“The Paris Agreement Can’t Save the Planet Without Transport”

More than 190 governments will meet in Santiago de Chile in December 2019 to agree how to make the objectives of the seminal 2015 Paris Climate Agreement a reality. More than ever, transport will be the focus of attention: it contributes nearly a quarter of man-made CO2 and its share is still rising. Emma Latham-Jones talked to Pierpaolo Cazzola, a renowned expert on the links between energy and mobility, on what needs to happen to clean up transport.

pic-of-drought.png

Climate change is threatening the fundamentals for human life on earth

If we don’t prevent runaway climate change, what will be the effect on lives around the world?

Pierpaolo Cazzola: There is a broad consensus that human activities are causing changes in the climate that lead to major risks. These include droughts, rising sea levels that threaten low-lying regions, extreme and less predictable weather, and loss of biodiversity with potential impacts on human health, food security, water supply and economic development.

Transport is a major contributor to CO2 emissions. How can we accelerate the transition to carbon-neutral mobility?

PC: That is a major undertaking. We can only achieve it through joint actions targeting several areas at the same time. And we must not forget to the human side in order to ensure that the transition is fair and equitable for everyone.

What are the main areas of action?

PC: I would say that there are six pillars upon which the decarbonisation of transport will have to build.

Firstly, we need to better manage travel demand. Policies that favour the development of compact cities with mixed-use buildings, for instance, reduce travel distances by cutting trip lengths and allowing more trip chaining.

Secondly, what experts call “modal shift”: Creating incentives for people to use transport modes that use less energy for the same service, such as public transport, and ensuring that it can be provided at affordable costs, promoting transit-oriented urban developments.

Thirdly, we need to maximise the capacity utilisation of vehicles. This reduces the energy needed to move each passenger or each unit of goods. Digital technologies can help to achieve this, and the right policy actions can do a lot to reduce the use of single-occupancy vehicles.

Fourthly, vehicles need to become much more energy-efficient. It is crucial that policies support the deployment of technologies that use less energy per kilometre. Policies must also seek to accelerate the transition towards technologies that produce zero emissions, in particular electric mobility.

Fifthly, the so-called energy vectors for transport need to be decarbonised. Energy vectors are the technologies that store energy and make it available for transport – e.g. liquid fuels, electricity, or hydrogen. If their generation cause emissions, not much is gained.

Finally, emissions from vehicle manufacturing and infrastructure construction also need to be minimised. This requires improvements in the design and usage phases to minimise the use of materials. It also requires greater recycling rates, along with the use of recycled inputs and a growing reliance on materials that can be manufactured through processes with low energy and greenhouse gas emission intensity.

ev-charging.png
Charging of Electric Vehicle

Let me also add that the transition of transport towards zero emissions does not only need to go hand-in-hand with the decarbonisation of the rest of the energy system, but it can even contribute to foster it, through sector coupling. The latter creates mutual benefits by linking energy consuming sectors such as transport, housing or manufacturing with the power production when thinking about decarbonisation.

And how could that work?

PC: For example electric vehicles could be used as distributed energy storage for the power system. This in turn would help the energy providers to better deal with the supply imponderables associated with wind or solar power and thus encourage them to embrace renewable energy. Similar opportunities exist if hydrogen became part of the transport fuel mix. Digitalisation can be a powerful enabler for sector coupling – if policy creates the right conditions in time.

You mentioned improving energy efficiency of vehicles. But what’s the point if cars keep getting bigger and heavier?

PC: That’s a good point. We should also pay attention to resource efficiency. From a climate change perspective there is no point in making engines more energy efficient if the gain is used to propel heavier vehicles – emissions won’t fall. So the growth of vehicle size should be managed, as should the material requirements. A lot can be gained by choosing the powertrain technologies that is optimal for the use of the vehicle. Full electrification, for example, is best suited to vehicles that operate within a defined range and are used intensively, for instance taxis or urban buses.

Can we stop climate change without addressing transport emissions?

PC: Honestly, no.

So how much of an impact does the transport sector have on global carbon emissions?

PC: Transport is almost entirely dependent on oil and emits between 20 and 25% of the direct CO2 emissions due to fuel combustion, which is the bulk of all emissions from greenhouse gases. Without immediate action, its share could reach 40% by 2030.

