REPUBLIC OF THE PHILIPPINES - s3.amazonaws.coms3.amazonaws.com/zanran_storage/ · theme “ACCIDENT FREE TRAVEL: KALUSUGAN SA LANSAGAN”. The Department recognizes the fact that

REPUBLIC OF THE PHILIPPINES

ROAD SAFETY ACTION PLAN

Department of Transportation and Communications

Department of Public Works and Highways Department of Health

Department of Interior and Local Government Philippine National Police Department of Education

University of the Philippines National Center for Transportation Studies

ADB-ASEAN Regional Road Safety Program: Philippines

PHILIPPINE ROAD SAFETY ACTION PLAN

JANUARY 2004

Department of Transportation and Communications Department of Public Works and Highways

Department of Health Department of Interior and Local Government

Philippine National Police Department of Education

University of the Philippines National Center for Transportation Studies

Assisted by the ADB/ASEAN Regional Road Safety Project


January 2004 i

FOREWORDS The Secretary, DOTC In behalf of the Department of Transportation and Communications (DOTC), I would like to express my warmest congratulations to the different government agencies and key stakeholders involved with the formulation of the Philippine Road Safety Action Plan. The rapid growth in the level of motorization has resulted in a significant worsening of the road safety situation. Hence, road safety is now a key and urgent issue that may undermine the economic and social development of our country. The Philippine Road Safety Action Plan addresses the road safety issue by identifying a set of prioritized effective measures to provide an immediate and long-term impact on the safety of the most vulnerable road users, the pedestrian and motorists. It aims to strengthen the capability and capacity of key agencies in the country to coordinate and implement road safety activities. Hence, may this Road Safety Action Plan be a pro-active guide that will awaken the road safety consciousness of every Filipino, be they implementers or road users. We must remember that road safety is not only the responsibility of a select few, but of every single individual. Once again, my congratulations. Mabuhay!

LEANDRO R. MENDOZA


January 2004 ii

The Secretary, DPWH Spurred by the holding of National Road Safety Seminar and Road Safety Action Plan Program Workshop, I am genuinely delighted with the coming up of a National Priority Action Plan to address the worsening road safety situation in the Philippines. As head of the Department of Public Works and Highways, the state’s engineering arm tasked to ensure safety, highest efficiency and quality of projects, we take pride in sharing with the mission of eliminating road accidents and promoting traffic safety. Eliminating hazards and obstructions and sustaining safety consciousness among motorists hand in hand with our planning and laying down of world class infrastructures with modern road safety technologies would not only make our roadway sound but also promote the fast transformation of our country. Excellence in engineering and espousal of “safety first” attitude uphold the commitment to better future as there are no trade off between development and well being of our people. May the Action Plan bring positive results to the core goal of ensuring public safety in order to attain sustainable and equitable progress. Mabuhay tayong lahat!

FLORANTE SORIQUEZ


January 2004 iii

The Secretary, DILG In behalf of DILG, I extend my warm congratulations to the organizers and participants of the National Road Safety Seminar and Road Safety Action Plan Program Workshop held last January 19-23, 2004 for coming with this National Priority Action Plan. I commend too, the Association of South East Asian Nations (ASEAN) in adhering to United Nations’ call through a resolution entitled “Global Road Safety Crisis” to address the concern on worsening road safety situation, and the Asian Development Bank (ADB) for assisting the key agencies in this country like the Department of Transportation and Communications (DOTC) in strengthening their capability and capacity to implement road safety laws. This Action Plan is a good initiative to concretize programs and projects geared toward strict enforcement of traffic laws and road safety procedures that in reality, are usually violated or taken for granted. Let us work together in making this country safe by having law-abiding citizens. It is only through teamwork and cooperation that we may attain the vision to build a Strong Republic. Mabuhay kayong lahat!

JOSE D. LINA, JR.


January 2004 iv

The Secretary, DepED ROAD SAFETY is everybody’s concern. For the benefit of all road-users, this ROAD SAFETY ACTION PLAN of the Philippine Government is developed and designed to help all concerned to reduce road-related accidents and thus save people’s lives, lessen casualties and injuries and protect people’s properties. We hope that all sectors involved will be duly encouraged to do their share in promoting road safety. We recommend the full implementation of the Road Safety Program and trust that this will redound to the benefit of all. Thank you very much.

EDILBERTO C. DE JESUS


January 2004 v

The Secretary, DOH This April 2004, we are one with the world in the annual celebration of World Health Day. This year’s global theme, “ROAD SAFETY IS NO ACCIDENT”, emphasizes the aim of raising global awareness on road safety and accident prevention. It is in support of this theme that the Department of Health (DOH) has adapted a similar theme “ACCIDENT FREE TRAVEL: KALUSUGAN SA LANSAGAN”. The Department recognizes the fact that injuries related to road and traffic accidents constitute a major public health problem. Moreover, addressing this problem apparently involves the active participation of various sectors, stakeholders and transport groups. It is through the fruitful collaboration of these active participants that the “PHILIPPINE ROAD SAFETY ACTION PLAN” was initially conceptualized and subsequently implemented. This interagency and multi-sectoral joint effort provides immediate and long term impact on the safety of the most vulnerable population of road users through improvement of data collection system, surveillance, research, and evaluation of interventions. The provision of immediate response services for traffic injury victims via hospital trauma care and mental health support is truly praiseworthy. I commend the different sectors, stakeholders, and transport groups for their dynamic involvement in our common pursuit of road safety. Our continued cooperation and commitment leads us all to that ideal of attaining a safe and healthy Philippines in consonance with the Government’s vision of a Strong Republic. Mabuhay!

MANUEL M. DAYRIT, MD, MSc.


January 2004 vi

The Director, PNP-TMG In behalf of the TMG Personnel, I would like to congratulate the proponent of the National Road Safety for being one of the advocates on Road Safety Prevention. The recent years had been a tough year for all of us. Traffic Accidents were increasing instead of declining and the number of fatalities had recorded a very alarming figure. So many lives had been lost and a lot more would be wasted if no immediate action would be undertaken. Eliminating road accident cannot be done overnight, and by just one agency. It can only be done by mutual cooperation and proper coordination of every key agencies; government, non-government organizations (NGOs) and the community. It is my hope that this National Road Safety Plan would serve its purpose of reducing if not totally eliminating road accidents. Once again, I would like to congratulate all of you who had painstakingly spent time and effort in making this Road Safety Plan a reality. I admire your dedication and devotion to public service.

