Organization of road traffic safety. Road safety

LECTURE No. 5. Orientation on the ground, signals, codes

Orientation - this is the ability to determine one's location relative to the sides of the horizon, surrounding objects and landforms, as well as to find right direction movement and keep it up.

The main ways of orientation:

- by compass;

- by the sun;

- by the stars, by the moon;

- on local grounds.

At solar noon, the direction of the shadow in the temperate latitudes of the Northern Hemisphere points north. This direction can be determined by the sun and the clock. If the hour hand is pointed at the sun, then the bisector of the angle between this arrow and the direction at 12 o'clock (at 1 o'clock in summer) will be the north-south line. Before noon, south will be to the right of the sun, and in the afternoon - to the left. At night, the direction to the north can be determined by the North Star.

The direction to the north and south can also be determined by local signs:

- in winter, snow melts more on the southern slopes of hills (mounds) and northern slopes of pits, ditches and other depressions;

- lichens and mosses grow thicker with north side tree trunks;

- on resinous trees (pine, spruce) in hot weather with south side more resin is released;

- forest clearings are usually cut in the directions north-south and west-east;

- the southern slope of the anthill is usually more gentle than the southern one.

The direction of movement must be chosen along paths and roads, along rivers and streams, along forest clearings. They, as a rule, lead to a settlement, economic or industrial facility. If you have a compass and a map, you can use the azimuth method.

Security traffic is an activity aimed at preventing the causes of road traffic traffic accidents and reduce the severity of their consequences. It is achieved by the maintenance of roads in accordance with the established requirements and the arrangement of their service facilities, the serviceable technical condition and equipment of vehicles, the skillful organization of traffic and the strict implementation by all road users of the relevant legislative and regulatory legal acts.

The organization and regulation of traffic is entrusted to the State Inspectorate for Road Safety (GIBDD). Regulation is carried out by signals of traffic lights and traffic controllers, as well as road signs and road markings.

Road users aredrivers, pedestrians, passengers, traffic police officers, road workers, as well as vehicles. Their interaction on the roads is regulated by the Law of the Russian Federation "On Road Safety", which was adopted in December 1995. The law establishes the duties and rights of citizens to ensure road safety, it provides for mandatory training of citizens in the rules safe behavior on the roads.

The rules of the road are the fundamental document. All road users must strictly comply with their requirements.

Road users are prohibited from polluting and damaging roads, rendering them unusable and arbitrarily installing (removing) road signs, traffic lights and other technical means, as well as block roads and leave objects on them that interfere with traffic.

A pedestrian is a person who is outside the vehicle on the road and does not work on it. Pedestrians are also people moving in wheelchairs without an engine, driving a bicycle (moped, motorcycle), carrying a sled (trolley, stroller).

Pedestrian traffic is carried out on sidewalks and footpaths, and where they are not - along roadsides or bike paths. You can move both in the direction of movement of vehicles, and in the opposite direction. outside settlements in the absence of pedestrian bike path and roadsides, pedestrians can walk along the edge of the carriageway towards moving vehicles.

go over carriageway Pedestrians are allowed at crossings marked road markings or road sign, as well as at intersections along the line of sidewalks or roadsides. The road outside the settlements should be crossed by the shortest route in places where it is clearly visible in both directions. In places where traffic is regulated by a traffic light or a traffic controller, it is allowed to cross the street (road) only on their signals.

Groups of people must move around right side carriageway in columns of no more than four people in a row. Accompanying persons should walk in front and behind the column on the left side: during the day - with red flags, and at night and with limited visibility with lit lanterns (in front - with white, and behind - with red).

Groups of children should move accompanied by adults and only on sidewalks and footpaths, and in their absence, on the side of the road, but only during daylight hours.

Driver- this is a person driving a vehicle, as well as a driver leading pack, riding animals or a herd along the road.

Driving a bicycle is allowed from the age of 14, and a moped from the age of 16. On bicycles and mopeds, you can move along the rightmost lane in one row or along the side of the road. Columns of cyclists must be divided into groups (no more than 10 people each). The distance between groups should be 80-100 m.

