TITLE HERE ROAD

SAFETY IN
MYANMAR

RECOMMENDATIONS OF AN EXPERT MISSION

INVITED BY THE GOVERNMENT OF MYANMAR
AND SUPPORTED BY THE SUU FOUNDATION
PARIS, APRIL 2017

FIA ROAD SAFETY IN MYANMAR 2017 1

 ACKNOWLEDGMENTS
The members of the Expert Mission (the Panel) thank all professionals that they met during the fact finding mission,
that took place during November 2016, and the recommendation’s mission, that was held in March 2017. In addition,
we thank the support of the Suu Foundation, in particular Michael Marett-Crosby, Alfred Burton and Joseph Fisher
from the office of Daw Aung San Suu Kyi. Financial support for this mission was provided by the FIA and Total. In kind
contributions were made by the Global Road Safety Partnership, the World Bank Global Road Safety Facility and the
Malaysian Institute of Road Safety Research (MIROS). Finally, the support of the FIA Foundation towards the ongoing
Work Programme of the FIA High Level Panel for Road Safety is also acknowledged.

DISCLAIMER
The members of the Expert Mission were Fred Wegman (leader), Barry Watson, Shaw Voon Wong, Soames Job and
Maria Segui-Gomez. The opinions in this report are those of the Panel members who participated in the mission. The
findings, interpretation and conclusions expressed in this paper do not necessarily reflect the views of the institutions,
for which they work, or the FIA, or Total.

COPYRIGHT STATEMENT
The material in this publication is copyrighted. The FIA High Level Panel and the members of the Expert Mission
encourage dissemination of its work with proper citation and will normally grant permission to reproduce portions of
the work promptly.

Suggested citation: Wegman F., Watson B., Wong S.V., Job S., Segui-Gomez M. (2017). Road Safety in Myanmar.
Recommendations of an Expert Mission invited by the Government of Myanmar and supported by the Suu Foundation.
Paris, FIA.

2 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 3
 TABLE OF CONTENTS

EXECUTIVE SUMMARY
06
32
Enhance the management and delivery of road safety

06 06 Safe System approach to enhance the safety of vehicles, roads and road user
behaviour
FUNDING OF ROAD SAFETY INTERVENTIONS

06 Better aligning road safety objectives with broader transport, health and equity goals

BACKGROUND TO THE MISSION

07 07 The Expert Mission

34 NEXT STEPS
08 Mission methodology

ROAD TRAFFIC SAFETY IN MYANMAR

10 The road safety situation in Myanmar is deteriorating

09 11 Current developments in Myanmar and implications for road safety

35 REFERENCES
11 Challenges for road safety management in Myanmar

14 Global developments in road safety and implications for Myanmar

PANEL’S RECOMMENDATIONS FOR INTERVENTIONS

16 SAFE SYSTEM APPROACH

17-19 ROAD SAFETY MANAGEMENT AND CAPACITY BUILDING 36-39 APPENDIX 1. TEMPLATE FOR INTERVENTIONS: IMPLEMENTATION
DEVELOPMENT PLAN
20-21 SAFER ROAD
22-23 SAFER VEHICLES
24 Early Phase of Implementation

15 24 Long Term Implementation

25-26 SAFER ROAD USER BEHAVIOUR

28 POST-CRASH RESPONSE
29 CITIES AND VILLAGES: CYCLING, PUBLIC TRANSPORT, MOTORCYCLING
29 Cycling
29 Public Transport
31 Motorcycling

4 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 5
 EXECUTIVE SUMMARY BACKGROUND TO THE MISSION

Given the rapid motorization that Enhance the management and delivery of road Further to an invitation by the The Expert Mission
safety by: The Expert Mission was undertaken by a Panel of
is occurring in Myanmar and the • Further strengthening of the road safety management government of Myanmar, the FIA High internationally recognized road safety experts, all of
resulting increase in fatalities and structure for a more effective delivery of effective road Level Panel for Road Safety committed whom have extensive experience working in low- and
safety interventions by all key-stakeholders; middle-countries:
injuries, there is an immediate and • Improving road safety data collection methods and to sending a road safety mission of
critical need to address the road analysis capacity; international experts to Myanmar in • Prof. Fred Wegman, the Netherlands (Mission Leader and
• Facilitating massive capacity building for all sectors Professor Emeritus in Traffic Safety, Delft University of
safety situation in the country. Only in road safety including increasing international order to assess the current road safety Technology);
if effective actions are taken, will the cooperation; situation and propose measures to • Dr. Maria Segui-Gomez, Spain (FIA Special Consultant on
• Carrying out a study on funding and underfunding of Road Safety, Spain);
number of people killed and injured road safety interventions in Myanmar, starting from reduce road casualties in the country. • Prof. Shaw Voon Wong, Malaysia (Director General,
be reduced, along with the related interventions proposed in the Road Safety Action Plan Malaysian Institute of Road Safety Research MIROS)
(2014) and recommendations included in this report, • Dr. Barry Watson, Australia (CEO, Global Road Safety
human, social, and economic costs and based on that assess the necessity for domestic This mission was undertaken as a joint Partnership, International Federation of the Red Cross
as well as the burden on the health and catalytic funding. initiative of the FIA High Level Panel for & Red Crescent Societies, Switzerland); and
• For the second Expert Mission, Dr. Soames Job, Australia
sector. Based on a Safe System approach, enhance Road Safety and the Suu Foundation, (Head, Global Road Safety Facility and Global Lead Road
the safety of vehicles, roads and road user with support from the Myanmar Safety, World Bank, Washington, D.C.) joined the Panel.
behaviour by:
Based on the Panels observations, • Eradicating the use of right-hand vehicles on the Government. The task of this mission In addition, the Panel was supported by staff from the
analyses and discussions, a number road by fast-tracking the adoption of relevant import was to carry out a scoping study: a Suu Foundation, Michael Marett-Crosby (CEO) and Alfred
restrictions on both new and used vehicles; Burton (Operations Manager), as well as by Joseph Fisher
of issues require urgent attention • Establishing a transparent, accountable and traceable study that takes a wide perspective from the Office of Daw Aung San Suu Kyi.
to address Myanmar’s deteriorating Type Approval Process with quick adoption of critical for an assessment of road safety in
safety UN Regulations on road vehicles and protective While each of the Panel members is affiliated with a
road safety situation. The Panel’s key equipment; Myanmar and based on that, coming particular organization, it is important to note that they
recommendations are detailed below. • Devoting more resources to enhancing the safety to recommendations to improve road undertook the Mission in their capacity as independent
quality of new and existing roads and roadsides, road safety experts. As such, the Mission was undertaken
through the adoption of improved design, construction, safety in Myanmar. in an independent and evidence-based manner, reflecting
assessment and treatment practices including retro- the expertise of the Panel members and the various data
fitting of safety features; and other inputs they collected. In this respect, the Panel
• Adopting stronger, evidence-based road safety laws The results of the mission could be used is very grateful for the assistance they obtained from the
and policies (particularly in relation to reducing drink to design a road safety strategy and Myanmar government and the wide range of organizations
driving and speeding and increasing the use of effective that had input into the work of the Panel.
motorcycle helmets, seat belts and child restraints) and to identify actions and interventions.
ensuring that they are effectively enforced; The results can be used also by those
• Refocusing road police from traffic control activities
to improving road user behaviour using a general (nationally and internationally, public
deterrence approach; and private) that have an interest
• Strengthening the management and delivery of post-
crash care systems, building on the demonstration to invest in improving road safety in
projects already underway in the country. Myanmar.
Better aligning road safety objectives with
broader transport, health and equity goals by:
• Enhancing the safety of sustainable modes of
transport, such as cycling and walking, particularly in
major cities;
• Enhancing the safety of public transport and
encouraging a shift to its use from less safe modes; and
• Better integrating road safety considerations into land-
use planning decisions and investment decisions on
road infrastructure.
 

