Academic literature on the topic 'Road transport of goods'

The article presents the problems of threats related to the transport of dangerous goods in road transport as well as statistical data on such transports. Some of the terms that appear during threats as well as the division of dangerous substances have been interpreted with a detailed description of their impact. Basic legal acts during transport were presented, including control, packaging, marking, safety rules as well as emergency procedures.

The article presents selected problems of organization of dangerous goods transport. The transport of dangerous goods in accordance with safety regulations and standards guarantees not only the minimization of hazards resulting from the transport of hazardous materials, but also its full effectiveness. Selection of the type of packaging and means of transport depending on the threats posed by a specific dangerous product, it affects the safety of transport and the external environment. In this sense, the article presents the characteristics of legal acts related to the transport of hazardous materials, the conditions of safe transport and the obligations of participants in the transport process.

The problem of road safety is an important problem that accompanies mankind from the very beginning of the development of communication. Based on the statistics, the article presents the analysis of road traffic safety in our country over the past few years and shows how it shapes compared to other European Union countries. The main reasons, which lie behind the situation, are also identified as well as the ways and directions of actions that are taken to minimize the effects of road accidents. The pace of reduction of the number of fatalities and injured on Polish roads is still unsatisfactory and therefore far-reaching measures to counteract such a situation have to be taken. These steps are based on normative provisions and long-term actions supported by the media and various types of advertising campaigns. The article also presents the issues related to the road transport of dangerous goods, which, due to the specific nature of the cargo carried, is subjected to special treatment and governed by international regulations and arrangements under the ADR Agreement.

With the improvement of national economy and living standards of the people，the demand for transport of dangerous goods is greater and greater, the traffic volume of the road dangerous goods is rising constantly. The accidents of road transport of dangerous goods happen frequently, the extent of injury that the accident causes is more and more serious, the accidents destroy and pollute the environment seriously，threaten people’s lives and properties seriously, cause the serious economic losses. This papter is to set up the indicator system of safety evaluation of road transport of dangerous goods, and put forward the countermeasure of our country’s road transport of dangerous goods pointedly, offer real guidance for carrying on road transport of dangerous goods, reduce the emergence of traffic accident of road transport of dangerous goods.

The possibility of substitution of road transport of dangerous goods by rail was investigated through the analysis of transport costs. Transport costs in the transport of dangerous goods in road traffic in the work of computers are based on generally accepted methods and available data. Also, the costs were calculated if the transport would take place by rail on those routes and for one number for which it would be expedient. It was used with appropriate statistical methods to determine some dangerous goods by transport routes.

The paper presents the methodology for the risk analysis of the road transport of dangerous goods. The risk analysis includes the societal risk for communities living or staying within a radius of six kilometres from all national roads in Poland. The GIS software was employed to make this analysis. The prepared matrix has included the product of the likelihood of a road accident involving explosive dangerous goods and the consequences for communities living in the abovementioned area. The likelihood analysis was developed for explosive and toxic dangerous goods. The consequence analysis was based on the population density, according to which a respective number of people was assigned to each building, depending on the time of day (daytime, nighttime). Each stage of the analysis was presented in the form of a map. In total, two variants of the likelihood analysis, four variants of the consequence analysis and four variants of risk analysis have been developed. All analyses have been developed for the entire country.

Abstract This paper analyzes the importance of bimodal solutions in the rail-road transport of goods with an emphasis on the aspect of ecology within the geographical region of EU-28. Using the panel regression analysis in the period from 2010 to 2019, we are trying to confirm the dependence between the road and rail transport of goods by applying several freight units’ measures: the freight transport performance in tonne-kilometres, the freight transport performance in tonne-kilometres per thousand of USD, and the amount of goods transported in thousands of tonnes. The application of data to all selected freight units’ measures in the regression models confirms a relationship between road and rail transport. A direct relationship between these two modes of transport confirms the complementarity effect, which means that, in most cases, the goods transport solutions require the combination of road and rail mode, where the railway should be considered as the main transport/carrier, the road transport, however, should have the role of short pre-transport or post-transport. The ecological aspect of such bimodal solutions can also be emphasized since the railway transport is considered as an ecological mode.

The article dwells on the aspects of mobile solutions of public information and transport. The work presents major decision making principles based on object positioning and a system of positioning‐based GSM solutions. The newly developed remote identification systems for transport facilities and goods and passenger transport and their schematic view are presented. The main units of the remote identification system of vehicles and goods embrace: TI portal, TVIM portal, content control system (SMS, GPRS), mobile phone, the unit for stating the geographical position of vehicles and goods. Portals are designed so that the data provided by various systems of observation, such as GSM, GPS, WLAN, wireless internet, etc., can be used there. Portals (TI and TVIM) can also be used for testing, complex evaluation of monitoring functions as well as for providing the data on geographical location of objects, transmitting data to mobile telephones, etc. Purposes and functions of the portals are presented. The article describes the facility of implementing the mobile user concept, changes made in the portal pages to support the mobile users.

