lessons learnt from road safety auditor training in india road safety ... · pdf fileprof. p k...
TRANSCRIPT
Prof. P K Sikdar
President, ICT Pvt. Ltd.
Advisor, IRF
IRF Group of Experts on Road Safety Thematic Session: Road Safety Audits 11th December 2013 IRF Summit 2013 Geneva International Conference Centre
Lessons Learnt from Road Safety Auditor Training in India
Road Safety Risk mapping
CRRI New Delhi, India
Ministry of Road Transport & Highways
(MoRTH)
International Road Assessment Program
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• One of the major causes of road crashes in developing world is deficiencies in the design specifications or implementation of the standards
• One of the five actions sought from the nations during Decade of Action is to “influence road design and network management”
• Till 2010 India had less than 25 trained and experienced auditors in the country
• The National Highway network of 72,000 km alone, which is being upgraded, will require 250 man-years of audit-expertise (India has 4.2 million km of roads)
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Aim for conducting the Certification Courses for “Road Safety Auditors” is,
To build capacity for road safety audit works in India by creating trained experts for road safety audit works and to certify them for proficiency and international level recognition
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• There is enormous spending in road infrastructure in developing countries.
• National/state highway agencies including road developers and consultants lack expertise in conducting quality road safety auditing.
• Road safety auditing is not mandatory in the highway development process in India.
• Countries like India need a few thousand auditors just to conduct audit for the primary road network of national highways in a year’s time.
• RSA Auditor’s Course in New Delhi is required to be replicated in different cities in a sustainable manner.
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• Based on concepts from different sources like, road safety manual of ARRB, FHWA, IRC, ADB, PIARC and EU Guidelines
• Course material was made suitable to Indian conditions
• Lots of practical sessions were added, situation photographs and drawings from real road safety audits used for lectures and practical works
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Day-1 • Road Accident Scenario & Characteristics • Network planning, road link and junction design for safety • Road Safety Engineering • Crash investigation, Analysis & Problem Diagnosing • Accident costing & Economic appraisal
Day-2 • Road Safety Audit:- Introduction and Basics • Road Safety Auditing at
• Design stage • Land use development • Work zone and Pre opening Auditing
• Practical Session: • Design stage audit for actual designs
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Day-3 • Traffic Control Devices • Provisions for NMT & VRU • Traffic Signs & Markings • Safe System approach • Speed Management • Hazard Management
Day-4 • Filed Visit & Audit for
• Existing Road link • Interchange • Work sites • Nighttime auditing
Day-5 • Risk assessment & Correction Action Report • Preparation and Presentation of Audit Report (in group) • Closing & Dispersal
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• The course material was designed jointly by ARRB and IRF (India)
• Course was structured for appropriate development of RSA skills in the participants
• The material was designed based on, – VicRoads RSA Manual – ARRB RSA Manual – FHWA RSA Manual – ADB Guidelines on RSA – EU Guidelines for RSA – IRC RSA Manual – QU RSA Course – The material was designed to cover the fundamentals of road safety
engineering
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• 250 participants were trained in 10 batches conducted since 2010
• Participants from following organizations attended the course, – Government Organizations
• Road Authorities like, NHAI, MoRT&H, State PWDs • Research and Educational Institutes like, CRRI, IITs/NITs, IISc
Bangalore, University
– Private Organizations • Engineering Consultants • Concessionaires • Construction Company
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• High running cost (and course fee) is a barrier for more participation
• Safety Audit is not mandatory in road projects at planning and designing stages
• No mandatory requirement for qualification of Auditors, so far
• Poor response from consultants and concessionaires (lack of understanding of the worth/value)
• Need of refreshers and or advanced courses • No apex body to mastermind this idea of mandatory
audit for road development (therefore, no government recognized certification agency)
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• Risks are unanticipated events that may cause loss of property or life.
• Risk mapping is the process of identifying, quantifying and prioritizing the risks that may interfere with the achievement of objectives of any organization.
• Its aim is to arrive at a clear set of action plans that improve risk management controls, in areas where these are necessary and help the management of resources.
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• Risk mapping depicts where road users are likely to be killed or seriously injured on a road network, and identification of locations where their crash risk is more
Impact Magnitude
Like
liho
od
of
Occ
urr
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ce
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1. Traditional approach of risk mapping based on historic crash data
2. Relating the risk with infrastructure – where crashes are likely to occur
– Road Safety Audit/Assessment – manual method
– Road Assessment Programs – automatic method
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1. Minimum Data I. Crash identification (a unique number-based system) II. Time (the date, hour, minute, day of week) III. Location (to create GIS enabled database) IV. Crash type V. Vehicles involved
(number, type) VI. Crash consequences
(fatalities within 24 hours/30days, injuries, material damage)
2. Road and Traffic Data 3. Additional Data
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1. Minimum Data
2. Road and Traffic Data – to relate crashes with the site condition – Geometric details of crash site – Specific places/objects – pedestrian crossing, rail crossing, bridge,
tunnel, bus/tram stop, parking place, etc. – Road surface condition – Delineation at the site – Roadside hazards – Visibility conditions – Weather conditions – Traffic control – Position of crash – travel direction, location - traffic lane, shoulder,
roadside, etc. – Main causes of crash – speeding, overtaking, right of way, etc.