6 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 7
 ROAD TRAFFIC SAFETY
IN MYANMAR
Mission methodology • Producing a draft report with recommendations
The Panel used a multi-pronged approach to review the that was translated into the national language and
current road safety situation in Myanmar and identify circulated among Union, regional and city government
recommendations to improve road safety. Among the representatives ahead of the Panel’s second visit to
activities undertaken as part of the review were: allow time for review and comments on their part;
• Undertaking a second visit in Myanmar from 20 -26
• Locating and reviewing the road safety data currently March 2017, to clarify and further develop the Panel’s
available publicly from either Myanmar Government recommendation, which included holding a high level
agencies or international agencies (such as the World workshop chaired by the Union Minister of Transport
Health Organization or the Asian Development Bank); and Communications and involving key stakeholders
• Requesting more specific road safety data from various from government;
Myanmar Government agencies; • Undertaking follow-up consultations with various
• Undertaking a fact-finding visit to Myanmar from 10 government officials and representatives from
–16 November 2016, during which meetings were held academic and civil society organizations; and
with over 20 different stakeholders from government, • Producing a final report.
academic, corporate and civil society organizations;
• Making observations of different road environments
(various urban and rural settings, including driving
sections of the Expressway, rural roads and the cities of
Yangon, Nay Pyi Taw and Mandalay);
• Reviewing various strategies, plans and other
documents obtained during the visits;

8 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 9
 The road safety situation in Myanmar is estimated that there were actually 10,809 fatalities in As is the general case in the ASEAN Region, the riders example poor urban public transport operations and high
deteriorating Myanmar in 2013 compared to the official figure of 3,612. and passengers of motorized two- and three-wheeled costs of tickets will bring potential consumers of public
Over recent years, there has been a dramatic increase in Based on this estimate, the rate of fatalities per 100,000 vehicles, bicycle riders and pedestrians represent almost transport to walk, cycle or buy and use a powered two
the number of road fatalities and injuries in Myanmar. In population would be 20.3 in Myanmar (WHO, 2015). 60% of the road users killed on Myanmar roads (WHO, wheeler. Lack of safe cycle facilities will prevent people
2016, there were 4,688 police-reported road fatalities in 2015). While this partly reflects the popularity of these from using a bicycling, etc.
the country according to the Myanmar Police Force, which The Panel recommends continuing works to eliminate modes of transport, it also highlights the vulnerability
was more than double the 1,853 figure reported in 2008. underreporting in Myanmar, an integral aspect of a sound of these particular road users to injury due to their Another aspect to take into account is developments of
Fatalities are expected to double again by 2020 (ADB, data system to monitor road safety progress into the unprotected nature. modern technology to make road traffic more efficient,
2016). Similarly, the number of reported road injuries has future – and a necessity raised in several other sections environmentally friendlier and safer. It is not easy to predict
almost doubled from 12,626 in 2008 to 26,375 in 2016. of the report. In addition, the Panel recommends that The available data suggest that the annual costs of how these developments will impact road traffic and road
Myanmar identifies other potential baseline figures for road crashes to the Myanmar economy is approximately safety in Myanmar. It is fair to say that the influence of
In terms of population, the number of people killed on 2016 or 2017 to complement the police reported data. $800 million, representing 1.5% of the Gross Domestic Myanmar on the penetration of transport technologies
Myanmar roads in 2014 represented 8.4 per 100,000 head This will be critical against which to measure progress Product (ADB, 2016). These costs highlight the major is limited at the moment. However if these technologies
of population. By international standards, this fatality during the years ahead while the comprehensive data economic benefits that can be derived from reducing become available for low costs, Myanmar might profit from
rate is not particularly high – especially when compared system is developed. road crashes. More specifically, it has been estimated proactively introducing these technologies in appropriate
to many other countries in the immediate region (e.g. that around one-third of the injured patients admitted ways. But the Panel believes that it is not realistic to
Thailand – 36.2, Cambodia - 17.7, Indonesia – 17.6) (WHO, Secondly, a key factor underpinning the rapid increase in to hospitals in Myanmar were from road crashes (ADB, expect that for example autonomous vehicles will hit
2015; ADB, 2016). However, for a number of reasons, some road fatalities and injuries in Myanmar is the rapid increase 2016). This highlights the ongoing drain that road crashes Myanmar roads soon so it would be unwise not to invest
doubts have to be expressed here. in motorization being experienced by the country. For have on the countries health system, which will be further or stop investing in the (safety) quality of Myanmar’s road
example, between 2008 and 2014, the number of officially exacerbated if road crashes continue to climb. These costs traffic and wait for these vehicles. Current and future road
Firstly, many of the stakeholders the Panel met with recorded vehicles on Myanmar’s roads more than doubled highlight that Myanmar’s funding of road safety is a sound users will benefit in the coming years from road safety
acknowledged that many road crashes, and the resulting from 2 to 4.6 million (ADB, 2016). If the vehicle fleet economic investment which can deliver economic savings, investments being made now.
fatalities and injuries, are not officially reported in continues to expand at this rate, it has been estimated as well as addressing a humanitarian problem.
Myanmar due to a variety of reasons. In this regard, the that the number of road fatalities could double by 2020 From this it is clear that governmental policies are very
WHO has developed a methodology for estimating the and triple by 2025 (ADB, 2016). Over and above this, a Current developments in Myanmar and much needed to make road traffic safer in Myanmar
number of road fatalities in countries that takes account number of stakeholders suggested to the Panel that there implications for road safety (reducing mortality rates), understanding that exposure
of a wide range of factors including potential under- were a large number of unregistered vehicles on Myanmar As noted above, Myanmar is experiencing rapid to risk will increase, most probably dramatically, as
reporting of crashes. Based on this methodology, the WHO roads and this problem was increasing. motorization, which is typically associated with economic (motorised) traffic increases. The task ahead in Myanmar
growth and increases in population. It is expected that is to reduce traffic risks (fatalities and injuries per
Myanmar’s population will grow and that the country will kilometre travelled) at a faster rate, than the increase

OFFICIALLY REPORTED ROAD DEATHS experience a substantial economic growth in the years to
come. As a result the number of kilometres travelled on
of the number of kilometres travelled. For example, if
kilometres travelled are increasing by 5% per year, fatality
roads will increase, as will traffic volumes, creating the rates (fatalities per kilometre travelled) will have to reduce
15,000 15,000 need to expand (and improve) road networks and promote by more than 5% in order to reach a reduction in the
(est.) use of safer modes of transport (e.g., railways, buses). number of people killed: fatality rates times kilometres
travelled = fatalities. We know from many countries in the
The development of road networks stimulates economic world that even if motorisation and traffic is growing, a
NUMBER OF DEATHS

development by reducing costs for transport and by reduction of the number of fatalities and serious injuries
doing so it is expected that expanding and improving is possible.
10,000 road networks and roads will be positive for welfare
9,000 and wellbeing of populations. From this perspective it is Challenges for road safety management in
(est.) believed that roads and road transportation are drivers for Myanmar
economic and social developments, and reduce poverty. A wide range of investments, actions, campaigns are
available and possible to reduce fatality rates and injury
However, detrimental effects of growing traffic and rates. And it is reasonable to state that rate reductions
5,000 growing road networks can be observed as well (air are the result of effective road safety policies and without
4,688 pollution, noise pollution, congestion, traffic crashes, such policies no positive safety effects are to be expected.
etc.) and these effects have negative health and Interventions have to be developed and from a wide
economic effects. Land use policies, transport policies, variety of options the best options have to be chosen.
environmental policies, infrastructure planning, pricing This requires a combination of political will, technical
1,853 policies and subsidies (for example for public transport), capacity to develop effective and efficient interventions
0 regulations (crashworthiness of vehicles, speed limits, and management to deliver these interventions in a
driver education, etc.) could mitigate potential detrimental coordinated way.
2008 2016 2020 2025 effects of growing traffic. These policies will affect travel
YEAR behaviour, route choice, choice of transport mode. For Technical capacity building is definitely one of the most

10 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 11
 1/3 OF PATIENTS 60% OF DEATHS powerful interventions that must be embraced in
Myanmar to confront the problems that arise in regards to
improving road safety. This empowering intervention has
The Panel understand that the Council has a coordinating
role. Accordingly, the composition of the Council could
be reviewed in order to incorporate representatives from
1/3 OF INJURED PATIENTS ADMITTED RIDERS AND PASSENGERS OF to target in the initial phases Myanmar government and other (regional and local) government entities (at least
TO HOSPITALS ARE ESTIMATED TO MOTORBIKES, BICYCLES AND non-government based mid- and high level professionals. some city-based governments) as well as the private
BE FROM ROAD CRASHES. PEDESTRIANS ACCOUNT FOR The Panel recommends to consider two priorities: one is on sector and the non-government organizations with an
road safety data collection and analyses of patterns and interest to invest in safe mobility.
ALMOST 60% OF ROAD USERS consequences of road crashes combined with information
KILLED IN MYANMAR. on risk factors. Monitoring of progress is a related key The Panel has been informed about the current Road
activity to this. Safety Action Plan (2014). The main intervention
categories (twelve are mentioned) deserve support and
To effectively monitor progress, The Panel recommends the Panel endorses all effective recommendations and
that an integrated data systems approach be adopted urges for the fastest possible implementations. The
where crash and injury data together with robust measures Panel invites Myanmar authorities to study the Panel’s
of crash underreporting that need to be developed, be recommendations and to decide how to include these
integrated with driver and vehicle registration data, safety recommendations in upcoming Strategies and Action
performance indicators, road network data, exposure Plans. The Panel welcomes if the Council agrees upon
data, and road safety activity data. As a practical concrete (annual or bi-annual) action plans, and invites
consideration, the Panel recommends to begin the members of the Council to report on the progress made
process by strengthening the police crash data reporting in implementing concrete actions.
#1 KILLER 10,809 FATALITIES system, providing training to police and other officers on
this issue, ensuring sufficient software and hardware are In addition to the existing bodies, there is a need for a
ROAD CRASHES ARE THE NUMBER ESTIMATED BY WHO IN MYANMAR IN available to them, strengthening the other data systems, unit that monitors progress and assesses programme
ONE KILLER OF 15 TO 29 YEAR OLDS. 2013. facilitating data sharing across departments, establish a implementation, its effectiveness and its efficiency. The
twining project with another country to build Myanmar’s Panel has no view yet where this unit can sit best, but
capacity on data gathering, management and analysis the Panel’s view is that this unit should be independently
and last, but not least, to engage in Regional observatory of those who carry responsibilities for policy development
developments currently unfolding. and implementation of interventions.