The article discusses issues related to the implemented system of monitoring the road transport of sensitive goods. The Act of March 9, 2017, on the road freight transport monitoring system, came into force on April 18, 2017 and introduced procedures to fight dishonest entities involved in illicit trade in goods without paying taxes to the state budget. The Act specifies the rules of the goods tracking system covered by this legal act, as well as liability for the breach of duties, at every stage of the supply chain of road freight transport, i.e. at the level of the sending and receiving entity, the carrier and the driver of the means of transport. The goods covered by the obligatory declaration, both in the wording of the Act and in the justification to the draft act, are referred to as "sensitive goods". The registration tool used for monitoring the transport of the indicated goods is a register of notifications, which is kept in the ICT system by the head of the National Tax Administration. The transport of sensitive goods is subject to the obligation to report to this register.

Deep decarbonisation of road transportation is challenging. One of the most potentially beneficial approaches is electrification which is the subject of this PhD thesis. A widespread penetration of electric vehicles (EVs) across a large proportion of road transport demand is needed to realise the benefits of an electrified transport sector. However, this is dependent on overcoming significant barriers. This study performs a systematic analysis of how proven power charging technologies could be used to unlock the barriers to widespread electrification of road transportation. Various road transport sectors and type of journeys are explored including aspects of autonomous operations and novel wireless power transfer technologies. For each operation, a framework is proposed that allows the exploitation of current and potential future electrification technologies to enable shifting towards EVs. Based on that, simulation tools and methods are developed to calculate the power requirements of EVs and determine a suitable charging infrastructure. The additional power demand, electric load and the implications for the electricity supply network are explored. The total expenditure needed and the CO2 emission savings are also calculated for each investigated operation. Transitional strategies include the electrification of bus routes, refuse collection functions, home deliveries and aspects of autonomous operations for public transportation within the boundaries of the cities. In the long-term, focus is given on passenger cars and freight vehicles for both urban and inter-urban journeys. A nationwide adoption of all electrification strategies proposed in this thesis would increase the peak power demand of Great Britain by approximately 38 GW (72% of the current peak) and the electricity consumption by 180 TWh per year (45% of current consumption). The total capital cost required is calculated at £225 billion which is similar to the cost of other large infrastructure projects of the country. The impact would be a significant aggregate saving of approximately 2,000 MtCO2 between the numbers calculated for today's norms (2018) and those calculated for 2050.

The master‘s thesis focuses on the risks of transporting dangerous goods by road. The introductory part deals with related legislation of the Czech Republic is analyzed, followed by international legislation. In the European Union, the transport of dangerous goods is regulated primarily by the European agreement concerning the International carriage of dangerous goods by road (ADR). Between 2002 and 2019, master‘s thesis analyzes and describes the statistics of traffic accidents with the presence of dangerous goods. Furthermore, this master‘s thesis also analyzes the characteristics of the sources of traffic accident risks, and when activating the risk, the possible effects of traffic accidents and subsequent leakage of dangerous goods are described. In fulfilling the aims of the master‘s thesis, agreement was found in the causes of traffic accidents in statistics and in the literature in the fact that in 80% it is the fault of the human factor. Analysis of a set of 10 large accidents with the presence of dangerous goods using a modified "What, if" method identified impacts on public assets. Based on these identified impacts, measures were proposed that would be appropriate to apply in the public interest.

The transport of dangerous goods is one of the most complicated kinds of transportation. Dangerous goods have characteristics that can be hazardous for people, properties and environment. That is why the dangerous shipment have to be transported according to the special rules. The ADR agreement heads towards the unification of those rules between all contracting parties and it also contributes to the elimination or reduction of accidents.

Os acidentes que envolvem o transporte de produtos perigosos ocorrem, com certa frequência, em rodovias e afetam, não apenas os seus usuários, mas também as populações lindeiras e o meio ambiente, levando contaminação e poluição, muitas vezes disseminadas por ventos e em rios, com consequências catastróficas para o meio ambiente e a saúde humana. Trata-se, portanto de um problema que requer não apenas ações de caráter corretivo por ocasião dos sinistros, mas também medidas preventivas, visando à redução dos riscos e de consequências impactantes. Este trabalho tem o objetivo tornar-se um instrumento para ações preventivas, dirigido à administração pública, como contribuição na segurança do transporte de produtos perigosos, no Litoral Norte Paulista (São Sebastião e Caraguatatuba). A abordagem metodológica deste trabalho foi a pesquisa secundária em banco de dados da CETESB, mais especificamente em instrumentos provenientes do Gerenciamento de Riscos e na metodologia de Árvore de Falhas, sendo esta metodologia parte integrante dos estudos de AIA Avaliação de Impactos Ambientais, aplicados ao transporte de produtos perigosos. O resultado da pesquisa é um plano de atendimento emergencial.
Accidents involving the transportation of dangerous goods occur infrequently, on highways and affect not only their users but also the bordering populations and the environment, causing contamination and pollution, often spread by winds and rivers, with catastrophic consequences for the environment and human health. It is therefore a problem that requires not just actions of a corrective nature on the occasion of claims, but also preventive measures aimed at reducing the risks and consequences of striking. This work aims to become an instrument for preventive actions directed to government as a contribution in the safe transport of dangerous goods, on the north coast (São Sebastião and Caraguatatuba). The methodological approach of this work was secondary research in database CETESB more specifically on instruments from the Risk Management and Fault Tree Analysis methodology, this methodology is an integral part of studies of EIA - Environmental Impact Assessment, applied to transport of dangerous goods. The search result is a plan for emergency care.