Transport’s contribution to CO2 emissions is even larger from a life cycle perspective. We mustn’t overlook the emissions stemming from the production and distribution of transport fuels, resulting from the manufacturing of vehicles, and finally those caused by the construction of transport infrastructure. To give an example, this could be the cement used for roads, railways, ports and airports.

To put it bluntly, the Paris agreement can’t save the planet without the transport sector making major changes.

Will transport be a topic of discussion at COP25, the follow-up to the 2015 conference that resulted in the Paris Climate Agreement?

PC: Yes. The Chilean presidency of COP25 is organising a high-level event to bring together transport ministers at the conference in Santiago in December. This will be the first time transport ministers are invited to participate, and that is a significant, symbolic and important step. They have discussed transport and climate change at their own Summits, most recently in Leipzig in May 2019, where a group of ministers led by Sweden’s Thomas Eneroth and Chile’s Gloria Hutt agreed a statement on transport and climate change. But they have so far not been included in the wider climate change negotiations.

Sweden’s Thomas Eneroth and Chile’s Gloria Hutt.jpg
Gloria Hutt Hesse (Minister of Transport and Telecommunications, Chile) and Tomas Eneroth (Minister for Infrastructure, Sweden) present a joint declaration of several ministers on “Transport and Climate Change” at the International Transport Forum’s Summit 2019

Do you think the debate around mitigation policies for transport is sufficiently grounded in empirical evidence?

PC: The policy debate on climate is well informed. In particular the Intergovernmental Panel on Climate Change (IPCC) has provided politicians with a solid factual basis for decision-making.

At the ITF, we also support policy action through the work of our Decarbonising Transport initiative. We provide quantitative evidence, through data analysis and advanced modelling that makes detailed projections on future transport activity and calculates the impact on transport CO2 emissions, among many other things.

If we have the evidence, why isn’t transport already carbon-free?

PC: Liquid fuels for use in combustion engines have a high energy density. They are also cheap. Competing with these characteristics proved to be very hard. As a result, transport today relies on oil for 92% of its energy, and that makes the sector particularly hard to decarbonise. Other energy sources have only managed to establish themselves in some niches, for example electricity in rail.

But the negative side effects of fossil fuel use such as pollution were fairly evident right from the outset, weren’t they? Why did that not help to push alternatives?

PC: Problems that could have questioned the dominance of combustion technologies and fossil fuels, were addressed by treating the symptoms, rather than the causes. The local pollution generated by exhausts, for instance, was tackled by developing exhaust after-treatment technologies.

oil-pump.png
Oil pumpjack in Texas

Now there are new constraints on fossil fuel use that won’t be so easily overcome, notably the CO2 emissions from the combustion process. The availability of oil and our capacity to extract more capital-intensive oil resources fast enough will further contribute to diminishing benefits.

What opportunities are there for us to move away from fossil fuel use in transport?

PC: A good example is the combination of batteries electric motors and renewable electricity. Bioenergy presents another opportunity. Low-carbon biofuels are especially relevant for long-distance travel, where batteries are less well suited. Hydrogen could emerge as a climate-friendly transport fuel, or as an important element in the production of other climate-friendly fuels, for example ammonia or synthetic fuels. In parallel, digital technologies make it easier to share assets and use resources more efficiently – think about ride sharing.

So what exactly can decision-makers do at the national level to make the most of these opportunities?

PC: They should use fiscal levers such as carbon pricing and differentiated taxes on new vehicles. Distance-based charges will also be an important tool for steering mobility behaviour. Then, standards for fuel economy of vehicles and for the carbon-content of fuel are needed. Urban planning should favour compact cities and make using public transport easy. Providing a clear framework for shared mobility solutions will ensure that these services complement public transport and do not compete with it. If governments take action on these fronts now, we can shift transport emissions onto a solid downward path.

We talked about the COP25 conference in Chile in December. What is the host country doing to encourage greener transport?

PC: Chile has the largest fleet of electric buses in Latin America. There are more than 200 electric buses on the roads of the capital Santiago today.

Ppl waiting for bus Santiago
People waiting for their bus in Santiago de Chile

All 6 000 buses of the capital’s network will be successively replaced. President Sebastian Pinera has in fact pledged to electrify the public transport system across the country by 2040 – and, importantly, also set the goal of sourcing all of Chile’s electricity from renewable energy by that date.

