Publications

The European Commission Transport White Paper “Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system” envisages that by 2050 only electric vehicles would circulate in cities, being the use of conventionally-fuelled vehicles halved by 2030. One of the policy objectives is to reduce Europe's dependence on imported oil and to cut greenhouse gas emission (GHG) from transport by 20% by 2030 and by 70% until 2050 (with respect to 2008 levels). Drawing upon future scenarios set by the European Commission and the International Energy Agency, this paper investigates the costs and benefits of electric, hybrid and conventional vehicles in Europe until 2030. A top-down approach will make it able to analyse further the Portuguese case, given trends in regional mobility patterns (including car fleet and price of energy scenarios). Other key research issue is to find out the horizon when electric vehicles can offer the highest potential to reduce carbon related emissions from transport. The data comprises an integrated set of energy and transport data collected for Europe and Portugal, as part of the research project COST-TRENDS project funded by the Portuguese Foundation for Science and Technology. A Life-Cycle Assessment (LCA) analysis was performed to compare the costs and benefits of Battery-powered Electric Vehicles (BEVs), Plug-in-Hybrid Electric Vehicles (PHEVs), Hybrid Electric Vehicles (HEVs) and Internal Combustion Engine Vehicles – diesel and gasoline (ICEVs), taking the perspective of the user. The analysis considered the emissions along the entire chain of production and usage of vehicles – the Well-to-Wheel (WtW) analysis, comprising the Well-to-Thank (WtT) and the Tank-to-Wheel (TtW) emissions, allowing for the energy grid trend scenarios regarding the mix of electricity production and incorporation of renewables (range of gCO2 /kWh). The results show that users’ benefits related to BEVs are likely to be higher than those attached to ICEVs after the 2020 horizon. This is mainly due to the expected technology progress (reduction of battery costs and charging infrastructure) and to the decrease of the relative prices of electricity in comparison to prices of fossil fuels. Considering the LCA analysis conducted for the Portuguese vehicle fleet, BEVs would emit 43 gCO2/km against 151 from ICEVs. Assuming the continuous replacement of older ICEVs by BEVs between 2010 and 2030, it will be possible to have a reduction of 11.8 GtonCO2/year in 2010 to 9.8 GtonCO2/year in 2030. The integration of BEVs in the vehicle fleet is a key policy measure to comply with the European transport policy objectives to achieve a low-carbon and competitive economy. The analysis of future trends on users’ costs and benefits for all vehicle types (BEVs, PHEVs, HEVs and ICEVs) indicates that the highest potential to reduce GHG emissions from transport would occur only after 2020. Besides technology progress on cost reduction (battery and charging infrastructure), electricity prices and fuel taxation seem to be important drivers for the BEV market growth.

Road restraint systems are roadside structures that include safety barriers, crash cushions, terminal of barriers, the transitions among different road restraint systems, motorcyclist protection devices, etc. These systems are used to protect vehicle occupants from dangerous roadside elements and are a key issue in roadside safety. In Europe, safety barriers are currently designed for different performance levels using three main criteria: containment, impact severity and deformation of the barrier. The impact severity level is exclusively associated with injury risk to vehicle occupants and assumes that different severity levels correspond to different levels of injuries. From these observations, three questions emerge: what consequences can be expected for the passengers of an errant vehicle when it is contained by a safety barrier? Systems with different impact severity levels lead to diverse severity consequences? What are the benefits of using barriers with lower impact severity levels? To answer these questions this paper examines how the number of run-off-the-road crashes and victims – associated with different safety barriers impact severity levels – changes as traffic grow. The empirical results showthat the effect of safety barriers functional characteristics on road safety only depends on impact severity levels adopted if level C is considered. As a result impact severity levels A and B are similar and their discriminating thresholds need to be revised.

The economic appraisal of the external effects of transport options can provide important data for policy making. On the other hand, impacts of non-motorized modes have often been undervalued in comparison to other transport modes. To this end, assessing the potential health benefits of walking and cycling is being increasingly recognized as an important step to promote sustainable mobility policies. This paper is built upon the contracted study for the World Health Organization (WHO) on the economic appraisal of health benefits of walking and cycling investments for the City of Viana do Castelo. This Portuguese city which integrates the WHO European Healthy Cities Network provided a suitable policy context for the former application in Portugal of the WHO Health Economic Assessment Model (HEAT) for appraising the health benefits of non-motorized transport. The study comprised the evaluation of the following investment actions: a) Improvements of the urban public space for pedestrians; b) Planning future cycling infrastructures. This paper provides a discussion of the methodological challenges and key findings that have arisen from the WHO HEAT application study, when trying to answer the following questions: - If x people cycle (or walk) a distance of y kilometers on most days, what is the economic value of the correspondent health benefits? - What levels of uptake of cycling in the future are required for the cycling plan to be economic viable? - What health benefits are associated to a projected increase in the traffic levels of pedestrians (% increase from the reference level)? - Do health benefits of cycling (and walking) investments outweigh their costs? Results from this study make it able to add novel evidence for the Portuguese urban context on the potential health benefits of walking and cycling (maximum and mean annual health benefits), including the cost-benefit ratio indicators. These indicators are expected to be useful for policy makers and city officers involved in the promotion of sustainable mobility.

This paper summarizes the result of a study regarding the creation of tools that can be used in intervention methods in the planning and management of urban road networks in Portugal. The first tool relates the creation of a geocoded database of road accidents occurred in Lisbon between 2004 and 2007, which allowed the definition of digital maps, with the possibility of a wide range of consultations and crossing of information. The second tool concerns the development of models to estimate the frequency of accidents on urban networks, according to different desegregations: road element (intersections and segments); type of accident (accidents with and without pedestrians); and inclusion of explanatory variables related to the road environment. Several methods were used to assess the goodness of fit of the developed models, allowing more robust conclusions. This work aims to contribute to the scientific knowledge of accidents phenomenon in Portugal, with detailed and accurate information on the factors affecting its occurrence. This allows to explicitly include safety aspects in planning and road management tasks.

Mobility has an important impact on the overall functioning of cities and quality of life of citizens. On the other hand, motorized road traffic is associated with high levels of noise and air pollutant emissions along with congestion and other externalities, leading to considerable social and environmental costs and degradation of human health. Following the World Health Organization, physical inactivity is one of the leading risks in Europe, associated with nearly 1 million deaths per year. In Portugal around 69% of the adult population do not reach the minimum recommended level of physical activity and 31% were considered sufficiently and highly active. Therefore, more sustainable transport modes such as walking and cycling are envisaged. This paper is built upon the contracted work with the city of Viana do Castelo, located in the North of Portugal, conducted for the World Health Organization (WHO) by the University of Minho and LNEC. The work integrates a research roadmap (case study plan for the application of the Health Economic Assessment Tool) for the appraisal of health benefits of specific walking and cycling investments in the city. The work presented here focus on the former part of the study which involved joint team work with the city officers for defining the target policy scenarios for using the WHO Economic Assessment Tool, the exchange of experiences and practices with other European cities regarding the use of this tool for health benefits assessment, the characterization of the mobility patterns at the reference and alternative policy scenarios set for the cost-benefit analysis, the data collection plan and the expected impacts from the early consideration of health benefits of those non-motorized investments. Results from the evaluation study can help the City elected officials to demonstrate the health benefits of walking and cycling investments. Individuals’ awareness and perceptions of the health benefits of cycling and walking are important to encourage people to uptake active mobility styles.

This article is a comprehensive Book review of the "Handbook of Transport Economics" (904 pages) by A. de Palma, R. Lindsey and E. Quinet, published in 2011 by Edward Elgar, Cheltenham, UK, ISBN: 978 1 84720203 1.

