Yashwantrao
Chavan
Maharashtra
Open University
BRT304
Road
Transportation
Road Safety
Writer :
Unit 1 : Introduction to Road Safety
1
Unit 2 : Road Safety Management
16
Unit 3 : Accidents
26
Unit 4 : Various Authorities Dealing With Road Safety
38
Unit 5 : Road Safety Programmes: Government Initiatives
55
Unit 6 : Economics of Road Safety
89
Unit 7 : Hazardous Material Movements
100
Unit 8 : Loads & Loading Patterns
123
Unit 9 : Accident and Trauma Care
141
Unit 10 : Institutes Working In Road Safety
156
Unit 11: Human Factors leading to Road Safety
171
Unit 12 : Incidents of Vehicle Fire
178
Unit 13 : Career Opportunities
204
Yashwantrao Chavan Maharashtra Open University
Vice-Chancellor : Prof. (Dr.) M. M. Salunkhe
Centre for Collaborations and Special Initiatives (CCSI): Advisory Board
Director
CCSI (Chairperson)
Y. C. M. Open University
Nashik
Director
School of Continuing Education,
Y. C. M. Open University, Nashik
Director
School of Humanities & Social Sciences
Y. C. M. Open University, Nashik
Controller of Examinations
Y. C. M. Open University
Nashik
Dr. Anuradha Deshmukh
Ex. Director, CCSI
Y. C. M. Open University, Nashik
Mr. Niranjan Vayangankar
Jr. Director, Maharashtra Police Academy,
Nashik
Mr. Sanjay Sasane
Dy. R.T.O.
Dhule
Mr. Mahesh Paradkar
Sr. S/W Devt. Manager IBM
Pune
Writing
Content Editing
Dr. Mahendra Parihar
Thadomal Shahani Engineering College
Mumbai
Sabastian K Antony
Asociate Professor
V K Krishna Menon College
Mumbai
Coordination
Centre for Collaborations and
Special Initiatives (CCSI),
YCMOU
Production
Shri. Anand Yadav
Manager,
Print Production Centre
Y. C. M. Open University, Nashik - 422 222
© 2014, Yashwantrao Chavan Maharashtra Open University
n Publication No. : 2103
n First Publication : 2014
n Typesetting : Om Computers, Nashik - 422 007
n Publisher : Dr. Prakash Atkare, Registrar, Y. C. M. Open University, Nashik - 422 222
(B14-15-102 BRT304-ENG)
Message from the Vice-Chancellor
Dear Student,
It is indeed a matter of great pleasure to know that you have decided to pursue your
graduation studies by taking admission for the next level of courses offered under the
Bachelor’s degree in Road Transportation.
This programme, especially designed to take into account the needs of the personnel
contributing to the Road Transportation sector, will definitely help to develop as well
as upgrade qualifications and skills pertinent to your work setting.
This is truly a unique opportunity for you to undertake undergraduate education in a
field related to your day to day working without disturbing your daily work routine and
professional commitments. Besides, the study material especially prepared for you
has been carefully developed in a way that can be easily understood through self study.
While undoubtedly, additional academic support will be made available to you through
facilitation of interactions with experts in the field as well as the use of technology, by
and large, you will be a ‘self learner’. In today’s times marked by severe competition,
this is of crucial significance because learning on one’s own makes a person self reliant
and also increases his self confidence. Both these qualities will help you to sail
successfully through all kinds of obstacles and challenges you might face in life.
We are well aware that on account of your work and family commitments, you may not
find it easy to devote time for regular studying. However, I am confident that with some
amount of determination and a strong will to put in some extra hours for enlarging your
knowledge base, you will come out with flying colours.
I welcome you to the ever increasing YCMOU family and wish you all the best for the
future.
