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Methods and measures for reducing the risk of death and injury on roads

Road traffic safety refers to the methods and measures used to prevent road users from being killed or seriously injured. Typical road users include pedestrians, cyclists, motorists, vehicle passengers, and passengers of on road public transport (mainly buses and trams). Best practices in modern road safety strategy:
blockquote|text=The basic strategy of a Safe System approach is to ensure that in the event of a crash, the impact energies remain below the threshold likely to produce either death or serious injury. This threshold will vary from crash scenario to crash scenario, depending upon the level of protection offered to the road users involved. For example, the chances of survival for an unprotected pedestrian hit by a vehicle diminish rapidly at speeds greater than 30 km/h, whereas for a properly restrained motor vehicle occupant the critical impact speed is 50 km/h (for side impact crashes) and 70 km/h (for head on crashes).|sign=International Transport Forum|source=Towards Zero, Ambitious Road Safety Targets and the Safe System Approach, Executive Summary page 19 At the highest level is sustainable prevention of serious injury and death crashes, with sustainable requiring all key result areas to be considered. At the second level is real time risk reduction, which involves providing users at severe risk with a specific warning to enable them to take mitigating action. The third level is about reducing the crash risk which involves applying the road design standards and guidelines (such as from AASHTO), improving driver behavior and enforcement. It is important to note that drivers' traffic behaviors are significantly influenced by their perceptions and attitudes. Traffic safety has been studied as a science for more than 75 years.

On neighborhood roads where many vulnerable road users, such as pedestrians and bicyclists can be found, traffic calming can be a tool for road safety. Though not strictly a traffic calming measure, mini traffic circles implanted in normal intersections of neighbourhood streets have been shown to reduce collisions at intersections dramatically (see picture). Shared space schemes, which rely on human instincts and interactions, such as eye contact, for their effectiveness, and are characterised by the removal of traditional traffic signals and signs, and even by the removal of the distinction between carriageway (roadway) and footway (sidewalk), are also becoming increasingly popular. Both approaches can be shown to be effective. For planned neighbourhoods, studies recommend new network configurations, such as the Fused Grid or 3 Way Offset. These layout models organize a neighbourhood area as a zone of no cut through traffic by means of loops or dead end streets. They also ensure that pedestrians and bicycles have a distinct advantage by introducing exclusive shortcuts by path connections through blocks and parks. Such a principle of organization is referred to as "Filtered Permeability" implying a preferential treatment of active modes of transport. These new patterns, which are recommended for laying out neighbourhoods, are based on analyses of collision data of large regional districts and over extended periods. They show that four way intersections combined with cut through traffic are the most significant contributors to increased collisions. Modern safety barriers are designed to absorb impact energy and minimize the risk to the occupants of cars and bystanders. For example, most side rails are now anchored to the ground, so that they cannot skewer a passenger compartment. Most light poles are designed to break at the base rather than violently stop a car that hits them. Some road fixtures such as signs and fire hydrants are designed to collapse on impact. authorities have removed trees in the vicinity of roads; while the idea of "dangerous trees" has attracted a certain amount of skepticism, unforgiving objects such as trees can cause severe damage and injury to errant road users. Safety barriers can provide some combination of physical protection and visual protection depending on their environment. Physical protection is important for protecting sensitive building and pedestrian areas. Visual protection is necessary to alert drivers to changes in road patterns. Most roads are cambered (crowned), that is, made so that they have rounded surfaces, to reduce standing water and ice, primarily to prevent frost damage but also increasing traction in poor weather. Some sections of road are now surfaced with porous bitumen to enhance drainage; this is particularly done on bends. These are just a few elements of highway engineering. As well as that, there are often grooves cut into the surface of cement highways to channel water away, and rumble strips at the edges of highways to rouse inattentive drivers with the loud noise they make when driven over. In some cases, there are raised markers between lanes to reinforce the lane boundaries; these are often reflective. In pedestrian areas, speed bumps are often placed to slow cars, preventing them from going too fast near pedestrians. Poor road surfaces can lead to safety problems. If too much asphalt or bituminous binder is used in asphalt concrete, the binder can 'bleed' or flush' to the surface, leaving a very smooth surface that provides little traction when wet. Certain kinds of stone aggregate become very smooth or polished under the constant wearing action of vehicle tyres, again leading to poor wet weather traction. Either of these problems can increase wet weather crashes by increasing braking distances or contributing to loss of control. If the pavement is insufficiently sloped or poorly drained, standing water on the surface can also lead to wet weather crashes due to hydroplaning. Lane markers in some countries and states are marked with cat's eyes, Botts' dots or reflective raised pavement markers that do not fade like paint. Botts dots are not used where it is icy in the winter, because frost and snowplows can break the glue that holds them to the road, although they can be embedded in short, shallow trenches carved in the roadway, as is done in the mountainous regions of California. Road hazards and intersections in some areas are now usually marked several times, roughly five, twenty, and sixty seconds in advance so that drivers are less likely to attempt violent manoeuvres. Most road signs and pavement marking materials are retro reflective, incorporating small glass spheres or prisms to more efficiently reflect light from vehicle headlights back to the driver's eyes.