According to official statistics, a large percentage of crashes in Portugal are reported on urban roads. For instance, from 2004 to 2007, about 70% of all injury accidents and 43% of the fatalities occurred inside urban agglomerations. This important safety problem has also been observed on the urban network of Lisbon. Understanding this significant problem, the Government of the Portuguese Republic via its research grant agency – The Foundation for Science and Technology – funded a project whose primary objective consists of developing tools that would help estimating the safety performance of various components of the urban highway system in Lisbon. This paper documents one component of the safety tools that were developed and describes the steps that were taken to develop predictive models for estimating the safety performance of signalized and unsignalized intersections of Lisbon. Several crash predictive models were developed using the Poisson-gamma modeling framework. Two types of models were estimated: flow-only and models with covariates. They were estimated using crash and other related data collected at 44 three-legged and 50 four-legged intersections for the years 2004-2007, inclusively. It was found that some highway geometric design characteristics were associated with the crashes occurring at urban three- and four-legged intersections in Lisbon.

Single carriageway multilane roads are not, in general, a very safe type of road, mainly because of the high number of seriously injured victims in head-on collisions, when compared with dual carriageway multilane roads, with a median barrier. In this paper the results of a study on the effect of the application of several low cost engineering measures, aimed at road infrastructure correction and road safety improvement on a multilane road EN6), are presented. The study was developed by the National Laboratory of Civil Engineering (LNEC) for the Portuguese Road Administration and involved a comparison of selected aspects of motorized traffic behaviour (traffic volumes and speeds) measured in several sections of EN6, as well as monitoring of road safety developments in the same road. The applied low cost engineering measures allowed a reduction of 10% in the expected annual number of personal injury accidents and a 70% decrease in the expected annual number of head-on collisions; the expected annual frequency of accidents involving killed and seriously injured persons was reduced by 26%.

This paper summarizes the result of a study which contributes to the improvement of road safety in urban areas, through the creation of tools that can be used in intervention methods in the planning and management of road networks. The first tool relates the creation of a geocoded database of road accident occurred in Lisbon between 2004 and 2007, which allowed the definition of digital maps, with the possibility of a wide range of consultations and crossing of information. The second tool concerns the development of models to estimate the frequency of accidents on urban networks, according to different desegregations: road element (intersections and segments); type of accident; and inclusion of explanatory variables related to the road environment.

The research reported in this paper is based on a hypothetical revealed preference experiment for valuing traffic noise nuisance as perceived in the interior of apartments located in Lisbon. The experiment used both the observed behavior of householders’ apartment choices which are designated as the ex ante situation (i.e. before living in the apartment) and a hypothetical choice of apartments located in the same block/lot of the respondent but on a different façade or floor and thus varying in terms of noise exposure. This hypothetical choice occurs after respondents have experienced traffic related noise indoors. Thus addressing a criticism of hedonic pricing models that purchasers do not always have a good understanding of the noise levels they will experience. Results from random parameters logit models indicate the importance of respondents’ experience when valuing qualitative attributes such as traffic nuisance. Whereas in the ex ante situation quiet had been mentioned only by a small percentage of the respondents as the most important location factor, in the ex post situation the quiet coefficient was found to be a statistically significant one. Additionally, the marginal value of quiet for a household located at the quieter façade was around twice as high as for a household in an apartment fronting the main road.

Este artigo procura identificar fatores críticos que possam fomentar a transferência modal das deslocações dos alunos para a escola, para o modo pedonal. Neste sentido, analisou-se o jogo “Serpente Papa-Léguas” implementado em 200 turmas de 51 escolas do ensino básico que consiste em atividades lúdicas que promovem os modos ativos e transportes públicos nas deslocações para a escola. O estudo demonstra que o tempo decorrido até à transferência modal é afetado por características da população escolar, da envolvente urbana da escola e do município onde se insere. Os resultados demonstram igualmente que um número significativo de turmas foi sensível ao SPL aumentando a repartição do modal pedonal, com o decorrer do jogo.

A atividade de investigação científica que é realizada no Departamento de Transportes do LNEC está organizada no âmbito de um “Programa de Investigação, Desenvolvimento e Inovação” (ID&I) que se enquadra na estratégia de investigação da instituição para 2013-2020. Na presente comunicação descrevem-se os principais aspetos de uma avaliação intercalar do referido programa, cobrindo o período de 2013 a 2017, com referência a resultados globais obtidos. Ilustra-se esta apresentação com exemplos de projetos já concluídos, inseridos em diferentes temáticas, e tecem-se algumas considerações adicionais sobre o desenvolvimento da atividade a prosseguir neste quadro e na preparação de um programa para o período subsequente.

SaferAfrica – Innovating dialogue and problems appraisal for a safer Africa é a designação de um projeto de investigação financiado pela Comissão Europeia no âmbito do programa Horizon2020, coordenado pelo Centro de Investigação de Transportes e Logística da Universidade La Sapienza, de Roma, em desenvolvimento por um consórcio de 17 instituições, de variada índole (academia, institutos de investigação, instituições internacionais e organizações não governamentais) e que conta com a participação de mais de 50 instituições africanas interessadas (stakeholders). O LNEC participa neste projecto através do Núcleo de Planeamento, Tráfego e Segurança do seu Departamento de Transportes. O projeto propõe-se estabelecer uma Plataforma de Diálogo entre a África e a Europa, vocacionada para a gestão da segurança rodoviária, que possa ser usada como uma rede para estimular programas de colaboração, envolvendo entidades da UE e de países africanos em questões específicas de segurança rodoviária, tendo em vista tornar os transportes rodoviários em África mais seguros. Com o projeto SaferAfrica pretende-se, também, instalar um Observatório Africano de Segurança Rodoviária, que permita aumentar a sensibilização das entidades interessadas e dos utentes rodoviários africanos para os problemas da segurança rodoviária. A realização do projeto SaferAfrica está alinhada com os documentos internacionais de definição das políticas de prevenção rodoviária de âmbito africano, como o African Road Safety Action Plan 2011-2020, da Organização das Nações Unidas (ONU), e a Carta Africana de Segurança Rodoviária, da União Africana. As atividades do projeto estão ancoradas na abordagem do "Sistema Seguro", sendo organizadas em quatro grandes vertentes técnicas: dados e conhecimento; avaliação das capacidades para gestão da segurança rodoviária; reforço de competências e formação; e partilha de boas práticas em intervenção de segurança rodoviária. Na presente comunicação dá-se conhecimento dos resultados mais relevantes produzidos com a participação do LNEC no âmbito das mencionadas vertentes técnicas, designadamente: a realização da avaliação das capacidades para gestão da segurança rodoviária em Burkina Faso; a conceção e realização de módulos de cursos de introdução à segurança rodoviária, na modalidade de e-Learning, a preparação de guião para curso de formação de formadores; e, também, a identificação de boas práticas europeias e africanas de intervenção em segurança rodoviária bem como a conceção de um método de avaliação da transferibilidade dessas intervenções, quer do contexto europeu para o africano, quer entre regiões diferentes de África. São também apresentadas propostas para a utilização dos resultados do projeto pelos países da CPLP, no âmbito das respectivas políticas de segurança dos transportes rodoviários, e dos seus esforços para atingir as metas de desenvolvimento sustentável das Nações Unidas diretamente relacionadas com a segurança dos utentes dos sistemas de transporte rodoviário.

This paper is built on an innovative experience of the Intermunicipal Community of the Algarve Region (Regional Transport Authority), scientifically supported by the LNEC in Portugal, that comprised the development of the designated "Action Plans for Sustainable Mobility" (PAMUS) for the region, a network of sixteen cities. Following the Regional Operation Program, these plans were "to support the transition for a low carbon economy in all sectors" and, also, the investment priority "Promotion of low carbon in all the territory, namely urban areas, including the promotion of sustainable and multimodal urban mobility, adaptation and mitigation measures" (of energy consumption and CO2 emissions). The development of the PAMUS in the Algarve region comprised several interconnected components: an integrated approach for the development of plans that included a collaborative platform of stakeholders, a communication strategy to the public and a technological component to be used by the people (app VAMUS) and the acquiistion of cycling data for the region (STRAVA interface). In July 2016, the sixteen Mayors of the region signed a letter of commitment and agreed to work together towards sustainable mobility goals. This collective action represented a disruptive governance step aiming to trigger a positive behaviour change towards low carbon transport where cycling and walking have a role. The novel features of the successful experience of the PAMUS developed in the Algarve region will be presented and discussed considering other international planning experiences in Europe (e.g. France) and beyond Europe (e.g. Brazil).