Dr. Manikrao Salunkhe
Vice Chancellor
Yashwantrao Chavan Maharashtra Open University
BRT 304 : Road Safety
Contents
Unit 1 : Introduction to Road Safety
1
1.0 Objectives ..................................................................................................................... 1
1.1 Introduction .................................................................................................................. 1
1.2 Content Details .............................................................................................................. 1
1.2.1 Introduction to Road Safety ......................................................................................................... 1
1.2.2 Need for Road Safety .................................................................................................................. 9
1.2.3 World Scenario ......................................................................................................................... 12
1.2.4 Indian Scenario .......................................................................................................................... 13
1.3 ‘Check Your Progress’ Questions .............................................................................. 14
1.4 Summary ..................................................................................................................... 14
1.5 Glossary ...................................................................................................................... 15
1.6 Answers to ‘Check Your Progress’ ............................................................................ 15
1.7 Question for Practice .................................................................................................. 15
1.8 Additional Reading ...................................................................................................... 15
Unit 2 : Road Safety Management
16
2.0 Objectives ................................................................................................................... 16
2.1 Introduction ................................................................................................................ 16
2.2 Content Details ............................................................................................................ 16
2.2.1 Why do We Need Road Safety Management? ........................................................................... 17
2.2.2 The Road Safety Management System ....................................................................................... 20
2.2.3 Safety Policies for the Organization ............................................................................................ 22
2.3 ‘Check Your Progress’ Questions .............................................................................. 24
2.4 Summary ..................................................................................................................... 24
2.5 Glossary ...................................................................................................................... 24
2.6 Answers to ‘Check Your Progress’ ............................................................................ 25
2.7 Question for Practice .................................................................................................. 25
2.8 Additional Reading ...................................................................................................... 25
Unit 3 : Accidents
26
3.0 Objectives ................................................................................................................... 26
3.1 Introduction ................................................................................................................ 26
3.2 Content Details ............................................................................................................ 26
(I)
3.2.1 Introduction ............................................................................................................................... 26
3.2.2 Definition of Accident ................................................................................................................. 27
3.2.3 Types of Accident ...................................................................................................................... 28
3.2.4 Various Factors Involved in Accidents: Causes and Effects .......................................................... 30
3.2.5 Loss of Human Life and its Effects on the Dependant Family ....................................................... 34
3.2.6 Accident Investigation ................................................................................................................ 35
3.3 ‘Check Your Progress’ Question ................................................................................ 36
3.4 Summary ..................................................................................................................... 36
3.5 Glossary ...................................................................................................................... 37
3.6 Answers to ‘Check Your Progress’ ............................................................................ 37
3.7 Question for Practice .................................................................................................. 37
3.8 Additional Reading ...................................................................................................... 37
Unit 4 : Various Authorities Dealing With Road Safety
38
4.0 Objectives ................................................................................................................... 38
4.1 Introduction ................................................................................................................ 38
4.2 Content Details ............................................................................................................ 38
4.2.1 Statutory Provisions ................................................................................................................... 39
4.2.2 Various Acts and Rules for Public Safety .................................................................................... 40
4.2.3 Road safety Act and Road Safety Cell in the state of Kerala- As a Case Study ............................ 41
4.2.4 Central, State and Local Authorities Dealing With Road Safety
(Different Government Departments): ...................................................................................... 49
4.2.5 Corporate Agencies- A Case of SIAM, SAFE ........................................................................... 50
4.2.6 Testing Agencies ........................................................................................................................ 52
4.3 ‘Check Your Progress’ Question ................................................................................ 53
4.4 Summary ..................................................................................................................... 53
4.5 Glossary ...................................................................................................................... 53
4.6 Answers to ‘Check Your Progress’ ............................................................................ 54
4.7 Question for Practice .................................................................................................. 54
4.8 Additional Reading ...................................................................................................... 54