Bicycle and moped riders are prohibited from:

- drive without holding the steering wheel with at least one hand;

- carry passengers, except for a child under 7 years old, on an additional seat with reliable footrests;

- transport cargo that interferes with control or protrudes in length and width beyond the dimensions by more than 0.5 m;

- move along the road in the presence of a bicycle path;

- turn left and turn around on roads with tram traffic or with more than one lane movement in one direction;

- carry out towing bicycles and mopeds, as well as bicycles and mopeds.

At an unregulated intersection of a cycle path with a road outside the intersection, cyclists and moped drivers must give way to vehicles moving on this road.

Introduction

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.Traffic in residential areas

.Shuttle vehicle stops

Conclusion

Bibliography

Introduction

Road safety is a set of measures aimed at ensuring the safety of all road users.

By Russian legislation road safety is the state of this process, reflecting the degree of protection of its participants from road accidents and their consequences.

Road traffic accident (RTA) - an event that occurred in the process of moving a vehicle on the road (they also talk about off-road transport), as a result of which damage was caused. That is, excluded, for example, traffic accidents with the participation of only pedestrians (fell on the road, hit by a crowd, etc.) and with his participation, in which people were killed or injured, vehicles, structures, cargo were damaged, or other material damage was caused.

Road accidents are the most dangerous threat health of people around the world. The damage from traffic accidents exceeds the damage from all other traffic accidents (aircraft, ships, trains, etc.) combined. Road traffic accidents are one of the most important global threats to human health and life. The problem is aggravated by the fact that the victims of accidents are, as a rule, young and healthy (before the accident) people. According to the World Health Organization, 1.2 million people die in road crashes and about 50 million are injured every year. More than 35,000 die on Russian roads, and more than 40,000 on US roads. According to statisticians, since the beginning of the 20th century, more than 3 million people have died in road accidents in the United States, which exceeds all US losses (650,000) in all military conflicts (since 1775).

When studying road safety, identify factors that affect the frequency and severity of road accidents. Not every crash is a "necessary accident" - for example, according to statistics, about 5% of fatal crashes are identified suicides, and a certain (smaller) number of crashes are homicides. Also, many other factors have been identified that affect the likelihood of accidents, for which road users are responsible, therefore, at present, the wording “accident on the road”, which was previously common, “removes” responsibility from participants in an accident, is practically not used.

Fines and imprisonment are, from a legal point of view, the most severe types of punishment against the perpetrators of road traffic accidents. The purpose of all this is to reduce the frequency of the violations against which they are applied and thereby to reduce the number of accidents that are directly related to these violations. But still, at the moment, no matter how much the fines are increased, most drivers also do not fasten their seat belts, drive through a red traffic light, and exceed the speed limit. But these are the most simple methods saving the life of both the driver and passengers, and directly to other road users. Thus, every driver, every passenger must follow the rules of the road, be fastened with seat belts equipped in the car, monitor the speedometer and understand that they are doing all this not for traffic police officers, not for the government of the Russian Federation, which introduced fines , but to preserve their own health, for the preservation of the peace of their relatives and friends.

The most obvious type of damage from an accident is loss of life.

However, the definition of mortality in road accidents is still not unambiguous, and depends on various, arbitrarily introduced criteria. So, for example, in the USA, in the system of analysis of deaths from road accidents, death from road accidents is considered the death of a participant road accident within 30 days of the accident. For example, if a driver had a non-fatal heart attack resulting in an accident and died, this is an accident death rate. But, if it was established that as a result of an attack the driver (or passenger) died before the accident, this death is not considered a death from an accident.

The 30-day criterion is, of course, somewhat arbitrary, but making judgments about the cause of death from road traffic crashes is otherwise very difficult. Yes, of course, such a criterion is far from perfect - a victim of an accident may die in a hospital from improper treatment or banal pneumonia, and this will be recorded as death from an accident, or vice versa, clinging to life for several months, but eventually dying - and this will not be recorded as death from an accident, but in general, such a criterion is now recognized and used in serious statistical research.

For example, in the United States and Europe, crash death analysis reporting systems consider death from a crash to be the death of a participant in a road crash within the 30-day period following the crash. That is, if the driver had a non-fatal heart attack, as a result of which an accident occurred and he died, this is the death rate from an accident. But, if it was established that as a result of an attack the driver (or passenger) died before the accident, this death is not considered a death from an accident.