Cet article utilise un partage d'expériences en Europe, entre la France et le Brésil pour analyser comment les objectifs d’inclusion sociale sont pris en considération dans la planification de la mobilité urbaine durable. La méthodologie développe un panorama de la réalisation des PMUS en Europe et présente le cas de la France qui est l'État membre qui a le plus d’expérience dans l'exécution des plans avec un exemple de la Métropole Européenne de Lille. L’expérience brésilienne est analysée en utilisant un échantillon de douze plans approuvés par les municipalités. Ces analyses qualitatives illustrent comment l’équité sociale est considérée ou non dans cette planification de mobilité urbaine.

Greater cooperation across transport modes in research and development activities has the potential to develop systems thinking, optimise use of resources and improve services for customers. This paper presents the findings of a Horizon 2020 project called Users, Safety, Security and Energy in Transport Infrastructure (USE-iT) which aimed to encourage greater cross-modal collaboration, through the identification of common challenges and development of a cross-modal research roadmap to address these. USE-iT and its sister project FOX identified more than 300 technologies, processes and systems that could benefit from a cross-modal approach. The involvement of industry was an integral part of this process, and a key objective of the project was to bring together stakeholders from all modes to facilitate knowledge transfer and develop a network for future cooperation. The paper focuses on research supporting the reduction of energy consumption and carbon emissions across transport modes, which was one of four topic areas addressed by USE-iT.

Descrevem-se os impactes da sobrecarga dos veículos pesados (peso bruto e carga por eixo) na durabilidade da infraestrutura (pavimentos e obras de arte), na operação das rodovias (capacidade, níveis de serviço e segurança rodoviária), na economia (custos do transporte), bem como no ambiente (emissões aéreas).

Transport plays a crucial role in urban development by providing access for people to education, markets, employment, recreation, health care and other key services. Cities which prioritize public transport and non-motorized modes are considered at the top of surveys measuring urban quality of life. Concerns over the quality of life have spread to the growing use of active transportation modes, and as so, proximity to the public transportation system is highly valued. The relationship between public transport accessibility and residential land value is the subject of many recent researches. A house located near public transports will tend to be sold at higher prices. This is due to the convenience that public transportation brings to its influence area, enabling quick access to the network and reduced travel times. However, some studies have found that this proximity can induce adverse effects on property values. The main concern of this paper is to address the importance of a public transport subway system in urban areas, and to analyse the effect of housing distance to stations has in real estate prices. A geocoded database integrated in a geographical information system was used, containing information on housing unit’s sales from Bucharest, Romania, between 2013 and 2017. This system allowed analysing and exploring all data characteristics.

Background Spatial organization in cities has often taken a special attention to motor vehicles requirements, and neglecting pedestrians and cyclists’ needs. Current emphasis in city planning for health and sustainable development has led to shifting local transport policies emphasis to the promotion of active transport modes and to the reassignment of urban space to these modes. However, to increase the share of active transport modes while meeting road safety policy means improvements in the safety of vulnerable road users are needed. Accident occurrence in urban environments represents a critical safety issue for all countries in the world, as the opportunities for crashes involving pedestrians or cyclists and motorized vehicles increases with urbanization growth and those occurrences tend to involve severe injuries. According to the CARE database (the European Union’s injury road accident database), in 2015 21% of European road accident fatalities were pedestrians, of which 69% occurred inside urban areas and only 31% occurred in rural areas. In the same year, in Portugal pedestrian fatalities corresponded to 24% of all road accident deaths, a percentage that is slightly below the corresponding European value. However, when analysed in detail, 76% of these pedestrian fatalities occurred in urban areas, which highlights a higher relative importance of the pedestrian road safety challenges in Portugual than in Europe. A safe environment is indispensable to promote walking and cycling. However, motorized vehicle priority urbanization created a built environment unfriendly for pedestrians, making walking activities too much vulnerable, even in developed countries. Improved knowledge on the underlying factors involved in crash occurrence and elements influencing the severity of resulting injuries are needed to improve pedestrian safety. The consideration of variables describing build environment in explaining crashes and injury outcomes may help to improve urban planning and street environment design. Several studies have examined the relationship between built environment factors and pedestrian crash frequency and risk. Aim This study aimed at investigating factors associated with injury severity levels that pedestrians experienced in the city of Lisbon, Portugal, such as urban infrastructure, population and other exposure indicators, and urban characteristics. To accomplish this analysis, a geocoded database on road accidents and victims that occurred in Lisbon between 2008 and 2011 was used. The analysis was conducted using the multinomial logit (MNL) model to estimate pedestrian and driver injury outcomes, by severity level. Method or methodological issues In crash severity analysis, several models can be applied; MNL being a frequently used one. MNL models are traditional discrete outcome models that may consider several outcome levels and that do not explicitly consider the ordering that may be present in these outcomes. These models require the assumption that the unobserved terms are independent of the injury severity level. If there are injury severity levels that share unobserved terms (so being correlated), coefficients and severity probabilities would be erroneously estimated; in this cases, these models should not be used. The data collected for this study concerns Lisbon municipality. This study uses four data sets, namely pedestrian crash data, land use information, population census data, and pedestrian exposure proxies. Land use information is disaggregated by area type: industrial, green, residential, historical, services, special uses, mixed-use, railways, roads, and buildings. Census data includes the number of housing units, number of families, and number of inhabitants per gender, age group, and main activity. Finally, pedestrian exposure proxy data were calculated using a numeric scale conversion of the pedestrian potential maps (MAPPe) developed within the Pedestrian Accessibility Plan of Lisbon. Results obtained or expected A MNL model was fitted to identify the possible street geometric, road user, environmental, vehicle, and land use predictors of pedestrian injury severity in Lisbon. In the analysis, data were used, from 2006 pedestrian crashes that occurred in Lisbon in the period 2008 to 2011. Altogether, 19 variables were calibrated and used to identify the potential effects of different factors related to the categories listed above.

Benchmarking can be defined as a systematic process of searching for best practices, innovative ideas and highly effective operating procedures that lead to superior performance. In this sense, benchmarking is the first step to learn from the results obtained by others "in the same class." This paper presents the results from a research project with the aim of developing a methodology to assess road safety performances in ten Latin American countries and benchmark their performance against a set of indicators and best practices leading to a set of recommendations for individual countries and for other stakeholders to further improve road safety. The methodological approach was based on the road safety target hierarchy used in the SUNflower project, which requires a clear understanding of traffic safety processes at different levels in the hierarchy, as well as the causes and consequences that lead to casualties and costs for society. The participating countries were Argentina, Brazil, Chile, Colombia, Costa Rica, Cuba, Ecuador, Mexico, Paraguay and Uruguay. The comparisons between them allowed to identify the similarities and differences, not only on the number of crashes and casualties, but also on the factors, circumstances and events that influence the risk of crashes and the severity of their outcome. Several aspects were deeply analysed, namely road safety strategies, including key interventions and main stakeholders, the main characteristics of the road transport system, and the trends in fatal injuries and crashes. A special focus was given to the following subjects: pedestrians, powered two-wheelers, drink and driving, speed, seat belts and child restraint use, road infrastructure and trauma management. Beyond the specific recommendations for each country, this study also recommends further research. Road safety data collection and analysis has to be improved in Latin American countries in order to build a solid basis for policymaking on road safety.

The application of low-cost road and traffic engineering measures (LCEM) is a cost-effective method for reducing accidents and their consequences. Empirical evidence shows that enforcement contributes to improvements on driving behaviour and road safety; however, results from reducing enforcement are seldom presented. In this paper a presentation is made of the impact LCEM and changes in enforcement intensity had on selected driving behaviour variables and safety levels on a 170 km single carriageway trunk road. LCEM were implemented on the road, followed a year later by the commitment of exceptionally intense and severe law enforcement and, after two years, its relaxation. The impacts of these safety interventions were evaluated through observational before-after studies. The expected number of injury accidents was reduced by 41% (less 75% fatalities), when considering the combined effect of LCEM and enforcement; suppression of strict enforcement was related to a 20% increase in the number of fatalities.