The thesis describes conditions for carrying out cabotage in road freight transport, in comparison to current and past development at the EU level, and in transport policy of the EU described in the primary law. The most current changes at the field of cabotage are a good precondition for the future growth of this type of transport. The issue of cabotage could be described in three groups of topics, the first being the unified EU regulations of cabotage and conditions set for carrying out cabotage, the second concerns topics, that are similar in every EU country due to harmonization of national law, for example the payment of VAT, admission to the occupancy of road haulier or technical conditions for vehicles. The third group deals with matters that are different in every EU country, e.g. toll systems. Carrying out cabotage is therefore to be adjusted to all aforesaid conditions, which have a direct influence to the economical background of cabotage transports.

Moçambique é historicamente conhecido por ser um território de escoamento da produção do hinterland da África Austral, principalmente dos seus vizinhos África do Sul, Suazilândia, Zimbabwe e Malawi. A orientação de suas ferrovias, construídas ao longo do período colonial da região, mostra um território divido por três redes ferroviárias distintas, ligadas cada uma delas a um dos principais portos moçambicanos (Maputo, Beira e Nacala), mas não interligadas entre si, conformando assim um território aparentemente pouco integrado e voltado ao seu exterior. Ainda que parte importante da circulação contemporânea de mercadorias em Moçambique continue a respeitar essa lógica extravertida, desde a independência do país, em 1975, o governo moçambicano vem reunindo esforços na tentativa de integrar seu território e configurar uma economia eminentemente nacional. Tal tarefa cabe, no que tange à circulação de mercadorias, ao modal rodoviário, através de inúmeras rodovias (quase nunca pavimentadas) e de diferentes operadores de transporte (desde empresas até motoristas autônomos e transportadores informais), que atuam não apenas na circulação interna de mercadorias, mas também naquela voltada ao exterior. Assim, com base na proposta de Milton Santos de compreender o espaço geográfico a partir de suas dimensões técnicas e político-normativas, esta dissertação busca fornecer um quadro da circulação de mercadorias em Moçambique, a partir de sua estruturação histórica e dos dois sentidos que a orientam no período contemporâneo a circulação extravertida e a circulação interna.
Mozambique is historically known for being a drain region for the inner production of Southern Africa, especially its neighbors South Africa, Swaziland, Zimbabwe and Malawi. The course of its railways, built throughout the colonial period in the region, shows a territory divided by three distinct rail networks, each one linked to a major Mozambican port (Maputo, Beira and Nacala) but not interconnected. This constitutes a territory apparently little integrated and turned to its exterior. Even though an important part of the contemporary circulation of goods in Mozambique stills follows this extraverted logic, since the countrys independence in 1975 the Mozambican government has been making an effort to integrate its territory and set up a national economy. When it comes to the circulation of goods, this is a task that depends on road transport by means of numerous roads (mostly unpaved) and different transport operators (such as companies, autonomous drivers and informal carriers). These operate not only internally but also outwards. Thus, based on Milton Santos\' proposal to understand the geographical space through its technical and political-normative dimensions, this dissertation attempts at providing a framework for the circulation of goods in Mozambique regarding its historical constitution and the two directions that orientate it in the contemporary period: the extraverted and the internal circulation.

The diploma thesis is focused on the issue of taxes in international road transport of goods. The thesis explains the basic concepts and selected taxes that are relevant from the point of view of the international transport of goods. The first part of the thesis defines the essential theoretical basis. The analytical part deals with selected legal legislation of tax aspects related to the international road transport of goods. In the part of the proposals, on the basis of the acquired knowledge, a methodical guideline for companies engaged in the international road transport of goods is compiled. The proposed methodical guideline is subsequently applied to the chosen company.

Esta dissertação apresenta o levantamento e definição dos requisitos necessários para um sistema de monitoramento de veículos no transporte rodoviário de cargas, cujo custo de implantação seja acessível a grande parte das empresas. Para isso são aplicados alguns métodos da Engenharia de Requisitos, tais como: Vord, Preview e Volere. O conjunto de requisitos obtido através deste levantamento é então utilizado como fonte para a especificação de requisitos do sistema proposto.
This dissertation shows the survey and definition of the necessary requirements regarding a monitoring system for vehicles that transport goods via roads, whose low cost implementation is accessible for most of the companies. For this purpose, some methods of the Engineering of Requirements are applied, such as: Vord, Preview and Volere. The set of requirements gotten via this survey is the source for the specification of requirements of the proposed system.