Indeed, compared to countries with a low standard of living, in which the majority of victims of road accidents die on the spot, without waiting for a qualified first medical care, in developed countries where there is an effective ambulance service, almost half of the deaths from road accidents occur already in the hospital, after attempts by doctors to cope with injuries incompatible with life. However, the "30-day" criterion is not used in all countries, for example, in Russia the "7-day" criterion is used.

Injuries that do not require hospitalization are often not usually recorded at all, and a comparison in the Netherlands of the number of hospitalized victims according to the police and data from the national health sector registration showed that only about 40% of victims are recorded by the police.

Accounting for property damage is even more ambiguous than for injuries. In many cases, only cases are taken into account, the damage from which exceeds some (arbitrarily set) value, and thus the number of registered damage cases may vary over time due to economic reasons(for example, inflation, an increase in the cost of repairs, etc.). Accounting for accidents that did not lead to injuries is also difficult because very often drivers do not report such cases and do not call the police to the scene. Usually, this indicator is measured in monetary terms, and is obtained by various estimates based on the reports of insurance companies.

. Providing first aid to a victim in a coma

If a person is motionless, does not try to move, does not respond to sounds and painful stimuli, but breathes, then most likely he is unconscious. These signs give grounds to assume that the victim received a traumatic brain injury. It is usually accompanied by loss of consciousness (cerebral coma), and the state of the victim resembles a deep sleep. At the same time, the pulse on the carotid artery is preserved, and breathing becomes snoring with a wheeze on exhalation. The main danger of this condition is a sharp decrease in the tone of the hyoid muscles and the soft palate. The tongue, sticking to the back of the throat, completely stops air from entering the lungs. Check for a carotid pulse. If the victim is unconscious, but breathing and heartbeat are preserved, then he must be turned over on his stomach and constantly monitor the airway, breathing and heartbeat. The victim should be turned over as a whole, having previously fixed the cervical spine with hands or a special collar. Before the arrival of the ambulance, stay on the side of the victim's face; if necessary, clean his mouth by wrapping his fingers with a handkerchief or napkin, control his breathing and pulse. In case of violation of these functions, immediately proceed to resuscitation.

2. Providing first aid in case of poisoning carbon monoxide

First aid involves stopping the contact of the victim with poison gas and restoring vital functions. First aid for carbon monoxide poisoning should exclude the poisoning of someone who is trying to provide this very help. Ideally, you should put on a gas mask and only then go into the room where the victim is located.

Remove or remove the injured person from the room where there is an increased concentration of CO. This event should be performed first of all, since pathological changes in the body intensify with each breath.

summon ambulance in any condition of the patient, even if he jokes and laughs. Perhaps this is a consequence of the action of CO on the vital centers of the central nervous system, and not a sign of health.

With a mild degree of poisoning, give a person a strong sweet tea to drink, warm and ensure peace.

In the absence or confusion of consciousness - lay on a flat surface on its side, unfasten the collar, belt, ensure inflow fresh air. Give a sniff of cotton wool with ammonia at a distance of 1 cm.

In the absence of cardiac or respiratory activity, perform artificial respiration and massage the sternum in the projection of the heart.

. Traffic in residential areas

In a residential area, that is, in the territory, the entrances to which and the exits from which are marked with signs 5.21<#"justify">4. Shuttle vehicle stops

First of all, it should be noted that the stops must be marked (paragraph 1.2 of the traffic rules of the Russian Federation, the term "route vehicle"). We are talking about signs 5.16 and 5.17. At the same time, paragraph 12.4. of the SDA of the Russian Federation mentions a stop sign for route vehicles. The comments to the Rules say that signs, in addition to signs 5.16 and 5.17, are also route signs along GOST 25869-90.

At a time when the traffic rules prohibit stopping closer than 15 meters from "stopping places for route vehicles" (clause 12.4), in clauses 4.8 and 14.6 of the traffic rules, another term is used - "landing area". And this different concepts. If the platform is not raised above carriageway and not allocated structurally, its length should be taken for routes of one direction 20 meters, and for routes of several directions 30 m. The figures are given in the Comments without reference to regulations. When visually determining the dimensions of the landing area, and focusing on the established road signs 5.16, it should be borne in mind that, according to GOST 23457−86, signs are installed approximately opposite the back door of a stopped bus or trolleybus, i.e. the landing area is shifted forward relative to the sign.

