工程外文翻譯---政策主要機構(gòu)的影響(存儲版)
【正文】 并且忍受圍觀者指責(zé)的掌聲。根據(jù)他們的調(diào)查結(jié)果，政府決定進一步增加道路安全的措施，包括公路，人行道和人行天橋建設(shè)。這之前，大多數(shù)的警察都是由于貪污被替換的。 PACTS 借鑒了以前的主張，并最終實施了進一步的措施，包括速度限制和后排座椅安全帶的使用介紹。 議會委員會的成立 全世界的經(jīng)驗表明，有效的道路安全政策也可以產(chǎn)生出議會委員會，并將最終的成果致力于全體議會成員 的共同努力。它旨在通過制定和執(zhí)行安全政策，發(fā)揮設(shè)備的安全性能，并及時的給國家和當?shù)卣峁┭a助金，使他們能夠進行有效的地方道路安 全計劃措施。然而，在 20 世紀 60 年代，瑞典和美國就曾經(jīng)建立了交通安全機構(gòu)，在一個相對較短的時間內(nèi)，他的地位是凌駕于主要的交通部門之上的。發(fā)但是展道路的安全，只能由國家提供，政治承諾（見專欄 ）。根據(jù)觀察，現(xiàn)在有足夠證據(jù)表明，在沒有政府的干預(yù)或者取代時，自由市場機制能夠提供更大的安全保障。他的主要職責(zé)是負責(zé)監(jiān)督交通政策的實施 。美國國家公路交通安全管理局（ NHTSA）通過調(diào)查機動車輛的安全缺陷，幫助各州和地方社區(qū)，解決醉酒駕駛造成的威脅處理問題，促進汽車安全帶的使用，鼓勵設(shè)置兒童安全座椅和安全氣囊。 80 年代初，澳大利亞的新南威爾士州州議會常設(shè)委員會來負責(zé)道路交通的安全，引進并全面實施隨機呼氣測試系統(tǒng)，這一舉措使現(xiàn)在的死亡人數(shù)降低了20％，據(jù)調(diào)查， 90％的人都支持這一措施。合理的制度環(huán)境必須建立在道路預(yù)防傷害上，專業(yè)人員和決策者，都應(yīng)該相互鼓勵，執(zhí)行立法機關(guān)的規(guī)定，提供一個刺激和有效的反應(yīng)制度。次年，調(diào)節(jié)流量和執(zhí)行規(guī)則的責(zé)任移交給了首都警察，其中超過 1000 名交警和 500 名輔助交通員進行了職責(zé)分配。該研究也發(fā)現(xiàn)個人的行為可以增加交通傷害的危險，由此制定了交通安全的公民教育課程。如今，已有 95％的司機已開始遵守這些規(guī)則。 The key organizations influencing policy development The construction of multisectoral institutional capacity, both in the governmental and nongovernmental spheres, is a key to developing road safety,and can only be delivered by a national,political mitment (see Box ).As wesemann observes, there is sufficient evidence to show that freemarket mechanisms are no substitute for government intervention when it es to providing greater safety(71). The role of government Historically, in most highlymotorized countries, governmental responsibilities for traffic safety policy fall within the transport ministry or the police department. Other government departments such as those of justice, health, planning and education may also have responsibilities for key areas. In some instances, vehicle safety standards are handled by the department (or ministry) of industry. Trinca et al . in their historical analysis of how governments have dealt with road safety conclude that in many cases the institutional arrangements for traffic safety have been fragmentary and lacking a strong lead, and that road safety interests have been submerged by other peting interests. The experience of several countries indicates that effective strategies for reducing traffic injury have a greater chance of being applied if there is a separate government agency with the power and the budget to plan and implement its programme(34).Examples of standalone traffic safety agencies are limited. However, in the 1960s, Sweden and the United States created traffic safety bodies, separate from the main transport departments, that oversaw the implementation, in a relatively short period of time, of a range of new road safety interventions. The Swedish Road Safety Office(SRSO) was established in the late 1960s, with responsibility for
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