The Panel proposes as a second priority to focus on the The Panel is aware of the strong emphasis that is laid out
quick adoption of laws, regulations, reforms and other in the “World Report on Road Traffic Injury Prevention”
legislative measures with known effectiveness. Capacity (Peden et al., 2004) and in the Global Status Reports
building must be a priority in other professional sectors (published regularly by the World Health Organization), on
too (see specific section on this topic), for example traffic one component of road safety management and that is
police officers responsible for monitoring compliance identifying a lead agency to guide the national road traffic

$800 MILLION 90% OF DEATHS with the regulations, road development and maintenance
technicians who are to seek and implement the daily
improvements on the road network, or emergency-related
safety efforts in a country. It is the first recommendation
of the World report. Discussions on how to organise a
‘Lead Agency on road safety’ took place in many countries
THE ESTIMATED COST BY ADB OF ON THE ROAD ARE ACCOUNTED FOR workers assisting nurses and physicians in taking care in the world in the last decade. And the Panel‘s view is that
ROAD CRASHES TO THE MYANMAR IN LOW AND MIDDLE INCOME of injured individuals. A train-the-trainers model can be not one-size-fits-all model is available. For that reason,
ECONOMY. COUNTRIES. developed in order to speed up dissemination of relevant the Panel will not deliver a strong view on this, but we
knowledge to Myanmar road safety professionals. recommend the Government of Myanmar to develop the
option of a Lead Agency for Road Safety.
Political will to improve road safety is well expressed
recently in Myanmar and this political will is a strong Global developments in road safety and
basis. But, by definition, improving road safety has to implications for Myanmar
compete with other important issues in Myanmar. Road As road safety has become a serious concern to the
traffic casualty reduction has to be balanced against world, which takes more than 3500 lives a day, United
other (pressing) challenges in Myanmar. The Panel Nations (UN) General Assembly (GA) resolution 64/2551
recommends that the National Road Safety Council (with of March 2010 has proclaimed 2011 – 2020 the Decade
representatives from different tiers of government of Action (DOA) for road safety. At present, low- and
with responsibilities on traffic, roads and road safety) middle-income countries (LMIC) account for over 90%
will address how to balance road safety against other of total road traffic deaths. It is forecasted that road
relevant issues (to mention only one: reducing congestion injury would be the seventh leading cause of death by
in cities). 2030, and it is already the number one cause of death for

12 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 13
 PANEL’S
RECOMMENDATIONS FOR
people between 15 and 29. The DOA aims to stabilise the make more progress in a shorter period of time than these
increasing trend of then to further reduce the forecasted countries did in the past. But, Myanmar cannot simply
global road fatalities by 2020. copy effective strategies from elsewhere, because they

INTERVENTIONS
generally need to be tailored to the local context.
In May 2016 the United Nations General Assembly
adopted the Resolution A/RES/70/260, where the For further information the Panel can refer to the Global
member states committed to sustainable development Status Report on Road Safety, regularly published by
in respective countries, the region and the world. This the World Health Organization (2015), Annual Reports
resolution followed on from several earlier resolutions and published by the International Road Traffic Safety Data
declarations, such as the Brasilia Declaration (2015) and and Analysis Group (ITF, 2016), and reports from many
ASEAN Declarations. A series of Sustainable Development countries in the world. ASEAN member countries are of
Goals (SDG) were adopted, and road safety is specifically no exception. More recently, ASEAN Regional Road Safety
addressed under UN SDG 3 (Ensure healthy lives and Strategy was officially adopted on 6 November 2015 at the
promote well-being for all at all ages) and 11 (Make 21st ASEAN Transport Ministers Meeting. Subsequently,
cities and human settlements inclusive, safe, resilient ASEAN declaration of Road Transport Strategy was
and sustainable) (UN, undated). Under such, a target of adopted by all ten ASEAN Transport Ministers. The
halving the number of death and serious injury by 2020 strategy raised the challenges amongst all the ASEAN
was set, and by 2030 provide access for all especially those countries and also detailed out the recommendations,
in vulnerable situation, to safe, affordable, accessible and respectively. Through the Declaration, ASEAN recognises
sustainable transport systems. road safety challenges and shown her commitment in
improving road safety to adhere to the UN Decade of
Aligning with UN Decade of Action 2011-2020 numerous Action and Sustainable Development Goals. The ASEAN
strategies have developed at regional and at national Regional Road Safety Strategy has detailed out specific
levels. The Panel recommends that Myanmar could study aspects that required actions. They are
several of these strategies and good practice manuals in • Harmonisation of standards, road rules and legislation,
order to identify relevant opportunities applicable to the • Capacity building,
country. This is an activity next to implementing actions • Knowledge development through research and
that have been announced in the Road Safety Action Plan evaluation, and
(2014). By learning from other countries, Myanmar will • Monitoring and reporting progress.
speed up positive developments and perform better and

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 SAFE SYSTEM APPROACH ROAD SAFETY MANAGEMENT AND
CAPACITY BUILDING

Important questions to answer are: why serious crashes crash have occurred and how to manage crash causes?” The importance of multi-sectorial and multi-disciplinary Coordination concerns the orchestration and alignment of
occur and how to prevent them in the most effective way? This approach fits well with our understanding of the partnerships has been proven to yield good results. To the interventions, and Bliss and Breen suggest addressing
When establishing the cause of a crash, the report form majority of crashes, in which the ordinary behaviour of manage cross-sector and cross-discipline challenges four key dimensions:
filled out by the police is considered an important source of ordinary people is involved instead of criminal behaviour (as is a necessity when trying to improve road safety) • horizontally across central government
information. However it is valuable to understand that the by a small number of offenders. What we expect from the management structure should accommodate three • vertically from central to regional and local levels of
main function of the police is to ascertain whether rules designers and operators is a road traffic system in which distinct elements: input (policy interventions), process government
or regulations have been violated by road users and not conditions are created in such a way that those ordinary (how to deliver policy interventions) and outputs (results • specific delivery partnerships between government,
so much to establish the full range of factors contributing road users, who unintentionally commit errors, will not of implemented interventions in terms of less people non-government and business at the central, regional
to the crash. And indeed, a lot of research tells us that, be punished for those errors with serious injury or death. killed and injured). A widely cited publication presents the and local level
in almost all crashes, human errors and violations can Trying to create safe conditions is a proactive approach state of the art thinking on management and capacity • parliamentary relations at central, regional and local
be seen as a prevalent factor in up to 90-95% of the aimed at eliminating risky traffic conditions and this is a building in road safety (Bliss and Breen, 2009). This levels
crashes. Practice also teaches us that the police often key element of the Safe System approach. thinking is well summarized in the following pyramid:
stick to one cause, while in many cases a combination
of circumstances is involved; considering only one single Almost all international road safety experts recognise
cause is a simplification of reality. As a result while police the importance of tackling road safety challenges from
crash data is an important consideration in developing a Safe System approach. A Safe System does not see
road safety programmes, other factors also need to be deaths and injuries as the inevitable price to pay for
taken into account when determining the best way to (motorised) road transport. The International Transport
prevent and/or to reduce the severity of road crashes. Forum has recently published an award winning report
(ITF, 2016), namely, “Zero Road Deaths and Serious
This leads us to the second question, which deals with Injuries: Leading a Paradigm Shift to a Safe System”, and
how to best prevent crashes. Historically, there has been it consists of the details of the philosophy, the principles,
a tendency in many countries to adopt a ‘blame the driver’ and implementation approach and success stories of Safe
approach, which leads to an over-reliance on behavioural System Approach.
interventions. In contrast, a more effective approach is
to eliminate, or at least reduce risky traffic conditions The report from the International Transport Forum
and make road safety less dependent on how well the identifies four principles underpinning Safe System, and
road user ‘performs’. In the case of a crash, we don’t they are:
ask who is to blame, but instead we ask “how could this

01. People make mistakes that can lead to road crashes.

02. The human body has a limited physical ability to tolerate crash forces before harm occurs.

03. A shared responsibility exists amongst those who design, build, manage and use roads and
vehicles and provide post-crash care to prevent crashes resulting in serious injury or death.

