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V tej projektni nalogi so sprva predstavljene posamezne vrste kolesarskih površin,njihove lastnosti in uporaba. Predstavljene in ovrednotene so izbrane rešitve kolesarskih površin v mestni četrti Koroška vrata v mestu Maribor. Ovrednotenje kolesarskih površin smo izpeljali s pomočjo točkovanja glede na kriterije. Ovrednotili smo kolesarske površine na posameznih odsekih in mesta križanj ter prehajanj kolesarskih provršin. Ugotovili smo, da so kolesarske površine razmeroma varne, vendar pa v mestni četrti obstaja kar nekaj problematičnih mest. To nas vodi do zaključka, da bo v urejanje kolesarskih površin potrebno vložiti še kar nekaj dela. In this project are firstly presented types of bicycle traffic areas, their characteristics and use. Registered and evaluated are the chosen solutions of bicycle traffic areas in the city district of Koroška vrata in city of Maribor . Evaluation of areas is being executed with the help of criteria. Findings of this work are the bicyle traffic areas assure relativitely good level of security although we can still find some problematic spots. This leads us to conclusion that more work has to be still invested in the infrastructure.

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.

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.

This paper presents the results of an observation study of interactions between bicyclists and buses on shared bus lanes. Straight sections of two bus lanes shared with bicyclists in Belgium have been observed, and all interactions between bicyclists and buses during two full weeks have been recorded and analysed. Additionally the lateral position and riding speed of bicyclists that are in interaction with buses is compared with the behaviour of a control group. One of the bus lanes is in line with road design guidelines in a number of countries that state that a sufficiently narrow bus lane (

The aims of this work are to better understand (1) the relation between exposure and the risk of an accident between pedestrians and motorized vehicles and between bicyclists and motorized vehicles occurring at urban intersections and (2) how the speed environment and the victim´s age relate to the injury severity/outcome once a pedestrian or a bicyclist has been struck by a motorized vehicle. Cross sectional studies are used, and the relations are analyzed using multinomial logit models, negative binomial regression and other statistical methods. The results show that there is a positive correlation between the exposure of pedestrians, bicyclists and motorized vehicles and the number of accidents, i.e. the more road users there are, the more accidents occur. The models also suggest that this relation is non-linear; the accident risk per road user is lower at sites where the exposure is greater (safety in numbers effect). Furthermore, the results show safety in numbers effect for single pedestrian accidents, which might suggest that the underlying reasons for this effect is more complex than previously assumed. The thesis suggest an alternative way to interpret risk values and risk curves for injury severity/outcome (if one is involved in an accident), in which differences arise depending on whether the aim is to interpret the relation from an individual perspective or from the perspective of society as a whole. The results furthermore show a strong correlation between the speed environment, the age of the victim and the injury severity/outcome. A considerable proportion of the serious injuries occurs in low speed environments, seniors suffer more serious injuries than younger pedestrians and cyclists do, and the effects differ substantially for struck pedestrians versus struck bicyclists.

