Our members are dedicated to improving road safety and sharing their knowledge with the wider community. Here, you can explore our members' good practices – initiatives that have been assessed for their effectiveness in addressing a road safety problem and have proven results.
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Monday, June 22, 2026
Die Stadt Schladming steht vor einer besonderen Verkehrssicherheitsfrage: Konflikte entstehen nicht nur durch Autos, sondern vor allem durch die hohe Dichte aktiver Mobilitätsformen in einem engen, touristisch stark genutzten Stadtraum. Der Ennsradweg R7 führt zahlreiche Alltags- und Freizeitradfahrer:innen durch bzw. nahe an Schladming vorbei. Gleichzeitig bringt der Bikepark Planai viele Downhill-, Freeride- und Mountainbike-Nutzer:innen in Richtung Unterkünfte, Campingplätze, Bahnhof, Hauptplatz, Gastronomie, Servicepunkte und Talstation.
Besonders kritisch ist das unterschiedliche Fahrverhalten: Für Bikepark-Nutzer:innen können Stiegen, Kanten, Mauern, Rampen oder andere Hindernisse im öffentlichen Raum als Sportelemente wirken. Für Einwohner:innen, Gäste, Fußgänger:innen und andere Verkehrsteilnehmer:innen ist dieses Verhalten oft schwer vorhersehbar. Hinzu kommt, dass Downhill-Bikes als Sportgeräte nicht für den öffentlichen Straßenverkehr ausgestattet sind und daher nicht ohne Weiteres wie klassische Fahrräder im Straßenraum eingesetzt werden dürfen.
Im Ortsgebiet bündeln sich dadurch Fußverkehr, Alltagsradverkehr, E-Bikes, E-Scooter, touristischer Radverkehr, Bikepark-Verkehr, Lieferverkehr, Busse und Autos auf wenigen Achsen, im Zentrum, bei Querungen, Ein- und Ausfahrten, Bahnhof, Schulen, Freizeiteinrichtungen und touristischen Knotenpunkten.
Die Herausforderung besteht darin, für eine kleine alpine Stadt mit großstädtischer Nutzungsdichte eine sichere Planungsgrundlage zu schaffen: für klare Wegeführung, Orientierung, Entflechtung, künftige sichere Radverbindungen und den Schutz des Fußverkehrs.
Besonders kritisch ist das unterschiedliche Fahrverhalten: Für Bikepark-Nutzer:innen können Stiegen, Kanten, Mauern, Rampen oder andere Hindernisse im öffentlichen Raum als Sportelemente wirken. Für Einwohner:innen, Gäste, Fußgänger:innen und andere Verkehrsteilnehmer:innen ist dieses Verhalten oft schwer vorhersehbar. Hinzu kommt, dass Downhill-Bikes als Sportgeräte nicht für den öffentlichen Straßenverkehr ausgestattet sind und daher nicht ohne Weiteres wie klassische Fahrräder im Straßenraum eingesetzt werden dürfen.
Im Ortsgebiet bündeln sich dadurch Fußverkehr, Alltagsradverkehr, E-Bikes, E-Scooter, touristischer Radverkehr, Bikepark-Verkehr, Lieferverkehr, Busse und Autos auf wenigen Achsen, im Zentrum, bei Querungen, Ein- und Ausfahrten, Bahnhof, Schulen, Freizeiteinrichtungen und touristischen Knotenpunkten.
Die Herausforderung besteht darin, für eine kleine alpine Stadt mit großstädtischer Nutzungsdichte eine sichere Planungsgrundlage zu schaffen: für klare Wegeführung, Orientierung, Entflechtung, künftige sichere Radverbindungen und den Schutz des Fußverkehrs.
Friday, June 19, 2026
Despite significant advances in road safety, much of the world's road infrastructure continues to be planned, designed and constructed based primarily on compliance with geometric design standards rather than on the safety performance it delivers. While compliance with engineering standards is essential, it does not necessarily guarantee safe outcomes for all road users, particularly pedestrians, cyclists, motorcyclists and other vulnerable road users.
Recognising this challenge, the European Union established the Road Infrastructure Safety Management (RISM) framework through Directives 2008/96/EC and (EU) 2019/1936, introducing a systematic, risk-based approach based on Road Safety Impact Assessments, Road Safety Audits, Network-Wide Road Safety Assessments and Road Safety Inspections to proactively identify and mitigate infrastructure-related risks throughout the road lifecycle.