This case study refers to a successful application of an asphalt rubber wearing course in the frame of the rehabilitation of the pavement of the National Road EN 1 between Landiosa and Picoto. It concerns asphalt rubber manufactured by the wet process, using gap-graded aggregates. / O presente caso de estudo refere-se à aplicação bem sucedida de misturas com betume modificado com borracha reciclada de pneus em camada de desgaste, no âmbito das obras de reabilitação do pavimento da estrada nacional EN 1, entre Landiosa e Picoto. Diz respeito, em particular, ao fabrico, por via húmida, de mistura betuminosa com borracha utilizando agregados com granulometria descontínua.

Manual de boas práticas para uma mobilidade sustentável, no âmbito do projecto nacional "Mobilidade Sustentável" coordenado pela Agência portuguesa do Ambiente (Vol. II). O projecto Mobilidade Sustentável envolveu uma rede de 15 centros de investigação/universidades do país, incluindo o LNEC.

Nesta publicação apresentam-se os aspectos relativos à concepção do projecto Mobilidade Sustentável, principais conclusões e recomendações.

O tempo decorrido (ou a distância percorrida) até à ocorrência de um evento, ou a duração do mesmo, podem ser analisados através de modelos de duração baseados em risco (hazard-based duration models), os quais têm sido amplamente utilizados em campos como a medicina, as ciências sociais e a engenharia industrial. Contudo, são relativamente escassos os estudos que aplicaram modelos de duração à engenharia de transportes. Este capítulo inclui dois exemplos de aplicação de modelos de duração à investigação em engenharia de transportes. O primeiro diz respeito às distâncias percorridas por veículos descontrolados em despistes ocorridos na Carolina do Norte (E.U.A.). O segundo refere-se ao tempo decorrido até à transferência modal nas deslocações para a escola de um conjunto de alunos de 162 turmas de 51 escolas do ensino básico em Portugal.

Em Portugal, a investigação sobre o conhecimento dos fatores que afetam a probabilidade de ocorrência de acidentes tem-se centrado essencialmente nas estradas interurbanas. No entanto, as zonas urbanas, onde ocorrem elevadas percentagens de acidentes corporais requerem uma atenção prioritária. Com o presente estudo pretendeu contribuir-se para a melhoria da segurança rodoviária em meio urbano, através da criação de ferramentas que podem ser utilizadas em métodos de intervenção em que a segurança dos utentes vulneráveis seja considerada explicitamente nas fases de planeamento e gestão das redes viárias. Uma das referidas ferramentas resultou da elaboração de modelos de estimativa de frequência de acidentes para redes urbanas, segundo diversas desagregações, em função de características do elemento rodoviário: em intersecções (três ramos, quatro ramos e rotundas) e em segmentos; segundo o tipo de acidente (atropelamentos e restantes acidentes com vítimas); e segundo a inclusão de variáveis explicativas relacionadas com o ambiente rodoviário: simplificados (apenas com as variáveis de exposição) e globais (com todas as potenciais variáveis explicativas). O desenvolvimento destes modelos foi apoiado numa base de dados georreferenciada dos acidentes rodoviários ocorridos em Lisboa entre 2004 e 2007, com a qual foi possível explorar os dados de sinistralidade na área geográfica em análise. Estas ferramentas podem ser usadas diretamente na gestão das infraestruturas rodoviárias da cidade de Lisboa e, após pequenas adaptações, estendidas a outros municípios, dotando as respetivas entidades competentes em matéria de segurança rodoviária com informação rigorosa e detalhada sobre os fatores intervenientes na ocorrência de acidentes em meio urbano e a respetiva distribuição espacial.

Os dados discretos ou em escala nominal desempenham um papel fundamental nos transportes porque muitas análises de políticas lidam com estes tipos de dados. Exemplos de dados discretos nos transportes incluem o modo de transporte (automóvel, autocarro, comboio), o tipo ou categoria de veículo e o tipo de acidente rodoviário (despistes, colisões frontais, colisões traseiras, etc.). O conhecimento do efeito das diferentes intervenções de segurança rodoviária na redução da gravidade das lesões resultantes de acidentes rodoviários exige uma avaliação empírica detalhada das interações, reconhecidamente complexas, entre veículos, estrada e fatores humanos. Os avanços mais recentes nas metodologias estatísticas aplicadas a dados discretos sobre sinistralidade rodoviária permitiram o desenvolvimento de modelos sofisticados capazes de serem usados para determinar com rigor a influência dos fatores acima referidos nos níveis de gravidade das lesões resultantes dos acidentes rodoviários. Neste contexto, a aplicação de modelos de resultado discreto permite identificar um conjunto de fatores, relacionados com a envolvente rodoviária, que são estatisticamente relacionáveis com a gravidade das lesões dos utentes envolvidos em acidentes rodoviários, permitindo aperfeiçoar a conceção e o dimensionamento das estradas, bem como orientar políticas conducentes à melhoria da segurança rodoviária. Este capítulo inclui um exemplo de aplicação do modelo logit multinomial usando a gravidade das lesões no condutor como variável de resposta.

Spatial organization in cities has often given a special attention to the requirements of motorized vehicles, neglecting pedestrians and cyclists’ needs. In order to privilege these road users, there is a need to consider their vulnerability and ensure they are provided with comfortable safety levels. Pedestrian safety can be improved with the knowledge of the underlying factors involved in crash occurrence and resulting injuries. The consideration of variables related to the built environment in explanation of crashes and injury outcomes is frequent and helpful. The city of Lisbon was the target for the development of models for the prediction of crash frequencies and their severity, wich could be used to identify high crash risk sites. This procedure contributed to support the intervention in road safety, concerning decisions about the choice of locations for intervention, the characterization of their safety problems, the selection of proper corrective interventions to implement as well as the assessment of the effects obtained with those interventions.

The importance of sustainable urban mobility plans is widely recognized by local and regional authorities across Europe. Technological innovation opportunities such as those offered by current and future ICT can contribute for cities to advance towards sustainable mobility and accessibility for inclusive public spaces. This article is built on an innovative living lab experience of the Intermunicipal Community of the Algarve (AMAL), the regional transport authority, scientifically supported by the LNEC, in Portugal, that comprised the development of the designated “Actions Plans for Sustainable Urban Mobility” (PAMUS) for a network of sixteen cities. Following the Regional Operational Program 2014-2020, these plans were “to support the transition for a low carbon economy in all sectors”, including mobility and transport. Inspired by best practices in Europe, the development of the regional PAMUS included several interconnected components: an integrated approach for the development of the plans that included a collaborative platform of stakeholders, a formal commitment signed by all Mayors to work together towards sustainable mobility goals, a communication strategy to the public, the development of a technological component (app VAMUS) and the acquisition of real-time cycling data using the STRAVA interface. This article is focusing on the potential benefits related to using the technological component of the PAMUS - the app VAMUS which means “we go together” (towards sustainable mobility goals). The app is currently available for two major mobile platforms (iOS and Android) and it provides information on the available public transport options and their connectivity along with other indicators as an incentive for users to choose more sustainable travel options. The PAMUS effort emerges as a disruptive approach to trigger behavioral changes for more cycling and walking (instead of car), leading to enhancing public space and quality of life objectives such as social inclusion and low carbon mobility.