La recherche d’équilibre dans le contrat de transport de marchandises par route, envisagée sous l’angle d’exécution et d’inexécution de la prestation essentielle du transporteur, le déplacement de la marchandise, a permis grâce un mélange à la fois interprétative et analytique, de comparer les différentes règles régissant la matière dans l’espace OHADA, en France et à l’international, in fine de ressortir les différences entre nos différentes sources, et de mettre en lumière la nécessaire vitalité du transport routier et son rôle de catalyseur dans le développement des pays de l’espace OHADA et la cohésion des populations. in effet, si l’AUCTMR s’est largement inspiré de la CMR européenne, il n’en demeure pas moins qu’il en corrige les faiblesses. Il en ressort des différences notamment :au niveau du délai d’action, le calcul de l’indemnité, la nature de la faute du voiturier, l’action directe du voiturier. L’originalité du droit OHADA se trouve surtout dans sa gestion des conflits de lois et de juridictions, puisque les actes uniformes sont directement applicables dans les États membres. Dans cette quête d’équilibre, des problématiques de livraison dans un délai conventionnel ou raisonnable dans un contexte d’insécurités(routière et violence) peuvent surgir. In fine Les prestations matérielles et financières qui caractérisent le contrat de transport étant mises en balance, il en ressort que la complète égalité des rapports contractuels reste une utopie. Néanmoins, le droit OHADA, propulsé par le droit français et surtout la CMR européenne, cherchant à établir l’équilibre entre les obligations réciproques des parties, décide de rééquilibrer le contrat grâce des dispositifs de révision, de réfaction, ou tout simplement de se dédire. Ce pouvoir appartient selon le cas,au juge, à la loi ou aux parties. Les parties peuvent également se libérer par le mécanisme de force majeure, ou en cas de dépôt du bilan. Le transporteur pour soulager le fardeau de la présomption de responsabilité qui pèse sur lui, dispose des mécanismes d’exonérations << cas général >> et << privilégiés >> et les limitations de responsabilité. Ces mécanismes étranges propres au droit de transports ne triompheront pas en cas de fraude imputable au transporteur. Les délais sont donnés aux ayants droits de se manifester en cas d’avarie, perte(3) ou retard (60 jours) de la marchandise. Toute action sur le contrat de transport se prescrit, en un an, sauf fraude du transporteur, qui porte le délai à 2, 3, 5 ans selon le système
The search for balance in the contract for the carriage of goods by road, envisaged in terms of execution and non-performance of the essential service of the carrier, the movement of the goods, has allowed thanks to a mixture of both interpretative and analytic, to compare the different rules governing the matter in the OHADA space in France and internationally, in fine to highlight the differences between our different sources, and to highlight the vitality of road transport and its role of catalyst in the development of the countries of the OHADA space and the cohesion of the populations. Indeed, while the AUCTMR was largely inspired by the European CMR, the fact remains that it corrects its weaknesses. There are differences in particular : the time of action, the calculation of compensation, the nature of the fault of the valet, the direct action of the valet. The originality of OHADA law lies mainly in its management of conflicts of laws and jurisdictions, since uniform acts are directly applicable in the Member States. In this quest for balance, issues of delivery in a conventional of reasonable time in a context of securities (road and violence) may arise. In fine, the material and financial benefits that characterize the contract of carriage being balanced, it follows that the complete equality of contractual relations remains utopian. Nevertheless, the OHADA law, propelled by French law and especially the European CMR, seeking to establish the balance between the reciprocal obligations of the parties, decides to rebalance the contract thanks to the devices of revision, reduction, or simply to withdraw. This power belongs according to the case, to the judge, to the law or to the parties. The parties may also be released by the force majeure mechanism, or in the event of bankruptcy. The carrier to relieve the burden of the presumption of liability that weighs on him, has the mechanisms of exemptions « general case » and privileged and limitations of liability. These strange mechanisms specific to the right of transport will not triumph in case of fraud attributable to the carrier. The deadlines are given to the rights holders to appear in case of damage loss (3) or delay (60 days) of the goods. Any action on the contract of carriage is prescribed in one year except fraud of the carrier, which brings the time to 2, 3, 5 years according to the system

En hållbar samhällsutveckling beror på tre faktorer; naturen, människan och samhället. I dagens läge vill människan minimera de påfrestningarna som miljön och omgivningen utsätts för. Det är därför viktigt att se över hur resurserna utnyttjas. Ett bra exempel på detta är att befintliga trafikleder inom tätbebyggda städer byggs över, sådana projekt kallas överdäckningar. På detta sätt skapas både byggbar yta och negativa effekter av trafikleder minskas inom tätbebyggda områden. Buller, barriärer och luftföroreningar är exempel på negativa effekter. Trots att överdäckningskonstruktioner har många fördelar som exempelvis ökad marktillgång är det många planerade projekt som stoppas. Detta på grund av explosionsrisker som anges i de nya lagarna och rekommendationerna av transport av farligt gods. För att underlätta framtida överdäckningar har författarna analyserat och diskuterat situationen samt klargjort vilka regelverk som gäller. Intervjuer utfördes med olika parter både i den offentliga och i privata sektorn. Detta för att få en bredare uppfattning om hur regelverken bör tolkas. Därefter har diskussioner framförts gällande konstruktionslösningar och åtgärder som kan tillämpas för att minimera konsekvenser av explosioner i en tunnel. I dagens läge finns det inga regelverk specifikt för överdäckning utan det är en sammansättning av regelverk för tunnel och hus. Om ovanliggande konstruktioners laster placeras direkt på tunneltaket finns det stor sannolikhet till att bebyggelsen kollapsar om taket viker sig. Det är då viktigt att jämföra olika olycksscenarior som kan tänkas inträffa för olika farligt godsmängder och transporter. Jämförelserna kan leda till en rimligare konsekvensuppfattning. Resultatet av detta har konstaterats i att det borde finnas specifika riktlinjer för överdäckningar men även att riskanalyser av olyckor bör analyseras på rätt sätt.
A sustainable society depends on three factors; nature, mankind and society. Presently, mankind has a need to minimize the stresses that the environment and our surroundings are exposed to. It is of the utmost importance that we focus on how to use our resources in new efficient ways. A perfect example of this is to build over current highways in urban cities areas. In Sweden this type of method when translated is called overdecking, internationally no collective term has been given. When building a tunnel a top a highway, new area is made available above for construction, and the negative effects caused by these infrastructures are removed. Noise barriers and pollution are examples of these negative effects. Although over decking have many benefits for expanding the society, many of these projects are being stopped. This is due to the risks that occur when dangerous goods are transported and how the laws and regulations govern this matter. To facilitate future projects the writers have analyzed and discussed the situation and clarified which rules apply. Interviews were performed with parties both in public and private sectors. This was done in order to get a broader perspective over how rules should be interpreted. Thereafter discussions were made regarding construction solutions that can be applied to minimize consequences of an explosion event in a tunnel. Presently there are no regulations specifically for over decking, but only a composite of the regulatory framework for tunnels and houses. If building loads are placed directly on the tunnel roof there is a strong likelihood that the house collapses if the roof folds.  It is therefore important to review accident scenarios that might occur with various degrees of dangerous transported goods and transportations. The result of this has led to that there should be specific guidelines for over decking structures, but also how risk assessments of dangerous goods accidents should be handled.