By 1947 the Pedestrians' Association was suggesting that many of the safety features being introduced (speed limits, traffic calming, road signs and road markings, traffic lights, Belisha beacons, pedestrian crossings, cycle lanes, etc.) were potentially self defeating because "every nonrestrictive safety measure, however admirable in itself, is treated by the drivers as an opportunity for more speeding, so that the net amount of danger is increased and the latter state is worse than the first." During the 1990s a new approach, known as 'shared space' was developed which removed many of these features in some places has attracted the attention of authorities around the world. The approach was developed by Hans Monderman who believed that "if you treat drivers like idiots, they act as idiots" and proposed that trusting drivers to behave was more successful than forcing them to behave. Professor John Adams, an expert on risk compensation suggested that traditional traffic engineering measures assumed that motorists were "selfish, stupid, obedient automatons who had to be protected from their own stupidity" and non motorists were treated as "vulnerable, stupid, obedient automatons who had to be protected from cars – and their own stupidity". Reported results indicate that the 'shared space' approach leads to significantly reduced traffic speeds, the virtual elimination of road casualties, and a reduction in congestion. However such numbers might change country by country. Fatalities on the rural roads come from the many collisions due to the dangers that exist on such roads, and the important energy involved in those collisions due to the practiced speeds. In contrast, risks of collision are less numerous on motorways, and speeds are lower on rural roads.

Safety can be improved in various ways depending on the transport taken.

UK road casualty statistics show that motorcycle riders are nine times more likely to crash, and 17 times more likely to die in a crash, than car drivers. The higher fatality risk is due in part to the lack of crash protection (unlike in enclosed vehicles such as cars), combined with the high speeds motorcycles typically travel at. According to US statistics, the percentage of intoxicated motorcyclists in fatal crashes is higher than other riders on roads. Helmets also play a major role in the safety of motorcyclists. In 2008, The National Highway Traffic Safety Administration (NHTSA) estimated the helmets are 37 percent effective in saving lives of motorcyclists involved in crashes.

According to the European Commission Transportation Department "it has been estimated that up to 25% of accidents involving trucks can be attributable to inadequate cargo securing". Improperly secured cargo can cause severe crashes and lead to loss of cargo, loss of lives, loss of vehicles, and can be a hazard for the environment. One way to stabilize, secure, and protect cargo during transportation on the road is by using dunnage bags, which are placed in the voids among the cargo and are designed to prevent the load from moving during transport. Together for Safer Roads (TSR) has developed best practices for implementing corporate road safety programs that includes data management and analysis, route mapping, investment and upkeep of fleets, safety policies and training for employees, and first aid/safety training in case collisions do occur.

Hundreds of people are killed each year due to high speed chases of fleeing suspects by police. Different jurisdictions allow such pursuits in different circumstances; fewer injuries might occur if these are restricted to violent felonies.

Various types of road user regulations are in force or have been tried in most jurisdictions around the world, some these are discussed by road user type below.