Thank you so much for your time, Pierpaolo.

Pierpaolo Cazzola is Advisor for Energy, Technology and Environmental Sustainability at the International Transport Forum (ITF). His interests include creating synergies between the transport and energy expert communities, life cycle emissions of urban mobility options, and the global fuel economy. Currently he is investigating how India is mitigating transport CO2 emissions as part of the ITF project “Decarbonising Transport in Emerging Economies”. Pierpaolo is the author of numerous reports, including most recently the 2019 Global EV Outlook. He has worked at the International Energy Agency (IEA), the United Nations, the European Commission and the OECD.

Advertisements

”We should design cities for active mobility”

Philippe Crist is one of the world’s leading experts on cycling and urban mobility. He sat down with Emma Latham-Jones to talk about cycling culture in emerging countries, infrastructure improvements, and what mayors can do to promote cycling.

At the world’s largest conference on cycling and urban mobility, Velo-City, politicians, city officials, transport experts, advocacy groups and researchers gather to discuss how cycling, and active mobility in general, can complement and replace non-sustainable transport options. At this year’s Velo-City conference in Dublin in Ireland, the keynoter was Philippe Crist of the International Transport Forum, an intergovernmental think tank for transport policy linked to the OECD. I sat down with Philippe to understand more about the role of cycling in modern societies and what cities around the world are doing – or not – to embrace it.


Velo-City is the Mekka of the cycling community. This year in Dublin you roused the audience with your opening speech on “The City of the Future”. What is the main value of events like this one?

Philippe Crist: I think they bring a lot of value! They’re a great opportunity for cross-fertilisation of ideas. It is a good way for public authorities and activists to get inspiration from their peers and to share best practices. Events like Velo-City encourage city officials to talk among themselves to scrutinise policies and work out how to improve them. I think that everyday examples are really important in these discussions. Often the small things can make a big difference. Take for example how the the Dutch and the Danes angle or lower the curbstones next to cycle tracks to make cyclists feel safer and allow easy on-off access to these protected spaces.. These are small touches but they make cycling a more attractive and compelling option for all.

Are cities doing enough for cycling safety?

PC: Some are, some aren’t. Since the 1980s and 1990s, we’ve seen some real leaders emerging from the Netherlands and Denmark. Amsterdam and Copenhagen are constant leaders here, although Rotterdam has significantly redesigned a lot of their city to improve cycling and public transport use.   But we shouldn’t overlook other cities. London, for example, has seen some pretty impressive results and has managed to double the number of cyclists in the past ten years. Bicycles now represent up to 16% of all trips in central London at peak hours.

Cities need to make it inviting for people of all ages and backgrounds to get on a bike. In cities where not much has been done to make cycling a compelling and safe option, the cycling population is not at all representative of the overall population. Instead it is largely skewed to young, male, risk-takers who generally feel comfortable breaking traffic rules they feel are not designed for them. When I see a lot of such cyclists – or a lot of cyclists in lycra — I see that as a symptom of bad cycling policies. Cycling should be made a feasible and attractive option for all – especially those that do not cycle now.

man on cycle path
Cyclist in car traffic in Sao Paulo, Brazil

What are the most noteworthy future trends in active mobility?

PC: There is a kind of tension in what the future holds. On the one hand, citizens want to be more active. Their commute is an obvious, and easy, way to include physical exercise into their day. On the other hand, there is a counter trend to more and more immobility. We’re witnessing a rise in transport that makes things as convenient as possible, which translates into minimising movement – it means moving the least amount possible door-to-door. You see this with ride sourcing and electric push-scooters. These forms of mobility mean you don’t even have to walk down the road to your bus stop or train station. Hence, activity is reduced. We know that the greatest benefits of active mobility are the health benefits and so we should be thinking about building cities to ensure activity mobility. If you make it easier to cross the city by bike than by car, you’ll soon see a rise in the uptake and convenience of active mobility.

Can you list your top three things a city official can do to promote cycling?

PC: Yes! First is managing speed. They need to implement speed limits, while redesigning streets for slower speeds. Where the speed limits have already been put in place, they then must be properly enforced. The second is space! They need to give cyclists more space on our roads. And this space needs to be properly separated. The final thing I’d recommend is making sure that cycling safety is built into the education system. In fact, not just the education system, it should also be a part of the drivers’ licensing system… But these changes must be made at the national level.

