Study on integrated measures to improve road traffic safety in vietnam

INTRODUCTION
1-Background
In recent years, along with the progress of economic growth and motorization, traffic accidents in Vietnam have
beenat a high rate of approximately 10 deaths/100.000 residents. Road transportation is still a travel mode causing traffic
accident the most in Vietnam. The number of road traffic accidents accounts for 95% of the total number of traffic
accidents in the past decade. In many local areas, road transport is related to 98-99% of the number of accidents and deaths.
Due to the field of traffic safety related to many others, including humans, vehicles, infrastructure, environment,
legal regulations, etc., the solutions for ensuring traffic safety also require a high uniformity to show their effectiveness.
2-New contributions
-Systematize and deepen more theoretical findings on road traffic safety, in particular focusing on the uniformity
of the solutions for ensuring road traffic safety.
- Analyze and assess the current situation of road traffic safety and the application of integrated solutions for traffic
safety in Vietnam. Basing on these, finding out the systematically interactive causes of road traffic accidents in Vietnam in
the present.
- Propose some urgently and practically integrated solutions involving in humans, vehicles, transport infrastructure,
organization and management to ensure road traffic safety in Vietnam.
3-Research scope and limits (targets)
- Scope of the thesis
In terms of spatial perspective:road network system in the country of Vietnam;
In terms of temporal perspective:focusing on the situation and the statistics of traffic accidents over 5 recent
years (mainly in the period of 2008 – 2013), integrated solutions for ensuring road traffic safety in Vietnam
towards 2020 and until 2030.
- Targets of the thesis:Focusing on road transport system in Vietnam with main targets such as transport
infrastructure system, various drivers and vehicles.
4- Scientific and practical meanings
In terms of scientific theory:Systematize and deepen more theoretical findings on road traffic safety, in particular
focusing on the uniformity of the solutions for ensuring road traffic safety.

In terms of practice:Analyse and assess to show some disadvantages of existing traffic safety ensuring solutions,
propose some urgently and practically integrated solutions involving in humans, vehicles, transport infrastructure,
organization and management to ensure road traffic safety in Vietnam
5- Research methodology
The thesis applied some traditional research methods such as dialectical materialism, statistics, combination of
comparisons and some other methods including road user behaviour analysis, spatial data analysis and use, modelling,
systematization, interpretation, induction; analysis and summary.
6-Structure of the thesis
2


Besides the part of introduction, the overview of the status of abroad and indigenous traffic safety study,
conclusions and recommendations, appendices, the thesis is structured into three chapters:
Chapter 1: Literature review on road traffic safety;
Chapter 2: Analysis of the current state of road traffic safety in Vietnam;
Chapter 3: Proposingintegrated solutionsto ensure road traffic safety in Vietnam.
OVERVIEW OF TRAFFIC SAFETY RESEARCH
a. Analysis of abroad studies
The thesis had summarized many reports of abroad studies in terms of speed, alcohol level, seatbelts, helmets and
the use of the phone while driving, showed a clear relationship between these factors and the levels of accidents as well as
property damage.
The solutions may be divided into several phases: before the accident, at the field and after the accident. In each
stage, there are solutions for law enforcement, education and propaganda, technical and emergency ambulance service to
support travellers on the road, vehicles and the environment.
b. Analysis of indigenous studies on road traffic safety in Vietnam
There are many studies on traffic safety in Vietnam, in particular the overall planning of road traffic safety in
Vietnam, some other studies done by Vietnamese experts in collaboration with foreign experts. However, it can be
admitted that most of the proposed solutions are often focused on addressing the specific violations, while the uniformity
of these solutions is not high.
Summary from the overview: For the proposed solutions, it can be found that these measures are often focused

on addressing the specific violations, while the uniformity of these solutions is not high.
In the world, many different solutions have been studied, but there are other points that need improvement,
especially in coordinating the implementation of the solutions simultaneously to achieve certain goals. The number of
solutions and synchronization levels will depend on each object in a certain range. They can be considered as the
disadvantages, gaps in the current studies that the thesis will focus on resolving.
CHAPTER 1. LITERATURE REVIEW ON ROAD TRAFFIC SAFETY
1.1. OVERVIEW OF ROAD TRAFFIC SAFETY
1.1.1. Basic definition
- Road Traffic: Traffic is the term used to describe the relationship between two points; used in each context
regarding infrastructure system; the movement of people, goods and vehicles.
- Transport is an economic activity with a human purpose to meet the needs of the relocation of the object carried.
Road transport is an activity of using road vehicles for transporting people and goods on roads
- Traffic safety is the state of being not dangerous, smooth and no damage for people and vehicles when travelling
on routes and road sections.
- The accident isan unintentional break-down, often resulting in damage to property and people.
1.1.2. Classification of road traffic accidents
Road traffic accidents can be classified according to many different criteria: travel mode, accident location, age of
injured people, the extent of damage to property and human; temporal aspects, and causes.
3




Figure 1.1 Classification of road traffic accidents
1.2. ROAD TRAFFIC SAFETY ANALYSIS AND CALCULATION
1.2.1. Analysis and calculation of traffic accidents
Quantity analysis:
Absolute indicators: total number of traffic accidents; total number of dead and injured people; total property
damage caused by traffic accidents
Relative indicators: Number of traffic accident fatalities / 100,000 inhabitants; per 100,000 vehicles; /1.000.000

Km travelled; Accident rate: Fatalities accidents/Total deaths x 100 (%); Average number of vehicles / 1 accident
Relative indicator K
a
is calculated for the travel distance:
= (case/km) [1.1]
Where: : Number of traffic accidents; :: Travel distance
To assess the severity of accidents, a coefficient K
T
is used:
K
T
= [1.2]
Where: n
c
: number of deaths, n
th
: number of injured people
Smeed’s empirical formula: traffic accidents depend largely on population and the number of motorized
vehicles:
TN = f(DX, SX) [1.3]
Where: TN: road traffic accidents; DS: The population of the region; SX: The number of cars
Direct damagesresulting in the deterioration or destruction of facilities include: Loss of transportation; vehicle
damages; road and facility damages; Ambulance and treatment for the injured people; Salaries and pensions for the victims
and their families; driving obstacles.
Indirect damages consist of the loss of working ability of people in a certain time; productivity damages due to
vehicle being repaired; traffic accident compensation.
4