O conhecimento dos factores que afectam a probabilidade de ocorrência de um acidente é uma área de investigação relevante de há muitas décadas devido aos enormes custos para a sociedade dos acidentes rodoviários. Em Portugal, os desenvolvimentos nesta matéria centraram-se essencialmente nas estradas inter-urbanas. No entanto, as zonas urbanas, caracterizadas por elevadas percentagens de acidentes corporais (cerca de 69% do total entre 2004 e 2008), requerem uma atenção prioritária. Com o presente estudo pretendeu contribuir-se para a melhoria da segurança rodoviária em meio urbano, através da criação de ferramentas que podem ser utilizadas em métodos de intervenção em que a segurança dos utentes vulneráveis seja considerada explicitamente nas fases de planeamento e gestão das redes viárias. A primeira ferramenta correspondeu à criação de uma base de dados georreferenciada dos acidentes rodoviários ocorridos na cidade de Lisboa entre 2004 e 2007, que permitiu a definição de mapas digitais, com possibilidade de uma grande diversidade de consultas e de cruzamentos de informação. A segunda ferramenta refere-se à elaboração de modelos de estimativa de frequência de acidentes para redes urbanas, segundo diversas desagregações: segundo o elemento rodoviário: em intersecções (intersecção de três ramos, intersecção de quatro ramos e rotundas) e em segmentos; segundo o tipo de acidente: atropelamentos e restantes acidentes com vítimas; e segundo a inclusão de variáveis explicativas relacionadas com o ambiente rodoviário: simplificado (apenas com as variáveis de exposição) e global (com todas as potenciais variáveis explicativas). Foi considerada a incorporação de dados de exposição relativos aos utentes vulneráveis por forma a melhorar a capacidade de estimativa da sinistralidade em redes urbanas. Estas duas ferramentas podem ser usadas directamente na gestão de infra-estruturas, dotando as entidades com competência em matéria de segurança rodoviária com informação rigorosa e detalhada sobre os factores intervenientes na ocorrência de acidentes em meio urbano e respectiva distribuição espacial.

No período de 1988 a 1993, ocorreram anualmente nas estradas rurais de uma faixa de rodagem e dois sentidos da Rede Rodoviária Nacional de Portugal, em média, cerca de 1471 acidentes corporais anuais em curva fora de cruzamentos. Estes acidentes constituem cerca de 33% dos acidentes corporais fora de cruzamentos participados na referida rede. O objectivo do presente trabalho é contribuir para o conhecimento da influência da estrada na ocorrência de acidentes e para o desenvolvimento de um método para avaliação de traçados rodoviários do ponto de vista da segurança. Foram realizadas in situ campanhas de recolha de dados sobre as distribuições de velocidades dos condutores, os quais foram relacionados com as características geométricas das estradas e com a respectiva sinistralidade. Foram desenvolvidos modelos para estimativa de perfis de velocidade de circulação livre, bem como modelos para estimativa da frequência de acidentes, em estradas de uma faixa de rodagem e dois sentidos, adaptados às condições de tráfego nacionais. Os referidos modelos foram integrados num procedimento para detectar inconsistências de velocidade em especial associadas à ocorrência de acidentes em curva, o qual foi usado para fundamentar uma proposta de quantificação de critérios de homogeneidade de traçado, adaptados à realidade do sistema de tráfego rodoviário português.

As características de utilização do automóvel no que diz respeito à flexibilidade nas distâncias praticáveis, ao conforto e à independência horária tornaram-no no meio de transporte mais utilizado no contexto actual da procura de transportes. A quantificação do uso do automóvel de forma regular e diversificada tornou-se numa necessidade manifesta da nossa sociedade, face aos impactes negativos associados ao tráfego rodoviário, tais como o congestionamento, a poluição ou a sinistralidade. O número de veículos que circulam numa rede rodoviária, ou parte dela, representado pelo volume de tráfego rodoviário, constitui uma fonte de informação fundamental sobre o estado de um determinado sistema de tráfego e na análise dos respectivos impactes. No presente trabalho é analisado o cenário actual em que se enquadram as estimações de volumes anuais de tráfego rodoviário ao nível nacional, lançando as bases para o desenvolvimento de um modelo sistemático de estimação para Portugal. São analisados os diferentes métodos internacionais de estimação de volumes de tráfego rodoviário, referindo as particularidades no seu desenvolvimento e na sua utilização. É feita uma análise dos dados relevantes actualmente disponíveis em Portugal e apresentado o desenvolvimento de um método de estimação de volumes anuais de tráfego rodoviário ao nível nacional, baseado fundamentalmente nas leituras de conta-quilómetros realizadas em inspecções técnicas. Por fim, são apresentadas as estimativas dos volumes de tráfego rodoviário ao nível nacional para os anos de 2004, 2005 e 2006, segundo o método de estimação desenvolvido. Estes valores constituem a primeira estimativa nacional de volumes de tráfego desagregados por tipo de veículo e tipo de estrada, permitindo um melhor conhecimento das distâncias percorridas segundo estas variáveis e uma actualização das estimativas agregadas existentes.

Nesta dissertação de Mestrado aborda-se o tema das medidas correctivas da infra-estrutura e descrevem-se os principais aspectos a considerar num sistema de recolha e organização de informação relevante para avaliação dos resultados obtidos com as medidas aplicadas. Designam-se por medidas correctivas da infra-estrutura as intervenções que se destinam a corrigir as deficiências da infra-estrutura rodoviária que contribuem para a ocorrência de acidentes rodoviários ou a gravidade das suas consequências, para melhoria do nível de segurança do sistema de tráfego. Neste documento são apresentadas as conclusões da análise da aplicação de medidas correctivas da infra-estrutura em diversos países, bem como informação básica sobre as medidas mais comuns, designadamente no que se refere a critérios de selecção, a aspectos gerais de dimensionamento, a resultados obtidos e a custos de construção, contemplando-se, também, as vantagens e desvantagens registadas com a respectiva aplicação. São abordados aspectos relacionados com o necessário acompanhamento da aplicação deste tipo de medidas no nosso País, através de um plano de supervisão sistemática da respectiva eficácia. Por fim, é realizada a análise da evolução da sinistralidade da EN 6 na sequência de um conjunto de intervenções correctivas, através de um estudo antes-depois, no qual são avaliados os efeitos obtidos pela aplicação de medidas correctivas, quer ao nível do comportamento de condução quer quanto ao número de acidentes e respectiva gravidade.

The Portuguese Road Safety Authority (Autoridade Nacional de Segurança Rodoviária

O presente relatório foi elaborado no âmbito da colaboração do LNEC com a Autoridade Nacional de Segurança Rodoviária (ANSR), o Instituto da Mobilidade e dos Transportes (IMT) e a Infraestruturas de Portugal S.A., na identificação de zonas de acumulação de acidentes rodoviários na Rede Rodoviária Nacional com base em dados do período de 2013 a 2017. O estudo enquadra-se na medida A20.80 do PENSE 2020 - Plano Estratégico Nacional de Segurança Rodoviária. Neste relatório são apresentados os resultados obtidos com a deteção de zonas de acumulação de acidentes nas estradas da Rede Rodoviária Nacional não subconcessionadas pela IP, bem como algumas características da sinistralidade nessas zonas.

O presente trabalho insere-se no âmbito de um protocolo entre o IMT - Instituto da Mobilidade e dos Transportes, I.P. (IMT) e o Laboratório Nacional de Engenharia Civil (LNEC) e destina-se a dar resposta à medida 25.92 do objetivo estratégico “Infraestruturas Mais Seguras” da Estratégia Nacional de Segurança Rodoviária – PENSE2020, consistindo na elaboração de uma norma técnica para aplicação a arruamentos urbanos, que possa contribuir para promover a melhoria da segurana da rede rodoviária municipal, designadamente através da adoção, no País, de critérios uniformes no dimensionamento do traçado e no ordenamento da envolvente dos arruamentos urbanos, aspetos importantes para a obtenção de rodovias autoexplicativas necessárias para a pretendida abordagem do Sistema Seguro. A norma técnica está organizada em quatro fascículos, destinados a contemplar os fundamentos sobre utentes e rede rodoviária, as características geométricas para rodovias com tráfego motorizado e não motorizado e as medidas de acalmia de tráfego aplicáveis a cada tipo de arruamento. Neste Fascículo II, relativo às caraterísticas geométricas para rodovias com tráfego motorizado, incluem-se considerações sobre as características dos diferentes tipos de vias, consoante o nível hierárquico, inclusive para atravessamentos de povoação e zonas de 30km/h. São também apresentados os elementos específicos para o transporte público (autocarros, elétricos e táxis) e para o estacionamento, relevantes para o adequado desenho da envolvente urbana.