DANILO PAYUMO MANGILA, Ph.D. Police Chief Superintendent


REPUBLIC OF THE PHILIPPINES ROAD SAFETY ACTION PLAN

January 2004 vii

Page FOREWORDS

The Secretary, DOTC i

The Secretary, DPWH ii

The Secretary, DILG iii The Secretary, DepED iv The Secretary, DOH v The Director, PNP-TMG vi

CONTENTS vii ACKNOWLEDGEMENT viii 1 INTRODUCTION 1 II PROBLEM 3 III TARGET 7 IV ACTION PLAN 9

Sector 1 Coordination & Management of Road Safety Sector 2 Road Accident Data Systems Sector 3 Road Safety Funding Sector 4 Safe Planning and Design of Roads Sector 5 Improvement of Hazardous Locations Sector 6 Road Safety Education of Children Sector 7 Driver Training And Testing Sector 8 Road Safety Publicity Campaign Sector 9 Vehicle Safety Standards Sector 10 Traffic Legislation Sector 11 Traffic Police and Law Enforcement Sector 12 Emergency Assistance to Road Accident Victims Sector 13 Road Safety Research Sector 14 Road Accident Costing Sector 15 Private Sector and Community Involvement


January 2004 viii

ACKNOWLEDGEMENT With sponsorship provided by Shell, 3M and Global Road Safety Partnership With participation of the following: Automobile Association of the Philippines (AAP) Safety Organization of the Philippines (SOPI) Insurance Commission (IC) Philippine National Construction Corporation (PNCC) Inter-city Bus Operators Association (INTERBOA) Integrated Metro Manila Bus Operators of the Philippines (IMMBOA)

Federation of Jeepney Operators and Drivers Association of the Philippines (FEJODAP) Kapisanan ng mga Kooperatibang Pangsasakyan ng Pilipinas, Inc. (KKPPI) Chamber of Automotive Manufacturers of the Philippines, Inc. (CAMPI) Confederation of Truckers Associations of the Philippines (CTAP) Roadwise Motoring School


January 2004 1

1 INTRODUCTION 1.1 Background and Approach Road Safety is a global problem and experience shows that it needs to be tackled in a comprehensive and coordinated manner in order to achieve success. It is a problem that needs to be addressed by a systematic and strategic planning to maximize benefits that shall be derived therefrom. It has also been shown that different types of intervention are effective at different stages of a country’s development in safety. The Philippine Road Safety Action Plan is modelled on successful national and local plans implemented in many other countries. It was produced as part of the ADB/ASEAN Regional Road Safety Project and follows Action Plan Guidelines published by the UN, ADB and the World Bank, (References, 1, 2 & 3). It is however, specifically tailored to the particular needs of the country. The Plan has identified a set of effective measures which are intended to provide an immediate and long-term impact on the safety of the most vulnerable road users particularly the pedestrians and motorcyclists. The Plan contains a set of prioritized actions which have been developed through a consultation process involving over 120 representatives from the key stakeholders and has been guided by a number of national and international experts. These actions are organized into 15 sectors (see contents page). Two of these sectors are concerned with ensuring the successful delivery of the plan and focused on coordinating, monitoring and financing the Plan. The remaining sectors identified sets of measures emphasizing the following major issues:

• Pedestrians • Motorcyclists • Driving under the influence of alcohol/prohibited drugs • Speeding • Road safety culture • Road worthiness

The road safety actions were selected on the basis of their potential to improve safety in these six areas which, with the limited information available are likely to be the areas of greatest and quickest impact in the Philippines. The Plan identifies the key agencies responsible for each improvement and the time scale ranging from short term (within the first year), medium term (within two to three years) and long term (within 3 to 5 years). The Plan has been developed on the basis of current knowledge of best practices. However, its success will depend not only on the appropriateness of its proposed actions but also on a total commitment to its delivery by the wide range of agencies responsible and on the full collaboration and support of the Filipino people.


January 2004 2

The multi-sectoral Action Plan requires a partnership approach which will enable different government agencies to work together with the private sector and civil society. The Action Plan has been produced in a very short time period, in sharp contrast to many road safety plans that are produced over the course of many months or even a year or two and only after an in-depth review of all aspects of Road Safety. It is the intention however that this plan will stimulate discussion and act as a catalyst in advancing Road Safety in the Country and shall become a vital component of an ASEAN Regional Road Safety Plan aimed at reducing the huge economic and social losses being sustained by the ASEAN Region . Discussions are underway among all key agencies, non-government organizations, the private sector and other stakeholders on the provision of adequate resources to implement the recommendations of the National Road Safety Action Plan. 1.2 Key Point The government agencies will adopt a partnership approach to encourage all sectors including the private sector and civil society to work together to solve the increasing road safety problems in the Philippines.


January 2004 3

2 PROBLEM Background The Philippines, a member of the ASEAN, is an archipelagic country consisting of more than 7,100 islands. It has a total land area of approximately 300,000 sq. km. Some 80% of the domestic passenger traffic and 60% of the freight traffic currently use the road and about 75% of the government expenditures on transport infrastructure goes into the road system. Figure 1 shows the trends of some socio-economic indicators. The country’s population stands at about 80 million and is growing at a rate of 2.2% annually. The gross domestic product (GDP) is also increasing at about 5.5% annually while the total number of vehicles is fast increasing at the rate of 4.4% with motorcycles increasing at 8.2 % per year.

Figure 1: Growth of Population, GDP, and Vehicle Registration Given the growth rates in all the factors, which increase the potential for road accidents and based on the experience of most developing countries with similar trends, it is highly expected that casualties on the road should also increase over the years. However, this increase is not reflected in our reported road traffic accident statistics as collected and collated by the PNP. On the contrary, the trend in road accident deaths appears to be decreasing as shown in Figure 2.

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January 2004 4

0

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Figure 2. Number of Fatalities and Seriously Injured on the Road as Reported by the PNP

It is recognized by all (including PNP) that because of the different agencies involved and different jurisdictions, there is a serious problem on the underreporting of traffic accidents by the police. An efficient road accident data system is simply not yet available in the Philippines. Moreover, hospital records are not reconciled with that of the police. Figure 3 shows the official statistics from the health sector. Deaths attributed to traffic accidents for 1970, 1980, 1990 and 1998 are available and a simple projection is made up to year 2010 (solid line shows projection from available data, without intervention). For the year 2000 for example, the police reported 860 as fatal while hospital records would indicate that there were around 6,000 fatalities. Even this is an underestimate as the only deaths reported in hospitals are those that occur in the hospitals or are reported to them. There is therefore a gross underreporting of the number of fatalities. This under reporting problem is expected to be more serious for the other types of accidents, i.e., injuries and property damage only.

-1,0002,0003,0004,0005,0006,0007,0008,0009,000

10,000

1960 1970 1980 1990 2000 2010 2020

Year

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atal

ities

Reduction of rate from 4.2% to 2%will save 3,400 lives (in 2010)

Figure 3. Traffic Accident Deaths (Philippine Health Statistics)

Based on the study of traffic accident victims using hospital data in 2001, the very young people (below 15 years old) would fall under the most vulnerable age group. This age group represents 36% of the total population of the country. The number of fatalities for young people (age 15 to 39 years old) is also high and more than 70% of the victims are male.


January 2004 5

Figure 4. Casualties by Age Group

Figure 5. clearly shows that the most vulnerable road user group is the pedestrians. About 25% of the fatalities and 40% of the seriously injured pedestrians are less than 15 years old.

Figure 5. Vulnerable Road User Groups Next to the pedestrian group, a growing concern is on the motorcyclists. Over the last 3 years, the number of motorcycles increases by 40% per annum. Road traffic accidents have caused enormous losses to our society -loss in terms of human lives and limbs, and too much wastage in terms of finances, property, time, resources and services. The total loss or cost to the society could easily reach about 1% of our GDP. Intervention is necessary and as shown in Figure 3 (broken line), if safety programs that

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January 2004 6

target, say 50% reduction in annual fatal accident rate until 2010 can be put in place, 3,400 lives can be saved. It is, therefore, high time for our national authorities to accord road safety a higher priority in national planning and policy-making.


