To carry out, or procure, research into all factors affecting the safe use of public roads. ii To promote and encourage the safe use of public roads by all classes of users through the circulation of advice, information and knowledge gained from research. iii To conceive, develop and implement programmes and courses of action designed to improve road safety; these to include the carrying out of projects or programmes intended to educate children or others in the safe use of public roads. The basis for future strategy is a broad programme of new work, and the commitment to follow through on the findings of earlier research. The Foundation's priority must be to move greater effort into influencing road user behaviour and the application of findings from completed research. It has been agreed that future planning by the Foundation should concentrate on: i clear strategies on how to influence road-user behaviour to reduce risk, and thereby accidents and casualties, through education and training, enforcement or deterrence; and ii interactions between agencies concerned with highways, the road environment and land-use, health, enforcement and education, in order to target resources to greatest effect. Research findings must be systematically pursued, and it is essential to include the issues of: i public acceptance of, and support for, road safety interventions; ii the interface between road-users and new technology - their adaptation to its use for information, enforcement and deterrence; and iii interactions between modes of transport on the roads - pedestrians, cyclists, car drivers etc - and the necessary changes in infrastructure for safety purposes.
aa_foundation_for_road_safety_-_tyres_road_surfaces_and_reducing_accidents_-_mai_2004_-_155pg.pdf

Can research findings be plausibly explained by means other than that given by the original researcher? Previous talk spoke of some of the potential artefacts that may be seriously afflicting lighting research…For example HORS251 Strange ideas …. health care of old….
marchant_-_presentation_-_critically_appraising_the_alleged_benefits_of_lighting_on_public_safety_-_27pg.pdf

We accept the evidence that lit roads are, generally, safer than unlit ones.23 We do not want a reduction in the length of lit roads but we do advocate the replacement of wasteful, light polluting old street and road lights with Full Cut Off lighting (see page 11). The overall length of motorway and A roads that are lit in the open countryside should not continue to grow. We recognise that there may be a few stretches of such road where a strong safety case can be made for an extension of lighting, but we argue that solar-powered LED cats’ eyes be considered as an alternative.
safety_at_night_-_1pg.pdf

A total of 417 personal injury accidents (PIA) were recorded at the 94 lit trunk road sites, corresponding to an annual mean rate of 0.11 PIA per million vehicles. Of this total, 81 PIA occurred during the hours of darkness corresponding to an annual mean night-time rate of 0.09 PIA per million vehicles. There was therefore no significant statistical difference between the average daytime and night-time accident rates for the lit trunk road roundabouts. Un total de 417 accidents corporels fut enregistré au niveau de 94 ronds-points éclairés sur routes nationales, correspondant à un taux annuel de 0,11 accidents corporels par million de véhicules. Sur ce total, 81 sont arrivés de nuit, correspondant à un taux de 0,09 accidents corporels par million de véhicules. Il en résulte que ces chiffres ne montrent pas de différence significative de ce taux, entre le jour et la nuit, au niveau des ronds-points éclairés, sur grands axes.
the_lighting_journal_-_accidents_de_la_route_et_eclairage_public_-_2005_-_2pg.pdf