The aims of this work are to better understand (1) the relation between exposure and the risk of an accident between pedestrians and motorized vehicles and between bicyclists and motorized vehicles occurring at urban intersections and (2) how the speed environment and the victim´s age relate to the injury severity/outcome once a pedestrian or a bicyclist has been struck by a motorized vehicle. Cross sectional studies are used, and the relations are analyzed using multinomial logit models, negative binomial regression and other statistical methods. The results show that there is a positive correlation between the exposure of pedestrians, bicyclists and motorized vehicles and the number of accidents, i.e. the more road users there are, the more accidents occur. The models also suggest that this relation is non-linear; the accident risk per road user is lower at sites where the exposure is greater (safety in numbers effect). Furthermore, the results show safety in numbers effect for single pedestrian accidents, which might suggest that the underlying reasons for this effect is more complex than previously assumed. The thesis suggest an alternative way to interpret risk values and risk curves for injury severity/outcome (if one is involved in an accident), in which differences arise depending on whether the aim is to interpret the relation from an individual perspective or from the perspective of society as a whole. The results furthermore show a strong correlation between the speed environment, the age of the victim and the injury severity/outcome. A considerable proportion of the serious injuries occurs in low speed environments, seniors suffer more serious injuries than younger pedestrians and cyclists do, and the effects differ substantially for struck pedestrians versus struck bicyclists. This work is focused on two accident types: accidents between motorized vehicles and pedestrians, and accidents between motorized vehicles and bicyclists. It aims at better understanding how the number of accidents is related to the number of road users; and how the speed at the site and age of the victim is related to how severe the injuries are. The work relies on several different statistical techniques to study those relations. The results show that there is a relation between the number of road users and the numbers of accidents, that is, if there are more road users, there are more accidents. The results further suggest that the risk of an accident per road user is lower at sites where the number of road user is high, compared to sites where the number of road users is low. This effect is also apparent for pedestrian fall accidents (single accidents) which allow us to reflect over the current theories regarding to why the models show this effect. Risk values and risk curves are frequently used when working with traffic safety, where the probability of serious or fatal injuries is presented against some other variable, for example speed. The thesis suggest an alternative way to interpret those risk values and risk curves, where the approach depends on if it is from the perspective of the individual or from the perspective of the society as a whole. The results furthermore show that the speed environment and the age of the victim are closely related to the probability of sustaining serious or fatal injuries. A considerable proportion of the serious injuries occur in low speed environments, seniors suffer more serious injuries than younger pedestrians and cyclists do, and the effects differ substantially for struck pedestrians versus struck bicyclists.

In The Netherlands, on bicycle paths, single-bicycle accidents, bicycle-bicycle and bicycle-moped accidents constitute a considerable share of all bicyclist injuries. Over three quarters of all hospitalised bicyclist victims in the Netherlands cannot be directly related to a crash with motorised traffic. As the usage of bicycle paths steadily increases, it is to be expected that safety on bicycle paths will become a major issue in the coming years in The Netherlands. A study was conducted into the behaviour of bicyclists and moped riders to improve traffic safety on bicycle paths. By behavioural observations with video, mutual conflicts and bicyclist behaviour on bicycle paths were recorded and analysed, among other things by means of the conflict observation method DOCTOR (Dutch Objective Conflict Technique for Operation and Research). The explorative phase of the study (phase 1), included two research locations, one in the city of Amsterdam and one in Eindhoven. The results gave guidance for a better understanding of the behaviour between different users of separate two-directional bicycle paths. An example includes the relationship between bicyclist-moped rider behaviour and the width of the bicycle path. For a condition with busy bicycle traffic in both directions the width of the bicycle path in Amsterdam (effectively 3.55 m) is relatively narrow, whereas the bicycle path width in Eindhoven (>4.94 m) appears to be sufficient to accommodate large flows of bicyclists. Because of a large flow of crossing pedestrians resulting in (severe) conflicts with bicyclists in Amsterdam, additional countermeasures to better control these interactions are needed. The DOCTOR conflict observation method from video appears to be applicable for conflicts between intersecting road users and for head-on conflicts on the bicycle path. Conflict situations between bicyclists in the same direction (constituting an important share of injury accidents on bicycle paths) require an additional and more general systematic observation of specific behaviour. Therefore, phase 2 of the project will focus in particular on interactions between bicycle path users in the same direction and underlying processes. © 2013 Elsevier Ltd.