January 2004 7

3 TARGET Vehicle fleet (particularly motorcycles), driver’s license holders, population, economy and other factors that generate the conditions which can lead to a deterioration of road safety are all growing in the Philippines. Contrary to the official police records showing that road deaths are now decreasing in the Philippines and that there were only 700 or so deaths in 2002, preliminary analysis of data from the Department of Health appears to indicate that the true number of road accident deaths occurring in the Philippines during the same year were around 6,000 and that road deaths are currently growing at around 4.2% per annum. Even this estimate of deaths is known to be an underestimate, as it includes only those deaths that occurred in hospitals and largely ignores all those persons that died at the scene and never got to a hospital or who died after leaving the hospital. It is therefore likely that the true figure of annual deaths in road accidents is around 6,500. If these current growth trends in economy, traffic and population continue without any additional safety efforts, it is estimated that there will be more than 4,100 additional lives lost over the next 5 years. The Philippine government seems to have not yet recognized the huge economic and social costs being incurred from the numbers of Filipinos killed, crippled or injured in road accidents every year. This situation needs to be brought to the attention of senior decision-makers so that adequate resources can be allocated to address this urgent issue facing the country. Also, it needs to be recognized at the highest level in the Republic that this situation is unacceptable and that stern measures need to be implemented to achieve safety benefits. It is understood that reducing road crash rates will not be easy in a traffic environment which has a very under resourced traffic policing function, poor provision of facilities for pedestrians and mixes vulnerable motorcycle riders with larger, fast moving vehicles and where motorcyclists are growing at 40% per year. Taking the current situation into account, the aim of the plan is to halve the anticipated increase in deaths from 4.2% to 2.1% per year over the next five years. The key targets are as follows:

• Save more than 3,000 lives over the five year period by halving the anticipated increase in deaths per year

• Reduce the death rate (deaths per ten thousand vehicles) by 20 per cent from 3.16 in 2003 down to 2.53 in 2008.

These targets will act as benchmarks for monitoring the casualty reduction success of the plan. The impact of the plan will be reviewed after two years and revisions made to ensure that the targets will be met. The proposed improved data system and improved regular analyses of national road accident data will provide the information to adjust the target, if necessary. In due course the national road safety action plan and national targets will be brought in line with the Development Plan Cycle and the actions and targets amended accordingly. The overall action plan in terms of both institutional strengthening of road safety activities and the delivery of improved safety will be monitored by the NRSC Secretariat with assistance from the NCTS, and by the ASEAN Secretariat at the regional level (see Appendix B). The Philippines Priority Road Safety Action Plan is part of a coordinated and comprehensive series of priority Action Plans being implemented across all


January 2004 8

10 ASEAN member countries in a determined effort to reduce the very large numbers of deaths, injuries and huge economic losses perpetually incurred annually by the region, which hinders its further economic and social development. Thus, Philippines will not only be helping reduce its own road deaths and casualties but will be contributing to the ASEAN regional efforts to improve road safety. The Action Plan is divided into fifteen (15) Sectors. The Sectors involve many different disciplines and a very wide range of approaches. It is a very complicated task. The format of this report, however, deliberately attempts to clarify both the existing situation and the way ahead by adopting an easy-to-read format for each Sector. Every Sector is important for the improvement of road safety in the Philippines. The government, the private sectors and the community need to take action in its areas of responsibility and work together to implement a coordinated plan that can save thousands of lives and lessen injuries over the next 5 years.


January 2004 9

4 ACTION PLAN


January 2004

Sector 1: Coordination and Management of Road Safety Objectives: To establish a clear delineation of responsibilities for road safety policies/activities; and to improve road safety through well-coordinated national and local organizations representing all stakeholders, with adequate technical and financial support in managing traffic safety activities, aimed at the reduction of traffic accidents and casualties.

Background The Inter-agency Road Safety Committee (IRSC) chaired

by DPWH was established in 1992 but was replaced in 1996 by National Road Safety Committee (NRSC) chaired by DOTC, which produced an updated Road Safety Plan (1997-2000).

The NRSC was created to:

1. Institutionalize road safety activities; and 2. Formulate immediate, medium and long-term,

plans involving infrastructure and other physical improvements, vehicle safety standards and traffic accidents database management.

The on-going Road Infrastructure Safety Project under the

ADB assisted 6th Road Project undertaken by the DPWH

a. Recommends that the NRSC be reactivated and restructured

b. The National Road Safety Plan has been reviewed and a proposal has been prepared.

Road safety institutional structures are limited to enable

effective implementation of road safety activities.

Key Points on Implementation NRSC should convene as soon as possible The National Plan should be prioritized Administrative Order 329 should be amended Revise structure to include rotation of chairmanship every two (2)

years between DPWH, DOTC and DILG/PNP. Members of Exec. Council to include DPWH, DOTC, DILG/PNP,

DepEd, DOH, MMDA, academe, business sector, and non-government organizations.

President as patron to NRSC Road Fund Safety Allocation to be split 50% to DPWH and 50% to

be used via NRSC to assist/implement Safety Action Plan Seek additional and sustainable funding for NRSC to facilitate

implementation of action plan. Strong political, technical secretariat with an Exec. Director

providing support and implementing NRSC decisions. Establish road safety institutional and governance mechanism to

effectively undertake development and implementation of road safety activities.

Capacity Building and skills upgrading of staff in road safety.


January 2004

Sector 1: Coordination and Management of Road Safety

Budget (P million)

Activity Completed by Coordinating

Agency Core Agency

Involved

2004 2005 2006 2007 2008 TOTALShort Term (within 12 months)

DOTC 3.7 4.0 4.0 4.0 4.0 19.7 1. Convene technical committee to discuss organizational structure and plan consultation process. March 15, 2004 DOTC

DPWH DPWH 0.500 0.500 0.500 0.500 0.500 2.5

DOTC

2. Identify potential staff to be detailed to NRSC secretariat; Executive Director to be appointed by the incumbent NRSC Chairman. March 15, 2004 DOTC

DILG DPWH None DOTC

3. NRSC to finalize the action plan March 15, 2004 DOTC

DILG DOH 0.150 0.150 DOTC DILG PNP

4. Action Plan launched by the President as part of World Health Day.

March 29 ,2004 DOH

DPWH DPWH DOTC

5. New Administrative Order to establish restructured NRSC and the secretariat. August 2004 DPWH

DILG 6. New arrangement fully implemented and restructured NRSC

with secretariat fully operational. October 2004 NRSC All key agencies DPWH

0.200

0.200 7. Assess institutional capability and review structures within

agencies. Dec 2004 NRSC All key agencies None None

Medium Term (2-3 years)

1. NRSC overseeing road safety action plan implementation Dec. 2005 NRSC All key agencies DPWH 0.200 0.200

2. Individual departments adequately funded to implement their responsibilities under the national road safety action plan Jan. 2005 NRSC All key agencies 50 100 200 200 550

3. Secretariat fully financed and capable of overseeing implementation of NRSC decision. Jan. 2005 NRSC All key agencies

DOTC 0.800 1.0 1.0 1.0 1.0 4.8

4. Implement institutional reform recommendations. Oct. 2005 NRSC All key agencies None 5. NRSC equivalent organizations established at all Regions,

cities and provinces June 2006 NRSC NRSC Members DOTC None 1.0 1.0 1.0 3.0

Long Term (4-5 years) 1. All agencies with road safety responsibilities receiving

adequate budget to enable them to fulfill their obligation under the national road safety action plan

Jan 2008 NRSC NRSC Members

2. An effective NRSC with a fully funded and technically capable secretariat overseeing implementation of a comprehensive multi-sector road safety program at national and local levels.