Figure 1.2 Damages due to traffic accidents
Traffic safety assessment criteria:

Table 1.1 Traffic safety assessment criteria

No.
Factor
Criteria
Unit
Performance






1






Human
1. Number of km travelled with and
without safety
Veh.km, km
Total number of Veh. x km,
Total number of km
travelled with safety

2. Fast driving, dangerous overtaking,
lane encroachment
%
Number of cases/Total
number of cases
3. Wrong avoiding and overtaking
%
Number of cases/Total
number of cases
4. Over-speeding
%
Number of cases/Total
number of cases
5. Driver training,
6. Driver testing,
7. Issuing driving licenses
Driver,
Driving
license
Number of people,
Number of driving licenses
8. Number of drivers fastening safety
belts (for cars drivers),
9. Number of drivers wearing helmets
(for motorcyclists)
Person
Total number of people
10. Driving with a blood alcohol level
exceeded the limits and using mobile
phones

Person
Number
11. Number of people educated and
propagandized by law
Person
Total amount of money
12. Mount of punishment fee collected
VND
Total amount of money
obtained
13. Motorised vehicle users without
driving licenses
Person
Total (%/number of driving
licenses)




2



Transport
infrastructure
14. Number of km of expressways, major
and minor
km
Total
15. Number of km of roads having a

good quality,
16. Number of km roads being
maintained
Km, %
Km, %
Km, km/total; Km or %
capital/demand
5


No.
Factor
Criteria
Unit
Performance
17. Number of traffic accidents/100.000
Km
Km
Number of cases/100.000
18. Number of black spots

Total
19. Traffic safety by systems, types of
roads
Km, %
Total
20. Traffic safety by local areas
(Provinces, Regions)
Case
Total

21. Traffic safety by road sections
(straight, curves, steeps, crossing, lane
split and merge)
Case
Total
22. Traffic safety devices (real own,
lack)
Piece
Total

3
Vehicle
23.Total number of registered vehicles,
24. Vehicle inspection
Veh.
Total
25. Safety devices in vehicle
Piece
Total
26. Traffic accidents by vehicle types
Case
Total
27. Total number of vehicles by their
types
Veh.
Total


4
Environment,

combinations
of 2-3 above
factors and
others
28. Natural environments by types of
topography (Delta, Midland, Mountain)
29. Geographical, social, cultural
environment
30. Traffic accidents in urban or
suburban areas



%



Number of cases/Total
number of annual cases
31-34. Combination of 2-3 main factors
(Humans, Infrastructure, Vehicles in
traffic)
Case
Total number of annual
cases
35. Due to natural disasters, climate,
weather
Case, %
Total number of annual
cases, %

5
General
factors
36. Total number of motorised vehicle
(car)/100.000 residents
Veh.
Year
37. Number of traffic accidents/100.000
residents

Average yearly
38. Number of traffic accidents
Case
Total annual number of
cases
39. Number of deaths
Person
Total annual number
40. Number of death/ 100.000 residents

Average yearly
41. Number of death/ 1 million
Passenger.km

Average yearly
42. Number of injured people
Person
Total annual number

43. Number of property damage
VND
Total annual number
44.Estimated total number of damage
(covered)
VND, %
Total, % of GDP
Quality analysis: Used for the construction of the principle of investigating the cases of traffic accidents
and the degree of influence. Analysis aims to clarify the causes and factors that caused the accident.
Surveying analysis: Used for the places in which a lot of traffic accidents have occurred;they are
expressed in the map that mark places having frequent traffic accident rates for traffic safety warning.
Traffic safety assessment criteria: Assessment indicators for the extent of damage:
6


Human damage: This type of damage is difficult to quantify; it is expressed inthe number of deaths in the
traffic accidents; The statistics of deaths was collected in different way: At the field, after 24 hours, after 6 days,
15 days; 30 days after the collisionshad occurred.
Damages of property, facilities, support services of damage, and the social costs paid can be quantified
fairly accurately because the countriescontains all the norms and cost unit for each class of specific work.
Quantifying the extent of damage caused by traffic accidents
All the costs related to overcoming the consequences of traffic accidents are to be charged for the above
criteria.
Evaluation methods: Qualitative assessment is evaluated by sense; Quantitative assessment is quantified
by the specific factors and indicators. The factors and indicators may be expressed in physical unit or in cash.
Causes: Drink driving; over-speeding; No wearing helmet; No fastening seatbelt; Using cell phone while
driving
Factors affecting traffic safety include: Human, Vehicle, Infrastructure and other environmental aspects.
1.2.2. Analysis of the causes relating to traffic accidents
The causes affecting directly traffic safety include: Drink driving, over speeding, no helmet, no seatbelt, using your

phone while travelling
1.3. INTEGRATED SOLUTIONS FOR ROAD TRAFFIC SAFETY IMPROVEMENT
1.3.1. Overview of integrated measures
Uniformity is a working engagement of parts or stages creating a more rhythmic performance of a perfect
whole.Uniformity is expressed on many different point of views in terms of time, space, processors, affected subjects,
content,
Integrated solution is a combination of individual measures, according to certain criteria above such as time, space,
managers, affected subjects and the contents of the solution to achieve certain results of management bodies.
Integrated solutions in transport field: Their uniformity is expressed as an integration between elements in
transport system; an integration between elements in the same transport mode; an integration of contents; a cooperation
between travel modes; a temporal and spatial integration; an integration between managed subjects.

