1. Initial road safety activity – Road Safety
Management Capacity Review
East Java/ Western Australia Twinning Program
Province of East Java
Presentation by Eric Howard, Tri Tjahjono and Tony Bliss
19th March 2013, Surabaya
2. Global development priority
• Improving global road safety has become linked
with the broader vision of sustainable
development and priorities addressing poverty
reduction and the achievement of the Millennium
Development Goals.
• This is in line with the concept of country
development which has shifted from a narrow
focus on income and spending to include
education and health, and social, cultural and
political participation.
2
3. Global development priority (cont’d)
• The overarching goals of development are to
foster an investment climate conducive to
increased growth, productivity, and
employment, and to empower and invest in
people so that they are included in the process.
• In low and middle-income countries the sheer
scale of health losses from road crashes makes
road safety a development priority.
• Of particular concern is that road deaths and
injuries are a growing crisis for young people;
especially young men.
3
4. Global development priority (cont’d)
• Global Burden of Disease findings for 2010
indicate that for the global population road
deaths were the 8th leading cause of death:
• 1 – 4 years 9th
• 5 – 9 years 4th
• 10 – 14 years 2nd
• 15 – 19 years 1st
• 20 – 24 years 1st
• 25 – 29 years 2nd
• 50 – 55 years 10th
Source: IHME (2012). Global Burden of Disease 2010 leading causes and risks by region
heat map, Institute of Health Metrics, Seattle.
4
5. Global development priority (cont’d)
• Without sustained new initiatives, more than
75million deaths and 750 million serious injuries
could be anticipated with some certainty over the
first 50 years of the 21st century.
• This can be compared with an estimated 1%
probability that over the same period more than
40 million people could be killed in mega-wars or
in a virulent influenza epidemic and around 4
million people by volcanoes or tsunamis.
5
6. Projected global deaths
5
World
Millions
4.5
Do nothing: no lag model
4 Do nothing: 1 lag model
Policy era: no lag model
Annual Global RTI Deaths
3.5
Policy era: 1 lag model
3
2.5
2
1.5
1
0.5
0
2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 2050
Source: GRSF work in progress. Refer also to Bhalla, K, Shahraz, S, Naghavi, M, and Murray, C (2008). Estimating the
potential impact of safety policies on road traffic death rates in developing countries, poster presented at 9th World
Conference on Injury Prevention and Safety Promotion, Merida, Mexico, March 2008.
6
7. Fatal discontinuities
Probabilities of fatal discontinuities during the first half of the 21st century
Source: Smil, V (2008). Global Catastrophes and Trends: The Next Fifty Years, MIT Press.
7
8. Decade of Action goal
• An ambitious goal to stabilize and then reduce the
forecast level of road traffic fatalities in low and
middle-income countries by 2020 has been set for
the Decade of Action for Road Safety 2011 – 2020.
• Achieving this goal will save around 5 million lives
and avoid 50 million serious injuries, for a social
benefit of US $3 trillion. Nearly 60% of the lives
saved and serious injuries avoided will be in the
World Bank’s East Asia Pacific and South Asia
regions alone.
8
9. Co-benefits of integrated initiatives
• There has also been a growing recognition in
transport policy formulation of the need to align
road safety priorities with other higher priority
sustainable development goals, especially those
for urban areas, to capture the associated co-
benefits of integrated initiatives.
• For example, the provision of safer infrastructure
facilities to promote increased walking and
cycling and measures to reduce vehicle speeds
will also result in reductions in greenhouse gas
emissions and local air pollution, greater energy
security, and improved physical wellbeing.
9
10. Implications for Indonesia and East Java
• Indonesia and East Java are facing a growing crisis
of death and injury on their roads with
motorcyclists and pedestrians being particularly
vulnerable.
• It must be expected that with rapid motorization
road fatalities and injuries will increase per capita
over the coming decades, unless concerted action
is taken (F/P = V/P x F/V).
• Potentially effective interventions can be identified,
such as more protective infrastructure, lower
speeds, safer vehicles etc. But the issues – as
identified by the capacity review findings – are
more pressing at the institutional level.
10
11. Implications for Indonesia and East Java (cont’d)
• Substantial resources have been committed to
improving the mobility of East Java’s citizens and
central questions that must be addressed concern
the level of safety desired across the road
network and which agencies are responsible and
accountable for this?
• In answering these questions it is useful to
consider the road safety management framework
used for the capacity review.
11
13. Results focus
• In the framework presented what has been
termed ‘results focus’ is the primary, overarching
institutional management function.