We return to the term "stopping place for route vehicles". Its length is determined by the length of the local widening of the carriageway ("pocket") or marking 1.17

The length of the "MTS stopping place" can also be indicated by a plate 8.2.1

"The zone of action is under the sign 5.16. In this case, the sign is installed at the beginning of the stopping area (GOST 23457−86, paragraph 2.6.19). This option is used at the stop of the MTS" KRC Zvezda "on Novo-Sadovaya Street. Therefore, to determine the zone where stopping is prohibited, you should add 15m forward and backward from the edges of the stopping area (from the edges of the "pocket", from marking 1.17). From the sign 5.16 with a sign 8.2.1, 15m is laid back, and forward - 15m plus the number indicated on the sign. If " pocket" and markings 1.17 are missing, and sign 5.16 is used without a plate or replaced by a sign, then set aside 15m from the sign. That is, then we will talk about a thirty-meter zone. This is stated in the text of the Rules (clause 12.4 of the SDA of the Russian Federation). pre-medical coma pedestrian stop transport

However, in the absence of a structurally separated or marked stopping area, its length should be taken equal to the length of the landing area, the method for determining which is given above. This is stated in the Comments to the SDA. So, the restriction on stopping vehicles applies to the entire length of the stopping area and 15m on each side, and when only a sign is used - to a thirty-meter zone with a sign in the middle. Clauses 8.11 and 8.12 prohibiting U-turn and movement in reverse contains the concept of "Place of stops of route vehicles". Obviously, this concept is generalizing and includes a stopping area, which in turn includes a landing area with a designated stopping place (back door) of a bus / trolleybus. At the same time, we agree that the Rules, unfortunately, do not provide clear explanations and answers to all the questions that arise. Not every driver is able to analyze regulatory documents, GOSTs, Comments and draw the above conclusions and conclusions (especially since opinions and interpretations differ). "Moreover, a U-turn from the neighboring lane" (which is in no way a "Place of stops for route vehicles"), indeed, is perceived when reading the text of the rules as not prohibited.

Conclusion

Solving the problem of ensuring road safety is one of the most priority tasks for the development of the country. To date, the Federal Target Program "Improving Road Safety in 2006-2012" is actively operating in Russia, aimed at reducing road deaths many times over in the coming years. This program provides for significant investments in the development and creation of a new, improved technical base of the road industry. The program has been extended until 2017 inclusive.

The attention of the state commission for the development of this program was focused on systems approach, which involves the development of comprehensive measures aimed at preventing accidents and reducing the severity of their consequences. It is this approach that should underpin the national long-term approach to road safety. formed state system ensuring road safety is aimed primarily at protecting the life and health of road users. The entire road transport infrastructure - roads, elements of their arrangement, vehicles - must be designed in such a way that, on the one hand, the road user does not get into conflict situations, and on the other hand, in the event of an accident received as little harm to his health as possible.

Bibliography

1. Federal target program "Improving road safety in 2006-2012", adopted by the Decree Government of the Russian Federation of February 20, 2006.

. "Traffic Safety", Alexey Pekun. // M., Construction and real estate, 2013, No. 40, 97 p.

. "Road sickness", Victor Kiryanov. //M., Russian newspaper., 2012, No. 4096, 86 p.

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What is road safety? Before answering this question, let's define - what is road traffic, roads? And if there were no roads?.. And without roads there would be no state. Only there would be a certain number of scattered territorial entities. And the beginning of the development of roads between these territorial formations, the road network (this is when a cart with dried fish goes there, and a cart with grain back) determines the beginning of the development of trade (economic) relations between these territorial formations. This is how the state is being formed, which is based on the formation of economic relations. That is, the development of the transport system on the territory of the state determines the beginning of the formation of the state as an economic system. The more efficient the transport system is, the more efficient the country's economic system functions. Therefore, the issues of ensuring road safety (RTSA), in fact, are issues of ensuring the security of the state as an economic system. In the early 90s, the determination of the free-flowing building materials(cost with delivery) in Leningrad was based on the calculation of a dump truck run of 100 km with a load in one shift. Today, this figure is two to three times lower. The picture is similar for the cost of other types of goods, which include the transport component. That is, the cost of the national product is growing - and these are already issues of economic security.