Cycling seniors

You mentioned Rotterdam, Amsterdam, Copenhagen, and London as pacemakers. All four are in Europe. Are there other cities that stand out to you as cycling pioneers and from which city officials and citizens draw inspiration?

PC: To answer this question fairly, I think you have to take into account where the cities have started from. Mexico City and Los Angeles are now doing a lot, despite little preexisting cycling infrastructure. Taipei is rolling out an impressive bike-sharing system. Rotterdam is known as a cycling leader, but it shouldn’t be forgotten that the situation was very different only ten years ago. Back then, they were entirely car-centric. In just two years Seville built an entire city-wide cycling path network. Berlin is looking now to integrate cycling with public transport. Cities are working around the world to rapidly scale-up cycling infrastructure.

Not everyone is keen on cycling. And some, frankly, just aren’t very good at it. What are some of the best low-carbon alternatives for these individuals?

PC: There are all sorts of human-powered vehicles out there. A lot of older people have tricycles to help with balance issues. Children, of course, often use them too. Companies are increasingly using cargo bikes to deliver their products, as they are much more reliable and are able to navigate dense and congested conditions more easily. This translates into high rates of on-time delivery, and so happier customers! Individuals can also use cargo-bikes. They are great for carrying people that are less mobile or incapable of walking.

It seems that mostly young people use bicycles. Is cycling something that is also accessible for older generations and for the less physically fit?

PC: In a city that has done enough to encourage cycling, there should be no difference in terms of the demographic using bicycles. There should be children on a bike, the elderly, fathers with their babies, young women – you name it. We see this when city design has made cycling the most compelling and convenient option. Technology can also help. E-bikes are making cycling investment possible even in cities with low population density, because they extend the range of cycling and overcome some of the topographical challenges.

Cyclists in Vietnam

Is cycling an option to increase mobility in cities in the developing world?

PC: There is a lot of cycling taking place in the developing world – but it’s often viewed as an “imposed” mobility option rather than a positive one. Cycling is something that poor households do, as it’s the cheapest option. But it is also done in horrible traffic conditions and street spaces that are not at all designed for the safety of cyclists and pedestrians – as soon as households gain income, they typically move away from active modes of travel.  In the developing world too much space is allocated to vehicles that only a minority of the population can afford. Investment in cycling infrastructure is one of the best ways to increase the safety and attractiveness of active mobility. This includes the “hidden infrastructure” that is speed management. Such cycling infrastructure in turn enhances a city’s accessibility and inclusiveness.

Thank you so much for your time, Philippe.


Philippe Crist is Advisor for Innovation and Foresight at the International Transport Forum (ITF). His interests include how to use new data sources to improve transport decision-making. Currently he is investigating how policy and regulation might adapt to an increasingly algorithmically-driven world. Philippe won the Leadership Award for Cycling Promotion of the Danish Cycling Embassy’s in 2016. He is the author of “The Shared-Use City: Managing the Curb” (ITF, 2018)

Cover of the report "The Shared-use City: Managing the Curb" (International Transport Forum, 2018)

Can Electric Cars Drive Global Decarbonisation?

nancy-vandyckeBy Nancy L. Vandycke, Program Manager, Sustainable Mobility for All Initiative, World Bank

Can one plus one be more than two? I believe that it can. In fact, I would wager that we must find opportunities to do so if we are serious about delivering our goals for the Paris Climate Agreement. The transport-energy nexus is precisely a place where we can find such opportunities; more specifically, I am talking about the possibility of global decarbonisation through the adoption of electric vehicles (EVs). That said, we must always be aware of potential pitfalls. Allow me to share my experience.

The promise of global emission reduction

In 2017, transport accounted for 24 per cent of total CO2 emissions from fuel combustion. To reduce emissions, many countries have been promoting the electrification of transport. For many, adopting the trend for EVs is a way to transition passenger fleet away from conventional gasoline and diesel-fuelled cars. In fact, last year, global sales of EV surpassed a million units. Under the current trend, EV production could almost quadruple by 2020, with China leading the way.

34851733984_ef336560fa_kAs more and more EVs replace internal combustion vehicles, the energy burden for transport will eventually shift from oil to electricity. This is good news for the power sector. By riding on the trend of increased EVs, it can become part of a solution for global decarbonisation.