3. Additional Data
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1. Minimum Data 2. Road and Traffic Data 3. Additional Data
– Driver details – Impairment of the driver – Condition of the driver – Use of restraint devices – Condition and behavior of the pedestrian involved in crash – Vehicle license plate number – Brand make of vehicle – Vehicle operator (private, commercial, public transport…) – Emergency service involvement
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• Detailed crash data for minimum past 3-years
• Identification of sites with frequent crashes
• Prioritization of such sites based on some well defined criteria
• Crash data analysis including identification of crash pattern, preparation of collision type and collision diagram, etc.
• Recommend engineering interventions
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• Screening of 500+ frequent crash sites based on severity index – Fatal crash – 10 points – Grievous injury crash – 6 points – Minor injury crash – 3 points
• Each site is assigned points based on the above criteria and top 50 sites are chosen for further prioritization
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A quantitative framework for prioritization based on indices with a scale of score, in order to perform the prioritization in a structured manner
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Major Blackspots
Prioritization Process
20 Prioritized Blackspots
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• Scope of Improvement Index
– Based on road geometry, condition, and perceived danger
• Route Weightage Index
– Based on the strategic importance of the route
• Severity Index
– Based on severity of crash casualty
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Scope of Improvements Score
High 30
Medium 20
Low 10
Nil 0
Road classification Score
NH 20
SH 15
MDR 10
VR 5
Crash classification Score
Fatal crash 10
Grievous injury crash 6
Minor injury crash 3
India Chapter
• It is an adjudication record, not for correction in design/operation
• No mechanism to share data with other Stakeholders
• Incomplete data collection for any scientific investigation
• Cause of crash is attributed to mostly the driver behavior
• Insufficient details such as exact location and road condition
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Systematic crash data is necessary for risk assessment
of the network
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• Comprehensive and location based crash data is must to relate the infrastructure related risk with crash
• RADaR is a tool developed by IRF to record comprehensive crash data including the GPS coordinates of crash location
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• Road Accident Data Recorder (RADaR) is an application developed for tablet to help the traffic police to collect the accident data in comprehensive manner which will enable scientific analysis to determine the actual cause of the accidents
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RADaR Reporting Tool
Enforcement Personnel RADaR Application
Web
-Bas
ed
Serv
er
Adjudication Black Spot Improvement
Resuscitation Centres
Motor Insurance
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• Quick and easy automated tool to collect comprehensive road crash data
• User friendly software application loaded on to tablet working on ANDROID operating system (with touch-screen & drop-down menu)
• GPS/GPRS facility to record exact crash location in global coordinate system and to transmit data to central server
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• Lack of adequate crash database – developing nations do not have comprehensive crash data
• Even developed nations may not have comprehensive crash data
• Crashes may occur at locations where no crashes occurred in past 3 to 5 years
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• In Australia only 2/3rd of serious injury crashes are recorded in the crash database*
• New Zealand crash data revealed that more than half of fatal crashes occurred at locations where no other crashes had occurred in the previous five years*
• If attention is focused only on frequent crash sites, the opportunity to prevent a large proportion of crashes might be missed !