Figure 1.3 Integrated measures in transport field
7


1.3.2. Safety measures for humans
Solutions before accident: solutions for human aspects; solutions of fastening seatbelts; education, propaganda and
sanctions; solutions when driving;
Solutions after accident: first aid, rescue, emergency, emergency medical services at the field; responses to
emergency situations.
Uniformity in human factor is the main factor causing the accident. Human factors include all staff in the field of
the state management, enterprise management, driver’s assistants, repairers and road users.
Human factors exist in vehicle factor; in infrastructure system; in planning; in the design; in construction; in the
operation and exploitation; during maintenance.
1.3.3. Safety measures for infrastructure
Solutions before accident and at the field: In terms of infrastructure planning; planning solutions for transport
modes; Land use planning; Design and construction of infrastructure; before operation; during operation process; Transport
infrastructure maintenance process.
Solutions for the current infrastructure system after accident: When the accident occurs, it is necessary to have first

aid system enough to handle the situation and coordinate with the participation of travel modes.
1.3.4. Safety measures for vehicles
Solutions before accident: Vehicles, which are permitted to operate in reality, must meet the technical criteria of
traffic safety. Performing standardized technical conditions; strengthening inspection and supervision; raising awareness of
the drivers;application of new materials to improve the driver's visibility.
Solutions at the field: Crash reducing system includes airbags and damping devices
Solutions after accident: Developing a design relating to danger escape
1.3.5. Summary of integrated solutions for ensuring traffic safety
Summary of integrated solutions: In various conditions, many different solutions may be applied to achieve certain
goals.
Level 1: Minimum: for people, facilities, infrastructure and environment
Level 2: Low medium: Implementation with partners indirectly related to traffic safety;
Level 3: Medium: Implementation more with the subjects as participants in traffic;
Level 4: Good: Implementation of the solutions at this level could bring the overall effect at a high level in the
whole system;
Level 5: Maximum: Almost no country can implement measures simultaneously, therefore, a reasonable
divergence should have been done
Integrated solutions for human factor
P.1: Level of controlling vehicles for drivers and driving licenses, the way of treatment and handling various
situations; P.2: Measures for drivers’ assistants; P.3: Measures for maintainers and repairers; P.4: Indirect labours and
managers in the transport enterprises; P.5: Road users; P.6: State management: Government, Ministry of Transport,
Department of Transport, P.7: Passengers.
Integrated solutions for infrastructure system
8


I.1 : The planning solutions; I.2: Design: applying the high road safety standards in the designs; I.3: Construction;
I.4: Monitoring/supervision; I.5: Traffic safety testing; I.6: Operation and exploitation; I.7: Maintenance; I.8: Inspection
after accident; I.9: First aid system.
Integrated solutions for vehicles

V.1: Vehicle design; V.2: System of national standards; V.3: Periodic testing for technical characteristics of
vehicle; V.4:Inspection skills for technical characteristics of vehicles; V.5: Vehicle management.
Other solutions
O.1: State management and organization system of traffic safety; O.2: Travel culture; O.3: Economic tools; O.4:
Education; O.5: International context.
The factors and their mixture levels are presented as following:

Figure 1.4 Summary of integrated solutions for ensuring traffic safety
1.4. Lessons of failure and of success to ensure traffic safety
1.4.1. Lessons of success
The countries developed a sustainable transport system, which has the appropriate ratios for personal transport and
public transport, as well as urban development according to land use patterns to support for public transport, are the
successful cases.
9


1.4.2. Lessons of failure
The countries only focusing on measures to improve the safety for motorized transport system have high accident
rates. It is the fact that traffic safety need to be addressed by the contents being out of the sector of road transport (rail,
marine, air), as well as non-motorized transport and public transport.
1.4.3. Traffic safety enhancing lessons drawn to Vietnam:
It is essential to have a traffic safety management authority to coordinate the implementation of traffic safety
integrated solutions. Government shall direct ministries and relevantagencies;
Focusing on solving black spots; strengthening law enforcement and violation handling; Directing to reduce traffic
accidents in the targeted areas;
Dissemination of traffic safety laws; traffic safety education at schools and training institutions;
Developing public transport system, restricting the number of private vehicles.
2. CHAPTER 2.ANALYSIS OF THE CURRENT STATE OF ROAD TRAFFIC SAFETY IN VIETNAM
2.1. ANALYSIS AND ASSESSMENT OF ROAD TRAFFIC ACCIDENTS IN THE WORLD
2.1.1. The statistics of traffic accidents

By population:
European region, Japan, Australia and North America have a very low traffic accident rate, South Africa and some
countries have very high rate. The developed countries have good infrastructure system, high quality of driver training and
testing system, high educational level of people, high technical standards of vehicles.
By the number of vehicles:
For damagescaused by traffic accidents per capita and the travelling amount (veh.km) in several countries around
the world it can be seen that developed countries have a lower rate of loss than that of developing countries.
Besides, the percentage of damage relates directly to the percentage of motorized vehicle ownership in the
countries.
Relationship between the averageincome per capita and the level of traffic safety also depends on many other
factors such as the level of motorized vehicle ownership; the highermotorized vehicle ownership,the higher probability of
accidents.
By the extent of damage
Loss of the economycaused by accidents can be up to 3%. Countries belonging to low and average income group
havethe number of motorized vehicles of 53% of the total; and they account for 92% of the total number of deaths in the
world. People who are easy to meet with accidents include pedestrians, cyclists and motorcyclist;they account for 50% of
the total number of people killed.
2.1.2. Some integrated solutions for traffic safety improvement in the world
Accident is a very diverse mixture, a combination of human factors, vehicles, infrastructure and other factors.
When a black spot is created by a combination of several factors, the solutions should have a high uniformity. 57% caused
by the drivers, 27% caused by transport infrastructure and drivers, 6% caused by the drivers and vehicles, 3% by roads, 3%
caused by three factors, 2% caused by vehicles and 1% caused bytransport infrastructure and vehicles.
10