• This addresses the issue of leadership, strategy
and ‘ownership’. What are you trying to achieve?
How are you going to get there? Who is
accountable for this?
• The other six identified functions contribute to
the achievement of the desired results. How do
you coordinate this? Legislate for this? Fund this?
And so on.
13
14. ‘Ownership’ and authority
• Form should follow function and there is no
best practice model for institutional structures.
• In best practice countries a coherent machinery
of government with a well-defined focus on
results is evident, where participating agencies
have clearly mandated safety goals and
responsibilities and work purposefully together
under the direction of the lead agency to
achieve them.
• Without this results focus, institutional
‘ownership’ and authority to act the problem of
improving poor road safety performance
cannot be solved.
14
15. ‘Ownership’ and authority (cont’d)
• A coordination body will only be effective when
there is an accountable lead agency that ‘owns’ and
uses it to mobilize resources and align multi-agency
partnerships in pursuit of agreed results.
• A high-level working group is required to support
the strategic decision-making and directing role of
the coordination body, and this working group is
usually resourced and sustained by a road safety
secretariat/department in the lead agency.
• The capacity review findings highlight these issues.
15
16. Evolution of results focus
1950s the road user – ‘blame the victim’
1960 – 70s systemic interventions – the
‘Haddon matrix’.
1980 – 90s targeted national plans.
90s onwards ‘Safe System’ approach.
The Safe System approach is being promoted as best
practice to low and middle-income countries, in stark
contrast to the fatalistic pathway of high-income
countries during most of the 20th century.
16
21. Innovation and creativity
• High-income countries continue to make significant
investments in road safety and have set themselves
ambitious fatality and injury reduction goals.
• In following this pathway Indonesia and East Java
must seek solutions that reflect their unique safety
priorities and address their unprecedented rates of
motorization and road user vulnerability .
• Huge investments will be made to improve road
transport infrastructure and services over the
coming decades and sustained innovation and
creativity will be required to do this more safely.
21
22. Road Safety in East Java:
Review of Road Safety Management Capacity
• Supported by AusAID through IndII, plus in-kind support
from Department of Transport, East Java and Office of
Road Safety, Western Australia.
• Being conducted through Provinsi Dinas Perhubungan by
road safety experts, Eric Howard, Dr.Tri Tjahjono and Tony
Bliss
22
23. Outline
• East Java/ Western Australia Twinning Agreement
• Review tasks and workshop aims
• Review process and findings
• Short and Longer term strategy
• Proposal for initial activity for short term
knowledge transfer
management arrangements
intervention priorities
demonstration projects
policy reviews
• Next steps
• Discussion
23
24. East Java/ Western Australia Twinning
Agreement
Road safety capacity review – the initial road safety
project under the existing East Java/ Western Australia
governments twinning agreement.
Commenced - November 2012
24
25. The review tasks
•Assess road safety management capacity in East Java
against good practice
• Advise on a short (and long) term investment strategy
for road safety in East Java
• Reflect back to stakeholders on basis of information
provided
25
26. Aims of workshop
• Brief you on our findings to date
• Seek your response and input
• Discuss any changes to proposals
26
27. Review Process
and Findings
East Java Road Safety Management Capacity Review 2013
27
28. Review process
• Extensive meetings December 2012/ January 2013, with agencies
• Face to face meetings wide range of stakeholders ( > 70 people)
included:
Assistant Governor, Economic Development
Key provincial departments - Transport, PU, Planning,
Education
National agencies (Traffic Police, DGH, Jasa Raharja)
Local governments
University Transport Departments
Industry
Western Australia Office of Road Safety
WA Trade Commissioner
• Review conducted against standard World Bank checklists
28
29. Review process
• Review process - based on that applied by World Bank in
many middle income countries to assist them to:
identify major road safety issues;
identify the capacity issues within organisations (knowledge and
resources and impediments to change to achieve road safety
improvement); and across govt.; and
develop an investment strategy for short term (seeking to
strengthen capacity through doing – usually demonstration
projects) and in outline for the longer term.
29
31. Review of institutional arrangements
Our task was to review capacity for:
• Leadership to achieve results ?
• Funded coordination across levels of government
and between provincial agencies?
• Legislation to meet road safety task ?
• Funding and resource allocation ?
• Promotion at high level ?
• Monitoring and evaluation ?
• Research and knowledge transfer ?
31
32. Review of interventions
To review scope and safety quality of standards
and the levels of compliance for:
• the road network ?
• the vehicle fleet ?
