Road safety programmes

The Action Plan 2022-2023 is the first step plan of the National Road Safety Program 2021-2030 which objective is the number of fatalities not more than 1455 deaths and the number of seriously injured not more than 5317 on Polish roads till 2030. The Action Plan 2022-2023 directly refers to program structure of the strategy with all 5 pillars indicated in the NRSP 2021-2030 (Safe Road users, safe infrastructure, safe vehicle, rescue and post-crash care, road safety management) and its adopted priorities. Action Plan indicates institutions / entities responsible for implementation activities/ tasks according to the main areas of interventions, as well as a time range and a set of indicators showing the degree of its implementation and its estimated impact on the improvement of road safety. Priorities and lines of action for each of the pillars defined in the programme concentrate on engineering, education, and enforcement.

 

Action Plan 2022-2023 to the National Road Safety Program 2021-2030 includes:

  • information on the adopted short-term priorities,
  • information on the tasks according to the Pillars defined in the National Road Safety Program 2021-2030 and defined priorities and areas of interventions/ activities,
  • information on the leaders of individual tasks/activities
  • information on the deadlines for the implementation of individual tasks/activities
  • indicators of task implementation and its impact on road safety,
  • information on the source of its financing.

 

Programme structure of interventions of the National Road Safety Programme 2021-2030 is based on five pillars constituting main areas of activities dedicated to improving road safety until 2030. These are:

Pillar I - Road safety management system

Pillar II - Safe human

Pillar III - Safe roads

Pillar IV - Safe vehicle

Pillar V - Rescue and post-crash care

Priorities and lines of action for each of the pillars defined in the programme concentrate on 3 areas of interventions:

  • engineering - understood as technical solutions, e.g. road network or vehicles that protect drivers, passengers and other road users and reduce the severity of the possible event,
  • enforcement - understood as the control of authorized services, which aims to enforce the existing regulations and prevent their violations,
  • education - understood as a comprehensive process of awareness raising of road traffic hazards through acknowledging and understanding the risks. The aim of educational activities is to change attitudes and behaviours at the level of an individual road user, groups and organisations.

Short-term priorities of the Action Plan 2022-2023 will concentrate on:

  • limiting the risks of drunk driving
  • speed management
  • safety of pedestrians
  • safety of cyclists

 

The main priority is improving safety of road users with the highest risk of life losing and health (pedestrians and cyclists).  There are planned engineering interventions and educational with enforcement on changing behaviours related to road risks. There will be coherent education and communication system on main risk in road safety: driving under influence of alcohol use, no protective equipment, speeding.

 

Area of interventions of the Action Plan 2022-2023:

Area of interventionNumber of activities
Safe Road User11
Safe road/infrastructure13
Safe vehicle2
Rescue and post -crash care4
Road safety management5
Total35

The Action Plan 2022-2023 was elaborated and adopted by key stakeholders of road safety system in Poland. The clear definition and understanding of the key principles allowed adoption of a common approach to the problem of road accidents. The synergy effect was achieved, resulting mutual support of key partners responsible for the implementation of the Action Plan.


More information on Action Plan 2022-2023 – Polish version attached here:

 Program realizacyjny 2022-2023 - KRBRD.GOV.PL

In 2021 new National Road Safety Programme 2021-2030 was announced  which aims to reduce the number of fatalities and seriously injured by 50% in 2030.

 

Taking into account the current high level of risk on Polish roads, as well as conditions resulting from the global and European road safety policy, the main objective of the National Road Safety Programme 2021-2030 is to reduce the number of fatalities and seriously injured by 50% within the next decade.

 

Programme objectives

In 2030 the number of fatalities should not exceed 1455 persons and the number of seriously injured should not be more than 5317 persons on Polish roads. It has to be emphasized that the above estimations are only an intermediate goal established for 2030. The target vision of Polish road safety policy and long-term programs and strategies are to completely eliminate fatalities and serious injuries, which is in line with the far-reaching perspective of European transport policy adopted as part of the Vision Zero implementation by 2050.

 

According to the Safe System approach, death and serious injury in road collisions are not an inevitable price to be paid for mobility. While collisions will continue to occur, death and serious injury are largely preventable. The Safe System approach aims for more forgiving road system. It accepts that people will make mistakes and argues for a layered combination of measures to prevent people from dying from these mistakes by taking the physics of human vulnerability into account. Better vehicle construction, improved road infrastructure, lower speeds, safer and compliant rod users, better emergency rescue - all have the capacity to reduce the impact of crashes (and if one element fails, another one will compensate to prevent the worst outcome of the crash). This approach involves multi-sectoral and multi-disciplinary action and management by objectives, including timed targets and performance tracking.