In The Netherlands, on bicycle paths, single-bicycle accidents, bicycle-bicycle and bicycle-moped accidents constitute a considerable share of all bicyclist injuries. Over three quarters of all hospitalised bicyclist victims in the Netherlands cannot be directly related to a crash with motorised traffic. As the usage of bicycle paths steadily increases, it is to be expected that safety on bicycle paths will become a major issue in the coming years in The Netherlands. A study was conducted into the behaviour of bicyclists and moped riders to improve traffic safety on bicycle paths. By behavioural observations with video, mutual conflicts and bicyclist behaviour on bicycle paths were recorded and analysed, among other things by means of the conflict observation method DOCTOR (Dutch Objective Conflict Technique for Operation and Research). The explorative phase of the study (phase 1), included two research locations, one in the city of Amsterdam and one in Eindhoven. The results gave guidance for a better understanding of the behaviour between different users of separate two-directional bicycle paths. An example includes the relationship between bicyclist-moped rider behaviour and the width of the bicycle path. For a condition with busy bicycle traffic in both directions the width of the bicycle path in Amsterdam (effectively 3.55 m) is relatively narrow, whereas the bicycle path width in Eindhoven (>4.94 m) appears to be sufficient to accommodate large flows of bicyclists. Because of a large flow of crossing pedestrians resulting in (severe) conflicts with bicyclists in Amsterdam, additional countermeasures to better control these interactions are needed. The DOCTOR conflict observation method from video appears to be applicable for conflicts between intersecting road users and for head-on conflicts on the bicycle path. Conflict situations between bicyclists in the same direction (constituting an important share of injury accidents on bicycle paths) require an additional and more general systematic observation of specific behaviour. Therefore, phase 2 of the project will focus in particular on interactions between bicycle path users in the same direction and underlying processes. © 2013 Elsevier Ltd.

We conducted individual and ecologic analyses of prospectively collected data from 839 injured bicyclists who collided with motorized vehicles and presented to Bellevue Hospital, an urban Level-1 trauma center in New York City, from December 2008 to August 2014. Variables included demographics, scene information, rider behaviors, bicycle route availability, and whether the collision occurred before the road segment was converted to a bicycle route. We used negative binomial modeling to assess the risk of injury occurrence following bicycle path or lane implementation. We dichotomized U.S. National Trauma Data Bank Injury Severity Scores (ISS) into none/mild (0–8) versus moderate, severe, or critical (>8) and used adjusted multivariable logistic regression to model the association of ISS with collision proximity to sharrows (i.e., bicycle lanes designated for sharing with cars), painted bicycle lanes, or physically protected paths. Negative binomial modeling of monthly counts, while adjusting for pedestrian activity, revealed that physically protected paths were associated with 23% fewer injuries. Painted bicycle lanes reduced injury risk by nearly 90% (IDR 0.09, 95% CI 0.02–0.33). Holding all else equal, compared to no bicycle route, a bicycle injury nearby sharrows was nearly twice as likely to be moderate, severe, or critical (adjusted odds ratio 1.94; 95% confidence interval (CI) 0.91–4.15). Painted bicycle lanes and physically protected paths were 1.52 (95% CI 0.85–2.71) and 1.66 (95% CI 0.85–3.22) times as likely to be associated with more than mild injury respectively.

The Tool for Rapid Assessment of City Energy (TRACE) is used for conducting rapid assessments of energy use in cities. It helps prioritize sectors with significant energy savings potential, and identifies appropriate energy efficiency interventions across six sectors-transport, municipal buildings, water and waste water, public lighting, solid waste, and power and heat. It is a simple, low-cost, user-friendly, and practical tool that can be applied in any socioeconomic setting. This report is based on the implementation of the TRACE tool in Ploiesti in February 2013, and it outlines ideas on what the city could further do to improve its energy efficiency performance. It details the analysis carried out and the recommendations derived as a result, for energy efficiency action plan, district heating maintenance and upgrade, non-motorized transport, public transport development, parking restraint measures, traffic restraint measures, municipal buildings audit and retrofit, and street lighting timing program.

This study looked at whether drivers overtaking a bicyclist changed the proximities of their passes in response to the level of experience and skill signalled by the bicyclist's appearance. Five outfits were tested, ranging from a stereotypical sport rider's outfit, portraying high experience and skill, to a vest with ‘novice cyclist’ printed on the back, portraying low experience. A high-visibility bicycling jacket was also used, as were two commercially available safety vests, one featuring a prominent mention of the word ‘police’ and a warning that the rider was video-recording their journey, and one modelled after a police officer's jacket but with a letter changed so it read ‘POLITE’. An ultrasonic distance sensor recorded the space left by vehicles passing the bicyclist on a regular commuting route. 5690 data points fulfilled the criteria for the study and were included in the analyses. The only outfit associated with a significant change in mean passing proximities was the police/video-recording jacket. Contrary to predictions, drivers treated the sports outfit and the ‘novice cyclist’ outfit equivalently, suggesting they do not adjust overtaking proximity as a function of a rider's perceived experience. Notably, whilst some outfits seemed to discourage motorists from passing within 1 metre of the rider, approximately 1-2% of overtakes came within 50 cm no matter what outfit was worn. This suggests there is little riders can do, by altering their appearance, to prevent the very closest overtakes; it is suggested that infrastructural, educational or legal measures are more promising for preventing drivers from passing extremely close to bicyclists.