• road users including the most vulnerable ?
• access to the emergency medical system and
rehabilitation of victims ?
32
33. Review of results
To review if data is available for:
• socio-economic costs ?
• numbers of deaths and serious injuries (including by
user and crash type?)
• average speeds, helmet use, seat belt use etc. ?
• quantities of interventions e.g. Numbers of seat belt
checks, red light running
hours of checks, speed checks etc. ?
33
34. Road Safety – International and Indonesian
perspectives
• 2011 to 2020 – United Nations Decade of Action for
Road Safety
• Indonesian National Road Safety Action Plan (NRSAP)
published in 2011, (based on UN Decade of Action), for
period to 2035.
• Targets reductions in fatalities of 50% by 2020 and 80%
by 2035, (from 2010 baseline)
34
35. Findings: institutional management
• Road safety management across levels of government
and within provincial government yet to be established
• Leadership role and coordination not yet in place
• Little focus on achieving results
• Serious lack of human and financial resources in road
safety across provincial and national government.
Exceptions in some Kota
• Crash data to guide targeting of action not available
• Unsurprisingly, interventions are limited in scope and
fragmented and outcomes are challenging
35
36. Findings: institutional management (2)
• Indonesian National Road Safety Action Plan (NRSAP),
2011 sets challenging targets for Indonesia
• Little awareness of Plan in East Java
• Plan set out explicitly “to serve as a guideline for
Provincial governments (in order for them) to elaborate
steps of road safety management in their respective
territories**”
• Provincial action plan yet to be developed for East Java
showing how this (or any other) target might be
delivered at provincial level.
**National Road Safety Master Plan, Republic of Indonesia, 2011
36
37. Findings: interventions
Roads: Safety quality of network is not high
• East Java’s national and provincial (and many
kabupaten) road networks could be considered high risk
• Right of ways extremely constrained, alignment
improvement options very limited, little access or illegal
use controls
• Intersection controls lacking
• Safety provisioning for motorcyclists and pedestrians
poor, especially where trucks high % of traffic.
• Costs of improving safety of infrastructure on national
and provincial network substantial
• Poor speed management and limited urban area safety
management
• Lack of understanding of differences in crash risk at
network wide level
37
38. Findings: interventions
Vehicles:
Vehicle mix and safety of design has profound effect
on safety:
• Trucks and buses mixing with motorcycles is high risk
especially on higher speed roads
• No constraints on any vehicle type travelling anywhere day
or night
• Safety quality of fleet needs to be understood and improved:
new and existing (different issues)
• No promotion of consumer information e.g vehicle safety
ratings
38
39. Findings: Interventions
Users: Rules established but not yet deterring
unsafe behaviours - through combined publicity
and enforcement:
e.g
• excess speed
• non use of seat belts
• non use of crash helmets
• non compliance with red lights
• not giving way to pedestrians at crossings
• unsafe overtaking by buses and trucks and other
vehicles
39
40. Findings: Interventions
Users (2):
• Enforcement effectiveness limited by factors including
justice system constraints
• Road safety policing requires substanial ongoing
enforcment effort, with warnings and offences issued
• Pro-active enforcement by Police targeting major fatal
crash related illegal behaviour factors - as a regular high
intensity effort (in time and across the Province with
substantial resource) - would deliver major fatality
reductions
40
41. Findings: interventions
Emergency medical system:
• Injury data not available through medical system
• Lack of focus and resource on road injury prevention
• Limited capacity of emergency medical response
• Constraints on rapid admission to care
41
42. Findings: challenging results - 2011
• High numbers of deaths: 5,499 in 2011
• High death rates: 14.52 (per 100,000 pop.)
4.90 (per 10,000 vehicles)
• Rates over three (3) times as high (per 100,000
population) and over 7 times as high (per 10,000
vehicles) as Asia – Pacific’s best
42
43. Findings: challenging results
• Population fatality rate (population) is 10% higher
than for all Indonesia
• High socio-economic costs: estimated at 2.5% of
Provincial GDP - which is $ US 2.3 billion.
• One fifth of all deaths (2011) were in Greater
Surabaya, 7% of all deaths were in Surabaya City
43
46. Findings: challenging results
What locations to investigate as priority in terms of
fatality outcomes?