04. All parts of the system must be strengthened to multiply their effects; and if one of the part
fails, road users are still protected.

Thus the design and operation of the road transport The Panel recommends that Myanmar adopt the Safe
system should guide the road user to safe behaviour and System approach as a starting point for further detailing
mitigate the consequences of common human errors. The the road safety strategy and to develop interventions
Safe System approach can be applied in all countries of derived from this approach and, more importantly, fit
Source: Bliss and Breen, building on the frameworks of lead Transport Safety Authority, 2000: Wegman 2001: Koornstra et al. 2002: Bliss 2004
the world because the principles are universal. The World well in the development stage of Myanmar’s road safety
Report on Road Traffic Injury Prevention (Peden et al., developments and in the culture of the country. For Figure1. Road Safety management system (Bliss and Breen, 2004)
2004) suggests that Safe System interventions should example, The Expert Panel also recommends that a road
be based on a local analysis of road safety problems. safety expert be employed to determine how Myanmar
can most effectively adopt Safe System principles in its
road safety delivery work.

16 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 17
 The Panel had learnt on the creation of the National Road Even though the commitment to reduce road fatalities The Panel has the view that a pressing issue under It is important that capacity-building initiatives are
Safety Council (NRSC) to deliver national road safety and injuries among high level officials in Myanmar was management that needs to be pointed out is the need targeted at professionals working across all five of the
strategies as well as the designation of the Road Transport clear to the Panel, it is also clear that this commitment has, for development of a comprehensive capacity building road safety pillars (Road Safety Management, Safer
Administration Department (RTAD) to form together for synergy reasons, to be aligned with other high level plan that would allow intermediate-rank officials of Roads and Mobility, Safer Vehicles, Safer Road Users,
with the Myanmar Police Force a leadership on road political decisions in the country which will bear an impact all entities involved to fully appreciate the principles and Post-Crash Response) and informed by the principles
safety management. The NRSC includes a large number on the specific interventions to improve road safety. For underlying road safety interventions, develop the data of the Safe System Approach. To promote long-term
of members, mainly coming from national Ministries. example, there needs to be an understanding of energy systems necessary to characterize needs and progress, sustainability, a mix of capacity-building strategies are
Furthermore, a Road Safety Task Force was established policy (e.g., fuel dependency), the communications/ and the appropriateness of the interventions available to required including:
recently. The Chair of the Taskforce is the Union Minister technology and urban planning policies (i.e., which drives choose from. • Facilitating key personnel to attend international
for MOTC and it is composed of 12 people. The Director a certain amount mobility needs), or the road traffic vs. training programmes;
General of the RTAD is the Secretary to the Taskforce, other means of transport policies (e.g., air, train) for the Throughout this report this issue of capacity building has • Developing and delivering dedicated training
while the Department provides the Secretariat Office. country for the decades to come. been raised several times and a lack of capacity seems to programmes tailored to the needs of professionals in
The Taskforce submits monthly reports on road safety be an issue in many areas: management of road safety, Myanmar;
activities to the Chair of the National Road Safety Council. These decisions are crucial at this stage because so many data systems, police enforcement, road design, etc. The • Utilising train-the-trainer methodologies to promote
This seems to present a robust management structure. changes are occurring around the world in regards to Panel recommends Myanmar to increase international the rapid dissemination of new practices and processes;
However, the Panel has the impression that not all seven transportation issues (e.g., autonomous driving, internet- cooperation on capacity building and encourages the • Developing other cost effective approaches for the
management functions (as proposed by Bliss and Breen) based education or health care provision, concerns with the urgent utilisation of several of the existing training widespread education of professionals, such as the use
are already well covered in the existing management contributions of transport to emissions, fuel consumption, programmes (for example, those delivered by universities, of online programmes; and
structure: results focus, coordination, legislation, funding and related health issues). The modal shift to public transport WHO, iRAP, ASEAN, GRSP, etc.) in a structured manner • Encouraging Myanmar universities to develop and
and resource allocation, promotion, monitoring and and the management of travel speed are mechanisms for to reach as many of the national, regional and city-level deliver road safety education programmes and provide
evaluation, R&D and knowledge transfer. addressing multiple issues including, improving safety, fuel decision and policy makers as soon as possible. training opportunities to road safety researchers.
economy, climate change, economic and social inclusion,
The government-based unit which performs these seven emissions, and health effects of transport (Sakashita & Job,
functions is usually referred to as a lead agency which will 2016). Furthermore, so many large investment decisions
be the term used in this report (Bliss and Breen, 2004). need to be made by the Myanmar government. The Panel
However, the name used for this body in Myanmar should recommends exploring how to align road safety policies
reflect local protocols. with other important policy fields: energy, environment,
climate change, communications/technology, urban
It is extremely difficult for a Council of people with planning, health etc.
other roles to manage these functions, which require a
complement of full time, dedicated, expert road safety The Panel wishes to draw the attention to another
staff. The development of such staff is a key deliverable international development that might be of interest
of capacity building. for Myanmar. An international standard was published
to provide guidance on how to operate an effective,
Because the Panel supports the management of a strong performance-driven and sustainable management system
‘ground layer’ as a prerequisite for effective road safety in road safety, namely, ISO39001 - International Standard
policies, as proposed by Bliss and Breen, the Panel feels on Road Traffic Safety Management System. The
the need to advocate for the following recommendations: ISO39001 is generic for any organisation from government
• Development of a Lead Agency for Road Safety based department to private entity to adopt it. Compliance to
on analysis of the present road safety management the ISO39001 can be further ensured through the well-
structure and needs in Myanmar using the model as established and accepted ISO certification. The Panel
presented by Bliss and Breen. The Lead Agency should recommends that the Myanmar Government considers
work in partnership with the NRSC; adopting ISO39001 in relevant departments and
• Broadening of the NRSC and include regional and agencies as a longer term future step noting that the
local representatives and non-state government recommendations in this report contribute towards that
representatives; ultimate goal.
• Inviting the NRSC to make transparent how to reach
the quantitative targets set in the Myanmar Road Two other issues are of critical importance in the field
Safety Action Plan (2014); of road safety management: funding (of road safety
• Strengthening of research capacity and systematic interventions) and capacity building. The Panel considers
and impartial measurements of progress in the field funding to be of such importance that we decided to use
of road safety towards the identified outcome targets a specific section in this report for that topic. The other
set by the NRSC, including establishing an independent critical issue is capacity building.
monitoring body and support for university-based road
safety research.

18 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 19
 SAFER ROADS

The Safer Road and Mobility pillar stresses the importance “Road infrastructure is generally unsafe. We believe that a key feature for improving traffic safety • Develop plans to retrofit existing roads, streets and
of the road authorities and operators to understand in Myanmar will be investing in the safety quality of roads, corridors and carry out some demonstration projects
recognise and take ownership on their significant role Road alignments are often dangerous, with streets, and footpaths in Myanmar. A comprehensive to learn from doing;
in providing safer road from planning, design, construct a general lack of protection for pedestrians approach is needed to make this effective: good design • Create a research capacity in Myanmar to evaluate
to operate the road network. Initiatives are made to manuals, good designers, good procedures that include safety effects of interventions, to learn from that
ensure all road users are as part of sustainable urban and two- or three-wheelers. These hard- road safety in decision making, good implementation of and, if needed to adapt designs and bring results back
planning, transport demand management and land- to-fix problems are becoming increasingly good designs. to design manuals;
use management. Activities were identified for safe • Develop tools for road authorities to include road
operation, maintenance and improvement of existing road critical as more powerful four-wheeled The rationale behind this statement is twofold. First of all, safety in decision making, dependent on different
infrastructure and network. vehicles are becoming more prevalent. the Panel expects a substantial amount of investments life cycle stages of infrastructure. See for example a
in Myanmar’s road infrastructure the coming years as a report published by ITF on Road Infrastructure Safety
As a starting point for recommendations on Making Roads Safety equipment is used sporadically, and response to the expected growth in (motorized) mobility. Management (2015).
Safe we take a conclusion from the recent ADB-report road markings are inadequate. There are The second reason is that we know from international
Myanmar Transport Sector Policy Note: Road Safety, evidence that infrastructure investments can reduce risks, The World Report on Road Traffic Injury Prevention (Peden
(ADB, 2016), page 2: no safety guidelines or requirements for with casualty crash reductions up to 50 - 75% are possible et al., 2004) starts its chapter on Interventions stating
road works.” (transferring a four leg intersection to a well-designed and that the provision of safe, sustainable and affordable
functioning roundabout for example). A key element of means of travel is a key in the planning and design of
successful road safety delivery through infrastructure is road traffic systems. From a safety perspective three
the management of vehicle speeds. recommendations are made which the Panel believes
apply perfectly in Myanmar:
An important decision to be made in Myanmar is that in all
road investments, whether it is designing and building a • Reducing motor vehicle traffic (by efficient land use, by
new road and roadsides, or retrofitting an existing road or carrying out safety impact assessments of transport
street, road safety has to be taken into account explicitly. and land use plans, by providing shorter and safer
In other words: road safety should be an explicit criterion routes and by trip reduction measures);
when making decisions. The Panel suggests not to • Encouraging use of safer modes of travel, more
compromise safety in the interest of transport efficiency specifically by implementing strategies to increase use
or investment costs. The life-cycle of investments will be of safe public transport;
more than 25 years and not investing properly can be seen • Minimizing exposure to high risk-scenarios, for example
as “penny-wise, pound foolish” from a safety perspective. by preventing vulnerable road users to be exposed to
high speed motorized traffic.
It is the Panel’s view that a comprehensive approach
is needed to bring safe designs and safe engineering The Panel recommends including a special focus on big
interventions to effectively reduce risks on the roads cities such as Yangon and Mandalay in attempts to
and streets in Myanmar. The Panel trusts that this will reduce the number of people killed and injured in road
result in safer networks, but also will eliminate high risk traffic. Land-use planning and investments in (road)
sites. This approach has the potential to make road traffic investments will impact road safety and through several
considerably safer, especially for vulnerable road users demonstration projects it is proposed to explore how
(almost 60% of all fatalities and injuries are vulnerable road safety can be impacted positively. But the Panel
road users). Speed management is a key issue in this also proposes to runs several demonstration projects
approach in case vulnerable road users and motorized in villages, especially in case a rural road hits a village
vehicles use the same space. and fast moving vehicles are meeting with activities of
communities in villages.
A comprehensive approach includes a variety of steps and
actions:
• Developing modern design guidelines based on the
Safe System principles to be used in urban planning,
traffic management, speed management, and road
design;
• Capacity building of planners, designers and decision
makers to use these new design manuals;
• Creating conditions for translating Safe System
thinking into daily practice, for example by developing
schemes based on a functional classification of roads
and streets;