Solutions for Traffic Safety are applied very diversely in many countries, including 4Cs [Communication,
Cooperation, Collaboration and Coordination] and 4Es[Engineering, Education, Enforcement and Emergency].
2.2. ANALYSIS AND ASSESSMENT OF ROAD TRAFFIC ACCIDENTS IN VIETNAM
2.2.1. Overview of economic-social conditions in Vietnam
Vietnam, located on the Indochinese peninsula, has estimated population of 89.7 million in 2013 with a population

density of 270 persons / km
2
. Economic growth rate is approximately 6% per year. Vietnam has a convenient location for
transport, with a long coastline, and the South China Sea which is the most important area for international shipping.
Vietnam has potentials to develop a multi-modal transport system and it may become a goods transfer hub in the
region and in the world.
2.2.2. Introduction of transport system in Vietnam
Road network: Total road length is 258 200 km; including national highway, provincial roads, urban roads,
specialized roads; The average density of 0.78 km/km
2
and 2,94 km / 1,000 inhabitants.
Road network covers throughout the country, but poor quality; the number of national highways is limited. In
urban centers, streets with a non-homogeneous width limit their usability and exploitation.
Railway, waterway and air transport network:
Railway network has a total length of 3.143km, including trunk lines; feeder lines and station lines, railway density
of 9.5 km / 1000km2, outdated and degraded infrastructure
Inland waterway transport: Vietnam has 2,360 canals and rivers with the total length of 198,000 km; those which
could be exploited account for 21.16% of the total length. Marine Transport: Includes 55 seaports with their average transit
capacity of 434 million tons / year.
Vehicles
In the period of 2006-2012, that the number of the types of cars rose too quickly leaded to a situation of
oversupply, a harsh competition between transport enterprises. The new vehicles become increasingly innovative; however,
the number of outdated and uncomfortable vehicles remains a high percentage of 23.3%.
This is one of the causes of losing road traffic safety. There are 1,837,436 cars and 40 million motorcycles. Car
density in Vietnam is still very low in comparison with the world (20 vehicles/1000 inhabitants), while the number of
motorcyclesaccounts for the highest rate in the world (approximately 500 vehicles/1000 inhabitants).
Traffic safety organization and management system
11

.
Figure 2.1 Traffic safety management model in the provinces
National level: National traffic safety committee is a body assisting the Prime Minister to solve problems related
to traffic safety; Ministry of Transport (Directorate for roads of Vietnam/Traffic safety department/Transport department)
is an unit related directly to the central management of traffic safety
Local level: Provincial traffic safety committees are joint organizations directing the cooperation of the
implementation of measures to ensure traffic safety and reduce traffic jams. They use private seals and open private
accounts at the State Treasury
2.2.3. Overview of road traffic safety in Vietnam
Main cause of traffic accidents is from human behaviours such as drink driving, over speeding violations,
encroaching traffic lanes, traffic flow, broken-up law - even fighting against people on duty, etc.
Although manygeneral solutions are applied widely across the country, each local government is applying some
specific measures, including:
Operation and exploitation: Rationalization of speed limit signs, traffic lane arrangement, establishment of "Special
Task Force 141" to perform duties of patrol, controlling, handling traffic safety violations, no permit using alcohol for
officials.
State management and organization model: Attach the leaders’ responsibilities to traffic safety improvements
2.3. ANALYSIS AND ASSESSMENT OF ROAD TRAFFIC ACCIDENTS IN NINH BINH PROVINCE
2.3.1. Overview of Ninh Binh province
Ninh Binh is a province in the Red River Delta area with its area of 1378.1 km
2
and its population of 926 995
people in 2013, as well as the population density of 673 people / km
2
.
Current transportation situation of Ninh Binh province
12


Road network: has the total length of 2451 km, including Expressways; National Highways; Urban Roads: District

roads; communal roads; specialized roads; embankment paths. The routesare linked together to create a continuous
transportation system and support each other in the circulation, economic and social development.
Inland waterways: There are 4 throughoutroutes with a total length of 155,5km. Local inland waterway includes 12
routes with a total length of 143,3km. There are 3 main river ports managed by the central government and other 13 ports
managed by the local government.
Railways: The local section of North – South railway is 21,6km in length with 4 stations being upgraded.
Traffic accidents in Ninh Binh:
Most of traffic accidents occur on the roads, which is the target of the study. From 2006 until now, the damage has
tended to decrease but remained relatively high level. The number of accidents over the years is not high but the death rate
is high, primarily for motorcyclists.
The severity of traffic accident is significant because the number of deaths per case is always greater than 1. The
current situation of Traffic Safety of Ninh Binh province need be paid more attention.
Analysis of accident causes
Causes of accidents and deaths are not onlyno wearing helmets and over-speeding, but also other factors relating to
humans. Traffic accident causes include:
Group 1: Regarding transport infrastructure system, traffic accidents occur mainly on highways, provincial
roads, rural roads;
Group 2: The increase of the number of vehicles rises the traffic density;
Group 3: Traffic safety awareness of road users.
Group 4: Legal consciousness of the drivers.
Group 5: Transport management and inspection bodies.
Analysis of the behaviours and attitudes of motorcyclists:
The thesisanalysed data collection of interview survey to understand more about not only vehicle ownership and
use of people but also the choice between transport modes.
The survey was carried out on many diverse subjects, large scale, with respondents in many places.
Travel cost: is a very important factor affecting the choice of a motorbike trip;
Safety on the road: is concerned by all of the respondents;
Environment: The majority of respondents do not care about environmental benefits.
Freight transport capacity: motorcycles can be used to transport goods
2.4. ANALYSIS OF INTEGRATED SOLUTIONS TO ENSURE TRAFFIC SAFETY FOR VIETNAM IN

GENERAL AND NINH BINH IN PARTICULAR
The synchronization degree ofthe solutions applied in Vietnam is still low, in which:
In terms of human: Only focusing on the management of drivers in transport business operations, the management
of driver files driving has not been effectively implemented, there is no way of managing information about vehicle owners
and users, not updating the information effectively in case of switching owners.
In terms of travel behaviour: Only having propaganda but inappropriate punishment leads that fact that some
people do not follow traffic safety regulations.
13


