TLE and not simply “ how much of it ”

6. 02.12.2003ESCAPE Sym. David Zaidel6 What differences make a difference? Differences in safety performance between EU countries may partially be explained by differences in geography, climate, demography, infrastructure, culture and temperament.  Can ’ t change geography or other attributes  TLE effort indices not related much to safety  Perhaps we need better analysis of the organization and management practices of TLE

7. 02.12.2003ESCAPE Sym. David Zaidel7 Ratio of police to population and to v-km exposure in 12 countries

8. 02.12.2003ESCAPE Sym. David Zaidel8 Enforcement effort & outcome measures by country Population mil8.05.158.05.915.44.559.0 TLE as % of Total10%10%10%10%9%4%7% Patrol hours /100 pop28.829.427.6302419 Tickets /100 pop44.47.410.323.930.59.26.3 Speeding tickets /10021.43.82.13.618.82.71.3 Court cases (actual)20K86K320K Self-reported speeding19%14%22%44%27%29% Speeding 35 kph over limit6%1%76%15%30%6% Estimated no-belting (urban)26%8.5%15.1%13.5%8.9%9.6%7.5% Fatalitites / 109 km13.28.515.113.58.99.67.5 Fatalities / 10512.07.713.67.26.86.86.0 AustriaFinlandFranceIsraelNLNorwayUK

9. 02.12.2003ESCAPE Sym. David Zaidel9 The cost-benefit argument The cost-benefit analysis of enforcement shows a net benefit of 37.15 billion Euro  Have such arguments really made a difference in the past?  Perhaps the moral obligation of saving life is a more compelling argument  C_B comes in only when choosing between methods

10. 02.12.2003ESCAPE Sym. David Zaidel10 Drinking vs. Speeding In the case where an individual has a structural drinking problem, remedial [treatment] measure can be appropriate, alongside or instead of a sanction; Why is a driver's Drinking Problem different from her Chronic Speed Syndrome? One can draw quite opposing implications, but it is perhaps worth considering them

11. 02.12.2003ESCAPE Sym. David Zaidel11 Publicity campaigns Enforcement actions effective if combined with publicity campaigns Indeed. But legal and administrative support systems are critical for TLE and need perhaps be given more attention

12. 02.12.2003ESCAPE Sym. David Zaidel12 Crime and punishment … more severe sanctions for repeat violators including licence suspension or cancellation, or immobilisation of the vehicle Is there not enough evidence that severity of sanctions has little of the desired impact? The goal is not punishment but prevention It might be more effective to fine and restrict vehicles and let owners manage the drivers Should explore how technology could encourage legal and safe vehicle usage

13. 02.12.2003ESCAPE Sym. David Zaidel13 It should only be that simple National enforcement plan should include : an inventory of all the stretches of road information on infringements on each stretch enforcement actions- nature, time, place, duration violations by local and foreign- registered cars sanctions given- all kinds, to whom, the process safety impact of intensive enforcement actions Perhaps add the impact of TLE on compliance Such demands require an efficient monitoring system embedded in TLE system Whoever can accomplish the above will already have a pretty good safety management system