O presente trabalho insere-se no âmbito de um protocolo entre o IMT - Instituto da Mobilidade e dos Transportes, I.P. (IMT) e o Laboratório Nacional de Engenharia Civil (LNEC) e destina-se a dar resposta à medida 25.92 do objetivo estratégico Infraestruturas Mais Seguras da Estratégia Nacional de Segurança Rodoviária – PENSE2020, consistindo na elaboração de uma norma técnica para aplicação a arruamentos urbanos, que possa contribuir para promover a melhoria da rede rodoviária municipal, designadamente através da adoção, no País, de critérios uniformes no dimensionamento do traçado e no ordenamento da envolvente dos arruamentos urbanos, aspetos importantes para a obtenção de rodovias autoexplicativas necessárias para o pretendido Sistema Seguro. A norma técnica está organizada em quatro fascículos, destinados a contemplar os fundamentos sobre utentes e rede rodoviária, as características geométricas para rodovias com tráfego motorizado e não motorizado e as medidas de acalmia de tráfego aplicáveis a cada tipo de arruamento. Apresenta-se neste documento o Fascículo III, relativo às caraterísticas geométricas para vias de tráfego não motorizado, onde se incluem considerações sobre os caminhos pedonais e sobre as vias cicláveis. São também apresentadas considerações sobre o estacionamento de veículos não motorizados e as particularidades da conceção das zonas de coexistência.

O presente trabalho insere-se no âmbito de um protocolo entre o IMT - Instituto da Mobilidade e dos Transportes, I.P. (IMT) e o Laboratório Nacional de Engenharia Civil (LNEC) e destina-se a dar resposta à medida 25.92 do objetivo estratégico Infraestruturas Mais Seguras da Estratégia Nacional de Segurança Rodoviária – PENSE2020, consistindo na elaboração de uma norma técnica para aplicação a arruamentos urbanos, que possa contribuir para promover a melhoria da rede rodoviária municipal, designadamente através da adoção, no País, de critérios harmonizados no dimensionamento do traçado e no ordenamento da envolvente dos arruamentos urbanos, aspetos importantes para a obtenção de rodovias autoexplicativas necessárias para o pretendido Sistema Seguro. A norma técnica está organizada em quatro fascículos, destinados a contemplar os fundamentos sobre utentes e rede rodoviária, as características geométricas para rodovias com tráfego motorizado e não motorizado e as medidas de acalmia de tráfego aplicáveis a cada tipo de arruamento. Apresenta-se neste documento o Fascículo IV, relativo às medidas de acalmia e outros dispositivos de tráfego, compreendendo a recomendação dos dispositivos suscetíveis de serem aplicados em arruamentos urbanos e destinados ao tráfego de peões, velocípedes, transportes públicos, misto, e veículos ligeiros. São também apresentadas características a considerar por categoria hierárquica da rede e por fim a pormenorização dos dispositivos de tráfego, no que se refere aos requisitos técnicos, princípios de dimensionamento e vantagens e desvantagens da sua aplicação.

Work package 6 of the SaferAfrica project aims to identify training needs and develop capacity building programs focused on road safety in African countries. Part 2 of WP6 concentrates on train the-trainer activities for universities. The main objective was the development of a train-the-trainer manual in the way that trainers and future trainers will be provided with the necessary tools and skills to prepare their own road safety courses. This manual was developed in 2018 and is now available as Deliverable D6.2. (Sanon, C. et al., 2018). The first part of the Manual presents basic information about the ‘nature’ of road safety and the Safe System approach, as well as how this knowledge can play a part in the education of different professionals. Special attention was given to road safety audits and inspections. The second part deals with the methodological and didactics of teaching this specific content, mainly focusing on the definition of learning outcomes and the specificity of the learning processes in adults. Giving training is however a matter of more personal competences and not only of technical skills. Providing a manual is important and can give future trainers a good support, but it is not enough. Competences are acquired through exercises, experiences and concrete and constructive feedback. For the above reason, in an early stage of the development of this manual in task 6.2, the workgroup decided to develop also a real Train-The-Trainer course, based on the Manual. In order to take the most of this trial, it was decided to develop a real course in Africa, to see if the foreseen approach was the most appropriate. After discussions during the project meeting in Abidjan (November 2018), the possibility was created in Cameroon in coordination with task 6.4 (twinning program on research capacity needs). In this annex of the Deliverable D6.2, an overview of this try-out version is detailed. In the first part of this document, the preparation of the course is discussed (aims, suggested program, target group and how we invited participants). A second part describes the course, detailing the content and the adaptations we made during the course. The third part is meant as an evaluation of this course. Both feedback of the participants and experience of the three trainers are presented. The most important information from this section is related with the lessons we could learn from this first try-out, which will lead us to a few suggestions and a canvas for further TTT-initiatives (last part).

The first main objective of work package 3 is to assess the implementation of the Action Plan 2011–2020 (AU?UNECA, 2010). This assessment has been supported by SWOT and PESTEL analysis completed at different geo?political scales (continental, regional economic communities/corridors and country) and is described in deliverable 3.1. The second main objective of work package 3 is to define initiatives for different topics (i.e., road safety policies, road safety and traffic management, capacity building and other road safety interventions). Those initiatives are designed to foster the implementation of the Action Plan and to contribute to a better situation in terms of road safety. This deliverable deals with the definition of initiatives for capacity building and training in the African continent. Deliverable 6.1 ‘Road Safety Curriculum for Africa’ highlights the specific needs and demands for training and education according to African education experts (Vieira Gomes, Kluppels & Schemers, 2017). One of the needs emphasizes the multidisciplinary characteristics of the road safety expertise. Subsequently, a lot of different professionals are active in different areas of road safety. Although cooperation between different road safety professionals is wanted to enhance road safety in general, this deliverable tries to categorize different capacity building initiatives (i.e., available courses) according to different groups of road safety professionals. A general education for all road safety experts is certainly needed. But after a general introduction to road safety, more specific capacity building initiatives for different road safety professionals are required in the African continent. This doesn’t exclude that some capacity building initiatives in this deliverable are applicable for two or more groups of road safety professionals. According to the Transportation Research Board (2007), road safety professionals have been defined as workers who spend all or most of their workday on matters pertaining directly to road safety, such as assessing safety performance and needs, planning, developing and implementing safety initiatives and taking specific actions related to safety (TRB, 2007). In this deliverable road safety initiatives are proposed for six different groups of road safety professionals. These groups are data collectors and analysts, health personnel, public policy makers, road safety engineers, teachers and educators and traffic police. The described capacity building initiatives in this report serve as a guideline for capacity building for the previously mentioned target groups. Off course, the proposed initiatives need to be further adjusted to the specific requirements for the group of road safety professionals within the country or region where they would be used.

According to the Global Status Report on Road Safety 2018 (WHO, 2018b), the number of road traffic injuries claimed 1.35 million lives in 2016. Based on the WHO regions, road traffic fatality rates are increasing in the African region from 26.1 fatalities per 100,000 inhabitants in 2013 to 26.6 fatalities per 100,000 inhabitants in 2016. Therefore, the African region is the worst performing WHO region. Over the same period, there was an improvement in road fatality rates in the WHO Europe region. Road traffic injury in Africa is even expected to worsen further, with an increasing of 55% in road traffic fatalities over the period from 2016 until 2030 (WHO, 2018c). SaferAfrica project aims at establishing a Dialogue Platform between Africa and Europe focused on road safety and traffic management issues. It will represent a high?level body with the main objective of providing recommendations to update the African Road Safety Action Plan and the African Road Safety Charter, as well as fostering the adoption of specific initiatives, properly funded. The first main objective of work package 3 is to assess the implementation of the Action Plan 2011–2020 (AU?UNECA, 2010). This assessment has been supported by SWOT and PESTEL analysis completed at different geo?political scales (continental, regional economic communities/corridors and country) and is described in deliverable 3.1. The second main objective of work package 3 is to define initiatives for different topics (i.e., road safety policies, road safety and traffic management, capacity building and other road safety interventions). Those initiatives are designed to foster the implementation of the Action Plan and to contribute to a better situation in terms of road safety. The final aim is to prepare information to support the discussions with the Dialogue Platform Management Board. This deliverable deals with the operational dimension of the “Level/Layer” matrix and more specific, the elaboration of initiatives about road safety interventions. Hereby, road safety interventions have been defined as actions designed to target consciously chosen safety improvement objectives within the road safety system (Wilpert & Fahlbruch, 2002). The categorisation of the road safety interventions is made based on the traditional five pillars used by the UN (2011). The road safety interventions in this report were selected based on the needs described in the capacity reviews of WP5, the applicability to the African continent and the concreteness of the road safety intervention. The described road safety interventions in this report serve as a guideline for the implementation of some concrete initiatives within the pillars of safer roads and mobility, safer vehicles, safer road users and post?crash response. Of course, they will need some specific adaptations and adjustments to the characteristics of the country or region where they would be implemented.