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 SAFER VEHICLES

Modern vehicles are much safer than Once a proven safety technology has been matured, there ASEAN countries have agreed to utilise UN Regulations as system. Thus, the initiative to transform the PTI by the
is no reason for it not to be deployed into all vehicles, the base to form Mutual Recognition Agreement amongst Government of Myanmar is welcomed. The Panel would
vehicles produced earlier. It is beyond especially new vehicles, in every part of the world. In member countries. Nineteen UN Regulations have been like to recommend that a comprehensive transformation
doubts that mandatory vehicle standards an adopted resolution of the General Assembly of the put in place for the first phase. Another thirty two UN program for PTI in Myanmar be developed, with a detailed
United Nations in 2016, all Member States are invited Regulations have been discussed to be incorporated in study undertaken into the sustainability of the operations
contributed to increase the safety to adopt policies and measures to implement United a 2nd phase of implementation. The Panel recommends to ensure an appropriate, if not maximized, return of
performance of motorized vehicles. Nations vehicle safety regulations (or equivalent national Myanmar to consider UN Regulations 14 & 16 (on investment to Myanmar. In order to start operating quality
standards) to ensure that all new motor vehicles, meet seatbelt), 94 & 95 (on crash protection), and 22 (on PTI nationwide for all vehicles, a huge upfront investment,
Focus has been on the improvements for applicable minimum vehicle regulations for occupant and helmets for motorized two wheelers) as the start. and substantial operation and maintenance cost need to
occupants’ protection and crashworthiness other road user protection. Policies to stimulate faster be covered.
scrapping of older vehicles could be used to accelerate In view of the present situation the Panel recommends
(passive safety). Crash avoidance the modernization of the vehicle fleet and the Panel the establishment of a transparent, accountable and Furthermore, in light of the quality of vehicle maintenance
technologies (active safety) get more recommends to further study this option in Myanmar. traceable Type Approval Process with quick adoption of and repair services at present, the Panel recommends
critical safety UN Regulations on Road Vehicles through the Government of Myanmar to consider transforming
attention these days, also in the interests In line with an agreement reached in the ASEAN certification process under UNECE WP29 1958 Geneva the present Periodic Technical Inspection into a
of protecting vulnerable road users. Consultative Committee on Standards and Quality Agreement. Myanmar can learn from other countries, sustainable, transparent and traceable operation. Public
(ACCSQ) Automotive Product Working Group, the Panel such as Malaysia, how to implement this. Private Partnership and Private Funded Initiatives with
In recent years, New Car Assessment recommends Myanmar to adopt UN Regulations on Road concession contracts could be considered. It is important
Programmes (NCAP) contributed to speed Vehicles, which were developed under the World Forum The Panel recommends forming a Task Force that reports that objective performance indicators, including service
for the Harmonization of Vehicle Regulations (WP29) directly to the Minister of Transport. The Task Force should satisfactory level and integrity level of the operation have
up vehicle related safety improvements. of UNECE. Vehicle regulator of respective country may initiate the buying in of legislators, and follow-up and to be incorporated under the concession, substantiate with
Impressive results are reported from high- consider adopting the implementation of the 1958 and/or follow through the development of legislation framework. effective monitoring and appropriate performance rewards
1998 Agreements under the WP29 of UNECE, which detail Meanwhile, the Task Force should start planning and and penalties. To make it viable and bring the best possible
income countries. out the certification process and mutual recognition of working with the appropriate authority and ministry to benefit in the shortest time, the Panel recommends that
such from signatory countries. Mandating the use and/or get the implementing agencies ready. Especially to run the the PTI transformation focus on commercial vehicles in
fitment of any passive or active safety equipment does function of the Approving Authority and the Competent the early phase of implementation, to yield significant
not warrant a positive result until the safety performance Authority for Myanmar, with respect to Type Approval of results and returns. Meanwhile, for private vehicles,
and specification of such equipment is being regulated vehicle and its component. Ensure Transparency, including both cars and motorcycles, the existing practice
and effective enforced. Accountability and Traceability are well embedded in is to be continued. They are to be included at the latter
the implementation framework from legislation till the stage of the PTI transformation programme.
implementation agencies.
In relation to the establishment of a transparent,
For Myanmar the development and the use of accountable and traceable Type Approval Process with
vehicle standards, the establishment of an effective quick adoption of critical safety UN Regulations on road
implementation framework, legislation and appropriate vehicles and protective equipment, the Panel suggests
implementation agencies become critical. Ideally, this that a phased approach is adopted with early phase and
would consider the broad use of type approval mechanism long term phases.
and the functions of competent authority for both type
approvals with UN Regulations and certification of
Standards in Myanmar. It is important to note that the
number of technical personnel required in the necessary
authorities, would be small.

The Panel understands that the Parliament has approved

the budget to expand the vehicle inspection capability
in Myanmar by supporting the construction of six
inspection centers throughout the country. A specific
request was made to the Panel seeking advice on the
best way to implement Periodic Technical Inspection
(PTI) in Myanmar. The main objective of the PTI is to
minimize, if not eliminate, the use of any vehicle which
is not roadworthy on public roads. At present, the PTI
has been carried out by the RTAD, without appropriate
objective method and equipment with little supporting