However, the effective implementation of these infrastructure reviews depends on having Road Safety Auditors with appropriate competencies, practical experience and professional independence. Lack of standards for Road Safety Auditors training and professional certification means inconsistent quality of audits and inspections, and constraints the achievement of the targets of the adoption of the RISM guideline. ASEVI aimed at creating standards for the Road Safety Audit profession as critical for enabling countries to deliver the improvements of safety performance of their road infrastructure.
Recognising this challenge, the European Union established the Road Infrastructure Safety Management (RISM) framework through Directives 2008/96/EC and (EU) 2019/1936, introducing a systematic, risk-based approach based on Road Safety Impact Assessments, Road Safety Audits, Network-Wide Road Safety Assessments and Road Safety Inspections to proactively identify and mitigate infrastructure-related risks throughout the road lifecycle.
However, the effective implementation of these infrastructure reviews depends on having Road Safety Auditors with appropriate competencies, practical experience and professional independence. Lack of standards for Road Safety Auditors training and professional certification means inconsistent quality of audits and inspections, and constraints the achievement of the targets of the adoption of the RISM guideline. ASEVI aimed at creating standards for the Road Safety Audit profession as critical for enabling countries to deliver the improvements of safety performance of their road infrastructure.
Friday, June 19, 2026
Traffic in Czech cities often creates high stress levels and actively endangers vulnerable road users. However, the greatest hurdle to improving road safety infrastructure remains intense public resistance. When municipalities attempt to implement essential traffic calming measures such as 30 km/h zones or safe school streets, they frequently face severe backlash, as these changes are perceived as unpopular restrictions imposed from above.
Without a robust information base and unified communication strategy, cities struggle to convey the deeper benefits of these safety interventions. The ZVOLNI campaign bridges this critical gap by transforming the narrative. We provide municipalities with a clear, positive communication framework to explain that lowering vehicle speeds is not about imposing bans, but about creating safer, healthier, and more vibrant public spaces.
Crucially, ZVOLNI goes beyond municipal support by focusing on broad public education and engaging directly with children, fostering a generational shift in how urban mobility is perceived. To ensure accuracy and credibility, all initiatives operate under the strict factual supervision of recognized expert partners. By combining expert supported education, youth engagement, and positive messaging, the project empowers cities to overcome skepticism and successfully implement vital safety measures.
Without a robust information base and unified communication strategy, cities struggle to convey the deeper benefits of these safety interventions. The ZVOLNI campaign bridges this critical gap by transforming the narrative. We provide municipalities with a clear, positive communication framework to explain that lowering vehicle speeds is not about imposing bans, but about creating safer, healthier, and more vibrant public spaces.
Crucially, ZVOLNI goes beyond municipal support by focusing on broad public education and engaging directly with children, fostering a generational shift in how urban mobility is perceived. To ensure accuracy and credibility, all initiatives operate under the strict factual supervision of recognized expert partners. By combining expert supported education, youth engagement, and positive messaging, the project empowers cities to overcome skepticism and successfully implement vital safety measures.
Friday, June 19, 2026
Cycling has been growing in the city of Paris and in its region Île-de-France – this growth is fast, also takes place beyond the city centre, and is bringing many new and inexperienced riders (in 2023, 44% of cyclists had been cycling for less than three years). It was critical to quickly increase road safety for cycling, or this growth would lead to a growth in traffic casualties, and further discourage an important part of the population that can really benefit from cycling (Cycling Cities Barometer found 89% of respondents believe traffic conditions do not allow children to cycle safely).
In France, a significant gender gap remains in cycling: 29% of men cycle regularly compared with only 20% of women, a disparity is largely linked to perceptions of road danger, which highlights the need for continuous, protected cycling infrastructure.
The Île-de-France Cycling Network (VIF) was developed to address this challenge by enabling cyclists to travel on routes that are safe, continuous, easy to follow, and separated from motorised traffic.
The VIF is based on the creation of more than 750 km of high-quality cycling infrastructure crossing 194 municipalities, designed according to six core principles: safety, continuity, comfort, capacity, efficiency, and clarity.