Dec. 2008 NRSC NRSC Members

3. All levels of local government given some financial encouragement to implement safety improvement (e.g. part funding)

Dec. 2008 DILG 50 50

Sub-Total 5.55 56.5 106.5 206.5 255.5 630.55


January 2004

Sector 2: Road Accident Data Systems Objective: To operationalize an adequate, country-wide system of accident data collection, storage, retrieval and processing for comprehensive road safety situation analysis to be disseminated in devising appropriate remedial measures.

Background In 1994 MAAP introduced into DPWH and PNP involved in

use of the system. MAAP system not sustained due to data not being collected

from the field. PNP traffic investigators fill in the form but are not

knowledgeable in completing the form. PNP has no jurisdiction on expressways: North Luzon South Luzon Metro Manila Skyway EDSA STAR Coastal Road MMDA has a system. DPWH has a system.

Key Points on Implementation One accident data system for the Philippines. Cooperation and coordination of all concerned agencies. Consistency to avoid duplication Training of those required to fill in the standard forms

(critical) Standard traffic accident report form One coordinating agency System to be capable of reporting accidents on all road

types be it national or local


January 2004

Sector 2: Road Accident Data Systems

Budget (P million) Activity Completed by Coordinating Agency

Core Agency Involved

2004 2005 2006 2007 2008 TOTAL Short Term (within 12 months)

DPWH None None TRB MMDA DILG

1. Determine lead agency to coordinate accident data system. JUN 2004 DPWH

UP-NCTS 0.01 0.01 DPWH None None TRB MMDA DILG

2. Establish coordination committee for accident database system JUN 2004 DPWH

UP-NCTS 0.01 0.01 3. Establish ongoing communications and training for

PNP and other traffic investigators AUG 2004 DPWH PNP 0.500 0.5

DPWH 2.5 2.5 4. Conduct feasibility study on TARAS, to include local roads JUN 2004 DILG & LGU DILG

Medium Term (2-3 years) DPWH 0.250 0.25 1. Standardize the TAR form for use by DPWH/MMDA

and other agencies JAN 2006 DPWH MMDA DPWH 50 25 75 2. Include local roads in TARAS. DILG to develop a

location reference system depending on the outcome of the feasibility study.

DEC 2006 DPWH DILG

DPWH 20 20 3. Integrate MMDA and DPWH DEC 2006 DPWH MMDA 10 15 15 40 DPWH 25 25 4. Modify and enhance TARAS systems (Items 1, 2, 3 &

4 could be done simultaneously). DEC 2008 DPWH MMDA DOH DOTC LTO PNP DPWH 30 30

5. Integrate TARAS with other national department systems i.e. DOH and LTO. DEC 2007 NRSC

DILG Long Term (4-5 years)

DPWH 25 25 1. Further modification and enhancement of TARAS DEC 2008 DPWH MMDA NRCS Members 2. Inter-agency access to (TARAS) 5 years NRSC UP-NCTS 0.10 0.10

Sub-Total 3.02 0.250 80 95 40.1 218.37


January 2004

Sector 3: Road Safety Funding

Objective: To provide an adequate and sustainable resource to all sectors of Road Safety.

Background There is an existing Road fund established by the

government for road maintenance and safety, the Special Road Safety Fund, emanating from the Motor Vehicle Users Charge Act (RA 8794) being administered/managed by the Road Board

RA 8794 – 7.5% of the collection from the registration of

motor vehicles. (7.5% of P 11.6B Road Fund = P870M) – approximately $17 million/yr

Activities Road improvement, traffic engineering, road signs For Dept. of Budget and Management (DBM) to release

the Fund, DPWH has to submit the Road Safety Program of Work

Previous requests by DOTC for release of funds for non-

DPWH activity were refused

Key Points on Implementation DPWH to initiate the request that 3.75% of the earmarked

7.5% be allotted via NRSC to address other urgent road safety concerns

DPWH requested their regional offices to submit their

programs of work for road safety, to be reviewed by the DPWH Bureau of Maintenance

Line agencies must receive adequate budgets to enable

them to make their contribution to the National Road Safety Plan

NRSC to use budget allocation to facilitate

implementation of National Road Safety Plan


January 2004

Sector 3 : Road Safety Funding

Budget (P million) Activity Completed by

Coordinating Agency



DPWH None NRSC

1. DPWH to request 3.75% out of 7.5% Safety Fund to be allocated to NRSC

Feb. 2004 DPWH

Road Board DPWH None 2. DPWH to include budget needed to implement Road

Safety Action Plan for CY 2005. May 2004 NRSC Key Agencies DPWH None 3. All key agencies will support the other department’s

budget for road safety. June 2004 NRSC Key Agencies DPWH None 4. Examine ways to increase sustainable funding to support

road safety activities e.g., fuel levy, insurance levy. Jan. 2005 NRSC Key Agencies DPWH To be determined by projects

5. Safety component in all road projects Dec. 2005 NRSC Key Agencies Medium Term (2-3 years)

DPWH 0.500 0.500 DILG 1. Coordinate with Regional Devt Council (RDC) to make it

aware of road safety activities. Dec. 2005 NRSC RDC DPWH 20 20 DILG 2. Include a program on funding for regional road safety

projects June 2005 NRSC RDC DPWH 50 100 200 200 550 DILG 3. Have road safety activities adequately funded at all

levels. Dec. 2006 NRSC RDC

Long Term (4-5 years) DPWH 10% of total cost

of projects DILG 1. Increase road safety investments for all key agencies. NRSC RDC

Sub-Total 70.5 100 200 200 570.5


January 2004

Sector 4: Safe Planning and Design of Roads Objective: To reduce the number and severity of road accidents by inculcating among developers a more safety focused planning and design of future roads.

Background Responsible agencies

• DPWH • Provincial / Municipal Offices • Local Development Councils

Updating / revising Existing Documents- DPWH

• Highway Planning Manual • Highway Design Guidelines • Road Safety Design Standards • Road Signs & Pavement Markings Manual

Development of Road Safety Audit Manual being

finalized

Key Points on Implementation Adopt common standards in the planning and design

of national and local roads. Effective information dissemination

• for professionals • for general public

Tri-media information campaign Training of personnel in Safety Audit and other

accident prevention techniques.