Four municipalities in top 10 of fatalities and within top 10
of fatality rates per population in East Java –where early
review of road crash fatalities would be warranted, are:
• Banyuwangi
• Pasuruan
• Nganjuk
• Lamongan
46
48. Findings: challenging results
Central Java Fatalities by road user
Detailed police collected crash data from IRSMS system being
introduced nationally - available for 2011 for Central Java
Province – shows for Central Java in 2011:
• 50% of fatalities were motorcyclists
• 22% of fatalities were pedestrians
• 25% of all road fatalities were 16 and 17 year old males
Therefore 16 and 17 year old males (usually motorcycle riders)
should be a focus of road safety efforts.
Experience in East Java Province likely to be similar.
48
49. Findings: challenging results
East Java unlicensed driving / riding
• East Java license status for crash involved riders and
drivers:
49
50. Future outcomes without new action ?
• East Java rapidly motorising – more deaths and
injuries will occur unless action is taken
• The loss of main wage earner in crashes will push
more families into poverty, with higher risks for
children
• Substantial economic costs of lost productive years of
human capacity will continue to increase
50
51. Review findings: strengths
• Most stakeholders recognise that serious road
safety work has barely started in East Java
• Desire to improve outcomes and activity towards
good middle income country practice
• Recognition of need to work together to improve
outcomes via new institutional arrangements and
strengthened capacity
• Good quality (if small scale) road safety research
capacity exists in at least two Universities in East
Java
51
52. Need for leadership
• Effective organization to achieve desired road
safety results requires strong leadership
• In good practice states or countries this role is
played by a lead governmental agency.
• Formal establishment of a lead agency/
department for road safety should be a provincial
priority.
52
53. Review: conclusion
East Java has to start its long road safety journey
With political will to ensure
o provincial leadership capacity
o focus on achieving results
o effective coordination across agencies at national/ provincial/ local
levels
o demonstration project implementation
o improved funding mechanisms and sources
o high-level promotion of public awareness
o appropriate research capacity development and knowledge
development and transfer
Many lives could be saved and injuries prevented
53
54. Short term and longer term strategy
The phases of investment strategy: World Bank Guidelines, 2009
54
55. Short term action:
Phase 1: Establish road safety management
capacity as a priority
• knowledge transfer
• management arrangements
• intervention priorities
• demonstration projects
• policy reviews
55
56. Key matters to be addressed in Phase 1
• Who is responsible for road safety in East Java?
• Who will lead road safety ?
• How will interventions be developed and coordinated ?
• How will interventions be funded ?
• How can demonstration projects help this activity?
• How will future action plans be developed, promoted
and monitored?
• What level of safety is acceptable for East Java?
• What level of safety is achievable in East Java ?
56
57. Key actions proposed for Phase 1
• Work with partners in East Java; with WA; with national agencies –
to transfer knowledge
• Appoint lead agency for road safety
• Establish fully funded intergovernmental road safety decision
making and consultative arrangements
• Agree intervention priorities for short term
• Build capacity through 3 early demonstration projects
• Implement demonstration projects and monitor performance
• Conduct 2 or 3 priority policy reviews
57
58. Work with partners in E Java; with WA; with
national agencies – on knowledge transfer
• Focus on means to improve road safety outcomes
• Build knowledge within agencies and across agencies
• Utilise existing university based centres of expertise
• Build effective knowledge transfer linkages and obtain
other technical assistance from WA
• Develop knowledge transfer linkages with DGH and
MoT (DGLT)
58
59. Appoint lead agency for road safety in East
Java
• Designate Transport as lead department (“first among
equals”) to support operation of proposed Provincial
Road Safety Committee (PRSC) and Road Safety
Working Group (RSWG).
• Transport to provide secretariat services to these
bodies and coordination support to all agencies - in
addition to own responsibilities
• Specify its formal objectives, functions and resourcing
requirements
59
60. Establish fully funded Intergovernmental road
safety decision making and consultative
arrangements
• Establish Provincial Road Safety leadership, decision making and
consultative arrangements (at several levels):
intergovernmental PRSC
chaired by Provincial Secretary
members to include Head Traffic Police East Java; Head Balai
Besar V; Principal Secretaries for Transport, Public Works,
Education, Health and Planning of East Java Province; and Head
Transport, City of Surabaya – with other kota/ kabupaten
attending as necessary, Jasa Raharja)
meeting quarterly and supported by the lead agency.
60
61. Establish fully funded Intergovernmental road
safety decision making and consultative
arrangements (2)
• PRSC to be supported with Road Safety Working Group
(RSWG)
senior representatives from all key departments meeting
monthly
develop advice to the PRSC and implement PRSC decisions.
chaired by Head of Transport Department Road safety section
• RSWG to report to PRSC.