In terms of infrastructure: Only focusing on the process before use, when using and after the accident.
In terms of vehicles: No management of vehicles according to a specific address (specifically for motorbikes);
technical inspection of motorcycles is completely overlooked.
In terms of other factors: Education system is falling into a vicious circle, while children are trained with standard
lessons of participating in traffic at school, but it can easily be observed that there are a lot of violations on the road, even
for parents when travelling on the road without any punishment. This creates conflicts betweenthe thoughts of students,
andfinally leading to a psychologywhich is acceptable to the reality, disregarding of traffic safety regulations.
In terms of integrated solutions being implemented in Ninh Binh province: there are many limits, the solutions are
not suitableto the subjects (Due to lack of funding), no temporal uniformity (Mostly applied at the stage of exploitation,
while the planning stage has not been paid attention yet), no synchronous technology, no synchronization in contents (Only
focusing on some problems, due to limited resources).
There are many integrated solutions in term of theoretical perspective; however, the solutions applied in Vietnam
and Ninh Binh have low uniformity of content (lack of measures), specially being implemented popularly and
simultaneously while subjects managed have very different characteristics.
3. CHAPTER 3. PROPOSING INTEGRATED MEASURES TO ENSURE ROAD TRAFFIC SAFETY IN
VIETNAM.
3.1. POINT OF VIEWS AND OBJECTIVES FOR PROPOSING INTEGRATED SOLUTIONS
3.1.1. Point of views and objectives of road transport development
Point of view of road transport development: As a critical part of economic and social infrastructure system, it
should be prioritized for development investment to meet the requirements of industrialization, modernization of the

country and contribute to ensure national security.
Objectives of road traffic development: Meeting the needs of freight and passenger transport with good quality
and reasonable prices, ensuring safety and convenience, controlling and reducing traffic accidents
3.1.2. Objectives and orientations for ensuring road traffic safety
Objectives for ensuring road traffic safety: Sustainable development of solutions and policiesfor road traffic
safety meet current and future requirements; reduce traffic accidents and congestions sustainably
Orientations for ensuring road traffic safety: Education and advocacy; Institutional policies; Transport
infrastructure and road traffic organization
3.2. BASIS OF PROPOSING INTEGRATED SOLUTIONS
To propose solutions, the thesis based on the following contents:
• The theoretical studies of road traffic safety in Chapter 1 – Literature review
• The results of the analysis of the current state of road traffic safety in Vietnam in Chapter 2.
• The results of specific analysis of the planning work, law enforcement, ownership and use of motorcycles (are the
primary means now accounting for 85% in traffic flow) in different regions of Vietnam.
• The strategic orientations and plans of Government and the Ministry of Transport for transport and
communication as well as Traffic Safety.
14


3.3. ADDITIONAL ANALYSIS TO SUPPORT FOR PROPOSING INTEGRATED SOLUTIONS
Classification of objects affected by proposed measures
In fact, many cities having a very solid foundation for traffic infrastructure, travel culture, human consciousness,
will require different solutions in comparison with new urban areas although they may belong to the same group when
using classification criteria applied in Vietnam.
Each area will require different traffic safety solutions. In the areas outside the urban scope, including suburban
and adjacent and rural, the problems of losing traffic safety often occur on expressways, national highways, provincial
roads…; thus, the most important solution is to conduct a reasonable plan to avoid following the same path of failure of
preceding cities, while in the urban areas having very good traffic conditions, solutions for institutional system and,
transport enterprises are more important.
The classification of areas to apply traffic safety solutions is different from the way of urban classification

currently applied in Vietnam. Under this new approach, the thesis classified regions/areas on the territory of Vietnam into 5
categories.
Analysis of the regions/areas
For group I: Most of them have been planned for a long time, and oriented to the models of sustainable
development (urban railways, mass transit or public transport, etc.)
For group II: Some have already had the plans and recently oriented to the models of sustainable development
(urban railways, mass transit, etc.)
For group III: Start or just planning for transport and traffic safety
For group IV: Lack of some plans of transport and traffic safety
For group V: Lack of the majority of plans of transport and traffic safety
According to the analysis in chapter 2, the rate of road traffic accidents is very high. However, the proportion of
road traffic accidents isrelated closely to the existing modal share, and the weakness of rail and air transport is a cause of
imbalances between transport modes to increase demand for road transport, causing pressure and creating many problems
for road traffic safety.
Analysis of law enforcement
For group I: Because people have been living in the urban lifestyle and highly industrialized life for a long time,
along with a high law-abiding consciousness, they also have a good awareness of travelling and ensuring traffic
safety, thus it is easier to apply solutions to ensure traffic safety.
For group II: Because people have been living in the urban lifestyle and highly industrialized life for a long time,
along with a high law-abiding consciousness, they also have quite a good awareness of travelling and ensuring
traffic safety, thus it is easier to apply solutions to ensure traffic safety.
For group III: Because people have been living in the urban lifestyle and highly industrialized life for a certain
time, along with a pretty good law-abiding consciousness, they also have a normal awareness of travelling and
ensuring traffic safety, thus it is quite convenient to apply solutions to ensure traffic safety.
For group IV: Because residents have just changed to urban lifestyles and have been working in industrial
environments for a short time, along with a limited law-abiding consciousness, the application of solutions to
ensure traffic safety get into more trouble.
For group V: Because people are not living in the urban lifestyle, not working in highly industrialized
environment, along with a limited traffic law-abiding consciousness, so the application of safety measures faces
many difficulties.

15


Table 3.1 Classification of objects affected by proposed measures
Type of
objects
Specific description
Traffic safety characteristics
Type I
The big cities of Vietnam, have ever
been urban centres under the French
domination, urban centres during the
war against America,
Ho Chi Minh City
Hanoi (Old Quarter Area)
Da Nang
People have had living habits and urban lifestyle for a very long
time
Have had a good traffic consciousness, running on the right lanes,
following traffic signals and in sequence for a long time (from
1954 to present)
Good transport infrastructure development, good traffic lane re-
arrangement, high density of traffic signal lights
Type II
The big cities of Vietnam, have ever
been urban centres under the French
domination, urban centre during the
war against America,
Expanded areas of Hanoi, Hue, Hai
Phong, Nam Dinh, Expanded areas of