 

Shared responsibility means system designers/ providers are responsible for the safety of the system; all need to play their part in a coordinated manner for improvement of road safety. Public authorities in all sectors relevant for road safety objectives, including transport and infrastructure, environment, education, the police, public health, justice, and tourism need to work together closely at all levels. In addition, all stakeholders have crucial role: industry (including insurance companies), user associations, NGOs, schools, researchers and many more.

 

The National Road Safety Program 2021-2030 sets 7 principles to be considered at every stage of planning and implementation of activities by decision makers and providers. The principles of the program are: 1. We are limiting the consequences of human’ errors. 2. We design solutions that are friendly to all road users. 3. We improve all elements of the road safety transport system. 4. It is our share responsibility for road safety. 5. We accelerate knowledge transfer, learn from previous experience, promote activities based on modern solution, and best practices 6. Our activities support health prevention and sustainable development. 7. Safety is our high priority.

 

Programme structure

Structure of interventions of the National Road Safety Programme 2021-2030 is based on five pillars constituting main areas of activities dedicated to improving road safety until 2030. These are:

Pillar I - Road safety management system

Pillar II - Safe human

Pillar III - Safe roads

Pillar IV - Safe vehicle

Pillar V - Rescue and post-crash care

 

Pillar I: road safety management system. Key point in road safety management is death and serious injury prevention. In focus is all humans make mistakes and crashes are inevitable. Intervention to improve speed management and the road environment all have a major role to play in addressing this new Safe System focus. Road safety management system focus on investments in road design which are self-explaining and encourages safe travel speeds to help avoid errors by road users. To the main priorities in pillar of road safety management belongs:

  • Optimizing the organizational structures of the road safety management system at the national and at regional level
  • Optimization of law rules relating to the road safety management system
  • Establish dedicated funding mechanisms for the road safety management system
  • Optimization of the data collection and analysis system
  • Optimization of the system of research and knowledge transfer into road safety
  • Optimization of communication of road safety.

 

Pillar II: safe human/safe road use. The priority is safety of road users and promotion of positive road users’ behaviours (driving with speed limits, sober driving, wearing safety belts and helmets).  In this pillar first main intervention area is education an alert, compliant and safe road user: young drivers, children, seniors +60, vulnerable road users: pedestrians, motor riders, motorcyclists, bicyclists, wheelchair users. This can be achieved by engineering solutions: traffic calming measures, investments in layout/design of infrastructure that determine road safety’ quality for each group of road users (in urban areas segregation vulnerable road user activity pedestrians, cyclists and motorcyclists from higher speed traffic), implementation of traffic management measures. Priorities are interventions on enforcement on road risky behaviours and delivering coherent education and communication system on risks as: driving under influence of alcohol, distraction, no protective equipment). Education will be specially addressed to senior road users aged 60+.

 

Pillar III Safe roads and roadsides. Safety infrastructure means predictable and forgiving of human’ mistakes. Safe roads and roadsides are self-explaining their design encourages safe travel speeds and help avoid errors. The main priorities are mitigation of severity of road injuries and development of modern road safety management system. Area of intervention will concentrate on investments in well-designed “forgiving” roads and roadsides and speed management system (road laid out will determine speed of vehicles). The area of interventions will concentrate on engineering solutions to ensure that driving errors will not have serious consequences and they can reduce the severity of accidents (based on injury limitation through a forgiving road environment and anticipation of road user behaviour). The second pilar is development of modern road safety management system (audit of systems, infrastructure, people) and Intelligent Transport Systems. Improvement of speed management system will concentrate on intervention related education of designers and road providers according to the safe speeds. This means travel speeds suit function and level of safety of the road and road users understand and comply with the speed limits and drive to the conditions.

 

IV Pillar - Safe vehicles prevent crashes and protect in the event of crash road users, including occupants, pedestrians, cyclists. Main priority is engineering improvements in all new and used vehicles according to the setting the minimal technical requirements due to the active and passive safety devices). The second priority in this pillar is improving the system of technical vehicle inspection (optimization of technical, approval and operational requirements in the field of necessary safety devices in vehicles). Enforcement and education is complementary.

 

V Pillar- Rescue and post-crash care.  The goal is to improve rescue and post-crash care to the highest possible standard of rescue operations in the shortest possible time: from the emergency call following a collision resulting in personal injury, and the arrival at the scene of the emergency services.