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 SAFER ROAD USER BEHAVIOUR

Evidence from around the world confirms that the most Communications indicates that other measures have been
Early Phase of Implementation effective way to encourage safer behaviour among road put in place to support these laws including the adoption
users is to have strong, evidence-based laws in place of a two-month education period prior to the enforcement
In the early implementation phase, as earlier indicated, there needs to be focus on a couple of targeting the main road safety risk factors and for those of the seat belt law and the enactment of restrictions on
high priority UN Regulations. All new types of vehicle and related protective equipment shall be laws to be effectively enforced by the police. depicting the non-use of seat belts in movies, videos and
type approved by the Approval Authority, surveillance by the Competent Authority in domestic advertisements.
market as well as random audit on the certification origins and its process for a particular model The key risk factors include those behaviours which are
or product. The competency of all relevant authorities and stakeholders are to be further devel- known to either: While these developments are encouraging and supported
oped while implementing the Type Approval. The Task Force is recommended to perform quality • Increase the likelihood of a crash occurring (such as drink by the Panel, more needs to be done to both strengthen
check and audit to come out recommendations for continual improvement and report back to driving, speeding, distracted driving); or existing road safety laws (such as lowering the general
respective authorities and Minister. • Increase the severity of injury in the event of a crash alcohol limit to 0.05) and introduce new laws targeting
(such not wearing a helmet, not wearing a seat belt or key risk factors (such as the requirement for children to
The Task Force is recommended to start looking into possible mechanisms under the established child restraint). be seated in appropriate restraints) .
framework to approve newly imported second hand vehicles.
The enforcement of road laws needs to be evidence- The data regarding the prevalence of key risk factors in
The recommended implementation approach would mainly involve small operation expenditure based and data-driven, with an emphasis on approaches Myanmar is also very limited. For example, no reliable
to the government of Myanmar. It can be easily sustained by imposing appropriate and nominal demonstrated to deter illegal road user behaviour such as data is available regarding the percentage of road
fees during application for approval and / or small percentage from the collection of road tax. highly visible, random operations. In addition, appropriate fatalities attributable to alcohol (WHO, 2015). In the case
The early implementation stage may take up to 5 years to make the entire process matured and penalties and sanctions need to be in place to deter of motorcycle helmet wearing, a 2011 study conducted
starts yielding positive impact. offending among the general population, as well as by Yangon Hospital suggested that around only 50% of
minimize repeat offending among traffic offenders (Bates riders wore a helmet (WHO, 2015). A more recent 2016
et al., 2012). study conducted across eight observation sites confirmed
that just over half (51.6%) of riders and passengers wore
Given that sanctions such as licence disqualification have a helmet. However, helmet wearing varied considerably
been shown to be a very effective deterrent to illegal across the observation sites and was lower among
Long Term Implementation behaviour (if properly enforced), it is critical to ensure passengers and in rural areas (Siebert et al, 2016).
that a comprehensive driver licensing system is in place.
Myanmar may consider becoming signatory member to the UNECE WP29 1958 Agreement, Along with a comprehensive vehicle registration system, During the Panel’s visits, numerous stakeholders
especially when Myanmar has a significant automotive industry, and expanding exports is a key this will also facilitate the use of automated enforcement suggested that the enforcement of key road safety risk
intention. methods, such as speed cameras. Lastly, it is important factors was currently quite limited in Myanmar. This was
that public education programmes are used to explain confirmed by discussions the Panel had with the Myanmar
The Task Force would no longer be required. The role to periodic audit and assess on the to the community the risks associated with certain Police, who reported that their efforts were hampered by
implementation by Approval Authority and Competent Authority can be taken over by Ministry behaviours and to highlight the enforcement activity being serious under-staffing and under-resourcing. For example,
or any other entrusted independent body. undertaken by the police. This will not only reinforce the it was reported that there is currently about one traffic
deterrent effect of the police enforcement, but hopefully police officer for every 2500 commuters in Yangon. In
Scientific research is encouraged to study and assess the return of investment by enforcing any contribute to longer-term improvements in community addition, the police throughout the country have very
other UN Regulations. attitudes and values to safe road use. limited equipment for conducting breath testing and
detecting speed offences. These traffic policing challenges
Until recently, the scope of the road safety laws in place in are exacerbated, particularly in Yangon, by the widespread
Myanmar was limited and the enforcement of these laws use of traffic police to undertake traffic control activities
was not strong (WHO, 2015). These laws included: at busy intersections (because automated traffic
• A national speed limit law featuring maximum speed management systems are not in place). Other factors
limits on urban roads (48 km/h) and rural roads (80 reducing the effectiveness of road policing efforts include
km/h); the reportedly high rates of unlicensed driving and the use
• A BAC limit of .08 g/dl which applies to all drivers; and of unregistered vehicles in different parts of the country.
• A law requiring motorcycle riders and their passengers This makes it difficult to utilize automated enforcement
to wear a helmet (although it does not refer to a helmet strategies and apply penalties such as licence loss and
standard) (WHO, 2015). demerit points schemes.

More recently, a law requiring the wearing of seat belts Lastly, there is a need for the Myanmar Government to
(in both front and back seating positions) has been develop effective driver training and licensing processes
introduced, while other laws are in the process of being to manage the many new drivers and motorcycle riders
enacted, such as requiring motorcycles to be sold with coming into the system each year. Efforts in this area
two helmets and banning the use of mobile phones while need to be guided by the available international evidence,
driving. Advice from the Myanmar Ministry of Transport & because some approaches to driver training (such as

24 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 25
 an over-reliance on advanced skills training) have been • Strengthen the deterrent effect of traffic offence
found to be ineffective, at best, and potentially harmful penalties and sanctions through the adoption of
at worst. In contrast, there is good evidence for the use licence disqualification for serious offences, graduated
of graduated driver licensing approaches, particularly for penalties for repeat offending, and a demerit point
new drivers. scheme for less serious offences;
• Strengthen the integrity of the driver licensing and
Based on the findings of the Panel, there is an urgent need vehicle registration schemes to facilitate the better
to: monitoring of drivers and the application of penalties
• Strengthen existing road laws to make them more to offenders;
comprehensive (e.g. to include the use of child • Reinforce the general deterrent effects of enhanced
restraints) and evidence based (such as reducing the laws and their enforcement by conducting periodic,
BAC limit to .05 for general drivers and .02 for novice well-designed public education campaigns; and
drivers); • Actively promote through society (including, but
• Strengthen road policing efforts by: i) shifting the not exclusive of children) widespread educational
focus from traffic management to the enforcement initiatives so as to alert the public to the existing
of key risk factors; ii) providing additional resources risks, the need to protect themselves appropriately to
and equipment for the enforcement of these risk reduce those risks as the rationale for the legislative
factors; and iii) enhancing the capability of police to use changes, and how enforcement will be increased to help
evidence-based and data-driven approaches; accelerate behavioural changes (awareness raising and
• Strengthen enforcement with a special focus influencing acceptance of road safety interventions).
enforcement on: safety belts, motorcycle crash
helmets and drinking and driving

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 POST-CRASH RESPONSE CITIES AND VILLAGES: CYCLING, PUBLIC
TRANSPORT, MOTORCYCLING