HCMC
People have hadlivinghabits and lifestyles in urban areas, quite a
good traffic consciousness (There is a significant percentage of
people not following lanes, signal lights, not in sequence in a
long time)
New booming mechanized vehicles from 1990 to present
Quite good transport infrastructure development, good traffic lane
re-arrangement, fairly high density of traffic signal lights
Type III
Urban centres and industrial parks in
the period of “Doi Moi”
Remaining urban type of II, III (except
for these cities above)
People have had habits and lifestyles in urban, medium
consciousness of traffic participation, with a significant
proportion not followingthe right lane, traffic signal, in sequence
in a long time,
New booming mechanized vehicles from 1990 to present
Limited transport infrastructure development, pretty good traffic
lane re-arrangement, fairly high density of traffic signal lights
Type IV
Recently development cities
Urban type of IV and IV
People have just had living habits and urban lifestyle,
Medium awareness of traffic participants, a high percentage of
them not followingthe right lanes, traffic signal lights, in right
sequence in a long time.
New booming mechanized vehicles from 2000 to present
Limited transport infrastructure development, pretty good traffic
lane re-arrangement, low density of signal lights

Type V
Outskirts and Rural area
People do not have living habits and urban lifestyle
Low awareness in traffic participation
There is a very high proportion of peoplenot followingthe right
lanes, traffic signal lights, in sequence in a long time,
New booming mechanized vehicles from 2005 to present
Limited transport infrastructure development, almost no
16


Type of
objects
Specific description
Traffic safety characteristics
distribution lane division, no traffic lights, bad and narrow roads,
many alleys, self-development model
There are many accidents occurring in the places.
Analysis of vehicle ownership
Analysis results shows that any Vietnamese person has a common psychology that he/she wants to own a vehicle.
Whether it is a motorcycle, bicycle or car, people often want a ownership and do not want to use rental services.
Along with improving the quality of public transport services, it is essential to have other solutions influencing
behaviour of ownership and especially behaviour of using individual vehicles in the communities.
Analysis of vehicle use
The results of data analysis show that motorcyclists (who is subjects accounting for the largest proportion in traffic
flow in Vietnam) have attitude and different points of views for different issues. Thus, this is a basis for proposing
solutions to fit together with reality in the future.
3.4. PROPOSING INTEGRATED SOLUTIONS TO ENSURE ROAD TRAFFIC SAFETY IN VIETNAM
Based on the above analysis, the thesis proposes a process of suggesting solutions that Vietnam should access and
use in the period from the present to 2020 and oriented towards 2030. Uniformity of the proposed solutions is focused on

several aspects below:
Synchronization of contents: This is the most important component which ensures these solutions mentioning the
whole critical issues in the field of traffic safety, including human, infrastructure, vehicles and other factors.
Internal synchronization of each factor: For human factor, there is synchronization not only between the drivers,
businesses, state management authorities, but also in the stages of building strategies, planning, construction,
implementation, organization and operation of the organization controlling activities in the transport system.
Spatial synchronization: It is ensured that the objects having various characteristics of traffic safety will get the
right solutions to maximize their effectiveness and impacts.
Temporal synchronization: The proposed solutions have been integrated for a long time, from the stage of
planning, forecasting, design and supervision to the stage of organization, operation and maintenance.
Technological synchronization: the uniformity of equipment applied during implementation stage will be
remained.
A combination of specific measures in the general integrated solution aims to optimize and maximize the
effectiveness of each solution in accordance with the conditions of the object managed; minimize investment requirements
in terms of resources, in principle taking advantage of the lessons learned from the leading cities and countries in solving
problems of traffic safety.
The integrated solutions proposed are based on the following process:
Defining the objectives of ensuring road traffic safety in Vietnam with the specific schedules
Analysing the characteristics of future transport system, the international trends and the lessons of success in
the field of traffic safety.
17


Analysing the characteristics of the objects applied with the proposed measures in Vietnam
Finding out the specific traffic safety characteristics of each object
Designing integrated solutions suitable to the traffic safety characteristics of the objects
Considering the impacts of the solutions
Determining the conditions to implement these integrated solutions described above.
The factors and their mixture levels are presented as following:

Figure 3.1 Summary of integrated solutions for ensuring traffic safety
On this basis, the integrated solutions for enhancing road traffic safety in Vietnam are presented in detail in the
following sections.
Summary of integrated solutions: In various conditions, many different solutions may be applied to achieve
certain goals.
Level 1: Minimum: for people, facilities, infrastructure and environment
Level 2: Low medium: Implementation with partners indirectly related to traffic safety;
Level 3: Medium: Implementation more with the subjects as participants in traffic;
Level 4: Good: Implementation of the solutions at this level could bring the overall effect at a high level in the
whole system;
Level 5: Maximum: Almost no country can implement measures simultaneously, therefore, a reasonable
divergence should have been done
18


Integrated solutions are builtfor humans, infrastructure, vehicles and other factors; these factors affect the
integrated solutions to ensure traffic safety. Regarding infrastructure, including network planning; design, construction,
supervision, safety inspection before exploitation, operation, maintenance, safety inspection after the accident and first aid
system. Of which,operation and exploitation play a very important role in ensuring traffic safety; therefore, the thesis
will focus on analysing and calculating to determine a reasonable speed for the vehicles during operation process
corresponding to each condition of road.
During operation process of the vehicles on the road, there are two vehicles in the same way,a safe distance
between them is defined as following:

Figure 3.2 Safety distance between 2 vehicles
Driving sight distance can be determined through the formula:
S
1
= l
pu

+ S
h
+ l
0
[3.1]
Where:
l
pu
– The distancea vehicle travels in the duration when the driverreacts psychologically,which is an interval from
the time when the driverrecognizes the obstacles to the time when realizing the impact of effective braking to achieve a
status of full braking,
T
pu
- Reaction time of the driver. Reaction time of the driveris usually from 0.3 (s) to 2 (s). However, as
recommended by the National Traffic Safety Committee of the US, reaction time of 2.5 (s) should be taken to calculate.
V
1
- Car speed before braking, m/s;
S
h
– The distance a vehicle travels during braking,
If the speed is measured in km/h, then:

i254
VV
.kS
2
2
2
1

h
, (m) [3.2]
Where: V
1
: is the speed before braking, V
2
: is the speed after braking
l
0
- Safety distance, usually taken from 5 – 10 metres.
Safety distance between two vehicles on the road is calculated as follows:
S
1
= l
pu
+
i
VV
k
254
.
2
2
2
1
+ l
0
= +
i
VV

k
254
.
2
2
2
1
+ l
0
[3.3]
From 2 formulas according to the diagram above, there are some following cases: A vehiclerunning on the higher
speed road sectionV1 and then changing to the limited speed road section V2 encountersthe situation described in the
diagram 1 with overtaking prohibited rule, according to road traffic law, the safety distance between vehicles running on
the same road is given, how much the speed limit for V2 should be in order to ensure traffic safety.
S1
lpu
Sh
l0
19