 

Main interventions will include improving and developing the medical rescue system, modernizing equipment of road rescue services, as well as developing a system supporting victims of road accidents in the process of rehabilitation and returning to social and professional activity. There are two priorities in this pillar: integration and development of the National Rescue System and deliver uniform support system for accident victims.

 

Priorities and lines of action

For each of the pillars defined in the programme, priorities and lines of action have been identified, taking into account the main road safety problems and the conditions for their solution.

The activities are planned in a way to include all key areas of interventions:

  • engineering - understood as technical solutions, e.g. road network or vehicles that protect drivers, passengers and other road users and reduce the severity of the possible event,
  • enforcement - understood as the control of authorized services, which aims to enforce the existing regulations and prevent their violations,
  • education - understood as a comprehensive process of awareness raising of road traffic hazards through acknowledging and understanding the risks. The aim of educational activities is to change attitudes and behaviours at the level of an individual road user, groups and organisations.

Programme monitoring

Goals of the National Road Safety Programme 2021-2030 according to the structure of five pillars main areas of interventions: I - Road safety management system; II - Safe human/ safe road use; III - Safe roads/infrastructure; IV - Safe vehicle; V - Rescue and post-crash care will be monitored by basic indicators and Key Performance Indicators.

To basic indicators of goals set in the NRSP 2021-2030 are:

  • number of fatalities
  • number of seriously injured
  • number of injured
  • number of accidents
  • number of fatalities per 1 million inhabitants
  • number of accidents per 1 million inhabitants
  • number of fatalities per 100 accidents
  • number of accidents/100 km of roads.

Established and important factors in the Safe System approach are KPIs defined as core elements of safe road use, safe infrastructure, safe vehicles, and better post-crash care. Monitoring the progress of reducing the number of deaths and seriously injured on Polish road till 2030 according to the NRSP 2021-2030 will be asses by 8 Key Performance Indicators:

  • KPI for speed: Percentage of vehicles travelling within the speed limit.
  • KPI for the proper use of safety belts and child restraint systems: Percentage of vehicle occupants using the safety belt or child restraint system correctly.
  • KPI for protective equipment: Percentage of riders of powered two-wheelers, of motorcycles and of cyclists wearing a protective helmet.
  • KPI for sober driving: Percentage of drivers driving within the legal limit for blood alcohol content (BAC).
  • KPI for driver distraction: Percentage of drivers not using a handheld mobile device.
  • KPI for vehicle safety: Percentage of passenger cars with predefined minimum active and passive safety standards / alternatively – percentage of passenger’s cars not older than predefined.
  • KPI for infrastructure: Percentage of distance driven over roads with a safety rating above an agreed threshold/ alternatively – percentage of distance driven over roads either with opposite traffic separation (by barrier or area) or with a speed limit equal to predefined, maximum value.
  • KPI for post-crash care: Time elapsed in minutes and seconds between the emergency call following a collision resulting in personal injury, and the arrival at the scene of the emergency services.

Implementation Programs

The main tool for implementing the National Program Road Safety 2021-2030 will be Action Plans - an annual or biennial – prepared according to all pillars and oriented towards the adopted priorities. Action Plan will indicate institutions / entities responsible for implementation improvements according to the main areas of interventions, as well as a time range and a set of indicators showing the degree of task implementation and its estimated impact on the improvement of road safety.

Action Plan will include:

  • information on the adopted short-term priorities,
  • information on the tasks assigned in accordance with the National Pillars The Road Safety Program 2021-2030 and taking into account the defined priorities and area of interventions/ activities,
  • information on the leaders of individual tasks,
  • information on the deadlines for the implementation of individual tasks,
  • indicators for assessing the degree of task implementation and its impact on road safety,
  • information on the source of their financing.

Funds for financing road safety interventions adopted in the National Program Road Safety 2021-2030 will come from:

  • the state budget dedicated for financing institutional management, including the effective/ operational functioning of the Leading Agency/ as a target; The Secretariat of the National Road Traffic Safety Council/ in a transitional variant
  • state budget dedicated for co-financing institutional management oriented at the functioning of regional leading institutions for road safety / Secretariats of Voivodeship Road Traffic Safety Councils/
  • sectoral budgets / Police, Fire State Service, General Directorate for National Roads and Motorways, Main Road Transport Inspectorate, funds from the health care system, etc./
  • European Union financial schemes and instruments, funds of European Economic Area and other international financial institutions
  • government programs, funds, and resources, the National Centre for Research and Development, the Justice Fund, the Environmental Protection Fund, the National Health Fund etc.
  • investors and business partners.