Every day thousands of shipments of radioactive materials are transported on international and national routes. These consignments, which are carried by road, rail, sea, air and inland waterway, can range from smoke detectors and cobalt sources for medical uses to reprocessed fuel for use in electricity generation. The transport of radioactive materials worldwide is governed by stringent regulatory regime, which includes standards, codes and regulations that have been continuously revised and updated over the past four decades. The safety measures have been developed to protect the general public, transport workers, emergency response teams and the environment against the risks posed by the cargoes. These risks include the radioactivity itself and other chemical risks that the cargoes may pose, such as toxicity or corrosivity. In addition to the safety regulations, the regulatory regime addresses other, related issues such as physical protection and liability. It was recognized that these standards should provide a uniform, global regime to ensure that all parties apply the same provisions. Since 1961, the UN (United Nations) has published and periodically reviewed and updated the regulations for the safe transport of radioactive material. These regulations are used today by more than 60 countries as the basic for their national regulations. In addition, the main international modal organizations responsible for the safe transport of dangerous goods by road, rail, sea, air and inland waterways have incorporated the relevant parts of the UN regulations into their own instruments. This paper will discuss and outline the principal regulations that apply to the transport of radioactive materials such as the UN regulations for the safe transport of radioactive materials, The UN regime governing the international transport of dangerous goods, the principal modal regulations governing the transport of dangerous goods and achievement of a more harmonized regime. and the international organizations responsible for their development and implementation.

A very significant percentage of the products shipped by road in Spain using heavy goods vehicles (HGV) make 40 tons GVM (gross vehicle mass). Any changes aimed at increasing productivity in that vehicles category would result in a very positive way in the road freight transport market, by lowering transport costs, decreasing environmental costs, rationalizing the sector and improving logistics market. Therefore it is discussed here the improvement derived from the transfer of HGV that currently have a limitation of 40 tons GVM to a new limit of 44 tons GVM, establishing the potential benefits that would be set after the change.DOI: http://dx.doi.org/10.4995/CIT2016.2016.4146

This paper studies the impact of extreme weather events on the local tax revenue across Colombian municipalities. We follow a two-step approach to evaluate to what extent a municipality’s tax revenue depends on natural disasters taking place both locally and in its trade partners. In the first step, we estimate a gravity model of bilateral trade and construct a trade flow matrix allowing us to measure the strength of the economic relationships between cities. To do so, we build a novel dataset describing the inter-city trade flows for road transported goods in Colombia for the period 2015–2019. In the second step, we use spatial models to estimate the externalities of extreme weather events. Our results reveal that natural disasters in the destination cities increase the tax revenue in the origin city. We provide evidence of the capacity of trade to mitigate the negative effects of natural disasters.

In India, different agencies conduct inspections on road freight in transit, which can cause unscheduled stoppages that result in delays and add to operational costs. Compliance and enforcement architecture reform involving road freight transport in the country involves the application of data-based and integrated digital tools that can enable inspection facilities and units to immediately identify potential noncompliance and minimize multiple physical inspections that the current enforcement model entails. This paper presents an alternative model for enforcement agencies with regulatory mandates on the on-road movement and conveyance of cargo. The importance of road freight transport in India can benefit from a technology-based reform, which has become critical to improving the efficiency of domestic trade facilitation.

The IDB has been a predominant partner supporting Haiti development efforts for many years. Nowadays, the IDB is the main source of investment for the country. Considering the vital weight of road transport sector in the socio-economy of the country, the IDB has concentrated a large part of investment efforts in rehabilitating and improving national road infrastructures. In the same time, a rapid increase of motorization and relatively higher speeds have contributed to increasing the number of traffic fatalities and injuries. In 2017, road injuries were the fifth cause of mortality in Haiti. The Road Safety situation of the country is preoccupying with many Vulnerable Road Users involved, in particular pedestrians and motorcyclists. The country is facing multi-sector challenges to address this Road Safety situation. Despite recent efforts, high political will has not been continuous in promoting a multi-sector coordination and the success of technical efforts remained mitigated over the last years. Road user awareness is still weak in the country. Risk factors include dangerous driving, bad safety conditions of vehicles, together with limited law enforcement and poor maintenance of safety devices on the roads. In this context, the Road Safety situation of the country may be getting worse in the coming years if no action is taken. However, the new Decade provides with a unique opportunity to achieve Sustainable Development Goals (SDGs) including significant progress in reducing the burden of traffic crashes. The IDB has already initiated vital investments in modernizing crash data collection, promoting institutional dialogue and supporting capacity building in the area of Road Safety. Future actions to address Road Safety challenges in Haiti in the framework of the five UN five pillars would require a range of investments in the area of political commitment, institutional coordination and technical efforts. A change of political paradigm from making roads for travelling faster to making roads safer for all users is highly needed at national level. This technical note on Road Safety in Haiti present the current situation of the country and provides with recommendations for future actions on Road Safety.