There is an added bonus for the power sector. For years, its profitability has been in decline. Charging EVs will add some load to the power grid, which is a welcome development for utilities against the continued decline in electricity prices.

Such a scenario seems promising, but there are potential pitfalls along the way.

The pitfalls

For a long time now, the transport and energy sectors have been talking about decarbonisation in their own circles.

As I sat in conversations with industry leaders from each sector—both in my role as the lead for Sustainable Mobility for All (SuM4All) and as a member of the World Economic Forum (WEF) global council on advanced energy technologies—I came to realise how disconnected the conversations about decarbonisation are. If we were to connect the two sectors, we must bring them to sit at the same table.

Accordingly, SuM4All invited experts in the energy sector to the table at our last consortium meeting in January 2019. However, it soon became clear that each side is speaking about decarbonisation in their own language and neither side could understand the other. Until both sides find a common language and tie their conversations together, it is unlikely that developments in these respective industries will succeed at decarbonising the global economy.

sum4all-consortium-meeting.jpg

Even if both sides manage to come to an agreement on a common language and approach, one must be thoughtful about the way both sectors collaborate.

As of today, renewable energy accounts for merely a quarter of total global power generation. Without greening the power grid, a wholesale adoption of EVs will not result in true decarbonisation in either sector. Half of the G20 countries have made progress in expanding renewable electricity generation in the years leading up to 2015, but, alarmingly, nine saw declines in 2015 and the preceding years. Reducing the carbon intensity of power generation is what matters in the end.

But this transformation will not happen overnight. As the share of renewables increases in the energy mix, the carbon intensity of energy production will also increase. In fact, in the short term, one expects an overall increase in carbon emissions with the EV deployment, simply because of the EV battery manufacturing.

The way forward

The good news is that if we manage to co-ordinate policy interventions within the transport and energy sectors, we can make great strides towards decarbonisation. For example, policy support measures that target electrification in the transport sector should be linked to renewable requirements on the energy side.  For this reason, I plan to bring a clear and simple message to the Electric and Digital Mobility event ahead of the upcoming ITF Summit: to fully leverage the power of mobility, we need to concurrently clean up the grid.

If we manage to do so, one plus one can indeed be more than two, and the Paris Climate Agreement goals will be very much within our reach.

Nancy L. Vandycke is a speaker at the TUMIVolt Conference on 21 May 2019 in Leipzig, Germany. The ITF Summit follows from 22-24 May.

„Digital governance will make road freight transport fairer and safer“

by Volker SchnebleImage_Blog_Kapsch_3_MEDIUMSMALL

Only around 5% of the 6.2 million trucks in the EU and 11.2m truck in the US are ever checked for compliance with existing rules – whether these concern the vehicles themselves, the humans who use them or the load they carry. This lack of enforcement causes avoidable crashes, increased road maintenance costs and economic costs due to market distortions.

Data could be a powerful tool for improved enforcement of the rules in road freight. Indeed, a recent ITF report recommended moving towards digital governance approaches. The concept of “Data-led Commercial Vehicle Enforcement” (CVE) is operationalizing this approach, facilitating on-the-spot roadside controls as well as on-the-fly checks.

Image_Blog_Kapsch_1
Only around 5% of trucks in Europe and the US are ever subject to compliance checks

Data can help control vehicle condition (for instance whether maximum load weights are exceeded or the roadworthiness is imperiled) as well as monitor driver behavior (e.g. via digitalized tachograph records) or verify compliance with the rules of the market, for example by  checking that a company is licensed for freight transport of a specific type and in a given region.

Many rules, one enforcement mechanism

Market-based rules regulate the access of road haulage operators to the road transport market. In parts of the world with smaller countries, road transport often means cross-border traffic. To assure the functioning of the international road freight markets, the most important rules and regulations that govern road haulage are supranational.

Driver-based rules are those that apply to professional truck drivers and their specific actions when at the wheel, resting or in the state of availability. The regulation of driving time is a good example of a driver-based rule. In the European Union and the countries of the European Agreement Concerning the Work of Crews of Vehicles Engaged in International Road Transport (AETR), it is enforced by fitting every goods vehicle with a total weight of more than 3.5 tonnes with a tachograph that records driving and rest times. Similar regulations and requirements for drivers apply in the United States and in Canada.