 

More information (available only in Polish) can be found here:

Narodowy Program Bezpieczeństwa Ruchu Drogowego 2021-2030

In 2013 new National Road Safety Programme 2013-2020 was developed, which aims to reduce the number of fatalities in 2020 by 50% and seriously injured by 40%, in relation to 2010.

Programme objectives
The new Road Safety Programme 2013-2020, apart from objectives regarding only fatalities decrease – as it was the case in previous programmes – also emphasizes the problem of seriously injured. Two main objectives to be reached until 2020 are established to implement the long-term vision:
• to limit the annual number of fatalities by at least 50% until 2020, which means a maximum of 2 000 of fatalities in 2020, in relation to 2010,
• to limit the annual number of seriously injured by at least 40% until 2020, which means no more than 6 900 of seriously injured in 2020, in relation to 2010.
There are also two stage objectives:
• in 2014 – maximum number of fatalities: 3 000, seriously injured: 9 400,
• in 2017 – maximum number of fatalities: 2 400, seriously injured: 8 000.
 
Programme structure
With regard to the Decade of Action for Road Safety 2011-2020, as well as to Transport Development Strategy until 2020 established by UN, National Road Safety Programme 2013-2020 and its structure of intervention is based on the following five pillars:
1. Safe behaviours of road traffic users.
2. Safe road infrastructure.
3. Safe speed.
4. Safe vehicles.
5. Rescue and medical assistance system.
 
Effective implementation of activities within the above mentioned pillars is conditioned by the improvement of the management system for road safety. Therefore, the Programme indicates also the activities which are essential for planning, implementation, coordination and monitoring activities within its particular pillars. In every pillar, based on the diagnosis of the existing status of road safety, priority directions (priorities) reflecting fundamental problems of road safety in Poland are distinguished, as well as conditions for their implementation. However, every priority accumulates activities covering: 
• Engineering – understood as technical solutions for road network, which upgrade road safety and make roads “forgive” human errors, and vehicles, which protect drivers, passengers and other road users, as well as diminish possible damages of an accident.
• Enforcement – understood as visible supervision and control aiming at the enforcement of existing regulations and prevention of non-compliance.
• Education – understood as enhancing awareness of road safety by identification and understanding the risk. The objective of education is to change attitudes and behaviours at the individual level, as well as at the level of certain communities or at the organizational level.
 
For each pillar priorities and directions of actions have been identified.
1. Safe road user.
 - Priority 1 – Influencing safe behaviours of road users.
 - Priority 2 – Protection of road users.
2. Safe roads.
 - Priority 1 – Implementation of road safety standards eliminating the most serious risks in road traffic.
 - Priority 2 – Development of road infrastructure safety management system.
3. Safe speed.
 - Priority 1 – Influencing driver behaviours in relation to driving at a safe speed.
 - Priority 2 – Increase the efficiency of speed management system.
4. Safe vehicle.
 - Priority 1 – Enhancement of activities regarding vehicle technical condition inspections.
 - Priority 2 – Improvement of vehicle safety systems.
5. Rescue service and post-accident assistance
 - Priority 1 – Integration and development of National Rescue System.
 - Priority 2 – Reorganization of the assistance system to the victims of road accidents.
 
Road safety management system
The process of improving road safety requires compliance with the following three interconnected elements: the functions of institutional management, specific actions (interventions) and results. The fundamental functions of institutional management include:
• coordination,
• legislation,
• financing and provision of resources, 
• promotion and communication,
• monitoring and evaluation,
• research, development and knowledge transfer.
Each of these functions requires improvement in view of the performance of actions defined for each pillar of Road Safety Programme. These functions are fulfilled in various proportions, depending on the institution and the level of public administration. The Programme describes the activities in the following areas:
• The improvement of road safety organizational structures and coordination.
• The introduction of coherent system of legal regulations on road safety.
• The introduction of stable road safety financing system.
• The introduction of uniform monitoring and communication system.
• The implementation of road safety research system and transfer of knowledge.
• Systemic actions.
 
Guidelines on Programme implementation
The Programme will function with links to other related areas such as transport, infrastructure, public finances, health, education, rescue system, power sector, environmental protection, scientific research, jurisdiction, trade exchange and spatial planning. The coordination between public administration, local government, business, nongovernmental organizations and local communities is of great importance.
 