From the above formulas, the calculation is: [3.4]
Inferred:

Sight distance (S1) and vehicle speed (V1) are related to each other and the braking distance to ensure traffic
safety. When V1 is high, V2need to be as small as possible, the braking distance will be larger and the longer sight distance
is required or driving at low speed V1 if there is a short sight distance or if V1 remains high, it is easy to lead to accidents.
In conditions of limited visibility at night or in rain and fog, it is necessary to reduce vehicle speed V1 more than that on
the daytime or no rain or fog.
To ensure safety when vehicles are operating on the road, the velocity V2 is calculated for the actual following

cases:
Table 3.2- Suburban roads without fixed separated strips
Type of vehicle
V1
(Km/h)
K
Frictional
coefficient
S1 (m)
V2 (km/h)
Cars and9-seat van (for passenger transport)
70
1.2
0.3
35
80.00
Light truck under 3.500 kg, 10 - 30 seat bus
(for passenger transport)
60
1.3
0.3
30
69.79
Heavy truck more than 3.500 kg, >30-seat bus
(for passenger transport), 2-3-wheel-motorbike
50
1.4
0.3
30
57.46

Motorbike, trailer, semi trailer, vehicles
pulling others
40
1.4
0.3
30
44.98
Table 3.3 - Suburban roads with fixed separated strips
Type of vehicle
V1
(Km/h)
K
Frictional
coefficient
S1 (m)
V2 (km/h)
Cars and 9-seat van (for passenger transport)
80
1.2
0.3
45
87.78
Light truck under 3.500 kg, 10 - 30 seat bus
(for passenger transport)
70
1.3
0.3
35
79.27
Heavy truck more than 3.500 kg, >30-seat bus

(for passenger transport), 2-3-wheel-
motorbike
60
1.4
0.3
30
69.13
Motorbike, trailer, semi trailer, vehicles
pulling others
50
1.4
0.3
30
57.46
Through the specific calculation process, the thesis proposed the deceleration rates compared to the permitted
speed in the following conditions:
Condition 1 – Driving speed at night (from 6pmon the previous day to 6am on the latter day) is reduced by 15 to
20% of the permitted maximum speed.
Condition 2 – Driving speed in rain or fog is reduced by 20 to 25% the permitted maximum speed.
Condition 3 – Driving speed in rain or fog at night (from 6pm to 6am) is reduced by 25 to 30% of the permitted
maximum speed.
Take the regulated speed of 40-100 km /h to take speed limits in account as following

Table 3.4 - Vehicle speed is limited by specific conditions
20


Vehicle speed regulated
in normal conditions
(Km/h)

Vehicle speed in the
condition no.1
(Km/h)
Vehicle speed in the
condition no.2
(Km/h)
Vehicle speed in the
condition no.3
(Km/h)
100
80 - 85
75 - 80
70 - 75
90
70 - 75
65 - 70
60 - 65
80
65 -70
60 - 65
55 - 60
70
55- 60
50 - 55
45 - 50
60
45 - 50
45 - 50
40 - 45
50

40 - 45
35 - 40
30 - 35
40
30 - 35
30 – 32
25 - 30
30
20 - 25
22 – 25
20 - 22
On the basis of object classification for the application of the solutions,the thesis proposed integrated solutions for
these groups from level 1 to 5 as following:
Proposed measures for Group I:Measure descriptions: Within the areas having a very good level of travel
consciousness, the integrated solutions should focus on transport enterprises, state management authorities and passengers.
Investment management of infrastructure construction, technical testing for vehicles, andtraffic safety management and
organization system.Measure effectiveness: These solutions will make a change for those being businesses, state
management authorities, in the context that the community has good awareness and habits in traffic.
Proposed measures for Group II:Measure descriptions: Within the areas having a very good level of travel
consciousness, the integrated solutions should focus on drivers, transport enterprises, state management authorities and
passengers. Investment management of infrastructure construction, technical testing for vehicles, and traffic safety
management and organization system.Measure effectiveness: These solutions will make a change for those being
businesses, state management authorities, in the context that the community has good awareness and habits in traffic.
Proposed measures for Group III: Measure descriptions: Within the new development areas, the integrated
solutions should focus on drivers, transport enterprises, state management authorities and passengers. Besides, the contents
of planning should be implemented as soon as possible. Measure effectiveness: These solutions will make a basic change
for the entire transport and communication system in these areas via planning rationally and sustainable transport system to
ensure traffic safety.
Proposed measures for Group IV: Measure descriptions: Within the new development areas, the integrated
solutions should focus on drivers, transport enterprises, state management authorities and passengers. Measure

effectiveness: These solutions will make a basic change for the entire transport and communication system in these areas
via planning rationally and sustainable transport system to ensure traffic safety.
Proposed measures for Group V: Measure descriptions: Within the new development areas, the integrated
solutions should focus on planning, improving state management system relating to traffic safety, education system and
other solutions for humans, infrastructure and vehicles Measure effectiveness: Rural areas will require a suitable approach
to traffic safety, where these solutions will help ensure the conformity between them and their targeted subjects, thereby
making the solutions feasible and effective.
Difficulties and challenges to Vietnam
Due to no a successful model in practice in Vietnam, that the regulators, businesses and citizens will be too careful
to be decisiveenough leads to difficulties of getting success in reality. This closed circle should be removed by the
determination ofthe implementation of a successful non-motorized traffic model in a local place.
21


3.5. ASSESSMENT OF THE EFFECTIVENESS OF INTEGRATED MEASURES
3.5.1. Principles used in calculation
The relationship between the number of collisions and the influencing factors is expressed by:
N
a
=
1i
n
D
i
* P
i
* L
i
* AR
i