Quiet vehicles may be noticed relatively late and therefore constitute a potential risk for vulnerable road users such as pedestrians and bicyclists. The ideal acoustic warning signal generator notifies vulnerable road users while minimizing noise pollution. Several sensor systems exist which are able to reveal the position of the vulnerable road users, which information can be used by the warning signal generator. The warning signal generator is designed to generate the specified warning signal at the location of the vulnerable road user while the acoustic response at other locations is minimized. The directional sound beam was realized with an array of controlled actuators, using least-squares beamforming methods. The particular least-squares methods are based on measured transfer functions between the actuators and the acoustic sensors. Different actuator technologies were evaluated. Changes of the relative positions of the vehicle and the vulnerable road user require continuous adjustments of the sound beam. The latency of the beamforming method with respect to an adjusted beaming direction is an important factor for the present application. Different methods to generate the sound beam are described and advantages of the different beamforming methods in experimental results are shown. Rapid real-time adjustment of the beaming direction is demonstrated.

Quiet vehicles may be noticed relatively late and therefore constitute a potential risk for vulnerable road users such as pedestrians and bicyclists. The ideal acoustic warning signal generator notifies vulnerable road users while minimizing noise pollution. Several sensor systems exist which are able to reveal the position of the vulnerable road users, which information can be used by the warning signal generator. The warning signal generator is designed to generate the specified warning signal at the location of the vulnerable road user while the acoustic response at other locations is minimized. The directional sound beam was realized with an array of controlled actuators, using least-squares beamforming methods. The particular least-squares methods are based on measured transfer functions between the actuators and the acoustic sensors. Different actuator technologies were evaluated. Changes of the relative positions of the vehicle and the vulnerable road user require continuous adjustments of the sound beam. The latency of the beamforming method with respect to an adjusted beaming direction is an important factor for the present application. Different methods to generate the sound beam are described and advantages of the different beamforming methods in experimental results are shown. Rapid real-time adjustment of the beaming direction is demonstrated.

Several studies have shown that a significant amount of daily air pollution exposure, in particular Black Carbon (BC), is inhaled during trips. Assessing this contribution to exposure remains difficult because on the one hand local air pollution maps lack spatio-temporal resolution, at the other hand direct measurement of particulate matter concentration remains expensive. This paper proposes to use in-traffic noise measurements in combination with geographical and meteorological information for predicting BC exposure during commuting trips. Mobile noise measurements are cheaper and easier to perform than mobile air pollution measurements and can easily be used in participatory sensing campaigns. The uniqueness of the proposed model lies in the choice of noise indicators that goes beyond the traditional overall A-weighted noise level used in previous work. Noise and BC exposures are both related to the traffic intensity but also to traffic speed and traffic dynamics. Inspired by theoretical knowledge on the emission of noise and BC, the low frequency engine related noise and the difference between high frequency and low frequency noise that indicates the traffic speed, are introduced in the model. In addition, it is shown that splitting BC in a local and a background component significantly improves the model. The coefficients of the proposed model are extracted from 200 commuter bicycle trips. The predicted average exposure over a single trip correlates with measurements with a Pearson coefficient of 0.78 using only four parameters: the low frequency noise level, wind speed, the difference between high and low frequency noise and a street canyon index expressing local air pollution dispersion properties.