Ninety percent of the world’s trade goods travel by surface transportation, using maritime, road and rail assets. The security of the goods in transit, the infrastructure supporting the movement, and the vehicles, are required to ensure that international commerce proceeds successfully. Much has been written about the surface supply chain itself, but little has focused on the security of these components. This report provides a guide for those wanting an increased understanding of the security issues that supply chain surface transportation systems confront and a blueprint to guide their future research.

The transportation sector accounts for 24% of global greenhouse gas (GHG) emissions (IEA 2020). Road transport is the most utilized mode because of its convenience (Van Essen 2008). However, it is also the most emissions intensive mode, accounting for 75% of global transport GHG emissions, with roughly 44% coming from road passenger vehicles alone (IEA 2020).

India has the world’s third highest carbon dioxide (CO2) emissions, after China and the United States. The transportation sector is the third largest contributor to carbon dioxide emissions in India, accounting for roughly 11% of all carbon dioxide emissions in 2016. Road transport accounts for around 94% of the total carbon dioxide emissions of the transportation sector.

Blowing snow accounts for a large part of Illinois Department of Transportation’s total winter maintenance expenditures. This project aims to develop recommendations on the design and placement of living snow fences (LSFs) to minimize snowdrift on Illinois highways. The research team examined historical IDOT data for resource expenditures, conducted a literature review and survey of northern agencies, developed and validated a numerical model, field tested selected LSFs, and used a model to assist LSF design. Field testing revealed that the proper snow fence setback distance should consider the local prevailing winter weather conditions, and snow fences within the right-of-way could still be beneficial to agencies. A series of numerical simulations of flow around porous fences were performed using Flow-3D, a computational fluid dynamics software. The results of the simulations of the validated model were employed to develop design guidelines for siting LSFs on flat terrain and for those with mild slopes (< 15° from horizontal). Guidance is provided for determining fence setback, wind characteristics, fence orientation, as well as fence height and porosity. Fences comprised of multiple rows are also addressed. For sites with embankments with steeper slopes, guidelines are provided that include a fence at the base and one or more fence on the embankment. The design procedure can use the available right-of-way at a site to determine the appropriate fence characteristics (e.g., height and porosity) to prevent snow deposition on the road. The procedure developed in this work provides an alternative that uses available setback to design the fence. This approach does not consider snow transport over an entire season and may be less effective in years with several large snowfall events, very large single events, or a sequence of small events with little snowmelt in between. However, this procedure is expected to be effective for more frequent snowfall events such as those that occurred over the field-monitoring period. Recommendations were made to facilitate the implementation of research results by IDOT. The recommendations include a proposed process flow for establishing LSFs for Illinois highways, LSF siting and design guidelines (along with a list of suitable plant species for LSFs), as well as other implementation considerations and identified research needs.