O presente trabalho insere-se no âmbito de um protocolo entre o IMT - Instituto da Mobilidade e dos Transportes, I.P. (IMT) e o Laboratório Nacional de Engenharia Civil (LNEC) e destina-se a dar resposta à medida 25.93 do objetivo estratégico Infraestruturas Mais Seguras da Estratégia Nacional de Segurança Rodoviária – PENSE2020, consistindo na elaboração de uma norma técnica para aplicação a arruamentos urbanos, que possa contribuir para promover a melhoria da rede rodoviária municipal, designadamente através da adoção, no País, de critérios harmonizados no dimensionamento do traçado e no ordenamento da envolvente dos arruamentos urbanos, aspetos importantes para a obtenção de rodovias autoexplicativas necessárias para o pretendido Sistema Seguro. A norma técnica está organizada em quatro fascículos, destinados a contemplar os fundamentos sobre utentes e rede rodoviária, as características geométricas para rodovias com tráfego motorizado e não motorizado e as medidas de acalmia de tráfego aplicáveis a cada tipo de arruamento. Apresenta-se neste documento o Fascículo 1, relativo aos fundamentos sobre utentes e rede rodoviária, onde se incluem considerações sobre a hierarquia da rede viária, se elencam as características dos vários constituintes do sistema de tráfego relevantes para o traçado, os elementos básicos de projeto e os parâmetros geométricos relevantes para a conceção do ambiente rodoviário urbano.

This manual is meant to support lecturers who wish to incorporate a course on road safety into the curriculum of another educational program. Various professions have linkages with the problems and issues related to road safety. For some of these it is evident: engineering and technology, political and social sciences. In other professions, specific aspects of road safety can hold important input. ? Road safety education requires a place in the training of teachers (primary and secondary schools), since children need to be taught as early as possible how to behave safely on the road. ? Government wanting to set up an effective enforcement plan need to ensure police men have good knowledge of road safety behaviour. ? For new drivers, learning to drive concerns not only traffic rules and handling a car, but also understanding the psychology of a road user and traffic in general. Furthermore, many more professions deal with road safety issues in their job which makes it worthwhile considering implementing aspects of road safety into the existing curriculum. The first part of this manual will focus on the importance of implementing road safety curricula. The first chapter explains the current road safety situation and related problems in Africa. This overview provides arguments for exposing more students to road safety expertise. Chapter two speaks about the most common framework in road safety: the Safe System approach. It provides a definition and broader context on what road safety really constitutes: a systematic and combined approach of all important elements. Road safety is not only a matter of building strong roads – it requires various coordinated actions and significant engagement from authorities, stakeholders and road users. On the basis of these two theoretical chapters, examples will be given to provide an indication of which learning outcomes could be of relevance for which profession/curriculum. These examples are not exhaustive, and are primarily intended to inspire the reader for the analysis of their situation. This is vital, since road safety implementation will vary depending on the context of a country’s organisational structure with regard to traffic and road safety. Special attention will be given to the education of road safety auditors and road safety inspectors. The second part of this manual is more didactical. It discusses the main aspects of organising a specific curriculum. Experienced teacher will already have sufficient background in developing a course, however we recommend to pay particular attention to the chapter on learning outcomes. A key error experts make when organising trainings is the attempt to pass on their entire knowledge to their students, even if these students have an entirely different background and profession. Emphasising how students can apply their newly gained road safety knowledge in their profession is crucial in order to ensure engagement during these trainings. The following chapter on ‘Tools and Methodology’ discusses three interesting road safety case studies. Working with case studies is an effective tool to demonstrate the interlinkages of various road safety elements. Furthermore, we propose leaving the classroom and using live examples as a learning experience drawing on reality is definitely worth the time investment to engage participants. As a third possibility, we discuss the option of working with E-learning tools in combination with a classroom course. The SaferAfrica project has developed various E-learning modules concerning road safety issues that can provide a great general introduction to the subject. In the last chapter we emphasise the importance of evaluations and various techniques thereof. This manual does not provide detailed content for a road safety curriculum. A lot of documentation is already available on the various topics and expertise regarding road safety. A comprehensive list of references for further reading can be found at the end of the course. Additionally, extensive material can also be found on the SaferAfrica website: http://www.saferafrica.eu/ .

Ce document est la traduction en langue française du manuel destiné à appuyer la mise en oeuvre d'audits de sécurité routière au projet d’infrastructures routières du réseau routier national développé par le Laboratório Nacional de Engenharia Civil portugais. Le document est organisé en quatre sections. La première section présente la notion d’audit de sécurité routière (ASR): ‘un ensemble de procédures visant à intégrer, de manière explicite et formelle, les connaissances et informations sur la sécurité routière dans la planification et la conception de routes, afin d’atténuer les risques d’accidents et de réduire leurs conséquences’. Cette section présente également des informations sur la portée, le but et l'utilité des ASR dans la gestion de la sécurité routière tout au long du cycle de vie de l'infrastructure routière. Les principales compétences souhaitables pour le profil des auditeurs sont également décrites. Dans la seconde section, des recommandations sont formulées quant aux aspects techniques à prendre en compte dans la mise en oeuvre d’un rapport d’audit de sécurité routière, notamment en ce qui concerne l’influence de la route sur le risque d’accident et aux fondements de bonnes pratiques. La troisième section est réservée aux aspects les plus directement liés aux procédures de mise en oeuvre des RSA, en particulier en ce qui concerne les rôles de chacune des parties prenantes. Enfin, dans la quatrième section, neuf listes de contrôle sont présentées, dont l’utilisation est volontaires, ainsi que des exemples de résultats d’ASR en chacune des quatre phases du projet d’infrastructure routière. Ces listes de contrôle, figurant en annexe, concernent les aspects suivants: la phase des études préalables ; la phase des études d’avant-projet ; la phase des études de projet ; la phase immédiatement avant la mise en service ; les traversées d’agglomération ; les intersections au contrôle par règle de priorité ou STOP; les intersections contrôlées par feux de circulation; les carrefours giratoires; et les échangeurs.

O presente documento constitui o primeiro relatório referente à actividade desenvolvida pelo Laboratório Nacional de Engenharia Civil (LNEC) e pela Faculdade de Ciências e Tecnologias da Universidade de Coimbra (FCT/UC) no âmbito do projecto IRUMS – Infra-estruturas Rodoviárias Urbanas Mais Seguras. Neste relatório apresenta-se o estado da prática corrente em medidas de engenharia de segurança rodoviária em ambientes urbanos e o estado da arte em modelos de estimativa da frequência de acidentes, elencando-se também variáveis potencialmente úteis para a estimação de volumes de tráfego de utentes rodoviários vulneráveis com especial incidência nos peões.