Unit 5 : Road Safety Programmes: Government Initiatives
55
5.0. Objectives .................................................................................................................. 55
5.1 Introduction ................................................................................................................ 55
5.2.1 Development of Road, Vehicles and Human Skills ...................................................................... 56
5.2.2 UN Decade for Action In Road Safety (2011-2020) ................................................................. 58
5.2.3 Road Safety Council / Committees (National/State/District) ........................................................ 60
5.2.4 National Road Safety Week and State Road Safety Fortnight .................................................... 61
5.2.5 Sunder Committee ..................................................................................................................... 65
(II)
5.2.6 Committee on Road Safety for 4 E - Working Group ................................................................ 66
5.2.7 Government / Corporate Sponsored Road Safety initiatives ....................................................... 74
5.2.8 Promotion for Road Safety Investment ...................................................................................... 84
5.2.9 National Health Mission, MoH&FW, Govt. of India contributed for Road Accident trauma Care
(EMRI / Patient Transport Service) ......................................................................................... 84
5.2.10 Border Road organisation (BRO) ............................................................................................ 85
5.2.11 National Disaster Management Authority .................................................................................. 85
5.3 ‘Check Your Progress’ Questions .............................................................................. 86
5.4 Summary ..................................................................................................................... 87
5.5 Glossary ...................................................................................................................... 87
5.6 Answers to ‘Check Your Progress’ ............................................................................ 87
5.7 Questions for Practice ................................................................................................ 88
5.8 Additional Reading ...................................................................................................... 88
Unit 6 : Economics of Road Safety
89
6.0 Objectives ................................................................................................................... 89
6.1 Introduction ................................................................................................................ 89
6.2 Content Details ............................................................................................................ 90
6.2.1 Loss due to Accidents ................................................................................................................ 90
6.2.2 Road Safety as a Public Health Issue .......................................................................................... 93
6.2.3 Road safety as a Socio-Economic Issue ..................................................................................... 94
6.2.4 Recent I T (Information Technology) Concessions ...................................................................... 95
6.2.5 Funding for Road Safety ............................................................................................................ 97
6.3 ‘Check Your Progress’ Question ................................................................................ 98
6.4 Summary ..................................................................................................................... 98
6.5 Glossary ...................................................................................................................... 98
6.6 Answers to ‘Check Your Progress’ ............................................................................ 98
6.7 Question for Practice .................................................................................................. 98
6.8 Additional Reading ...................................................................................................... 99
Unit 7 : Hazardous Material Movements
100
7.0 Objectives ................................................................................................................. 100
7.1 Introduction .............................................................................................................. 100
7.2 Content details .......................................................................................................... 101
7.2.1 Need for Safety Awareness Related to Hazardous Chemical Movements ................................. 101
7.2.2 National Chemical Profile and District Disaster Management Plan ............................................. 104
7.2.3 Standard Operating Procedure in Case of a Mishap ................................................................. 113
7.2.4 First Aid & Golden Hour Concept ........................................................................................... 114
7.2.5 Contain the Contamination of Environment ............................................................................... 115
(III)
7.2.6 Evacuation of People from Accident Site to Outside the Danger Circle ...................................... 117
7.2.7 Mutual Aid Response Group (MARG) ..................................................................................... 118
7.3 ‘Check Your Progress’ Questions ............................................................................ 120
7.4 Summary ................................................................................................................... 120
7.5 Glossary .................................................................................................................... 120
7.6 Answers to ‘Check Your Progress’ .......................................................................... 121
7.7 Questions for Practice .............................................................................................. 121
7.8 Additional Reading .................................................................................................... 122
Unit 8 : Loads & Loading Patterns
123
8.0 Objectives ................................................................................................................. 123
8.1 Introduction .............................................................................................................. 123
8.2 Content Details .......................................................................................................... 123
8.2.1 Load Securing ......................................................................................................................... 123
8.2.2 Work Place Safety in Case of Loading / Unloading of Liquid Bulk / Lubricant / Oil Tanker ........ 130
8.2.3 Additional Measures for load securement ................................................................................. 131
8.2.4 Over Loading .......................................................................................................................... 131