Tools
The basic tools for implementing the Programme will be, similarly to the solutions described in GAMBIT 2005, performance programmes at sectoral, voivodeship and poviat levels. All programmes should be developed with consideration of National Programme objectives implementation.
Performance programmes
• programmes prepared for the period of 1-2 years, which will include:
 - detailed action plan for the upcoming year in case of one-year programmes,
 - detailed action plan for the first year and the outline of actions for the second year in case of two-year programmes.
Sector programmes
• internal programmes of individual departments and institutions of government administration (Directorate General of National Roads and Motorways, Polish Police Headquarters, National Headquarters of the State Fire Service of Poland, General Inspectorate of Road Transport, etc.).
Voivodeship programmes
• the basis for creating voivodeship programmes, apart from the National Programme, should be voivodeship-level documents such as development strategy and spatial development plan.
Local programmes
• programmes implemented by local governments, should indicate the concrete solutions in infrastructure, enforcement, education and rescue services.
 
Monitoring and assessment
Crucial issue is efficient, ongoing and complex monitoring and assessment of whether the undertaken actions are headed in the specified direction.
The Programme monitoring tools will be:
• Annual reports on road safety in Poland, which will contain mainly:
 - facts concerning accidents from the previous year, 
 - specific indicators of the actions implementation included in the performance programmes for the previous year.
• Periodic reports on the Programme implementation containing the assessment of used solutions, correlated with the stage objectives:
 - first periodic report in 2015 should cover the period of 2012-2014,
 - second periodic report in 2018 should cover the period of 2012-2017.
 
Road safety indicators
The main indicator of Programme implementation, will be the decrease in number of fatalities and seriously injured. These indicators will be used for the ongoing assessment of reaching the main objectives in 2020, also in relation to stage objectives for 2014 and 2017. The general assessment of Programme progress will be also facilitated by other indicators.
 

In 1972 the Council of Ministers approved a resolution regarding actions and measures aimed at the improvement of road safety situation in Poland. However, this programme did not prove to be successful and did not bring any positive changes in the situation.
 
In 1992 World Bank developed a report, called Gerondeau report, on road safety situation in Poland. The report explained that the responsibility for road safety in Poland is dispersed and mainly lies in hands of Ministry of Interior and Ministry of Transport and Maritime Economy. It was also stated that there is no adequate administrative and social structure which could lead the consistent, long-term policy, be in funds and responsible for their disbursement. As a result, in 1993, on a central level National Road Safety Council was established (including the representatives of ministries and central offices, social organizations and invited experts).
 
In 1994-96, on a special commission by Minister of Transport and Maritime Economy, from the Scientific Research Committee funds, Programme GAMBIT 96 was developed. It was a base for formulating in 1994 the guidelines for the road safety improvement programme.
 
In 2000 another programme was developed – GAMBIT 2000. It was approved by the Council of Ministers in 2001 as a road safety improvement programme for Poland for 2001-2010. The strategic goal of the programme was to reduce the number of killed to 4 000 in 2010. 
The goals of GAMBIT 2000 were as follows:
• short-term: the reduction in number of killed to 5 500 in 2003 (13% drop in relation to 2000),
• long-term: the reduction in number of killed to 4 000 in 2010 (36% drop in relation to 2000).
 
GAMBIT 2000 included 3 specific aims:
1. Implementing road safety measures in the seven predefined problematic areas.
2. Developing the foundation to pursue effective and long-term road safety policy.
3. Gaining social support for road safety improvement.
 
The accession of Poland to the EU in 2004 required the introduction of new obligations in transport policy, common for all member states. Therefore a need to formulate new improvement programme had to be fulfilled. National Road Safety Improvement Programme 2005-2007-2013, called GAMBIT 2005, was accepted by National Road Safety Council in March 2005 and approved by the Council of Ministers in April 2005.
 
The strategic goal of GAMBIT 2005 was to reduce the number of killed by 50% until 2013 in relation to 2003, which meant no more than 2 800 killed. There were also 2 mid-term goals to be reached:
• in 2007 – no more than 4 300 killed,
• in 2010 – no more than 3 500 killed.
 
In order to reach the main objective, five specific aims were established (which embraced 15 groups of priority actions and 144 tasks):
1. Development of basis to conduct effective and log-term road safety improvement activities.
2. Influencing safe behaviours of road users.
3. Protection of pedestrians, children and cyclists.
4. Ensuring safe infrastructure (roads and surroundings).
5. Reduction in severity of road accidents and their consequences.
 
The new National Road Safety Programme 2013-2020 continues the far-reaching ZERO VISION, adopted in previous national road safety programmes, which strives to decrease the number of killed in road traffic to zero.