Every year, in Sweden, more than 4,000 people require inpatient care for single injury incidents obtained while walking or bicycling in a traffic environment. The aim of this study is to describe causes of single injury incidents among pedestrians and bicyclists and to identify preventive strategies. The study is based on data from the injury registration database at the University Hospital in Umeå and from a complementary questionnaire containing questions regarding the causes of injury and preventive strategies. The questionnaire was distributed to all pedestrians and bicyclists injured in single incidents in a city in northern Sweden and who had visited the hospital in 2009 because of those injuries. The data set is comprised of medical data for all 367 patients (244 pedestrian and 123 bicyclists) who responded to the questionnaire. The results from this study show that the pedestrians and bicyclists differ in their reports regarding causes of their injuries and the differences seem to be related to injury severity. The pedestrians mainly referred to environmental factors as causes to their injuries, while the bicyclists referred to environmental factors, product factors, and human factors as causes of the injury incident. Regarding preventive strategies, the views of the pedestrians and the bicyclists is in line with their views of causes to their injuries. The results are useful for developing preventive strategies for differing groups of road users.

The introduction of urban rail transit and high performance/quality/capacity bus transit systems throughout the world has dramatically improved the mobility of residents of cities in which they operate. The objectives of this work are: to provide a technical resource for transit planners and designers in developing cities in their public transport capacity and performance analysis work irrespective of mode. This report recommends methods of achieving practical transit capacity during normally encountered operating conditions. Where capacity is influenced by a measure of dispersion of some characteristic such as stop dwell time or vehicle headway, this is also noted. The purpose of measuring capacity is not just to provide a measure of system capability to transport passengers but also to provide some insight into the effect of service and physical design on customer service quality. When the demand for a service exceeds its schedule design capacity, service quality deteriorates either due to overcrowding on vehicles or at station platforms or diminished ability of customers to board the next arriving transport vehicle since it is already fully loaded, increased dwell times and hence decrease revenue speeds. The importance of service quality in transit capacity analysis cannot be overstated. Transit operators should be mindful that the urban transportation marketplace is more competitive. While it might be technically possible to design a service using a loading standard of 7 or 8 passengers per square meter, a number of customers will find that level intolerable and will seek alternate means of travel including walking (in the case of short distance trips), riding with someone else, riding taxis or purchasing a motorcycle or car. Accordingly, such loading standards should be thought of as interim measures until higher capacity at lower crowding can be achieved.

The World Bank Group (WBG) has focused on reducing the environmental impacts of its internal operations and improving corporate environmental practices since 2002, when the WBG President announced WBG's commitment to Corporate Social Responsibility (CSR). The objective of this document is to summarize the actions WBG has taken thus far to reduce environmental impacts from internal operations and present an action plan to further integrate sustainability into WBG's internal operations. Although this work focuses on the environmental impact associated with WBG daily operations, the links between WBG policies and actions related to environmental management and the financial/social considerations are significant. The International Finance Corporation (IFC) footprint and World Bank corporate responsibility teams facilitate the sustainability commitment of the WBG and monitor and track its progress. These teams provide technical information and research support to a dedicated group of champions throughout the WBG who implement emission reduction activities. Budget for these activities flows primarily through the environment department, the general services department, and IFC facilities management and administration. The environment department and IFC facilities management each resource one staff member to provide back-up research support and to monitor and report on environmental metrics, with building engineers and managers and project officers from across the WBG contributing.

Few international studies have so far been conducted in terms of professional drivers' speed compliance in urban areas, and even fewer on professional drivers' compliance with rights of way at pedestrian crossings. The project began with a literature review to identify existing knowledge on the role of professional drivers in traffic. The municipalities of Luleå, Piteå, Kalix and Älvsbyn in Sweden were contacted for information about the project and for cooperation in the selection of study sites. Speed measurements with a handheld laser were conducted in the urban environment with the focus on commercial vehicles such as buses, trucks, freight services, taxis and service vehicles. In parallel with the speed measurements, video recording was conducted for observational studies of yielding behaviour at pedestrian crossings in the urban environment, with the focus on commercial vehicles. Professional drivers as a group are not clearly distinguished from other drivers regarding compliance with speed limits and, when they differed from other drivers, it was in a negative way. Bus drivers and taxi drivers drove faster than other drivers at sites with maximum speed limit of 30 km/h, and the tendency was that taxi drivers also drove faster on roads with maximum speed limit of 50 km/h. Professional drivers are much like other drivers. This averages that it is common that the relevant rules not are followed, two to three out of ten drivers do not give priority to pedestrians at marked pedestrian crossings. This also applies to professional drivers. Godkänd; 2010; 20101216 (chjo)