As widely acknowledged, preventing injuries from implementation of a unique emergency number where to The United Nations Sustainable Development Goals 2013): cyclists don’t use fossil energy, cycling is good for
occurring should be the main objective of a road safety call, during our drive along the Nay Pyi Taw highway we (SDGs), which have been adopted in 2016, identified one health, and improves the liveability of cities. Furthermore
strategy and action plans. But even with the best plan observed other numbers posted, which may be a source of SDG on cities and communities. Under the title “Make cycling improves the transport efficiency. It is also
under implementation, it will take some time where confusion or evidence to the fragmentation of the system. cities and human settlements inclusive, safe, resilient and worthwhile to mention that a bicycle offers an affordable
crashes will continue to occur (even if in smaller quantities). sustainable” a list of ten targets are agreed upon. One of way to getting to work or accessing basic living needs.
When all other interventions fail and a crash occurs and Second, in relation to the ambulance system we were them deals with transport and includes road safety: “By
there are victims in that crash, attention must be given informed on the difficulties to get sufficiently educated 2030, provide access to safe, affordable, accessible and A clear message from this ITF-report is that policies
to prompt and efficient treatment of those victims with personnel to work on them (either as drivers or basic care sustainable transport systems for all, improving road increasing the number of cyclists should be accompanied
the target to both avoiding death as well as to expedite takers –hence the justification for an ongoing training safety, notably by expanding public transport, with special by strategies to improve safety, as well as perceived
recovery. programme which is now under piloting. attention to the needs of those in vulnerable situations, safety. How to do this in Myanmar, and especially in cities
women, children, persons with disabilities and older such as Yangon and Mandalay, is certainly worthwhile to
No data for Myanmar were made available to the Panel Finally, even if communication and transportation were persons” (UN, undated). explore, also because cycling has been a common mode of
concerning how many of the victims die at the site of a solved, the emergency department care situation shows transport in Myanmar in the past.
road crash, and the current state of emergency and non- big gaps in the number of emergency wards to assist From this perspective it makes sense to address road
emergency health care. The Panel got the impression of a the Myanmar population, not along the subpopulation safety in urban settings from a wider perspective Myanmar can certainly learn from experiences elsewhere,
rather fragmented and under equipped situation (both in afflicted with a car crash requiring trauma and surgery than just road safety. This is even more of relevance in for example as illustrated in a handbook named “Cycling-
equipment and personnel). It is worthy to point out that emergency care. In this area, capacity building in growing cities in which more people move (passenger car, inclusive policy development” (ICE/GTZ, 2009). This
current life expectancy in Myanmar does not reach 67 fundamental too –both in regards to equipment as well motorcycle, cycle, pedestrian, public transport) and more practical Handbook gives many examples from all over the
years, and road traffic injuries are the sixth leading cause as in personnel. Capacity building that must be integrated goods are transported (trucks) while space available for world how to promote safe cycling and the Panel believes
of premature death, which is only to reflect the pressing into the health care system at large and that requires of traffic is not growing at the same pace. This will result that it is worthwhile to use this Handbook as a starting
needs on the health sector. some time to develop as the training is more complex than in congestion and relieving cities from congestion is a point of further studies and demonstration projects in
average. high political priority in many cities in the world. However, several cities in Myanmar, such as Yangon and Mandalay.
Any efforts to improve post-crash response in Myanmar space for traffic is limited and aspects such as health, the
are linked to the development of a solid health care provider Interestingly, it has only been recently that the law was environment and liveability are important criteria when The Panel recommends all road infrastructure
network to include crash identification, ambulance amended to allow for bystanders’ assistance in crashes. designing solutions. For road safety, managing driving improvements proposed in Myanmar should be
transport, and emergency, ward and rehabilitation This gives a unique opportunity for massive educational speeds of motorized vehicles is of the utmost priority developed with a focus on promotion of cycling and
treatments that can reach the whole of the country. It campaigns to promote what to do when involved/witness because vulnerable road users such as pedestrians and walking.
is without saying that prioritization on its development to a crash. cyclists are very frequent users of public space. And
should focus on the areas where most serious crashes speed management is a cornerstone of the Safe System Public Transport
occur, which at present time implies metropolitan It is important to include transportation-related care in approach (ITF, 2016). Public transport (mainly buses, but sometimes also trucks
areas. An ambitious programme can only be developed all health care-related provisions that the government transporting passengers) are a major mode of travel in
in accordance to a broader health sector strategic plan may undertake in the planning of the health care sector Under “Safer Roads” the Panel recommends to carry Myanmar. Affordable public transport (‘low fares’) is very
of which the Panel only learnt through emergency in the country in the coming years. Benefits to the care out demonstration projects by retro-fitting existing important for poorer people. Public transport on the roads
department experts. of crash victims will undoubtedly benefit other accident roads. As an example, we propose to carry out projects is delivered by buses, minibuses and (converted) pick-up
victims (e.g., labour-related) and other chronic conditions in villages around speed management of traffic using the trucks. They transport high volumes of passengers in
As a general rule, elements from a post-crash care undergoing emergency situations. (main) road through the village. Physical speed reducing Myanmar. When it comes to safety, it is of relevance to
system will include a prompt communication system measures (e.g. gateways) and community engagement distinguish between the safety of passengers and the
to inform on the occurrence of the crash (and ideally of To summarize, for the time being and while broader are key components of such projects. Local data collection impact of public transport vehicles when having a crash
some basic characteristics of it), a prompt response to longer-term health care sector reforms are agreed upon can be used to assess the (anticipated positive) road with other modes, more specifically with vulnerable road
the system allowing for deployment on site of basic care and implemented, the Panel recommendation when it safety effects users, such as pedestrians. Unfortunately, the Panel has
and a transportation means, and the transfer of injured comes to post crash care would relate to: no good data on the safety related problems of public
for assessment and treatment in health care facilities – • Consolidating of one unique emergency number The Yangon Chief Minister invited the Panel to become transport, although the Panel observed several very
ranging from the acute phase to a rehabilitation phase where to call into to notify crashes (and possibly other engaged in the process of consolidating the existing dangerous situations related to public transport when
(WHO, 2006). conditions); transport plans for the city of Yangon into a Yangon visiting Myanmar.
• Educating the Myanmar population on what to do City Masterplan and to make sure that road safety is
Well considered and promising efforts are currently when involved/witness to a crash to change attitudes appropriate addressed. The Panel will respond to this However, it is known from other countries that the
underway (and under evaluation) for the whole health with respect to previous prohibition on assistance as request and include answers to their questions regarding combination of low-quality vehicles, overloaded vehicles,
care sector in Myanmar. There is an ongoing study in the well as to consolidate knowledge on what to do; safe cycling, public transport and motorized two wheelers. poor driver education, long hours for drivers, reckless
Nay Pyi Taw-Yangon expressway to improve trauma care • Organising basic training on how to mobilize patients driving etc. result in a lot of crashes and sometimes in real
for road crash victims. This study includes a number of into vehicle for transportation to health care post – catastrophes with many casualties in one crash.
ambulances placed equidistant along the road ready to be both for novice ambulance drivers as well as to the Cycling
called in to assist a crash. However, as explained by the general population; We can easily list many reasons why cycling is good, for The Panel has the impression that quite a proportion of
emergency medicine experts the Panel met, the problem is • Identifying crash victims in health surveillance individuals and for society and communities, especially the road safety problems are related to public transport,
large and complex, first in relation to the communications systems to allow for adequate characterization of in cities and in villages. The advantages are numerous as but we have no hard figures to support our observations.
system. Even though they are working towards the number and types of injured. stated in a report named “Cycling Health and Safety” (ITF, It is not possible for the Panel at the moment to come

28 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 29
 up with proposals for an (integrated) approach to tackle use of public transport. If Myanmar will experience more
this phenomenon. But the Panel recommends to carry out kilometres travelled by motorcyclists, it is of the utmost
further studies and to see how a reform of the sector importance to take actions to reduce their risks.
will contribute to less people killed and injured in road
crashes. In other words, if the city of Yangon considers a decision
to allow motorcyclist to be used in the city, road safety
Motorcycling consequences have to be taken into account. The Panel
Road traffic in the two big cities in Myanmar (Yangon expects that just adding ‘risky’ kilometres of motorcyclists
and Mandalay) is completely different and this is mainly to an existing road and traffic environment without risk
explained by the fact that motorcycles are not allowed in reducing interventions will not be good for road safety.
Yangon and dominate road traffic in Mandalay. The Panel A careful study is needed to estimate how these ‘new
does not have studies at hand to compare the safety motorcyclists’ travel today. The Panel recommends
performance of both cities, but it is to be expected that studying this carefully using different scenario’s before
fatality and mortality rates will differ. making a decision on this. The Panel expects that as a
result to allow for motorcyclists it is more likely that more
It is known that motorcyclists run a higher risk per people will be killed and injured than less.
kilometre driven than other transport modes. However, it
has to be admitted that this information is coming from But, it is certainly worthwhile to introduce interventions
countries and cities in which four wheeled-motorized in Myanmar to reduce fatality and injury risks of
vehicles are dominating, and motorcyclists represent a motorcyclists. Interventions should be derived from a
minority. It is not known which risks of motorcyclists are proper analysis of crashes with motorcyclists but will cover
to be expected if motorcyclists are dominating traffic. items such as safety quality of motorcycles, use of good
quality helmets for all riders and passengers, motorcycle
But with the knowledge of today, careful consideration training and minimum age to ride a motorcycle, speed
from a road safety perspective should be given to any restrictions, context of a considerably safer road
decision to allow for more kilometres by motorcyclists environment (e.g., separated lanes, or designated roads)
if they are replacing kilometres by safer modes, such as etc. The Panel recommends developing an integrated
plan for motorcycle safety.

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FUNDING OF ROAD SAFETY
INTERVENTIONS
The FIA published a report named “Catalytic funding for upon incidentally along with some areas of Government
road safety in the post 2015 period: priorities, resources noting the need for more funding to undertake road
and impact. Proposal to support the work of the High- safety interventions. The Panel considers the invitation
Level Panel on Road Safety” (Wegman, 2015). The report of a Road Safety Expert Mission to the country, and
addresses the issue of lack of funding for road safety: moreover and even more important, the decision to
“One of the often heard criticisms on establish a Road Safety Council, as clear signals that the
Myanmar Government takes ownership of road safety as
the developments in the last couple of a problem, is willing to invest in interventions to improve
years is that road safety is underfunded, road safety and is looking for cooperation with the
and words are not followed by deeds. international community to identify the best investment
Providing sufficient resources to improve options.
road safety seems to be an issue in In addition to Government funding, which is critical, a
almost all countries, if not in all. Moreover, number of possibilities for the funding of road safety are
by definition road safety has to compete available for consideration by Government. All options
with other policy areas for political priority noted below have been applied successfully in various
countries, which could be considered as models. Example
and for sufficient resources. But anecdotal countries are noted for each possibility. Options include
evidence indicates that improving road international donors and lenders (many countries have
safety in LMICs is seriously underfunded.” employed Multi-Lateral Development Bank Loans for
road safety, including Vietnam, India, China, Nigeria, and
The report continues: “The first responsibility for funding Argentina), the private sector and NGOs (such as donations
activities and investments to improve road safety lies from the National Society for Road Safety in Sweden,
with LIMC governments. Funding will only become and Bloomberg Philanthropies in many countries), public-
available if these governments take ownership of road private partnerships (used for speed camera programs
safety by recognizing road traffic injuries as a major in Australia, and provision of emergency services on toll
problem in their society. For governments at all levels roads in Brazil), and more innovative approaches which
(national, regional and local), it is important to understand allow for an adoption of user-pays principles. The latter
that we face a road safety crisis and that road hazards, include government policy changes such as dedicating
the number of people killed and injured and the related all road user fine revenue to road safety (as in several
costs can be changed by appropriate (effective/efficient) states of Australia), a small levy added to the cost of
interventions. This finds support in an often heard slogan: the driver’s license or registration of each motor vehicle
road crashes and injuries are to a large extent predictable or personalized license plates dedicated to road safety
and preventable. Predictable, because much knowledge (as in Sweden, Spain, New Zealand), a levy added to the
is available about risk (increasing) factors; preventable cost of fuel (such as in Australia and Colombia) or road
because much knowledge is also available about how to safety funding incorporated into injury insurance (such as
reduce risks on our roads.” in New Zealand, Argentina, and Colombia).