The project directly contributes to the European Commission's Vision Zero objective by applying the Safe System approach, reducing exposure to high-speed motorised traffic, improving the safety of intersections and crossings, and creating a safer road environment for vulnerable road users, including children, women, seniors, and inexperienced cyclists.
Before the project, cycling infrastructure in the region was often fragmented or absent, resulting in unsafe gaps, dangerous intersections, inconsistent signage, and varying quality standards. These shortcomings increased conflicts between cyclists and motor vehicles, particularly affecting vulnerable users such as children, women, seniors, tourists, and new cyclists.
The VIF addresses these issues by creating continuous and protected routes, improving dangerous sections, and eliminating network gaps through a dedicated programme targeting high-risk locations. The results are already visible: according to APUR, the Paris urban planning Agency, women represented 45% of new daily cyclists in 2024, while perceived insecurity remains the main barrier to cycling. This trend illustrates how safer infrastructure can make cycling more inclusive and reduce road safety risks for all users.
In France, a significant gender gap remains in cycling: 29% of men cycle regularly compared with only 20% of women, a disparity is largely linked to perceptions of road danger, which highlights the need for continuous, protected cycling infrastructure.
The Île-de-France Cycling Network (VIF) was developed to address this challenge by enabling cyclists to travel on routes that are safe, continuous, easy to follow, and separated from motorised traffic.
The VIF is based on the creation of more than 750 km of high-quality cycling infrastructure crossing 194 municipalities, designed according to six core principles: safety, continuity, comfort, capacity, efficiency, and clarity.
The project directly contributes to the European Commission's Vision Zero objective by applying the Safe System approach, reducing exposure to high-speed motorised traffic, improving the safety of intersections and crossings, and creating a safer road environment for vulnerable road users, including children, women, seniors, and inexperienced cyclists.
Before the project, cycling infrastructure in the region was often fragmented or absent, resulting in unsafe gaps, dangerous intersections, inconsistent signage, and varying quality standards. These shortcomings increased conflicts between cyclists and motor vehicles, particularly affecting vulnerable users such as children, women, seniors, tourists, and new cyclists.
The VIF addresses these issues by creating continuous and protected routes, improving dangerous sections, and eliminating network gaps through a dedicated programme targeting high-risk locations. The results are already visible: according to APUR, the Paris urban planning Agency, women represented 45% of new daily cyclists in 2024, while perceived insecurity remains the main barrier to cycling. This trend illustrates how safer infrastructure can make cycling more inclusive and reduce road safety risks for all users.
Friday, June 19, 2026
Traffic accidents represent a major social problem. In 2025, 93 people died on Slovenian roads, which is 25 more than in 2024. One of the main causes of traffic accidents remains inappropriate speed. The initiative addresses one of the key road safety challenges: how to identify road sections where risky driver behaviour occurs in time, before this is reflected in traffic accidents. Traditional planning of road safety measures is often based primarily on statistics of accidents that have already occurred. This approach is important, but mainly reactive.
The DRAJV Map introduces a more preventive approach. It is based on anonymised and aggregated telematics data from users of the DRAJV mobile application, which detects speeding, phone use or phone movements while driving, harsh acceleration, harsh braking and excessive cornering forces. These data provide insight into actual driver behaviour on individual road sections.
A specific challenge addressed by the initiative is also the lack of a single tool that would connect different road safety data sources. The DRAJV Map therefore combines telematics data on users’ drives, collected through the DRAJV mobile application, publicly available data on the locations of kindergartens and primary schools, and official police statistics on traffic accidents. This enables local communities, schools, researchers, non-governmental organisations and decision-makers to identify risks more comprehensively and to plan measures for safer roads on a stronger data-driven basis.
The DRAJV Map introduces a more preventive approach. It is based on anonymised and aggregated telematics data from users of the DRAJV mobile application, which detects speeding, phone use or phone movements while driving, harsh acceleration, harsh braking and excessive cornering forces. These data provide insight into actual driver behaviour on individual road sections.
A specific challenge addressed by the initiative is also the lack of a single tool that would connect different road safety data sources. The DRAJV Map therefore combines telematics data on users’ drives, collected through the DRAJV mobile application, publicly available data on the locations of kindergartens and primary schools, and official police statistics on traffic accidents. This enables local communities, schools, researchers, non-governmental organisations and decision-makers to identify risks more comprehensively and to plan measures for safer roads on a stronger data-driven basis.