Tavoitteena oli kehittää kaksi helppokäyttöistä, luotettavaa ja lyhyttä testiä, joiden avulla polkupyöräilijät ja jalankulkijat saavat palautetta käyttäytymisensä vaikutuksista liikenneturvallisuuteen. Lähtökohtina olivat vastaajan itsearviointi, tiedossa olevat käyttäytymisen ja vakavien liikenneonnettomuuksien väliset yhteydet sekä kevyen liikenteen sääntöjen tuntemus. Testin käyttöympäristöksi ajateltiin ensisijaisesti työpaikkoja. Testiä varten laadittiin sekä polkupyöräilijöille että jalankulkijoille oma internetpohjainen kyselylomake, joka kohdistuu erilaisiin käyttäytymistekijöihin. Aiheita olivat mm. turvallisuusvarusteet, reitinvalinta, alkoholin vaikutuksen alaisena liikkuminen, kelin huomioon ottaminen, liikennesääntöjen noudattaminen, vuorovaikutustilanteet autojen kanssa ja keinot turvallisuuden parantamiseksi. Vastausten perusteella vastaaja saa yksilöidyn ja kysymyskohtaisen palautteen siitä, miten hänen kannattaa muuttaa käyttäytymistään parantaakseen turvallisuuttaan liikenteessä. Lisäksi annetaan vastauksiin perustuva kokonaisarvio liikennekäyttäytymisen vaarallisuudesta. Neste Oilin henkilöstö koekäytti testit. Tulosten mukaan teknisiä ongelmia ei ilmaantunut ja käyttäjät pitivät sisältöä onnistuneena.

Nemotorizirani udeleženci v cestnem prometu veljajo za najšibkejše in najbolj ogrožene prometne udeležence, saj niso zaščiteni tako kot vozniki v vozilu. Prav zaradi tega je visok odstotek smrtnih žrtev prometnih nesreč v katerih so udeleženi pešci in kolesarji. Diplomska naloga zajema varnost udeležencev v cestnem prometu tako v Sloveniji kot tudi v Evropski uniji, s poudarkom na prometnih nesrečah v katerih so bili udeleženi pešci in kolesarji na območju Policijske uprave Celje, v obdobju od leta 2003 do leta 2008, ter predlogi in ukrepi za zmanjšanje nesreč in izboljšanje prometne varnosti. Unmotorized participants in the road traffic are the weakest and most vulnerable traffic participants, because they are not protected like the drivers in the vehicles. Because of that it is high percentage of mortally victims in the traffic accidents in which are involved pedestrians and bicyclists. Degree task contains safety of road traffic users in Slovenia and also in European Union, with accentuation on traffic accidents in which were included participate pedestrians and bicyclists in the area of Celje Police Department, in the period since 2003 until 2008, and propositions and measures for reduction accidents and improvement of road safety.

This report provides an overview of the challenges and opportunities in addressing road safety in the Europe and Central Asia (ECA) region. It presents information on the size, characteristics, and causes of the problem; presents evidence on the effectiveness of measures that countries world-wide have adopted to improve road safety; briefly describes current international road safety policy; and discusses a range of strategies and actions that could be undertaken by the World Bank in coordination and partnership with the World Health Organization (WHO), multilateral development banks, other international agencies and donors, as well as with private and civil society institutions. A primary audience of this report is internal-particularly managers and staff of the World Bank working in the transport, health, education, and governance sectors, to raise awareness about the multisectoral nature of the road safety challenge and of effective options to address it. It proposes ways that the World Bank might engage more to support ECA countries in tackling this issue, working in partnership with other international agencies and donors. The secondary audience is external policymakers, senior analysts, program managers, and their advisers in the governments of ECA countries, private sector officials, and civil society and international organizations working in this field. The goal is to support discussion on appropriate choices and instruments for advancing the road safety agenda as a top development priority over the short and medium term.