In a sense, the transport system of the state is similar in its function to the circulatory system. There is a movement of traffic flows along it, ensuring the functioning of all systems. state structure. The higher the speed of these traffic flows, the more efficient the economy. The upper limits of these speeds are determined by parameters, the excess of which endangers the safety of the road users themselves. Let's call these limiting speeds design.

Therefore, we can say that ensuring road safety (RTSA) is ensuring the maximum approximation of the speed of traffic flows to the design speeds, while observing the standards that ensure the maximum safety of the road users themselves. The safety of road users, in turn, is their personal safety and their financial security - OSAGO ( by defining the traffic safety rules in this way, we automatically answer the question of the need or uselessness of OSAGO).

The solution of road safety issues - road traffic safety (as well as any other safety issues) should not be populist in nature, since they are restrictive in nature (let's try to solve such road safety issues as, for example, the amount of fines or the presence of inspectors on the roads, based on public opinion- the result will not be in favor of BDD). Effective the solution of safety issues (including road safety), as a rule, is not fair (from the point of view of the layman), but technical (engineering) or mathematical in nature.

What to keep in mind when discussing road safety issues with a general audience.

For greater clarity in the search for solutions to road safety issues, it is necessary to identify the factors that directly affect road safety, and consider them separately .

Factors that can affect road safety

1. Condition pavement.

2. Technical condition of the car.

3. Driving a vehicle - driver's qualification, discipline in observing traffic rules.

4. Traffic management - parking lots, traffic lights, regulation, road signs, markings.

Consider factor #1. The state of the road surface is under the control of the road committee, which determines what and how to do and then finances the corresponding road activities. Here, in coincidence in one person of those who determine what and how to do, and those who spend money on these activities(at the same time, being not the owner Money, but only by the distribution structure), lies system error, which directly affects the traffic safety in terms of road conditions. The road committee, by the nature of its activities, is not responsible for road safety by and large. Financing the work of road organizations, based on the realities of today, the road committee is, in a certain sense, the spokesman for the interests of these road organizations, which do not always coincide with the tasks of the traffic police. For example, milling and blocking St. Isaac's Square, from the point of view of financial turnover, is more interesting than repairing a narrow street burdened with tram lines and many wells - at the same estimated cost, the deadlines for completing work, in such cases, can vary significantly. In a similar situation, there are other structures whose activities affect the level of road safety (RTS). It is important to emphasize that we are not talking about someone's malicious intent, we are talking about a system error. Those who decide where and how to make roads and those who finance the implementation of these decisions should be separated. You can report that, say, 100,000 sq.m. have been repaired. roads. But for the traffic police, for example, it is more important, maybe a smaller figure, but made in another place (for example, putting in order all city intersections with tram rails sticking out by 5-10 cm) and made not in broad daylight, but at night. Or more importantly, the repair of the bridge, done in July-August (when it's warm - asphalt lays better and there are few cars), and not in the fall, when everyone returned from summer holidays and it's cold. Or more importantly, some redistribution of financial resources towards the construction of underpasses and arrangement of bus stops (in order to unload the right lane).

If such a division is made between decision-making and its financing, then the city's automotive community will probably have less reason to be puzzled by the criteria for choosing priorities for the repair of a particular street by the authorities.

Consider factor #2- the technical condition of the car. The technical condition of vehicles is controlled by the state technical inspection system - GTO. The TRP conducts at the stations of the state inspection (both private and public) of the traffic police. The traffic police also controls the operation of these stations. Here, too, there are shortcomings that need to be corrected in terms of obtaining greater efficiency in terms of the technical condition of vehicles on the roads. In this matter, it is better to refer to the experience of the northern neighbors. Summarizing almost a century of experience of the Scandinavian countries, we can say the following, that, for example, in order to control the technical condition vehicles was as objective as possible, the technical inspection station not only cannot engage in car service, but also does not have the right to engage in motor transport services, the sale of auto parts, the sale of petroleum products. That is, a complete ban on any connection with such structures. The same circumstance makes it possible to use the papers issued at the technical inspection station as an argument in disputable situations. That is, if the car owner is dissatisfied with the quality of the repair work at a car service station, then he can (after leaving the service station) check the quality of these works performed at the car service center at the nearest inspection station and use the papers issued at this station in judicial practice as evidence of a violation of the rights of the car owner by the car service center.