January 2004

Sector 4: Safe Planning and Design of Roads


Coordinating Agency

Core Agency Involved 2004 2005 2006 2007 2008 TOTAL

Short Term (within 12 months)

DPWH DPWH None None 1. Road Signs and Pavement Markings Manual

(available) Road Works Safety Manual Road Safety Audit Manual Blackspots Investigation Handbook Road Safety Design Standards Manual

March 2004 March 2004 March 2004 March 2004 May 2004 MMDA

DPWH None None 2. MOA between DILG, LGUs and DPWH re: the usage of the manual and to adopt DPWH Manuals Sept. 2004 DPWH

DILG Medium Term (2-3 years)

DPWH 1.0 1.0 1. Training of LGU's in the use of the manuals June 2005 DPWH DILG DPWH 1% TPC 1% TPC 1% TPC DILG 2. Road Safety Audit to be compulsory on all new

road projects Dec. 2005 DPWH MMDA 1.0 1.5 2.5 DPWH, DILG 1.0 1.0 3. Training programs to develop road safety auditors Dec. 2004 UP-NCTS,

DPWH UP-NCTS 0.30 0.30 PICE Other agencies for comment 4. Road Signs and Pavement Markings Manual to be

reviewed by concerned agencies (Updated Document)

May 2005 DPWH REAP

Long Term (4-5 years) MMDA DPWH 1% TPC 1% TPC 1% TPC 1. All new and rehabilitation road projects be audited

on road safety requirements. Jan. 2007 DPWH DILG

Sub-Total 3.3 1.5 4.8


January 2004

Sector 5: Identification and Improvement of Hazardous Locations Objective: To identify the most hazard-prone areas and to map-out dangerous locations on the road networks based on comprehensive analysis of existing road accidents data; and to provide remedial actions and/or road improvements thereon.

Background Focus on existing roads where accident problems exist –

accident reduction No policies and procedures for improvement of hazardous

locations – blackspots (road sections or intersections) Lack of safety awareness within agencies concerned Lack of design standards on existing roads Lack of systematic procedures for analysis of hazardous

locations Limited budget Need to use accident data to identify locations. Need to prioritize projects based on cost effectiveness. Different agencies having road management

responsibilities: • DPWH • Local Gov’t • MMDA • Toll road Operators • Economic Zones

Key Points on Implementation Guidelines for defining hazardous locations – criteria (3

high severity accidents per year over 3 years) Training of engineers in accident investigation and

evaluation Cooperation of all agencies Establish guidelines for blackspot programs:

• A system for identifying blackspots using accident data

• Allocation of specific budget for the activity • Organize traffic accident investigation teams • Establish system for evaluation of benefits and costs • Establish system for identifying priorities • Establish mechanism for the community and private

sectors to suggest hazardous location to be investigated and considered.

Follow up mechanisms including effectiveness of

implemented works.


January 2004

Sector 5 : Improvement of Hazardous Locations


Coordinating Agency



DPWH None None DILG TRB Economic Zones

100 100 100 100 100 500

1. Require all road management agencies to establish accident blackspot programs.

a. Construction of eight (8) pedestrian footbridges per year

b. Minor Geometric improvements at Ten (10) accident-prone locations per year

Dec 2004 DPWH

MMDA 12 12 12 12 12 60

DPWH None None MMDA TRB DILG

2. Establish program criteria for identifying blackspots, system for investigation, evaluation and prioritization

Mar. 2004 DPWH Economic Zones

Medium Term (2-3 years) DPWH None None MMDA TRB DILG

1. Criteria adopted by concerned agencies June 2005 DPWH

Economic Zones DPWH None None MMDA TRB DILG

2. Establish funding mechanism and blackspot programs May 2006 NRSC

Economic Zones DPWH 0.500 0.500 MMDA TRB DILG

3. Establish teams and train staff in blackspot June 2006 NRSC

Economic Zones DPWH 50 100 200 200 550 MMDA TRB DILG

4. Funds for initial blackspots programs allocated in all national and local road agencies May 2006 NRSC

Economic Zones Long Term (4-5 years)

DPWH None None MMDA TRB DILG

1. Refine strategies and program guidelines for the improvement of hazardous locations. May 2007 DPWH

Economic Zones DPWH None None MMDA TRB DILG

2. Revise the Road Safety Design Standards from knowledge gained through accident investigations Oct. 2008 DPWH

Economic Zones Sub-Total 112 162.5 212 312 312 1110.5


January 2004

Sector 6: Road Safety Education for Children

Objective: To improve children’s capability in coping with the traffic hazards to reduce the risk of traffic accident involvement through continuing road safety education.

Background Very limited scope of curriculum on road safety Lack of resource materials on road safety for the teachers

and school children: • No training of teachers regarding road safety • The curricula have not given much emphasis on road

safety and if safety messages are integrated thereat, there is minimal follow-up of the carry-over of learnings to actual practice

On-the-road safety awareness is not well emphasized in

the community Road signs are not in place, especially in the vicinity of

schools located along the national highways.

Key Points regarding Implementation Make topics on road safety as integral part of the school

curriculum at all levels. Conduct community service for out-of-school youth (OSY) Indoctrinate the youth on road safety to make it part of their

lives. There should be enough materials on road safety available

for teachers and children

• Conduct trainings for the teachers regarding road safety

• Improve road safety awareness using tri-media • Private Sector to adopt the community in their

respective vicinity as part of the road safety campaign

Construct safer pedestrian facilities in school zones,

especially those located along the national highways


January 2004

Sector 6 : Road Safety Education for Children


Coordinating Agency



DepEd 0.100 0.300 0.200 0.200 0.200 1.0 LTO

1. Identify safe routes to school and school zone areas integrated in learning.

Aug. 2004 LTO, UP-

NCTS UP-NCTS 0.10 0.10

DepEd 1.0 1.0 1.0 1.0 1.0 1 2. Approval of a new curriculum that integrates road safety

subjects a. Train CAT students to assist authorized traffic

enforcers during school patrol b. Develop road safety materials for children as teaching

aid

May 2004

UP-NCTS 0.500 0.500

DSSP DepEd

3. Coordinate with concerned agencies to keep children from loitering / walking or playing on the highways and other major thoroughfares.

Dec 2004 NRSC PNP

Medium Term (2-3 years) 1. Appropriate teaching materials developed for training

teachers June 2005 DepEd 0.500 4.0 4.0 4.0 5.0 17.5

2. Training seminars for DepEd teachers/trainors July 2005 onwards DepEd 2.0 3.0 3.0 3.0 3.0 14

3. Institute regular training program for road safety trainors. UP-NCTS 0.15 0.15 0.15 0.15 0.6 Long Term (4-5 years) 1. Integrate road safety education in the curriculum. 2008 DepEd 4.0 4.0 4.0 4.0 4.0 20 2. Traffic safety park/other facilities for teaching children on

safe behavior June 2008 DepEd 10 15 15 15 15 70

Sub-Total 18.20 27.45 27.35 27.35 28.35 157.05


January 2004

Sector 7: Driver Training and Testing

Objective: To improve road safety through better training and education of drivers and ensuring that only those who demonstrated competent safe driving skills and knowledge under normal driving conditions are awarded a license.

Background Driver testing and training procedures are observed to

be inadequate in many countries in the Asian and Pacific region, this include the Philippines.

Existing driving test, and in particular its

implementation, gives cause for concern as there appears to be many drivers on the road who have insufficient skills or have obtained their license without undergoing a proper assessment of their driving skills or competence.

Key Points on Implementation Driver training and testing to operate light vehicles are

generally accessible but virtually absent for drivers of heavy motor vehicles such as trucks, buses and articulated motor vehicles, and two-wheeled motor vehicles.

Trainee drivers are not properly identified. Inadequate training facilities and instructional

materials, which should include module on safer behavior on the road.

No readily available copy of the Highway Code. Highway Code should be properly disseminated.