Image_Blog_Kapsch_2
On-board units and receivers built into the infrastructure used by trucks can ensure that enforcement agencies are always in the picture

The increasing use of information technology in heavy goods vehicles makes automated, therefore ongoing and hence more effective enforcement of all of these rules feasible. Based on information provided by on-board units in real time and with the monitoring of the data facilitated through receivers embedded in the infrastructure that trucks use, enforcement agencies are always in the picture. In many cases, they won’t need to even act because enforcement can be automatic. Pilot research already indicates promising results –  see this video of a Direct Weigh In Motion and Credential Enforcement pilot programme in Indiana (United States) and a corresponding article in the Chicago Post-Tribune.

Don’t cross that bridge when you reach it

The road infrastructure automatically surveys a vehicle’s total weight and stops it from using weight-sensitive road sections – a bridge for instance – if it is too heavy. Similarly, existing information from the onboard systems on vehicle emissions could be used monitor compliance with the limits on CO2 or particle emissions required by vehicle condition rules – and signal that the vehicle may not enter, say, a zone restricted to electric vehicles.

The technology is already available. Now it is for governments to create market access and automated enforcement instruments: certified equipment, legal and administrative cooperation between national enforcement bodies or radio spectrum free of interference.


Volker Schneble is Managing Director Germany of Kapsch TrafficCom AG, a provider of intelligent transport systems. Kapsch works in tolling, traffic management, smart urban mobility, traffic safety and security, and connected vehicles. As a member of the International Transport Forum’s Corporate Partnership Board, Kapsch contributes its expertise to transport-related research projects undertaken at the ITF.

Automated Driving and Traffic Safety

kronberg-volvo-blogby Peter Kronberg, Safety Director Volvo Group

Automated driving holds promise of a revolutionary new way of providing transport and mobility. Indeed, the added value in improved productivity and efficiency that can be extracted in commercial transport operations appears to be substantial.

But, the question of the impact of automation on road safety tends to divide the public in two distinct camps – one lauding the life-saving potential, and the other envisioning a future of self-aware vehicles running wild, causing death and destruction.

So, where are we heading? Well, I believe the reality of the challenges involved is becoming apparent as more automation pilots are deployed and experience accumulates. Improving road safety on a system-wide level will prove challenging. Yet, under favorable circumstances automation concepts are showing great safety potential. Favorable is a key word here.

The vast majority of incidents and crashes involve human behavior. It is easy, then, to suppose that taking the human out of the loop will reduce crashes correspondingly. Yet, I think intuitively we understand there is something wrong with this logic. And the reason is most driving involves no crashes. An attentive person is fantastic at anticipating events in complex situations – much better indeed than any AI outside of Hollywood.

What strikes me in the debate on automation is the tendency to confuse automation and safety – especially, I fear, among those supposedly well-informed in the area. It is easy to be tricked by the fact that active safety and automation share technologies. Naturally, there will be no successful deployment of automation unless it is safe. But, the development of one does not follow naturally from the other. Both areas require dedicated efforts.

In conventional driving, the human driver performs both operational maneuvers and the highly intricate task of anticipating and mitigating critical situations. The objective of safety is largely to introduce barriers – conceptual and real – to minimize the consequences of mistakes and errors.

The challenge for a highly-automated driving system, then, is to accomplish both the basic task of driving and anticipating and avoiding emerging critical situations. In other words, it must be able to avoid or mitigate any situation it can reasonably encounter in its operational domain – not just mitigate the rare instances missed by a human driver.

Do I sound skeptic about automation? Well, in fact, I am quite the opposite. I believe vehicle automation will make great contributions to road safety. But, it needs to be done right – with safety as a primary design factor. This means vehicles need to behave safely – be sensibly cautious and use good margins. It also means the set of conditions under which the vehicle can safely operate is actually an integral part of the solution itself. In other words, the when, where and how, are just as important as the what. With joint effort we have a chance to develop conditions on a system level that are favorable for safe automation. It may mean starting in confined – or by other means controlled – areas, and then working systematically to increase the number of applications viable for automated driving.

Done right we will be able to reap all the benefits automation offers in terms of productivity and efficiency while enhancing safety.

That’s the Volvo way.

Peter Kronberg will join other transport leaders from across the globe for the ITF 2018 Summit on “Transport Safety and Security” in Leipzig, Germany held from 23 to 25 May. Find out more…

 

Let’s get serious about saving lives!