8.2.5 Over Dimensional Consignment (ODC) .................................................................................... 137
8.3 ‘Check Your Progress’ Questions ............................................................................ 138
8.4 Summary ................................................................................................................... 139
8.5 Glossary .................................................................................................................... 139
8.6 Answers to ‘Check Your Progress’ .......................................................................... 140
8.7 Questions for Practice .............................................................................................. 140
8.8 Additional Readings .................................................................................................. 140
Unit 9 : Accident and Trauma Care
141
9.0 Objectives ................................................................................................................. 141
9.1 Introduction .............................................................................................................. 141
9.2 Content Details .......................................................................................................... 141
9.2.1 Golden Hour ........................................................................................................................... 141
9.2.2 Trauma Care – Taking care of blood loss ................................................................................. 148
9.2.3 Supreme Court Decision on Help Provided to Accident Victim ................................................. 151
9.2.4 National Rural Health Mission, Lokmanya foundation, GVK, 108, Name foundation ................. 152
9.3 ‘Check Your Progress’ Questions ............................................................................ 154
9.4 Summary ................................................................................................................... 154
9.5 Glossary .................................................................................................................... 154
9.6 Answer to ‘Check your Progress’ ............................................................................ 155
9.7 Questions for Practice .............................................................................................. 155
(IV)
9.8 Additional Readings .................................................................................................. 155
Unit 10 : Institutes Working In Road Safety
156
10.0 Objectives ............................................................................................................... 156
10.1 Introduction............................................................................................................. 156
10.2 Content Details ........................................................................................................ 156
10.2.1 Central Road Research Institute (CRRI), India: ...................................................................... 156
10.2.2 Indian Institute of Technology (IIT), India ............................................................................... 158
10.2.3 Transport Research Laboratory (TRL), UK ........................................................................... 159
10.2.4 Central Institute of Road Transport (CIRT), India ................................................................... 160
10.2.5 International Road Federation (India Chapter) ........................................................................ 161
10.2.6 Institute of Road Transport Education (IRTE) ......................................................................... 163
10.2.7 Institute of Driver Training and Research (ITDR) .................................................................... 163
10.2.8 Bangladesh University of Engineering and Technology (BUET), Bangladesh: ............................ 166
10.2.9 Traffic Science Institute (TSI) (Korean Road Traffic Association), Korea ............................... 167
10.2.10 The Korean Transport Institute (KOTI), Korea .................................................................... 167
10.2.11 Belgium ............................................................................................................................... 167
10.2.12 Nigeria ................................................................................................................................ 168
10.3 ‘Check Your Progress’ Question ............................................................................ 169
10.4 Summary ................................................................................................................. 169
10.5 Glossary .................................................................................................................. 169
10.6 Answers to ‘Check Your Progress’ ........................................................................ 169
10.7 Question for Practice .............................................................................................. 170
10.8 Additional Readings ................................................................................................ 170
Unit 11: Human Factors leading to Road Safety
171
11.0 Objectives................................................................................................................ 171
11.1 Introduction ............................................................................................................. 171
11.2 Content Details ........................................................................................................ 172
11.2.1 Road Condition ..................................................................................................................... 172
11.2.2 Good Health .......................................................................................................................... 172
11.2.3 Life Style for Good Physical and Mental Condition ................................................................. 173
11.2.4 Safety improvement in vehicle design increases risk taking capacity among the road users. ..... 173
11.3 ‘Check Your Progress’ Questions .......................................................................... 173
11.4 Summary ................................................................................................................. 175
11.5 Glossary ................................................................................................................. 175
11.6 Answer to ‘Check Your Progress’ .......................................................................... 176
11.7 Question for Practice .............................................................................................. 176
11.8 Additional Reading .................................................................................................. 177
(V)
Unit 12 : Incidents of Vehicle Fire
178
12.0 Objectives ............................................................................................................... 178
12.1 Introduction............................................................................................................. 178
12.2 Content Details ........................................................................................................ 179