• PRSC to publish agreed governmental agency road safety
roles at national, provincial and local government level
61
62. Establish fully funded intergovernmental road safety
decision making and consultative arrangements (3)
Road Safety in East Java
PROVINCIAL ROAD SAFETY MANAGEMENT
PROVINCIAL ROAD SAFETY COMMITTEE
Chair- Provincial Secretary plus Head Traffic
Police East Java, Head Balai Besar V, Heads of
Transport, Public Works, Education, Health &
Planning for East Java Province and Kota
Surabaya and Jasa Raharja representative
PROGRAM LEAD
SUPPORT
ROAD SAFETY MANAGERS’ GROUP LOCAL
Resourced road Chair – Dinas Perhubungan Road Safety
GOVERNMENT
safety cell (technical Manager, plus Senior traffic police Manager,
LIAISON -
and administrative) Managers (road safety) for Public Works, Spatial
within Dinas Planning, Education, Health; Kota Surabaya and
Perhubungan Jasa Raharja representative
Provinsi
TECHNICAL WORKING GROUPS
Individual experts inside and outside government
ROAD SAFETY ADVISORY GROUP
Experts and organizations
62
63. Build intergovernmental road safety decision
making and consultative arrangements (4)
PRSC (and all agency members) with support of lead agency
to:
• be responsible for leading and managing design and
implementation of road safety demonstration project.
• facilitate cooperative working and coordination across
agencies to achieve demonstration projects planning,
design, delivery, coordination and monitoring and
evaluation
• oversee selected road safety policy reviews
• support budget allocation requests to increase road safety
resourcing for key provincial agencies.
63
64. Build intergovernmental road safety decision
making and consultative arrangements (5)
• eg., recommend six (6) additional positions be
established within Transport department as road safety
group - to provide secretariat and technical support to
RSWG and PRSC and support for Transport road safety
activities - road safety policy based on safe system,
statistics and research, safety economics, road user
behaviour, safety promotion
• PRSC and RSWG to actively utilise road safety element
of twinning arrangements with WA to build capacity of
road safety staff
64
65. Agree intervention priorities for short term
Interventions should always be based on evidence:
Recommended priorities (including within demonstration
projects) should include:
• deterrence of under age unlicensed riding
• lower travel speeds – through lower limits and
enforcement and infrastructure (eg pavement platforms) in
urban areas, especially near schools - and on rural roads
where trucks mix with motorcyclists and no separate lanes,
and near bus stops
• provision of separate lanes for motorcyclists on high crash/
high speed lengths
• deterrence of unsafe overtaking enforcement by buses and
trucks
• crash helmet wearing enforcement
65
66. Agree intervention priorities for short term
(2)
• compliance with road rules, red lights and pedestrian
crossings
• intersections infrastructure and signage/ signal
treatments plus lower speed limits and enforcement
• pedestrian crossing facilities at intersections and mid
block and at schools
• infrastructure safety investment to reduce motorcyclist
and pedestrian serious casualty crash risk on high risk
sections of the network plus pro-active police
enforcement.
66
67. Build capacity through 3 Demonstration
projects
Three projects suggested:
• Safer higher speed road section (rural)
• Safer outer urban arterial road section
• Safer urban area
67
68. Demonstration projects planning and
design
• Planning and design
• Implementation
• Monitoring and Evaluation
• Management and technical capacity development
68
69. Demonstration projects planning and
design (2)
• PRSC to lead and manage demonstration projects – ‘learning by
doing’ projects - in 3 locations:
Safer Higher Speed Road Location,
Safer Outer Urban Arterial Road Area and
Safer Urban Area.
• Good practice safety interventions to be applied at demonstration
project locations to rapidly improve road safety performance.
• RSWG to coordinate development and design of initiatives across the
sectors - by individual agencies - based on Safe System principles
• Develop and design multi-sectoral initiatives to target current
priority fatal and serious injury crash risks
69
70. Demonstration projects planning and
design (4)
• Obtain technical assistance (T/A) to define project management in
planning stage, plan interventions and define intermediate
outcome targets and data survey protocols
• Terms of Reference for this T/A to PRSC for detailed demonstration
project preparation task - will be provided with final report.
• Interventions to include: procurement and training in use of
equipment by police (and transport) to intensify enforcement,
coordinated delivery of infrastructure works, traffic signage and
signals, other project components including public campaigns,
school education, upgraded emergency call out and response
system and emergency care.