[3.4]
Where: N
a
: number of collisions; D
i
: Travel demand by using a type of transport mode i; P
i
: The modal share of
this type i; L
i
: travel distance; AR
i
: Accident probability of vehicles type i; i: Type of transport mode; n: The number of
transport modes and vehicles. Based on this relationship, the thesis conducted to test and predict the impacts of integrated
solutions.
3.5.2. Principle of affecting traffic safety via proposed measures
The integrated solutions at different levels will lead to changes in the modal share, and each type of vehicles has
different safety probabilities. Finally, they will lead to the different number of traffic accidents.
3.5.3. The solutions included in assessment:
Include 5 levels:
Level I: Exploitation + Planning, will lead to changes at the lowest level.
Level II: Exploitation + Planning + Humans
Level III: Planning + Exploitation + Humans (with different priority levelsfor solutionsin comparison with
the level II)
Level IV: Planning + Exploitation + Humans + Institutional
Level V: Planning + Exploitation + Humans + Institutional + Infrastructure + Vehicle, the combination is
expected to bring the most positive changes
The solutionscan be deployed in 5 years, Level I (2020), II (2025), III (2030), IV (2035) and V (2040).
Assessment of the effectiveness of these integrated solutions
It can be seen that the least comprehensive application of these solutions will also reduce to 18% of the total

number of traffic accidents while the best comprehensive combination of these solutions will make the annual number of
deaths involving in traffic accidents decreased to 48% (till 2040). The calculation result above is a proof showing that the
solutions on the planning stage (original stage) have a particularly important role in enhancing traffic safety.
Application for Ninh Binh province
On the basis of these solutions proposed, the thesis built some specific integrated measures for Ninh Binh
province, being suitable to local conditions, including the group of solutions for humans (such as the spatial and temporal
combination propaganda and education as well as receivers), for vehicles (vehicle fleet management for inter-provincial
transport), for infrastructure (black point treatment, lane arrangement, application of information technology for
punishment ).
CONCLUSION AND RECOMMENDATION
1. Conclusions
The rapid urbanization has created many pressures on the cities of Vietnam, in which the problem of traffic
accidents is one of the priorities for the whole political system.
22


In the recent years, along with the mechanization of transportation in Vietnam, traffic accidents have been
controlled, still high, and the damages including direct and indirect, from traffic accidents still raise an urgent requirement
for proposing practical solutions.
On that basis, the integrated solutions are proposed to enhance road traffic safety in Vietnam until 2020 and
oriented to 2030. New contributions of the thesis are:
(1) Systematizing and enriching literature review of traffic safety, integrated solutions for traffic safety
improvement, including the solutions before the accident, in the field and the solutions after the accident occurred. With
each stage, the thesis conducted a thorough analysis of the aspects of infrastructure, vehicles, drivers and environment.
Some new features here include:
- Arguments and conclusions: the human factor is always the centre of all measures to minimize traffic accidents.
However, the drivers are only people directly involved, but the human factor in the management system, indirect labours,
road usersplay very important role in improving road traffic safety in Vietnam.
- Traffic accidents often occur due to a combination of many factors, so it is essential to have new integrated
solutions to maximize the efficiency of each solution. The thesis analyse the integrated solutions applied in the world to

ensure traffic safety as well as researching experiences of success and failure to provide a basis for analysing and
proposing solutions for Vietnam.
(2) Evaluating the current state of road traffic safety in Vietnam. New contributions of the thesis are:
- Admitting that the solutionsof restricting road traffic accidents in Ninh Binh from noware concentrated largely in
one direction from top to down. It is an approach in point of view of the managers, so some solutions not consistent with
the actual conditions, particularly on population characteristics / level of economic development / lifestyle of people in
different localities. Therefore, new solutions will have to consider both directions from top to down and vice versa (it is
approach from the perspectives / characteristics of residents).
- The solutions are currently applied with low uniformity thus their effectivenessis limited, many solutions are just
combinations of a few measures without consistency. In addition, they are also applied popularly without testing stage, so
they become inconsistent with the specific traffic conditions of each region.
(3) On the basis of theoretical research and analysis of the implementation, the thesis has proposed integrated
measures to enhance road traffic safetyin Vietnam until 2020 and oriented towards 2030.New contributions are:
- Analysis of the objects affected by these proposed measures in point of view of traffic safety
- Based on the analysis results, integrated solutions should be proposed to enhance the traffic safety for different
targeted areas in Vietnam.
- Clarification of the impact mechanism and quantifying the impacts of some of the solutions to road traffic safety
in Vietnam. These results are usefulnot only for the thesis but also for other studies of road traffic safety in Vietnam.
In terms of the further development trend of the thesis:
Firstly,further research for each regional group and qualifying detailed impacts of each solution group for each
urban group.
Secondly, the thesis focuses on proposing solutions to minimize road traffic accidents in Vietnam until 2020 and
oriented towards 2030. The development of the solutions after 2030 will be a very good study trend and necessary for the
management of road traffic safety in Vietnam.
23


Thirdly, if necessary, this research model can be developed at more detailed level with the database on spatial
aspects and required residential areas. Thus, this will allow a more comprehensive study.
Fourthly, the thesis only focuses on road traffic safety, therefore further studies on related cases between road

transport and other transport modes can be conducted.
2. Recommendations:
- For Congress: Improving legal regulations of insurance market to ensure road traffic safety for motorized
vehicles.
- For Government: Making a plan of building postal codes as one of the main investment priorities should be
addressed in the next 3-5 years, facilitating the effective management of the drivers and vehicles.
- For Ministry of Education and Training: Leading and coordinating with relevant Ministries and Departments is to
promote the propaganda and education about traffic safety for all people, especially for teachers.
- For MOT: Should have solutions clearly defined of authority and responsibility to individuals or agencies
involved in the planning of construction investment, appraisal/inspection of transport infrastructure works, alternatives of
traffic organization, and process of treating or reacting with black spots, timely speed limits, traffic lane re-arrangement,
tighter management of inter-provincial transport service by long-distance buses.