In the absence of clear levers of influence on the domestic car service today, the transfer of this experience (but not blind copying!) Could have a positive effect technical condition transport on Russian roads.

Factor #3- driving a vehicle - the driver's qualifications, his discipline in observing the rules of the road traffic rules. A document confirming the right to drive a vehicle is a driver's license. It is issued by the traffic police after completing training at a driving school and passing exams at the traffic police. The activities of driving schools are under the jurisdiction of the Education Committee. There are also distortions in this system, which can be eliminated by creating a system of autodromes that are not accountable to either the traffic police or the Committee on Education (driving schools).

By factor number 4 we can say the following that traffic control is handled by the traffic police, road signs, markings, traffic lights are handled by SMEP. Permission for the passage of heavy vehicles is issued by the Directorate for the organization of traffic - DODD (Committee for Transport).

It turns out the following picture. The level of road safety depends on the activities of organizations of various departmental subordination, and, in one case, they are urban structures, and in the other case, structures of dual subordination. In this situation, the coordination of the actions of these organizations in order to solve the problems of ensuring road safety seems to be a complex and cumbersome process. On the other hand, it is hardly possible to efficiently solve such a complex and multifactorial task as ensuring road safety by individual of these departments, due to their narrow specialization.

Conclusion - for an integrated approach to solving all problems related to ensuring road safety, it is necessary to create a supervisory body, which would include specialists from all areas and departments whose activities are somehow related to traffic safety and whose decisions (this body) would be mandatory for all these institutions and departments, regardless of their departmental subordination. One of the main functions of this body should be to monitor the performance of all organizations whose activities in one way or another affect the level of road safety. Therefore, this body should be independent from the organizations it controls (there should be no financial intersections), and the activities of these controlled organizations themselves (only in terms of traffic safety) must be coordinated with the controlling body. A number of functions of these departments could be transferred to this supervisory body or, at least, must necessarily be agreed with it, such as the decision on where and how to carry out road repairs (address program). Or a permit for the passage of heavy vehicles in the city center. Or construction high-rise building(or maybe, from the point of view of the traffic police, it is impossible to build it in this place - the existing transport infrastructure does not allow it). In general, if the construction of buildings in the city were coordinated with such a hypothetical body, many of the issues raised by the public now related to the development of the historical center of the city would be resolved by themselves at the stage of coordination (and not from the point of view of aesthetics - you cannot change the appearance of the museum city, and from an engineering and technical point of view - from the point of view of the road traffic safety).

Naturally, giving broad powers to such a structure simultaneously imposes on this structure broad responsibility for everything that happens on the roads. A car got into an open hatch - a person does not even think where to call - to a water utility, road workers or the traffic police, but simply dials the cherished federal number of 2 or 3 digits and says - guys, pay! And the guys have to pay unequivocally, whether the vehicle is insured for this reason or not - simply by the fact of the presence of an open hatch or a pothole in the asphalt. The car got into an unpleasant situation due to the lack of proper fencing during the road works- Guys, pay! .. Guys, what is it that your traffic lights do not work at a large intersection in broad daylight, and in front of the school the markings have been erased and the corresponding sign is in the mud, nothing is visible? And something snowed, guys, you got it ... And then let the guys themselves deal with the water utility, road workers, the traffic police and so on ... Which, of course, the guys should be given the appropriate powers (including those that allow them to ignore various kinds of badges and titles).

From this follows the answer to the question - who, in this case, should control such a body? Nobody. Only structures of federal subordination. Otherwise, there will be no point. No local authority should have any influence on this structure. Conversely, local authorities executive power must comply with all its instructions. And bear full responsibility for failure to comply with these instructions, including criminal.