RSSS Strategic Plan for 2016/2017

The strategic plan of the Road Safety Supporters Society (RSSS) in the calendar year 1395 (2016/2017) was announced at a gathering of the headquarters and provincial managers as follows:Operational Strategy of Provincial Offices in 1395 (2016-2017)The Road Safety Supporters Society (RSSS) started its activities in 1386 (2007-2008) by reliance on the Almighty God with an aim of improving the status of road traffic safety and promoting traffic culture as a national, non-governmental and non-political institute and by benefiting from the experience and knowledge of its members.With firm belief in this motto, the RSSS members and supporters started observance of the safety principles and correcting risky behaviors in driving as a first step within themselves in the forefront with the ideal slogan of ‘even one dead is too many’,The society strives to improve and correct behavior of the road users and change their high risk behaviors into safe behaviors based on the observance of driving rules and regulations through operational strategies prioritizing safety of motorcyclists. The society is persuing the following goals in provinces:1- Efforts for maximum participation of people in the promotion of roads safety• Using the potentials of social networks including websites• Preparing and distributing educational brochures and disseminating information• Using environmental advertising media• Using the broad-based provincial IRIB media• Training to promote students’ safe behavior2- Holding safety alliance conference• Holding a nationwide conference participated by a thousand people from various walks of life• Setting up safety brainstorm seminars with the participation of different groups, including professors, cultural and educational associations, transportation guild associations, and the like to create sensitivity and propagate the safe behavior culture• Holding safety campaign and free tribune at appropriate opportunities• Making efforts to participate in the meetings of the provincial safety committee and commission• Putting into operation the plan of safety pioneers specific for students with the coordination of the central cultural committee3- Holding safety operational maneuvers for the users• Motorcyclists Maneuver along with distribution of brochures, holding classes and other culture building tools• Maneuver of public transportation fleet drivers• Field operations maneuver for pedestrians in order to improve safe traffic behaviors• Truck drivers maneuver• All drivers maneuver (distribution of brochures, educational messages, etc.)4- Maximum membership acceptance and attraction of sponsors and financial and spiritual supporters• Extensive membership acceptance from people and different social groups• Establishing constant communication with the members through different means, including website, email, SMS, social networks• Receiving membership fee through possible methods• Attracting sponsors and financial supporters for the implementation of cultural and social programs5. Organizing structure of provincial offices• Holding annual meeting with the society’s Board of Trustee in the provinces• Holding constant meetings of the Executive Board and sending relevant minutes of the meetings to the RSSS headquarters• Preparing and submitting monthly reports to the provincial Executive Manager and Managing Director of the Society