January 2004

Sector 7 : Driver Training and Testing

Budget (P million)

Activity Completed by

Coordinating Agency


2004 2005 2006 2007 2008 TOTAL Short Term (within 12 months) 1. Production of driving manual and other instructional

materials on road safety in English and Filipino Nov. 2004 LTO LTO 9.0 9.0

LTO 2. LTO with assistance from AAP to secure funding for printing and dissemination of driving manual Aug. 2004 LTO, AAP

AAP

3. Review the existing driving testing procedure Feb. 2004 LTO LTO 4. Examine the possibility to introduce a certification system

to PSV drivers July 2004

5. Examine ways to ensure more strict testing Dec. 2004 LTO LTO 6. Introduce systems for increased supervision/ analysis of

examinee’s activities Dec. 2004 LTO LTO

Medium Term (2-3 years) 1. Point Demerit System for drivers June 2005 LTO LTO

2. Stricter criteria for accrediting driving schools Jan. 2006 LTO LTO LTO 3. Training schools established for drivers of heavy motor

vehicles and two-wheeled motor vehicles. Jan. 2007 LTO TESDA

Long Term (4-5 years)

LTO 1. Amendment of licensing regulation for drivers (RA 4136) March 2008 LTO DOTC

LTO AAP 2. Set up at least one drivers’ test track in every region April 2008 LTO NGO

Sub-Total 9.0 9.0


January 2004

Sector 8: Road Safety Publicity Campaigns

Objective: To improve road safety through publicity and advocacy campaigns targeting the most vulnerable road users and those who can affect their safety.

Background Existing road safety campaigns also initiated by private

sectors Existing short term government campaign on road safety Accidents and injury prevention program being developed

under the Dept. of Health. Comprehensive leaflets & booklets on road use and road

ethics were published by DOTC Inadequate number and assessment of road safety

publicity campaigns

Key Points on Implementation Utilization of a Tri-Media campaign on road safety LGUs, NGOs, World Health Day Focus on road safety on

April 7, 2004 Improvement of the design of the road safety campaign

program to suit the target audience Proper dissemination of information at strategic locations Campaigns should be data driven based on the analysis of

road accident casualties


January 2004

Sector 8 : Road Safety Publicity Campaigns Budget (P million) Activity Completed by Coordinating

Agency Core Agency

Involved 2004 2005 2006 2007 2008 TOTAL

Short Term (within 12 months) PIA

MMDA

DOTC 2.0 2.0 LTO PNP

1. Creation of a technical working group to focus on road safety campaign issues

June 2004 DOTC

DOH 0.050 0.050 0.050 0.050 0.050 0.250 2. Inventory of existing publicity activities undertaken by

member agencies of NRSC July 2004 PIA NRSC members

PIA 10 10 MMDA 1.0 1.0 1.0 1.0 1.0 5.0 DOTC 0.500 0.500 0.500 0.750 0.750 3.0 LTO PNP DOH 2.6 3.25 3.275 3.8 3.85 16.775

3. Develop Publicity Plan and Road Safety Program for critical periods of the year (e.g Christmas, Holy Week) Oct. 2004 PIA

SOPI 0.600 0.600 0.600 0.600 0.600 3.2

Medium Term (2-3 years)

NRSC members

DOTC 2.5 2.5 3.0 3.0 11 1. Continuing implementation of road safety publicity plans

and programs Feb. 2006 NRSC

PIA 2.5 2.5 2.5 2.5 10

2. Periodic review of campaigns undertaken Sept. 2005 NRSC NRSC members

Long Term (4-5 years) 1. ASNET website to have an accessible area for the

general public to promote and encourage road safety Feb. 2008 UP-NCTS NRSC members

Sub-Total 16.75 10.40 10.425 11.7 11.75 61.025


January 2004

Sector 9: Vehicle Safety Standards

Objective: To improve road safety through periodic inspection of registered vehicles and type testing of new vehicles using modern equipment and techniques to prevent defective, road unworthy or unsafe vehicles from using public roads.

Background At present, there are only two government motor vehicle

inspection stations in National Capital Region (NCR) and only three (3) out of (5) government stations outside NCR are operational. In addition, two (2) alternative MVIS are operated by the private sector at Subic.

D.O. 91-005 specifies the motor vehicle standards. Plans are being developed to expand MVIS capability

nationwide. At present, only visual inspection is conducted for

HGV.

Key Points on Implementation Lack of facilities and capabilities Procedures are not updated and not widely

disseminated MVIS inspection only required, at present, for public

transport vehicles and diesel driven vehicles only. Tricycles are not covered by MVIS

Lack of capable or qualified personnel to perform

vehicle roadworthiness inspection Vehicle inspection is an ideal activity for privatization

as investors are willing and able to invest in this area. Government should set the standards and to regulate and supervise those given the task of vehicle inspection.


January 2004

Sector 9 : Vehicle Safety Standards Budget (P million) Activity Completed by Coordinating

Agency Core Agency

Involved 2004 2005 2006 2007 2008 TOTAL

Short Term (within 12 months) 1. Formulate policy guidelines on the inspection of public

transport utilities to ensure compliance with the standards and specifications set by the LTFRB.

Jun 2004 LTFRB-LTO DOTC-LTFRB 0.6 0.6

DOTC LTO TESDA

2. Review and update D.O. 93-693 Sec. III-D-23 Re: Apprehension of non-roadworthy vehicles with defective lights, tires, steering and braking system.

July 2004 DOTC, LTO

NGO’s 3. Strict implementation of D.O. and R.A. 4136 DOTC 3.0 3.5 4.0 5.0 10.5 4. Develop training modules for:

a. Motor vehicle inspection technicians b. Inspections and maintenance technicians including

PNP, the MMDA and other agencies concerned

Dec. 2004 DOTC 1.5 1.5 1.5 4.5

5. Creation of a special unit/division to supervise and monitor inspection of unit/s prior the granting/approval of the Certificate of Public Convenience

Dec 2004 LTFRB LTFRB 21.7 4.6 5 5.6 6.2 43.1

Medium Term (2-3 years) 1. Develop a comprehensive inspection and maintenance

program. Jan. 2006 DOTC DTI

2. Rehabilitation/repair of MVIS equipment in 7 stations BPS 3. Adopt the concept regarding UN-ECE regulation for

carriage and transport of dangerous goods Feb. 2005 NRSC DTI DOTC 4. Implement Motor Vehicle Inspection System (MVIS).

Re: Expansion program for construction of MVIS.

Full implementation of MVIS

DOTC, LTO LTO

5. Strict implementation of EO 202 Sec 5 par (k) Jan 2005 DOTC-LTFRB

DOTC-LTFRB 3.3 3.3 3.3 3.3 3.3 13.2

Long Term (4-5 years) DOTC 5.0 5.0 10 1. Implement the vehicle type-approval system prior to first

registration Jan. 2008 DOTC, LTO DTI 2. Develop regulation for vehicle type approval DOTC, LTO 3. Properly implement the UN-ECE regulation for carriage

and transport of dangerous goods DOTC, LTO,PNP DOTC 10 10 20

4. Helmets should be compulsory accessory in registration of motorcycle DOTC, LTO

5. Supervise and regulate backyard motorshops March 2007 LTO,DTI DOTC 5.0 5.0 10 6. Develop a plan to phase-out importation of unworthy

vehicles DOTC,DTI

Sub-Total 27.1 12.4 13.3 32.9 34.5 111.9


January 2004

Sector 10: Traffic Legislation Objective: To achieve up-to-date and relevant legislations and an efficient judicial system. To amend certain provisions of the Philippine laws pertaining to Road Safety and to lobby for the legislation and adoption of new relevant laws as needs arise.