Dependent on jurisdiction, driver's age, road type and vehicle type, motor vehicle drivers may be required to pass a driving test (public transport and goods vehicle drivers may need additional training and licensing), conform to restrictions on driving after consuming alcohol or various drugs, comply with restrictions on use of mobile phones, be covered by compulsory insurance, wear seat belts and comply with certain speed limits. Motorcycle riders may additionally be compelled to wear a motorcycle helmet. Drivers of certain vehicle types may be subject to maximum driving hour regulations. Some jurisdictions, such as the US states Virginia and Maryland, have implemented specific regulations such as the prohibiting mobile phone use by, and limiting the number of passengers accompanying, young and inexperienced drivers. The State of Safety Report from the National Safety Council released in 2017 ranks states on these road safety regulations. It has been noticed that more serious collisions occur at night, when vehicles are more likely to have multiple occupants, and when seat belts are less likely to be used. The Insurance Institute for Highway Safety proposes restrictions for new drivers, including a "curfew" imposed on young drivers to prevent them driving at night, an experienced supervisor to chaperone the less experienced driver, forbidding the carrying of passengers, zero alcohol tolerance, raising the standards required for driving instructors and improving the driving test, vehicle restrictions (e. g. restricting access to 'high performance' vehicles), a sign placed on the back of the vehicle (an N or P Plate) to notify other drivers of a novice driver and encouraging good behaviour in the post test period. While government has primary responsibility for providing safe roads, the challenges of development and equity require that all segments of society engage and contribute, including the private sector. Private and public sector coalitions, like Together for Safer Roads (TSR) and the Road to Zero Coalition exist to work alongside government policies to advance the business case of having safer roads; they help companies meet their duty of care to employees and minimize fleet related dangers to the wider community. Safer roads also benefit business by improving employee health and safety, by protecting assets, reducing productivity losses and healthcare costs, and enhancing the efficiency and effectiveness of supply chains. Some countries or states have already implemented some of these ideas through Vision Zero networks. Pay as you drive adjusts insurance costs according to when and where the person drives.

Dependent on jurisdiction, jaywalking may be prohibited. The frequent road safety education for the children helps to improve the dangerous behaviors.

Collisions with animals are usually fatal to the animals, and occasionally to drivers as well.

According to WHO in 2010 it was estimated that 1.24 million people were killed worldwide and 50 million more were injured in motor vehicle collisions. Young adults aged between 15 and 44 years account for 59% of global road traffic deaths. Other key facts according to the WHO report are:

Road traffic injuries are the leading cause of death among young people, aged 15–29 years. 91% of the world's fatalities on the roads occur in low income and middle income countries, even though these countries have approximately half of the world's vehicles. Half of those dying on the world's roads are "vulnerable road users": pedestrians, cyclists and motorcyclists. Without action, road traffic crashes are predicted to result in the deaths of around 1.9 million people annually by 2020. Only 28 countries, representing 416 million people (7% of the world's population), have adequate laws that address all five risk factors (speed, drunk driving, helmets, seat belts and child restraints). It is estimated that motor vehicle collisions caused the death of around 60 million people during the 20th century, around the same number of World War II casualties. As the comparatively poor improvements in pedestrian safety have become a concern at OECD level, the Joint Transport Research Centre of OECD and the International Transport Forum (JTRC) convened an international expert group and published a report entitled ”Pedestrian Safety, Urban Space and Health in 2012”. According to BITRE/Australia agency changes in growth in population, vehicle registration, and estimated vehicle kilometres travelled have various impact on death trend from OECD countries.

The Automobile Association was established in 1905 in the United Kingdom to help motorists avoid police speed traps. They became involved in other safety issues and also erected thousands of roadside warning signs. Motoring advocacy groups including the Association of British Drivers (UK), Speed cameras. org (UK), National Motorists Association (USA/Canada) argue that the strict enforcement of speed limits does not necessarily result in safer driving, and may even have negative effect on road safety in general. Safe Speed was a UK group set up specifically to campaign against the use of Speed cameras. Together for Safer Roads (TSR) is a coalition that brings together global private sector companies, across industries, to collaborate on improving road safety. TSR brings together members’ knowledge, data, technology, and global networks to focus on five road safety areas with the goal of bringing about the greatest impact globally and within local communities. In 1965, Ralph Nader put pressure on car manufacturers in his book Unsafe at Any Speed, detailing resistance by car manufacturers to the introduction of safety features such as seat belts, and their general reluctance to spend money on improving safety. The GM President James Roche was later forced to appear before a United States Senate subcommittee, and to apologize to Nader for the company's campaign of harassment and intimidation. Nader later successfully sued GM for excessive invasion of privacy. RoadPeace was formed in 1991 in the United Kingdom to advocate for better road safety and founded World Day of Remembrance for Road Traffic Victims in 1993 which received support from the United Nations General Assembly in 2005.