1.1 Macroeconomic summary Economic recovery has consistently outperformed the technical staff’s expectations following a steep decline in activity in the second quarter of 2020. At the same time, total and core inflation rates have fallen and remain at low levels, suggesting that a significant element of the reactivation of Colombia’s economy has been related to recovery in potential GDP. This would support the technical staff’s diagnosis of weak aggregate demand and ample excess capacity. The most recently available data on 2020 growth suggests a contraction in economic activity of 6.8%, lower than estimates from January’s Monetary Policy Report (-7.2%). High-frequency indicators suggest that economic performance was significantly more dynamic than expected in January, despite mobility restrictions and quarantine measures. This has also come amid declines in total and core inflation, the latter of which was below January projections if controlling for certain relative price changes. This suggests that the unexpected strength of recent growth contains elements of demand, and that excess capacity, while significant, could be lower than previously estimated. Nevertheless, uncertainty over the measurement of excess capacity continues to be unusually high and marked both by variations in the way different economic sectors and spending components have been affected by the pandemic, and by uneven price behavior. The size of excess capacity, and in particular the evolution of the pandemic in forthcoming quarters, constitute substantial risks to the macroeconomic forecast presented in this report. Despite the unexpected strength of the recovery, the technical staff continues to project ample excess capacity that is expected to remain on the forecast horizon, alongside core inflation that will likely remain below the target. Domestic demand remains below 2019 levels amid unusually significant uncertainty over the size of excess capacity in the economy. High national unemployment (14.6% for February 2021) reflects a loose labor market, while observed total and core inflation continue to be below 2%. Inflationary pressures from the exchange rate are expected to continue to be low, with relatively little pass-through on inflation. This would be compatible with a negative output gap. Excess productive capacity and the expectation of core inflation below the 3% target on the forecast horizon provide a basis for an expansive monetary policy posture. The technical staff’s assessment of certain shocks and their expected effects on the economy, as well as the presence of several sources of uncertainty and related assumptions about their potential macroeconomic impacts, remain a feature of this report. The coronavirus pandemic, in particular, continues to affect the public health environment, and the reopening of Colombia’s economy remains incomplete. The technical staff’s assessment is that the COVID-19 shock has affected both aggregate demand and supply, but that the impact on demand has been deeper and more persistent. Given this persistence, the central forecast accounts for a gradual tightening of the output gap in the absence of new waves of contagion, and as vaccination campaigns progress. The central forecast continues to include an expected increase of total and core inflation rates in the second quarter of 2021, alongside the lapse of the temporary price relief measures put in place in 2020. Additional COVID-19 outbreaks (of uncertain duration and intensity) represent a significant risk factor that could affect these projections. Additionally, the forecast continues to include an upward trend in sovereign risk premiums, reflected by higher levels of public debt that in the wake of the pandemic are likely to persist on the forecast horizon, even in the context of a fiscal adjustment. At the same time, the projection accounts for the shortterm effects on private domestic demand from a fiscal adjustment along the lines of the one currently being proposed by the national government. This would be compatible with a gradual recovery of private domestic demand in 2022. The size and characteristics of the fiscal adjustment that is ultimately implemented, as well as the corresponding market response, represent another source of forecast uncertainty. Newly available information offers evidence of the potential for significant changes to the macroeconomic scenario, though without altering the general diagnosis described above. The most recent data on inflation, growth, fiscal policy, and international financial conditions suggests a more dynamic economy than previously expected. However, a third wave of the pandemic has delayed the re-opening of Colombia’s economy and brought with it a deceleration in economic activity. Detailed descriptions of these considerations and subsequent changes to the macroeconomic forecast are presented below. The expected annual decline in GDP (-0.3%) in the first quarter of 2021 appears to have been less pronounced than projected in January (-4.8%). Partial closures in January to address a second wave of COVID-19 appear to have had a less significant negative impact on the economy than previously estimated. This is reflected in figures related to mobility, energy demand, industry and retail sales, foreign trade, commercial transactions from selected banks, and the national statistics agency’s (DANE) economic tracking indicator (ISE). Output is now expected to have declined annually in the first quarter by 0.3%. Private consumption likely continued to recover, registering levels somewhat above those from the previous year, while public consumption likely increased significantly. While a recovery in investment in both housing and in other buildings and structures is expected, overall investment levels in this case likely continued to be low, and gross fixed capital formation is expected to continue to show significant annual declines. Imports likely recovered to again outpace exports, though both are expected to register significant annual declines. Economic activity that outpaced projections, an increase in oil prices and other export products, and an expected increase in public spending this year account for the upward revision to the 2021 growth forecast (from 4.6% with a range between 2% and 6% in January, to 6.0% with a range between 3% and 7% in April). As a result, the output gap is expected to be smaller and to tighten more rapidly than projected in the previous report, though it is still expected to remain in negative territory on the forecast horizon. Wide forecast intervals reflect the fact that the future evolution of the COVID-19 pandemic remains a significant source of uncertainty on these projections. The delay in the recovery of economic activity as a result of the resurgence of COVID-19 in the first quarter appears to have been less significant than projected in the January report. The central forecast scenario expects this improved performance to continue in 2021 alongside increased consumer and business confidence. Low real interest rates and an active credit supply would also support this dynamic, and the overall conditions would be expected to spur a recovery in consumption and investment. Increased growth in public spending and public works based on the national government’s spending plan (Plan Financiero del Gobierno) are other factors to consider. Additionally, an expected recovery in global demand and higher projected prices for oil and coffee would further contribute to improved external revenues and would favor investment, in particular in the oil sector. Given the above, the technical staff’s 2021 growth forecast has been revised upward from 4.6% in January (range from 2% to 6%) to 6.0% in April (range from 3% to 7%). These projections account for the potential for the third wave of COVID-19 to have a larger and more persistent effect on the economy than the previous wave, while also supposing that there will not be any additional significant waves of the pandemic and that mobility restrictions will be relaxed as a result. Economic growth in 2022 is expected to be 3%, with a range between 1% and 5%. This figure would be lower than projected in the January report (3.6% with a range between 2% and 6%), due to a higher base of comparison given the upward revision to expected GDP in 2021. This forecast also takes into account the likely effects on private demand of a fiscal adjustment of the size currently being proposed by the national government, and which would come into effect in 2022. Excess in productive capacity is now expected to be lower than estimated in January but continues to be