Background: RA 4136: Land Transportation and Traffic Code MMDA Ordinances LGU Ordinances Seatbelt Law (RA 8750) Drug Testing CA 146 (Public Service Law) RA 8749 (Clean Air Act) Comprehensive Dangerous Drugs Act PD 96 (Sirens) LOI 229 EWD Existing laws need to be updated to cope with modern

traffic conditions and to promote road safety.

Key Points regarding Implementation: Need to enhance traffic laws and regulation – penalty is minimal Lack of traffic courts Inadequate traffic safety laws Proposed Laws and Regulations for Amendments re:

Philippine Traffic Safety Act

1. Helmet Law 2. Age requirements (Pre-requisite for driving):

a. Alcohol test b. Neuro-psychological test

3. Speed limit Law/Regulation 4. Increase of penalties for violators 5. Banning of drag racing 6. Professionalize the driving schools prior to license

issuance 7. Translation of international traffic signs to Filipino

language 8. Overloading and Gross Vehicle Weight 9. Novice Licensee 10. Lack of standards on backyard vehicle assembly


January 2004

Sector 10: Traffic Legislation

Budget (P million)

Activity Completed by Coordinating Agency


2004 2005 2006 2007 2008 TOTAL Short Term (within 12 months) 1. Review and prioritize all relevant legislation

affecting road safety (Traffic Safety) June 2004 NRSC NRSC Members

2. Discuss and agree on issues on sections of RA 4136 for improvement Sept. 2004

3. Creation of Congressional Liaison Committee Dec. 2004 NRSC Members

Medium Term (2-3 years) 1. Preparation of draft of proposed Traffic

Safety Bill June 2006 NRSC NRSC Members

2. Enactment of Road Traffic Safety Board Long Term (4-5 years) 1. Implementation of the enacted amendments/ improvements of the Traffic Safety Act Mar. 2007 NRSC NRSC Members

2. Implementation of Traffic Safety Act Dec. 2008 NRSC NRSC Members 3. Passage of Traffic Safety Act which include

the creation of the National Transportation Safety Board

Dec. 2008 NRSC NRSC Members

Sub-Total


January 2004

Sector 11: Traffic Police and Law Enforcement

Objective: To improve road safety through more effective and more efficient traffic police enforcement of traffic regulations by the use of modern equipment and enforcement tactics to influence and improve road user behavior and compliance with the law.

Background R. A. 4136 (Land Transportation and Traffic Code)

National R. A. 7924 (MMDA Charter) Local Traffic Enforcement Ordinances Training:

• UP-NCTS (on Transportation Management, Traffic Enforcement)

• Undertaken by respective agencies With available equipment, MV’s for enforcement

except speed detection equipment & testing kits for drunken driving.

Key Points on Implementation Inadequate traffic enforcement personnel on national

roads. Tendency of drivers to disregard traffic laws and

safety. Campaigns should be based on research as to target

unlawful and unsafe behavior. Inadequate training manuals for law enforcement

personnel Limited specialists on traffic enforcement Inadequate modern equipment & patrol vehicles Traffic enforcement operations grossly under

resourced for road safety activities required Better deployment of existing resources needed for

road safety


January 2004

Sector 11 : Traffic Police and Law Enforcement Budget (P million) Activity Completed

by Coordinating

Agency Core Agency

Involved 2004 2005 2006 2007 2008 TOTAL

Short Term (within 12 months) DPWH DOTC MMDA DILG

1. Identification and prioritizing of problem areas April 2004 PNP

PNP 1.0 1.0 2. Rationalize and coordinate deployment along national

highways and local roads. Develop a program of enforcement concentrating on road safety related violations.

PNP NRSC members PNP

1.0

1.0

DILG3. Expand and strengthen the Traffic Management Course for Traffic Law Enforcers. May 2004 UP-NCTS MMDA

DILGMMDA PNP 1.5 1.5 2.0 2.0 2.0 9.0 4. Training and re-training of traffic personnel.

LTO 4.38 4.38 DILGMMDA 5. Inventory of existing traffic enforcement equipment PNP PNP 1.0 1.0 DILGMMDA 14 18 14 14 17 77 PNP 10 10 10 10 10 70 DOTC 8.5 10 10 10 10 48.5

6. Procurement of patrol vehicles and road safety related enforcement equipment PNP

LTO 26.9Medium Term (2-3 years)

DILGMMDA 1. Modernization program to make PNP more effective in

road safety activities June 2006 PNP PNP 10 10 10 20 20 70 DILGMMDA 2. PNP to enhance compliance to seatbelt and helmet use

laws PNP PNP 3.0 3.0 4.0 3.0 3.0 16

3. Rehabilitation of CCTV Monitoring System MMDA 30 37 67 Long Term (4-5 years)

DILGMMDA 1. Acquisition of enforcement related equipment PNP PNP 5.0 5.0 10 15 15 50 DILGMMDA PNP 2.0 2.0 3.0 3.0 4.0 14

2. Continuing program on capacity building & skills upgrading for traffic enforcers UP-NCTS

UP-NCTS 0.15 0.15 0.3 Sub-Total 88.28 89.5 100 77.15 81.15 436.08


January 2004

Sector 12: Emergency Assistance to Road Accident Victims Objective: Attain an effective nationwide capability to provide emergency medical treatment to road accident victims at the scene of an accident, en route to where they can receive more specialized treatment and in medical centers and hospitals to which they are taken.

Background RESCUE SERVICES:

• Established in Metro Manila only • Not established outside Metro Manila, still in developmental stage

except in some urbanized cities like: Cagayan de Oro, Davao, Cebu, etc.

COMMON EMERGENCY NUMBER:

• 117 – DILG/PNP/BFP • 136 – MMDA Rescue • 161 – Marikina Rescue

RESCUE / RESPONSE:

• Government or NGO Ambulance may respond to emergencies • Passive response of passersby / bystanders to emergencies.

HIT and RUN CASES:

• Hit and Run vehicle drivers do not want to help because they do not want to admit liability or they fear being mobbed by the public.

PROBLEM OF DEVOLUTION:

• Use of ambulance in activities other than emergencies • Lack of training of local Emergency Medical Assistance System

personnel. • Ill-equipped and non-functional ambulance

Key Points on Implementation LGU capability enhancement: upgrading of training,

facilities, equipment, planning, personnel and funding. Enhance the role of barangay captains as first responder

during emergencies Enhance the emergency response capability of PNCC,

MMDA, and other similar agencies over their areas of operations.

Third Party Level (TPL) Insurance should cover payment

for road accident victims Inclusion of rescue equipment under tax-exempt items Fake insurance leads to non-settlement of claims Unauthorized service vehicle leads to non-settlement of

claims


January 2004

Sector 12: Emergency Assistance to Road Accident Victims



2004 2005 2006 2007 2008 TOTAL Short Term (within 12 months) 1. Inventory of resources from different agencies. April 2004 DOH NRSC 2. Production of information guide materials on emergency

assistance to road accident victims to include civil and criminal liabilities of drivers/motor vehicle owners on in case of road accidents.