* source: “Why do we need to take a risk assessment based approach in road safety?”, Philip Roper and Blair Turner, ARRB Group, Australia
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• RSA is formal examination of an existing or a new road or a traffic project
• An independent RSA team reports on the crash potential and safety performance
• It can be an important input to design process
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• Audit of road infrastructure parameters by visual inspection – Geometric Design – Road Surface Characteristics – Road Markings and Delineation – Road Signs, Street Furniture and Appurtenances – Provision for VRUs – Traffic Management – Road Works and Maintenance
• Identification of critical sites/stretches where crash risk is high
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Frequent Probable Occasional Improbable
Catastrophic Intolerable Intolerable Intolerable High
Serious Intolerable Intolerable High Medium
Minor Intolerable High Medium Low
Limited High Medium Low Low
Severity
Frequency
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Frequency
1. Sharp curvature on high embankment 2. Pond on outer edge 3. No delineation and signage 4. No edge protection
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1. Sharp curvature on high embankment 2. Pond on outer edge 3. Delineation (edge lines), warning sign,
and chevrons 4. No edge protection
Frequency
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1. Sharp curvature on high embankment 2. Pond on outer edge 3. Delineation (edge lines), warning sign,
and chevrons 4. Crash barrier on the outer edge
Frequency
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Bamra
SH-24
• Built-up Area • No Facilities for VRU • High speed Traffic, no traffic calming measures • Risk of fatal and major injury to pedestrian and
bicycles high
• Footpaths, but no crossing facility for pedestrian • Medium speed traffic, traffic calming measures at
few places • Risk of fatal and major injury to pedestrian and
bicycles medium
• Hill road in forest area • Series of sharp horizontal curves and bends • No delineation and edge protection • Risk of fatal and major injury to vehicle occupants
high
• Delineation, but no edge protection • Risk of fatal and major injury to vehicle occupants
medium
Kuchinda 40
Road Safety Audit of SH-24 Odisha, India
India Chapter
• Road Assessment Program (RAP) works on Star Rating of roads • iRAP does star rating of roads in middle and low income
courtiers • More than 50 road attributes like, traffic speeds, number of
lanes, sealed shoulder, footpath, pedestrian crossings, delineation, etc. are recorded for each 100m section of road
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• Infrastructure Safety Score is calculated for each 100 metre section of road using iRAP model (online)
• It is an objective measure of likelihood of a crash occurring and its severity
• Separate score is produced for, – (i) vehicle occupants, (ii) motorcyclists, (iii) bicyclists, and (iv)
pedestrians
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• Each segment is allocated to one of five Star Rating bands. • The system reflects typical international practice of recognizing
the best performing category as 5-star and the worst as 1-star. • When plotted on a map, the color coded star rating of road
depicts the infrastructure related risk and likelihood of crash.
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NH-1: Delhi Border to Panipat
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Pedestrians Bicyclists Motorcycle riders Vehicle Occupants
India Chapter 46 Pedestrians Bicyclists
Existing Road Design Existing Road Design
India Chapter 47 Motorcycle Riders Vehicle Occupants
Existing Road Design Existing Road Design
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BASE (benchmark) Design
Star Rating
Car Occupants
Motorcyclists Bicyclists Pedestrians Car Occupants
Motorcyclists Bicyclists Pedestrians
5 Star 0% 0% 0% 0% 1% 3% 0% 0%
4 Star 60% 23% 0% 0% 71% 75% 0% 0%
3 Star 24% 49% 0% 0% 27% 22% 0% 63%
2 Star 15% 25% 14% 49% 1% 0% 0% 0%
1 Star 2% 3% 14% 44% 0% 0% 0% 0%
NA 0% 0% 72% 7% 0% 0% 100% 37%
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Star Rating the Road Designs is a tool to minimize risk with due consideration to budget
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Assam – 400km •SRIP prevent 1,000 deaths/yr •Star Rating of designs for SH3 & SH31 complete
6,500km surveyed
1,875km designs analyzed
Potential to prevent 300,000
deaths and serious injuries
over the next 20yrs
iRAP in India
Andhra Pradesh – 600km •Implementation support for 430km, will reduce KSIs by 50% • Further 160km survey July ‘12
Gujarat – 2,260km •R&BD using SRIP to shape Baruch to Valia demonstration corridor •Design Star Ratings for 600km
Karnataka – 2,040km •900km Star Rating of road designs •PWD set a min. 3-star target for new designs
Safer Greener Pilot – 120km •NH-1 Delhi to Panipat •Design Star Ratings
Rajasthan – 340km •Surveyed as part of NHIIP •SRIP prevent 10,000 FSIs (20yrs)
Kerala– 623km •Estimated INR 36 billion in crash costs prevented (20yrs) with BCR 1.8 • 200km Star Rating of road designs
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• Begin the process of building a self-governing and sustainable Indian Road Assessment Programme (IndiaRAP)
• Understand how the iRAP model can support existing and new management processes
• Identify training needs for PWD staff and design consultants
• Contribute new research on road attribute risk factors and assess the validity of the iRAP model for Indian roads
• Set up a Steering Group to help develop a long-term strategy for the establishment of a locally managed IndiaRAP
• Participate in the Global Technical Committee and Innovation Workshops (knowledge sharing)
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• Risk mapping based on crash data gives an opportunity to identify blackspots and spot remedial measures to avert such more crashes
• Mapping of infrastructure related risk gives an opportunity to identify sites where crashes are likely to occur
• Due to lack of comprehensive or location based crash data it is not possible to relate or validate the risk assessment model in developing countries
• With help of RADaR the comprehensive crash database will surely open an era of road crash research in developing countries
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• Drop-down menus enable easy recording of data using touch screen mode
• Facility to take photographs or video of road crash scene, and to record crash site on Google network map
• Pictorial Menu-driven recording of road layout of crash site and collision type
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