Estimated Cost of National Road Traffic Injuries

 Road traffic injuries in Iran waste a major part of the national wealth and output in the country. By spending a small part of this cost on road immunization plans and programs the waste can be avoided to a great extent; on the other hand by preventing such waste a significant help can be rendered to the economic growth. In other words, making small investment on improvement of road safety in Iran will result in the return of outstanding capital to such extent that it will justify implementation of each plan, no matter how ambitious, in this regard. Therefore, growth of technology, education and infrastructures, will be in line with the improvement of traffic safety as a basic factor in the development of the country. In this project, with the focus on the burden of health resulting from traffic injuries in Iran, efforts have been aimed to seek the quantitative amount or, in other words, its economic burden. By dividing the costs into two direct and indirect costs, the objective and mental dimensions of this economic burden will be quantified. For this purpose, efforts have been made to use a combination of the experiences available in Iran, the international directives and experiences of developed countries in this project. By using these experiences and the collected data during this study, the elements of the cost and their amount have been achieved in the calendar year 1390 (2011/2012) as shown in the Table (1-7). This estimated cost has been made for the entire people injured in traffic crashes throughout the country and in the three classifications of main category, elements of cost and details of the costs. In this table and figure (1-7), it is seen that medical costs in the main category, the lost output among elements of the cost and post-release costs among details of the cost have allocated the highest share of the traffic injuries cost to themselves. Part II: Estimated cost of road traffic injuries Table 1-7: Road traffic injuries cost in Iran in 1390 (2011/2012) Main Category Elements of Cost Heading Cost (Billion IRR) Cost Ratio Heading Cost (Billion IRR) Medical costs 46/237/520 41.53 Pre-hospital costs 1/022/692 Treatment costs 15/738/828 Post-release costs 29/476/000 Lost output 3/499/172 31.43 Lost national output 3/499/172 Indirect costs 30/107/727 27.04 Pain, grief and suffering (reduced quality of life) 2/9846/740 Reduced functional capacity 260/987   34/954/788  ------- Willingness to pay 34/954/788 The total cost of road traffic injuries using human capital (medical costs, lost output and reduced quality of life):111,342 billion IRR             Cost ratio Heading Cost (Billion IRR) Cost Ratio (%) 0.919 Emergency 115 917/445 0.82 Firefighting and Red Crescent 55/508 0.05 Transfer by private car 49/739 0.04 14.136 Hospital treatment (public payment) 3/713/220 3.33 Hospital treatment (private payment) 11/987/000 10.77 Non-hospital treatment 38/608 0.03 26.473 Post-release costs 29/476/000 26.47 31.432 Caused by casualties 22/822/181 20/50 Caused by physical disabilities 12/174/991 10.93 26.806 Pain, grief and suffering (reduced quality of life) caused by casualties 9/496/880 8.53 Pain,…

Do Not Blame the Victims!

From mid-90’s widespread changes have occurred in the theoretical principles and executive policies for road safety which, despite its development and completion in the later decades, these principles were applied almost in all the developed and industrialized countries.The origin of this theoretical-executive thinking took shape in Sweden which is also considered one of the most successful countries in the field of promotion of road safety in recent decades. This program dubbed ‘Vision Zero” is known as a casualty and death free landscape in road traffic and is indicative of the backdrop of a safe future in which despite the occurrence of accidents no one will be killed or disabled in traffic accidents. This vision was first raised in Sweden in 1995 and in the cosecutive years, i.e. 1997 and 1998 was approved by the Swedish Parliament as the executive basis for management of road safety and afterwards was implemented by many other countries.The most important feature of this approach and line of thinking is the revision in responsibilities caused by driving accidents and death of the people which began with the motto “Don’t blame the victims”.On the basis of this thinking transportation is a cross-sectoral and integrated system and those who design, manage and operate components of the transportation system, such as car manufacturers, transportation companies and agents, politicians, legislative authorities and, finally, police, etc. are mainly responsible for the driving accidents and deaths. But before that evolution and policy revision, and similar to what is currently in common in our country, almost all the responsibility of traffic accidents is shouldered by the person using the road or in other words the victims of the road crashes.Is Death the Penalty for A Traffic Mistake by the User!?Basically, the road transportation system has not been based on this reality that human beings are not machines and sometimes they may be affected by wrong feelings or mistakes and to sum it up: “man is fallible”. In the meantime, we know in many cases small and simple mistakes may result in the death of road users. For this same reason, today and after almost two decades, studies and macro investments in the field of automation of road navigation and use of intelligent systems in driving vehicles have been put on the agenda of many research centers and producers (including in our country).The VZ theory emphasizes on the point that all the constituent factors of the transportation system are interconnected, and have mutual interactions. Fatalities or severe injuries mean that the components of the road transportation system have not functioned properly.This new systematic outlook has brought about changes in the executive policies and programs of road safety and has left great emphasis on the coordination of factors, including the design of the automobile and the road environment based on behavioral and physical limitations of human beings.This reality can never be denied that first of all humans are fallible and secondly, traffic accidents cannot be completely prevented; therefore transportation system should be designed and regulated…

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Improve public traffic safety culture and raise public awareness through target group education. Try to make this sentence acceptable for all that: “Safety Starts With Me”
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Address and Phone

  • Address: No 492, Motahari St., Tehran, 1595813515, Iran
  • Fax: (021) 88911764
  • Phone: (021) 88926832, (021) 88908605
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