70
71. Demonstration projects planning and
design (5)
• PRSC to establish priorities and budget requirements for engagement
internationally for professional knowledge development and
mentoring, including earlier T/A (especially from Western Australia) to
support specific needs such as:
Traffic Police: training and roll out of upgraded enforcement capacity
(strategy, equipment, support and levels of task resourcing)
Balai Besar V and Provincial PU: safe road infrastructure design – safe
system understanding and application to rehabilitation, especially
intersections and hard shoulders (depending on whether national or
provincial road)
Transport Department: development of heavy vehicle driving hours
controls and overloading enforcement strategies, signage, signals
Health: Emergency response system and rapid admission to care
Education: programs for children’s education in demonstration project
locations, treatments outside schools, managing safe school access
71
72. Developing and implementing demonstration
projects to support capacity building
• Build capacity through 3 demonstration projects to
commence as soon as possible
• Implement Demo projects and monitor/ report on road
safety performance
72
73. Advisory group – expert and industry
• Once demonstration projects confirmed, establish
Advisory Group to provide advice for project
preparation and implementation.
• Membership comprising State, National and
International experts, some industry representatives
and reporting to the RSWG and PRSC.
73
74. Demonstration projects implementation
• PRSC to obtain further technical assistance support for final pre
implementation planning for demonstration projects
• RSWG to coordinate rollout of initiatives by individual agencies
• Project monitoring and evaluation framework to be established
involving:
confirm intermediate outcome indicators which are to be measured before and
during demonstration projects period
measurement on ongoing basis during projects operation
recording of crash and crash injury data for demonstration projects locations
comprehensive evaluation of performance
• RSWG to report findings to PRSC and ensure preparation of
guidelines to assist replication of effective interventions across E.
Java
74
75. Conduct 2 or 3 priority policy reviews
• Review selected current policies against international good
practice, identify options for improvement and consider
recommendations
• PRSC to resolve technical assistance and budget
requirements for reviews
• Options for reviews include:
o Ensuring hospital admission for injured crash victims
o Reviewing opportunities for Jasa Raharja to invest in road safety activities
o Driver licensing
o Heavy commercial vehicle safety
o Enforcement of road traffic law – deterrent policing and the penalty
system
o Public Bus Operating Safety
75
76. Utilising capacities developed from
demonstration projects
• Management and technical capacity development
gained from design and delivery of demonstration
projects, will underpin replication of successful
interventions throughout East Java.
• PRSC to overview ongoing building of technical and
management capacity for road safety in lead
department and other key governmental departments.
Pursue through East Java/ Western Australia Road
Safety Twinning Program and other means
76
77. Further short term road safety actions
Other specific road safety actions which could be addressed in
the next three years include:
• Urgent review of legislative and justice arrangements to
improve enforceability of road laws, strengthen deterrence
through penalties increases and automated enforcement
• Leadership by government in selecting safe fleet vehicles,
requiring similar standards for taxis and committing to
providing positive role modelling across government by
complying with traffic laws.
• Having the IRSMS crash system data for East Java
continuously reviewed
77
78. Phase 2 : Prepare a road safety action plan
for East Java
• Develop Provincial road safety action plan (end 2016) -
to be implemented to deliver new 2020 target.
• Monitoring of road safety program by PRSC
• Draw upon knowledge acquired in demonstration
projects and other capacity development.
78
79. Phase 2 : Prepare a road safety action plan
for East Java (2)
• Establish annual sustainable funding mechanisms for
road safety as a priority
• Review any issues inhibiting police enforcement and
recommend changes
• Consider NRSMP actions as they relate to East Java and
implement key crash risk reduction measures
79
80. Next steps
Discussion and feedback today
Finalise Report for East Java and WA
Recommend priority measures
East Java and WA to then consider next steps
and demonstration project locations
Seek funding
80
81. Discussion
Responses from:
key East Java government stakeholders
key National government stakeholders
key local government stakeholders
other stakeholders
About:
(1) Capacity Building
- management arrangements
- building knowledge
(2) priority interventions
(3) demonstration project concepts
(4) policy review priorities
(5) other
81
82. Initial road safety activity – Road Safety
Management Capacity Review
East Java/ Western Australia Twinning Program
Province of East Java
Presentation by Eric Howard, Tri Tjahjono and Tony Bliss
19th March 2013, Surabaya
83. East Java/ Western Australia Twinning Program
Initial road safety activity – Road Safety Management
Capacity Review
Province of East Java
Thank You
Presentation by Eric Howard, Tri Tjahjono and Tony Bliss
19th March 2013, Surabaya
83