April 2004 DOH NRSC members DOH

0.500

0.500

0.500

1.0

1.0

3.5

3. Emergency numbers to be printed on the registration stickers Jan. 2005 LTO LTO

DOH 4. Dialogue between private hospitals owners and DOH on treatment of traffic accident victims Sept. 2005 DOH

PHA Medium Term (2-3 years) 1. Strengthen the rescue capabilities of LGUs to assist

traffic accident victims Dec. 2007 NRSC DILG

DOTC IC PNP

2. TPL Insurance to cover payment of road accident victims. IC

PHILHEALTH Long Term (4-5 years)

DILG DOH 0.300 0.300 0.500 0.500 1.0 2.6

1. PNP-TMG given further training in first aid/BLS-CPR and equipped with first aid kits June 2007 PNP

PNRC DILG

2.0 2.0 2.5 2.5 9.0 DOH 0.500 0.500 0.500 0.500 2.0

2. Establishment of EMS nationwide a. Set up trauma unit in all tertiary hospitals b. Develop and institutionalize the Injury Prevention

and Control Program and surveillance network in all regional and provincial facilities

2006 DOH

PNRC Sub-Total 0.8 3.3 3.5 4.5 5.0 17.1


January 2004

Sector 13: Road Safety Research

Objective: To improve road safety through adequately funded and coordinated research, which can shed light on road safety problems and provide a framework of knowledge where policy decisions and countermeasures can be derived.

Background Lack of research agenda on road safety Problem areas not fully identified Data are not readily available because of

confidentiality of data especially if it involves private sector

Research not given much importance; research data

not fully disseminated and utilized Only few institutions are capable of conducting

research; priorities are given to consultancy Lack of research funds Most, if not all government agencies have research

units but very few carry out any research Road safety research in its infancy in the Philippines

Key Points on Implementation Sourcing of funds Motivation to conduct research No specific research institution focusing on road safety Lack of research monitoring Research must be interdisciplinary Lack of linkage between the academe and the private

sectors and government institutions


January 2004

Sector 13 : Road Safety Research

Budget (P million) Activity Completed by Coordinating

Agency Core Agency

Involved 2004 2005 2006 2007 2008 TOTAL Short Term (within 12 months)

DOTC DPWH PNP DOH 0.100 0.100 MMDA DepEd 0.050 0.100 0.100 0.100 0.100 0.450

1. Inventory of research efforts of various agencies and institutions. April 2004 UP-NCTS

CHED DOTC DPWH PNP DOH MMDA DepEd 0.050 0.100 0.100 0.100 0.100 0.450

2. Identification of gaps of road safety research April 2004 UP-NCTS

CHED DOTC DPWH PNP DOH CHED MMDA

3. Identification of key problem areas (vulnerable groups, blackspot analysis, accident costing, etc.)

April 2004 UP-NCTS

DepEd 0.200 0.200 0.200 0.200 0.200 1.0 4. Formulation of research agenda July 2004 UP-NCTS 5. UP-NCTS to become the repository of data Sept. 2004 UP-NCTS

DOTC DPWH PNP DOH 0.400 0.500 0.500 0.500 0.500 2.4 MMDA DepEd 0.500 0.500 0.500 0.500 0.500 2.5 CHED

6. Make use of ASNET as a tool in information dissemination (in particular what is happening in the ASEAN region and within the Philippines)

Dec. 2004 UP-NCTS

other Major Universities

Medium Term (2-3years) DOTC DPWH PNP DOH CHED MMDA

1. Compilation, publication of research; and holding of First Phil. Road Safety Research Forum

Dec. 2005 UP-NCTS

DepEd 0.200 0.500 0.500 1.5 1.5 4.2


January 2004

Budget (P million) Activity Completed by Coordinating

Agency Core Agency

Involved 2004 2005 2006 2007 2008 TOTAL DOTC DPWH NRSC DILG

2. Core agencies seek external assistance to establish an effective road safety research

DOH 3. Inculcating research culture starting from

secondary schools DepEd DepEd 0.500 0.500 0.500 0.500 0.500 2.5

Long Term (4-5 years) DOTC DPWH PNP DOH 0.250 0.250 0.250 0.250 0.250 1.25 MMDA

1. Creation of road safety research unit at UP-NCTS UP-NCTS

DepEd 0.200 0.050 0.050 0.050 0.050 0.400 Sub-Total 2.45 2.7 2.7 3.7 3.7 15.25


January 2004

Sector 14: Road Accident Costing

Objective: To develop and disseminate realistic estimate of accident costs.

Background Initial estimate in establishing accident costs has been

completed. Method developed to update accident outputs yearly

such as: pain, grief and suffering, medical costs, property damage, administration and economic costs.

Key Points on Implementation: Accident cost to evaluate and prioritize blackspot sites Strategic indication to government of the economic

cost to the community Reliability and accuracy evaluation of data on highway

and local roads Continuous research to refine the methodology


January 2004

Sector 14 : Road Accident Costing


Coordinating Agency


2004 2005 2006 2007 2008 TOTAL Short Term (within 12 months) 1. Adoption of the Gross Output Method

recommended by the ADB for road accident costing

June 2004 All agencies None None

2. Updating of accident costs yearly June & Annually

DPWH & UP-NCTS All agencies None None

3. Continuing refinement of the estimation of the cost components included in the method recommended by ADB

June & Annually

DPWH & UP-NCTS All agencies None None

4. Applying accident cost estimates in assessing countermeasures being developed June 2004 DPWH &

UP-NCTS All agencies None None

Medium Term (2-3 years) 1. Establish a system for updating the cost of road

accidents annually and conduct periodic review (every 3 years)

Jun 2007 NRSC All agencies None None

2. Data accessibility (MOA to provide data accessibility between agencies) Dec 2005 NRSC All agencies Government to private

Long Term (4-5 years) 1. Explore alternative methodologies in road

accident cost estimation (5 years) June 2008 UP-NCTS UP-NCTS 1.0 1.0

Sub-Total 1.0 1.0


January 2004

Sector 15: Private Sector and Community Involvement

Objective: To forge an effective partnership of government, private and civil society sectors in improving road safety.

Background Government alone cannot address the issues of

road safety; the private sector and the communities must help in solving the problem efficiently.

Key Points on Implementation Private sector, community, academe and

government need to work together as stakeholders on the National Road Safety Action Plan.

Private corporations should represent not only their agencies but the entire business community and, similarly, the NGOs should represent not only institutions but communities.

The business and the community slots in the NRSC should be filled up with representatives on a two-year rotation basis to ensure access to a range of skills.

NRSC secretariat should be headed by a senior

executive from the private sector.


January 2004

Sector 15 : Private Sector and Community Involvement



2004 2005 2006 2007 2008 TOTAL Short Term (within 12 mo.)

DOTC DPWH DOH DTI PIA

Involve the private sectors and the communities in monitoring the National Road Safety Action Plan Dec 2004 NRSC

Secretariat

SOPI 0.100 0.100 0.100 0.100 0.100 0.500 Medium Term (2-3 years)

DOTC DPWH DOH DTI

Promote active participation of NGOs, private sectors and communities in initiating the road safety activities to support the National Road Safety Action Plan

Dec 2006 NRSC Secretariat

PIA Long Term (4-5 years)

DOTC DPWH DOH DTI

Strengthen cooperative and coordinative road safety activities of private sectors and communities with the government sector

5 yrs NRSC Secretariat

PIA Sub-Total 0.100 0.100 0.100 0.100 0.100 0.500

GRAND TOTAL 260.68 433.70 650.65 979.95 969.0 3293.98