significant and affected by high levels of uncertainty, as reflected in the wide forecast intervals. The possibility of new waves of the virus (of uncertain intensity and duration) represents a significant downward risk to projected GDP growth, and is signaled by the lower limits of the ranges provided in this report. Inflation (1.51%) and inflation excluding food and regulated items (0.94%) declined in March compared to December, continuing below the 3% target. The decline in inflation in this period was below projections, explained in large part by unanticipated increases in the costs of certain foods (3.92%) and regulated items (1.52%). An increase in international food and shipping prices, increased foreign demand for beef, and specific upward pressures on perishable food supplies appear to explain a lower-than-expected deceleration in the consumer price index (CPI) for foods. An unexpected increase in regulated items prices came amid unanticipated increases in international fuel prices, on some utilities rates, and for regulated education prices. The decline in annual inflation excluding food and regulated items between December and March was in line with projections from January, though this included downward pressure from a significant reduction in telecommunications rates due to the imminent entry of a new operator. When controlling for the effects of this relative price change, inflation excluding food and regulated items exceeds levels forecast in the previous report. Within this indicator of core inflation, the CPI for goods (1.05%) accelerated due to a reversion of the effects of the VAT-free day in November, which was largely accounted for in February, and possibly by the transmission of a recent depreciation of the peso on domestic prices for certain items (electric and household appliances). For their part, services prices decelerated and showed the lowest rate of annual growth (0.89%) among the large consumer baskets in the CPI. Within the services basket, the annual change in rental prices continued to decline, while those services that continue to experience the most significant restrictions on returning to normal operations (tourism, cinemas, nightlife, etc.) continued to register significant price declines. As previously mentioned, telephone rates also fell significantly due to increased competition in the market. Total inflation is expected to continue to be affected by ample excesses in productive capacity for the remainder of 2021 and 2022, though less so than projected in January. As a result, convergence to the inflation target is now expected to be somewhat faster than estimated in the previous report, assuming the absence of significant additional outbreaks of COVID-19. The technical staff’s year-end inflation projections for 2021 and 2022 have increased, suggesting figures around 3% due largely to variation in food and regulated items prices. The projection for inflation excluding food and regulated items also increased, but remains below 3%. Price relief measures on indirect taxes implemented in 2020 are expected to lapse in the second quarter of 2021, generating a one-off effect on prices and temporarily affecting inflation excluding food and regulated items. However, indexation to low levels of past inflation, weak demand, and ample excess productive capacity are expected to keep core inflation below the target, near 2.3% at the end of 2021 (previously 2.1%). The reversion in 2021 of the effects of some price relief measures on utility rates from 2020 should lead to an increase in the CPI for regulated items in the second half of this year. Annual price changes are now expected to be higher than estimated in the January report due to an increased expected path for fuel prices and unanticipated increases in regulated education prices. The projection for the CPI for foods has increased compared to the previous report, taking into account certain factors that were not anticipated in January (a less favorable agricultural cycle, increased pressure from international prices, and transport costs). Given the above, year-end annual inflation for 2021 and 2022 is now expected to be 3% and 2.8%, respectively, which would be above projections from January (2.3% and 2,7%). For its part, expected inflation based on analyst surveys suggests year-end inflation in 2021 and 2022 of 2.8% and 3.1%, respectively. There remains significant uncertainty surrounding the inflation forecasts included in this report due to several factors: 1) the evolution of the pandemic; 2) the difficulty in evaluating the size and persistence of excess productive capacity; 3) the timing and manner in which price relief measures will lapse; and 4) the future behavior of food prices. Projected 2021 growth in foreign demand (4.4% to 5.2%) and the supposed average oil price (USD 53 to USD 61 per Brent benchmark barrel) were both revised upward. An increase in long-term international interest rates has been reflected in a depreciation of the peso and could result in relatively tighter external financial conditions for emerging market economies, including Colombia. Average growth among Colombia’s trade partners was greater than expected in the fourth quarter of 2020. This, together with a sizable fiscal stimulus approved in the United States and the onset of a massive global vaccination campaign, largely explains the projected increase in foreign demand growth in 2021. The resilience of the goods market in the face of global crisis and an expected normalization in international trade are additional factors. These considerations and the expected continuation of a gradual reduction of mobility restrictions abroad suggest that Colombia’s trade partners could grow on average by 5.2% in 2021 and around 3.4% in 2022. The improved prospects for global economic growth have led to an increase in current and expected oil prices. Production interruptions due to a heavy winter, reduced inventories, and increased supply restrictions instituted by producing countries have also contributed to the increase. Meanwhile, market forecasts and recent Federal Reserve pronouncements suggest that the benchmark interest rate in the U.S. will remain stable for the next two years. Nevertheless, a significant increase in public spending in the country has fostered expectations for greater growth and inflation, as well as increased uncertainty over the moment in which a normalization of monetary policy might begin. This has been reflected in an increase in long-term interest rates. In this context, emerging market economies in the region, including Colombia, have registered increases in sovereign risk premiums and long-term domestic interest rates, and a depreciation of local currencies against the dollar. Recent outbreaks of COVID-19 in several of these economies; limits on vaccine supply and the slow pace of immunization campaigns in some countries; a significant increase in public debt; and tensions between the United States and China, among other factors, all add to a high level of uncertainty surrounding interest rate spreads, external financing conditions, and the future performance of risk premiums. The impact that this environment could have on the exchange rate and on domestic financing conditions represent risks to the macroeconomic and monetary policy forecasts. Domestic financial conditions continue to favor recovery in economic activity. The transmission of reductions to the policy interest rate on credit rates has been significant. The banking portfolio continues to recover amid circumstances that have affected both the supply and demand for loans, and in which some credit risks have materialized. Preferential and ordinary commercial interest rates have fallen to a similar degree as the benchmark interest rate. As is generally the case, this transmission has come at a slower pace for consumer credit rates, and has been further delayed in the case of mortgage rates. Commercial credit levels stabilized above pre-pandemic levels in March, following an increase resulting from significant liquidity requirements for businesses in the second quarter of 2020. The consumer credit portfolio continued to recover and has now surpassed February 2020 levels, though overall growth in the portfolio remains low. At the same time, portfolio projections and default indicators have increased, and credit establishment earnings have come down. Despite this, credit disbursements continue to recover and solvency indicators remain well above regulatory minimums. 1.2 Monetary policy decision In its meetings in March and April the BDBR left the benchmark interest rate unchanged at 1.75%.