And: “In [Low and Middle Income Countries], funding from The Panel recommends as a first step to detail all
international organizations or from the private sector recommendations made throughout this report,
cannot replace funding from governments. However, identify the ‘owner(s)’ of actions and invite these
funding from other parties can make it interesting for stakeholders to come up concrete proposals how to
governments to commit themselves to improving road implement the recommendations. The Panel has the
safety. This is also called catalytic funding. The word view that this work can be done in not more than half
catalytic stems from chemistry: a catalyst (an additional a year. This half year could be used as well to explore
substance) will cause a chemical reaction to occur faster options for ‘catalytic funding’.
or with less energy. The idea behind catalytic funding is
that the provision of (financial) assistance encourages At the end of this period decisions have to be made
the governments concerned to take action themselves.” concerning which actions or interventions could
start immediately (for example capacity building),
The Panel has little insight into the capacity of which investments could be made with available
the Myanmar Government to fund the road safety Governmental budgets and which require political
improvements outlined in this report. So, the Panel has no decisions for future Governmental budgets. The Panel
clear view on the potential problem of “underfunding” in is available to support this process.
Myanmar. The lack of resources and funding was touched

32 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 33
 NEXT STEPS REFERENCES

The Panel has proposed numerous interventions to improve road safety, with a range ADB (2016). Myanmar Transport Sector Policy Note: Road safety. Man- Wegman, F. (2015). Catalytic funding for road safety in the post 2015
daluyong City, Asian Development Bank. period: priorities, resources and impact. Proposal to support the work
of implementation time frames, and has offered advice on Government work already of the High-Level Panel for Road Safety. Paris, FIA.

underway. The Panel is pleased to learn that all our recommendations outlined in this Bates, L., Soole, D. & Watson, B. (2012). The effectiveness of traffic
policing in reducing traffic crashes. In T. Prenzler (Ed.), Policing and WHO (2015). Global Status Report on Road Safety 2015. Geneva,
report were well received by the Government of Myanmar. Accordingly, the focus Security in Practice: Challenges and Achievements. London, Palgrave World Health Organization (WHO).

now needs to be on the development of specific implementation plans to put the Macmillan UK, pp. 90 -109.

recommendations into practice. Bliss, T. & Breen, J. (2009). Implementing the Recommendations of the
World Report on Road Traffic Injury Prevention. Country guidelines for
the conduct of road safety management reviews and the specification
To facilitate the implementation of the recommendations, the Panel has prepared a of lead agency reforms, investment strategies and safe system pro-

template available in Appendix 1. This is designed to support Government officials to jects. Washington D.C., The World Bank Global Road Safety Facility.

identify tasks and create sequenced plans, with specified lead agents and funding ICE/GTZ (2009). Cycling-Inclusive Policy Development: A Handbook.

options, which assist in transforming the safety of Myanmar’s roads. The Panel Utrecht, Interface for Cycling Expertise.

recommends consideration of the secretariat of the National Road Safety Council being ITF (2015). Road Infrastructure Safety Management. Paris, OECD Pub-

given a leading role in developing these plans. In addition, the Panel would encourage the lishing

Suu Foundation to remain involved in this process by allocating a specific staff member ITF (2016). Zero Road Deaths and Serious Injuries: Leading a Paradigm

to work with the Government on these tasks. Shift to a Safe System. Paris, OECD Publishing.

Mohan D., Tiwari G., Khayesi M. et al. (2006). Road Traffic Injury Pre-

The Panel will continue to support the Government as it develops these implementation vention: Training Manual. Geneva, World Health Organization (WHO).

plans. OECD (2013). Cycling, Health and Safety. Paris, OECD Publishing.

OECD/ITF (2015). Road Safety Annual Report 2015. Paris, OECD Pub-
lishing.

Peden, M. et al., (eds) (2004). World report on road traffic injury pre-
vention. Geneva, World Health Organization (WHO).

Sakashita C. and Job R.F.S. (2016). Addressing key global agendas of

road safety and climate change: synergies and conflicts. Journal of the
Australasian College of Road Safety 27(3):62-68. Available at: http://
acrs.org.au/wp-content/uploads/Journal-of-ACRS-27-3-final-for-
web.pdf

Siebert, F.W., Albers, D., U Aung Naing, & Santikarn, C. (2016). Fact-
sheet - Myanmar Motorcycle Helmet use 2016. Retrieved from http://
www.mms.tu-berlin.de/fileadmin/fg268/Projekte/Myanmar_Motor-
cycle_Helmet_Use_2016.pdf

UNRSC (undated). Global Plan for the Decade of Action for Road Safe-
ty 2011-2020. United Nations Road Safety Collaboration. Geneva,
World Health Organization (WHO).

UN Sustainable Development Platform (undated). Downloaded on 22

March, 2016: https://sustainabledevelopment.un.org/content/doc-
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34 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 35
 APPENDIX 1. TEMPLATE FOR INTERVENTIONS
IMPLEMENTATION DEVELOPMENT PLAN

Safe Systems No. III Recommendations Lead Responsible Support Completion Funding Remarks
person/unit date options
No specific recommendations, except as a general principle to be adopted
Safer Roads

1 Better integrating
road safety into land
No. I Recommendations Lead Responsible Support Completion Funding Remarks use planning and
person/unit date options investment decisions
on road infrastruc-
Safe System approach ture
1 Adopt the Safe 2 Devoting more
System approach resources to enhance
2 Employ a road safety safety quality of new
expert to adopt Safe and existing roads
System principles 3 Develop modern
to Myanmar local design guidelines
conditions
4 Creating conditions
for translating Safe
No. II Recommendations Lead Responsible Support Completion Funding Remarks System thinking into
person/unit date options daily practice
5 Retrofit existing
Road Safety Management and capacity building roads, streets and
corridors (demon-
1 Strengthening road
stration projects)
safety management
6 Develop infrastruc-
2 Broadening of the
ture related research
NRSC
capacity
3 Develop the option
7 Develop tools for
of a Road Safety
road authorities to
Lead Agency
include road safety in
4 Quantitative targets decision making
in Road Safety
8 Carry out demon-
Action Plan and
stration projects in
monitoring progress
big cities (Yangon,
5 Adopt a Safe System Mandalay) and in
approach villages
6 Align road safety
policies with other
policy fields
7 Consider adopting
IS0 39001
8 Develop a compre-
hensive capacity
building plan
9 Further develop
road safety data
systems (collection
and analysis) incl.
underreporting
10 Strengthen interna-
tional cooperation

36 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 37
 No. IV Recommendations Lead Responsible Support Completion Funding Remarks No. VI Recommendations Lead Responsible Support Completion Funding Remarks
person/unit date options person/unit date options

Safer Vehicles Post-crash response

1 Establish a trans- 1 Consolidating one,
parent, accountable unique emergency
and traceable Type number
Approval process 2 Education pro-
2 Form a Task Force gramme for
by-standers
3 Adopt UN Regu-
lations on Road 3 Basic training for
Vehicles (WP29) transport victims to
health-care post
4 Start adoption with
UN 14&16 (seat 4 Including crash
belts), 94&95 (crash victims in health sur-
protection and 22 veillance systems
(crash helmets)
5 Transform present No. VII Recommendations Lead Responsible Support Completion Funding Remarks
Periodic Technical person/unit date options
Inspection
6 Eradicate the use of Cities and villages: cycling, public transport and motorcycling
right-hand vehicles
on the road
1 Demonstration
projects in cities and
villages on promo-
No. V Recommendations Lead Responsible Support Completion Funding Remarks tion of safe cycling
person/unit date options and walking
2 Further studies on
Safer road user behaviour reforming the public
transport sector
1 Strengthening
existing road laws 3 Develop an integral
(comprehensive and plan for motorcycle
evidence-based) safety
2 Strengthen road
police efforts No. VIII Recommendations Lead Responsible Support Completion Funding Remarks
3 Enforcement on person/unit date options
safety belts, crash
helmets and drinking Funding of road safety interventions
and driving
1 Detail all recommen-
4 Strengthen deter- dations and come up
rent effect of traffic with proposals for
offence penalties and implementation
sanctions
2 Scan funding op-
5 Strengthen integrity tions: catalytic and
of driver licensing domestic funding
and vehicle registra-
tion
3 Define first year
Action Plan
6 Conduct periodic pub-
lic education cam-
paigns connected to
police enforcement
7 Undertake wide-
spread educational
initiatives (aware-
ness raising and
acceptance of road
safety measures)

38 FIA ROAD SAFETY IN MYANMAR 2017 FIA ROAD SAFETY IN MYANMAR 2017 39