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The report introduces how the Safe System Approach works, with a focus on road infrastructure and road safety engineering best practices from one of the best performing countries in Southeast Asia and the Pacific, Singapore. Singapore roads are not only considered the safest in the region, they rank among the safest globally. Road safety management rules and regulations implemented in the country have resulted in significant strides in managing the effects of collision factors related to roadway design, human behavior, and vehicle attributes. As a result, road safety statistics have shown that fatalities on the Singapore road network have been steadily declining over the past decade. This is leading to a desire on the part of neighboring countries to follow Singapore's example and learn from its experience. In order to mitigate collisions attributed to vehicle inadequacies or defects, one of the measures taken in Singapore was to enforce a strict vehicle import policy. Vehicle imports are permissible from countries that have adopted and comply with recognized high vehicle safety standards. Vehicle safety compliance is particularly focused on 52 items specified by the Land Transport Authority (LTA). In addition to strict vehicle import standards, Singapore enforces a strict vehicle quota system, which regulates the number of vehicles on the road network. Additionally, vehicles are required to undergo frequent inspections. Cars between 3 and 10 years old are required to have a biennial inspection, and cars older than 10 years are required to undergo annual inspections. Furthermore, taxis are required to undergo inspections every six months. Road safety education and driver education are core tenants of Singapore's roads safety strategy. Road safety education is predominately undertaken by the Singapore Traffic Police, but nongovernmental organizations such as the National Security Coordination Secretariat contribute significantly to road safety education in Singapore.

Roads and Highways --- Transport

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This Road Safety Management Capacity Assessment (RSMCA) seeks to gain a broad understanding of the Government of Vanuatu's road safety management capacity to support its plans to improve road safety outcomes throughout the country. The RSMCA follows the seven critical road safety institutional management functions (Bliss and Breen 2013) to identify key challenges and provide recommendations for improvement in road safety management, and similarly addresses the Safe System pillars for the interventions level. The seven institutional management functions include: results focus, coordination, legislation, finance and resource allocation, promotion and advocacy, monitoring and evaluation, and research and development of knowledge transfer. The Safe System pillars include road safety management, safe roads and mobility, safe vehicles, safe road users, post-crash care, and safe speeds. The RSMCA's alignment with both the road safety institutional management functions and the Safe System Approach in turn aims to help the Government of Vanuatu to prioritize targeted next steps to address road crash death and serious injury in the country.

Mobility --- Roads and Highways --- Transport --- Urban Development

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Explosive growth in demand for passenger and freight transport in the South Asia region, driven by high economic growth, has put the spotlight squarely on ensuring enhanced delivery of infrastructure and services. The objective of the study is to help governments and policy makers in identifying reforms that are required to modernize and strengthen the capacity and performance of their road agencies to deliver large investment programs through performance monitoring as a tool. A review of the highway agencies in the region has been undertaken to suggest: a) indicators to assess their capacities and performance; and b) a roadmap to improve performance in key functional areas of the agencies. The scope of study included a review of a sample of highway agencies from Bangladesh, India, Nepal, Pakistan and Sri Lanka. This sample included national and provincial level highway agencies as well as road corporations. In India, the focus was on the state-level highway agencies. This study also incorporates findings from earlier studies commissioned by the World Bank.

Highways --- Infrastructure Economics --- Infrastructure Economics and Finance --- Infrastructure Finance --- Roads & Highways --- Transport

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This report is the outcome of brief visits to three cities - Maseru, Lusaka, and Harare, culminating in a Southern Africa regional workshop in Livingstone in May 2019. The objective of this workshop was to: (a) develop an understanding of the complexity of urban transport; (b) learn from international experience; and (c) develop a common platform where the smaller capital cities in Southern Africa can exchange ideas and consider options to address their current urban mobility issues. Three simultaneous trends present significant transport challenges to cities in developing countries. The first two make the third even more dramatic and impactful. They are: rapid urbanization; rapid economic development and income growth; and rapid motorization. The report is divided into eight sections. The first three sections focus on the overall challenges faced by the cities and their institutional, strategic planning, and policy contexts. Sections 4 and 5 describe the road infrastructure characteristics and challenges faced by public transport and nonmedical transportation (NMT), which form the main focus of this report. Chapter 6 outlines the distinct issues faced by women and the physically challenged. The last two sections outline the focus of attention needed to address the growing challenges of urban mobility and the way ahead.

Roads and Highways --- Transport --- Urban Development --- Urban Planning

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In pursuit of economic and social development objectives, governments of Pacific Island Countries (PICs) desire to upgrade unpaved low-volume roads (LVRs) for the improvement in connectivity and quality of life associated with all weather-access. Whilst the benefits are clear, the capital cost of conventional pavement technology and the recurrent cost of maintenance make it hard to justify the required investment in upgrading LVRs. Typical LVRs are surfaced with a bituminous chip seal or a thin asphalt concrete (AC) layer on processed aggregate base and subbase courses. Constructing such pavements in PICs is expensive, given the scarcity of aggregate of requisite quality, relatively limited domestic road construction capacity, and scale diseconomies in the use of equipment, plant and materials. Moreover, vulnerability to natural disasters and climate change necessitates consideration of more resilient paving alternatives. The findings of the study suggest that there is substantial promise for concrete pavements to be used for low-volume (<400 vehicles a day) roads. Four different types of concrete pavement were assessed including the strengths, weaknesses and operations and maintenance (O and M) implications of each pavement type. Although prepared primarily for the PICs, the study provides valuable insights and technical guidance on the application of concrete pavements for LVRs in other regions outside of the Pacific Islands.

Climate Change Impacts --- Environment --- Roads --- Roads and Highways --- Transport