Opinion Piece by Jean Todt, FIA President and UN Special Envoy for Road Safety

For a number of years now we have been complaining about the consequences of road crashes, the millions of premature deaths, the tens of millions of serious injuries that impair so many people for life.  We have been documenting the progression of the scourge, gathering statistics, disseminating facts and figures.  We have organized countless conferences, symposiums, workshops, to debate what to do to curb this seemingly unstoppable pandemics.  Only early on we agreed on one thing: it actually was not unstoppable, and more to the point, we knew what needed to be done to stop it.

Of course over time we refined our approach, deepened our knowledge, improved our understanding of what worked best in which circumstances.  Numerous institutions, including the World Bank and United Nations organizations, kept organizing training events to disseminate those findings and equip national and local governments with the tools they needed to fight this recurring disease.  Then the international community took notice and the Decade of Action for Road Safety was launched with the objective of reversing the trend, of eventually bringing down for good the mounting statistics of road crashes.

But let’s face it: despite all the good will, despite these multiple efforts, despite all the talk and conferences, people keep dying on the road in unacceptable numbers.

So this is the time to change gears.  This is the time to realize once and for all that a world in which 3,500 people die on the road every day for no reason can hardly be called civilized.  This is the time to move away from figures, statistics and reports, and look at what this is all about.  And this is about flesh and blood.  This is about saving lives.

We may be reaching a turning point.  Part of the reasons why so many efforts to date have met with too little success has to do with insufficient resources.  The countries suffering most from road crashes are also those so much in need of support on so many fronts that it becomes hard for their governments to set aside funding for something too many development experts have long considered to be some kind of collateral damage of growth.  Hopefully today nobody would claim this any longer, so all what remains is the need to find the proper means to deal with what should be a simple question, a question of life and death.

This week the United Nations General Assembly will establish the United Nations Road Safety Trust Fund.  We must all hope this will prove to be the tool we were missing in our quest to muster the resources needed to effectively turn the tide on road crashes.

Simultaneously the Safer City Streets network will meet in Rome for the third time, at the invitation of the International Transport Forum and with the support of the International Automobile Federation (FIA).  Let’s not forget about half of fatal crashes occur in cities.

And in a month from now, the eleventh edition of the International Transport Forum will take place in Leipzig, under the theme Transport Safety and Security.  This sequence must not be just another round of well-intentioned debates.  It must epitomize a renewed global commitment, a renewed global will, so that when we meet again a year from now, in New York City, in Rome, in Leipzig, in any far corner of this world, we can see an actual downturn in road deaths and injuries.

It’s time to reclaim the right to call this planet a civilized place.

It’s time to get serious about saving lives.

Join Jean Todt, transport ministers and business leaders at the ITF 2018 Summit on “Transport Safety and Security” on 23-25 May.

“In traffic safety, the human factor plays a key role”

FehlauerThree questions to Jann Fehlauer, Head of Vehicle Testing, DEKRA Automotive

Mr Fehlauer, the DEKRA Road Safety Report 2018, which will be published in June, deals with freight transport. How do you rate the current level of traffic safety in this area?

If we look to Europe, the trend of recent years points in the right direction. Commercial vehicles are becoming safer, and the number of serious accidents is declining, with increasing traffic density. However, there is no reason to rest on our laurels. The fact is: Especially heavy trucks accidents can result in serious, even fatal, injuries.

 

What role do modern driver assistance systems play in this context?

Much has already been achieved in recent years. Modern emergency brake assistants can prevent many of the worst accidents, for example driving up on a traffic jam end. However, the potential must be exploited even more efficiently. These are issues such as the market penetration of security systems, their disconnectability, as well as how drivers are informed about the effects and limitations of these systems.

 

What other starting points do you see to improve traffic safety in the commercial vehicle sector?

We have to take actions at all levels: the vehicles have to be safe, which means, among other things, that their technical condition has to be checked independently on a regular basis. The infrastructure must be as secure as possible. But the human factor also plays a key role. The best safety systems are useless if the driver does not use them. And that applies not only to modern electronic systems, but also to supposedly well-known things like the safety belt.

Jann Fehlauer will join other transport leaders from across the globe for the ITF 2018 Summit on “Transport Safety and Security” in Leipzig, Germany held from 23 to 25 May. Find out more…