O presente documento constitui o quinto relatório referente à actividade desenvolvida pelo Laboratório Nacional de Engenharia Civil (LNEC) e pela Faculdade de Ciências e Tecnologias da Universidade de Coimbra (FCT/UC) no âmbito do projecto IRUMS – Infra-estruturas Rodoviárias Urbanas Mais Seguras, que se integra também num protocolo assinado com a Câmara Municipal de Lisboa. Neste relatório final do projecto apresentam-se o resumo e as principais conclusões do trabalho desenvolvido no que diz respeito ao estado da arte sobre medidas de engenharia de segurança rodoviária em ambiente urbano e sobre modelos de estimativa da frequência de acidentes; ao desenvolvimento de modelos de estimativa de frequência de acidentes nos arruamentos da cidade de Lisboa; e ao desenvolvimento de uma metodologia capaz de identificar as fragilidades da infraestrutura rodoviária em zona urbana que contribuam para a ocorrência de acidentes e que possam ser tratadas com o objectivo da redução da sinistralidade rodoviária. É ainda sumariada a tarefa de recolha de dados, dada a sua relevância para a concretização deste projecto.

The present document describes prediction models for accident, fatalities, serious injuries and killed and seriously injured victims, adjusted to bidirectional data of Portuguese motorway sections. The study was developed at Laboratório Nacional de Engenharia Civil (LNEC) in the scope of Workpackage 2 - Safety Impact Assessment and Accident Prediction Model of the RIPCORD-ISEREST project, carried out under the 6th European Framework Program. It covers the issues related to modeling accidents using the Negative Binomial model regressions as well as detailed diagnostic checks of the models obtained. The data used were collected over a five year period, ranging from 1999 to 2003. Several explanatory variables were measured concerning exposure, number of lanes, presence of an additional lane, lane widths, type and widths of the road’s shoulders and medians; response variables include the number of accidents, killed and serious injuries, fatalities and serious injuries that occurred on the five year period. The data set was further divided into four subsets corresponding to all road sections whose variables with missing values were removed, road sections without missing values and the equivalent for road sections with values of the annual average daily traffic greater than 5000 vehicles. Models were fitted to the four data sets with the response variables consisting on the number of accidents, fatalities, serious injuries and killed and seriously injured victims. Statistical techniques of model selection and model checking, including deviance and likelihood ratio tests and the AIC procedure, as well as graphical methods, were intensively used as measures of goodnessof- fit.

The main objective of the project was the benchmarking of road safety performances and developments of ten Latin American countries. The comparison allowed to identify the similarities and differences between countries, not only on the number of crashes and casualties, but also on the factors, circumstances and events that influence the risk of a crash and the severity of its outcome. The analysis was performed in the following areas

Neste relatório é proposta a estrutura organizacional para realização das contagens tendentes ao recenseamento de tráfego rodoviário na rede de estradas interubanas da Argélia, incluindo o dimensionamento do parque de equipamento de contagem a usar, sua configuração (cntagens permanentes e temporárias), bem como a avaliação dos prazos de realização, em função da dimensão das equipas encarregadas da colocação e exploração dos equipamentos nos trechos da rede rodoviária.

The European Conference of Transport Research Institutes (ECTRI) is an international non?profit association that was officially founded in April 2003. It is the first attempt to unite the forces of the foremost multimodal transport research centres across Europe and to thereby promote the excellence of European transport research. Today, it includes 28 major transport research institutes or universities from 21 European countries. Together, they account for more than 4,000 European scientific and research staff in the field of transport. ECTRI as the leading European research association for sustainable and multimodal mobility is committed to provide the scientifically based competence, knowledge and advice to move towards a green, safe, efficient, and inclusive transport for people and goods. The objective of this Position Paper in the field of transport economics and policies is to contribute to the third work programme 2018-2020 of the European Commission, for inclusion in the upcoming calls of Horizon 2020, and in particular addressing the societal challenge aiming to achieve “Smart, Green and Integrated Transport".

The research reported in this paper is part of the R&D project COST-TRENDs, funded by the Portuguese Foundation for Science and Technology. It presents a strategic assessment study of the hinterland connections centred in the Port of Sines, in Portugal, that integrates the core network corridor of the Trans-European Transport Network (TEN-T) designated as the Atlantic corridor. The study comprised the analysis of trends of maritime freight costs until 2020 and the assessment of alternative intermodal freight transport options to reduce costs along the multimodal transport chains. The options evaluated focused in the Iberian section of the Atlantic corridor and included the combination of maritime-short sea shipping, maritime-rail, maritime-road and, also, rail-air modes. The study estimated several key performance indicators for each option which aim to provide useful inputs to transport policy.

The literature shows that the development of the railway system in most European countries had a key role both in the evolution of urban systems and regional dynamics. On the other hand, it can be said that railway stations might act as important drivers for promoting sustainable land-use changes, namely of node and place functions which can be consistently balanced. The future Portuguese High-Speed Railway (HSR) network is considered as a major strategic transport scheme at both the Iberian and national levels. Its first stage comprises three routes. Of these, one links the Lisbon Metropolitan Area with the Spanish border of Badajoz, being an integral part of the HSR between both Iberian capitals, whereas the other two form the Atlantic Axis, encompassing a system of cities ranging from Lisbon to Porto, an from the latter point to Braga, Vigo and Coruña, concentrating nearly 80% of the whole Portuguese population, and serving an area generating about 90% of Portugal’s GDP. The Lisbon to Porto HSR line, hereafter designated as the Atlantic corridor, will be a 292 Km-long standard-gauge (1435 mm) one, supplementing an historic and congested 146-year old Iberian-gauge (1668mm) main line. The new HSR line is expected to open by 2017, and will feature a limited number of intermediate stations, enabling an easy interchange with other transport modes, namely with the broad-gauge conventional rail network. The future intermodal “Leiria-AV” HSR station, one of the four intermediate railway stations within the Lisbon – Porto line, will be located between the neighbourhood of Leiria (circa 42785 inh. in 2004) and Marinha Grande (38599 inh. in 2008), in the industrial zone of Barosa, at around 120 km North of Lisbon Metropolitan Area (LMA). This new intermodal HSR station is expected to function as a major regional interchange, by providing access to various urban centres, with support on both the tangencial Western main railway line, the A8 North-South coastal motorway and the “National Road” linking Leiria and Marinha Grande. One can say that the foreseen centrality, which will be at 35 minutes travel time from LMA, will be an opportunity to integrate railway development, activity location and spatial planning both at the regional and local levels, aiming at sustainable patterns of development. The work presented in this paper is the first stage of a broader research project on the topic “High Speed Railway in Portugal: impacts and intermodality within the Leiria region” which covers a wide range of HSR impacts. The questions addressed in this research are as follows: o What are the potential territorial implications of the HSR network in the region of the “Leiria-AV”? o How to promote sustainable land use and transport changes using the new intermodal HSR station as a (local and regional) development anchor? o How to balance expected HSR impacts if the aim is to achieve both sustainable and healthier communities along with maximizing economic and other potential positive impacts? The research methodology will comprise two major steps: i) benchmarking exercise of other reference cities in Europe where HSR was already implemented, such that a list of potential impacts can be now anticipated for the case of the intermediate city of Leiria; ii) implementation of an attitudinal and stated choice survey to a representative sample of economic agents and other stakeholders that will assess individuals’ (local communities) and group (firms) perceptions regarding the impacts of the HSR project and specific intermodal scenarios set for promoting sustainable land use and transport mode changes; iii) the comparison of potential versus perceived impacts and preferred intermodal options. Overall research results are expected to contribute towards future policy formulation with respect to railway and land use developments both at the community and regional level aiming at achieving sustainable patterns of development. This paper is centred on the benchmarking exercise that comprised major reference cities where HSR were already implemented and on the preliminary results obtained from a stated choice (SC) survey administered to a sample of economics agents within Lisbon Metropolitan Area. This SC survey focused on the assessment of those potential territorial effects related to relocation of offices nearby the future “Leiria AV” HSR station. The remainder of this paper is organized as follows. Section 2 presents an overview of the HSR project in Portugal and the Leiria AV station in the context of the urban/regional network. Section 3 provides a discussion of the territorial impacts related to the HSR project considering a benchmarking exercise that included impacts observed at similar characteristics to Leiria and HSR connections. Subsequently, section 4 present a prospective analysis of those impacts for the Leiria region, including a stated-choice experiment which was implemented to a sample of firms in Lisbon to evaluate ex ante possible office relocation choices. Some prospective scenarios are then outlined. Finally, section 6 concludes and some further research directions can be drawn.