12.2.1 Basic of Fire & Method of Extinguishment .............................................................................. 179
12.2.3 Identifying the Risk Area ........................................................................................................ 181
12.2.4 Causes .................................................................................................................................. 182
12.2.5 Potential Hazards to Consider when Fighting a Vehicle Fire .................................................... 182
12.2.6 Sizing Up & Attack ................................................................................................................ 184
12.2.6 Handling Emergency Incidents ............................................................................................... 187
12.2.7 Role of Fire Officer ................................................................................................................ 188
12.3 Hazchem Code ........................................................................................................ 190
12.4 Tremcard ................................................................................................................. 194
12.5 Hazchem Code & its Importance to Firefighter ...................................................... 194
12.5.1 Information Given By Hazchem Code .................................................................................... 195
12.6 Emergency Rescue Techniques .............................................................................. 196
12.6.1 Cordon off the Accident Area ................................................................................................ 196
12.6.2 Precaution on Arrival ............................................................................................................. 196
12.6.3 Task Assignment .................................................................................................................... 196
12.6.4 Removing the Victims ............................................................................................................. 196
12.6 5 Injuries sustained in an Overturned Vehicle. ............................................................................ 196
12.6.6 Neutralize the Electrical System .............................................................................................. 196
12.6.7 Selection of Special Rescue Gears. ........................................................................................ 196
12.7 Special Equipment .................................................................................................. 197
12.8 Case study .............................................................................................................. 199
12.9 ‘Check Your Progress’ Questions .......................................................................... 201
12.10 Summary ............................................................................................................... 202
12.11 Answers to ‘Check Your Progress’ ...................................................................... 202
12.11 Questions for Practice ........................................................................................... 203
12.12 Additional Reading ................................................................................................ 203
Unit 13 : Career Opportunities
204
13.0 Objectives ............................................................................................................... 204
13.1 Introduction............................................................................................................. 204
13.2 Content Details ........................................................................................................ 205
13.2.1 Opportunities in Road Safety - Overview ............................................................................... 205
13.2.2 Focus on Road Safety by Indian and Multinational Companies ................................................ 206
13.2.3 Driver Management Centre (DMC) ....................................................................................... 208
13.2.4 Defensive Driving Training (DDT) ........................................................................................... 209
(VI)
13.2.5 Journey Risk Management (JRM) .......................................................................................... 210
13.2.6 Escort Team Member ............................................................................................................ 210
13.2.7 Accident Investigation/Trauma Care Team Member ................................................................ 211
13.2.8 Safe Vehicle Designer ............................................................................................................ 211
13.2.9 Safe Road Designer (With engineering background) ................................................................ 212
13.2.10 Driving Instructors, Traffic Marshals, Road Safety Auditors ................................................... 213
13.3 ‘Check Your Progress’ Questions .......................................................................... 214
13.4 Summary ................................................................................................................. 215
13.5 Glossary .................................................................................................................. 215
13.6 Answers to ‘Check Your Progress’ ........................................................................ 216
13.7 Questions for Practice ............................................................................................ 216
13.8 Additional Reading .................................................................................................. 216
(VII)
(VIII)
Unit 1 : Introduction to Road Safety
1.0 Objectives
After going through this unit, we will be able to:
• Discuss the meaning of road safety and its importance in some detail.
• Describe the need for road safety.
• Discuss about the deaths and injuries on Indian roads and accident statistics of other
countries.
• Highlight in brief about Indian and world scenarios on road safety.
1.1 Introduction
In this unit we will learn about the meaning and importance of road safety not only from an
individual’s point of view, but also from the nation’s perspective in view of the loss to the nation
due to accidents leading to deaths as well as injuries. We will be taught the various aspects of
road accidents in terms of deaths and injuries on Indian roads as well as accidents statistics of
other countries along with indicators of progress due to efforts of many individuals, organizations
and nations at their respective levels for road safety. The unit will also discuss the need for road
safety as well as the Indian and world scenarios.
1.2 Content Details
Road safety is a multi-factitive concept involving multi-sectoral and multi-dimensional
issues. It relates to the development and management of road infrastructure, provision of safer
vehicles, planning for access and mobility, provision of health and hospital services, child’s
safety, etc. And, above all, appropriate legislation and its enforcement. In other words it is
concerned with varied aspects ranging from the engineering once relating to roads and vehicles,
on the one hand, to safe movement and then to provision of relevant services especially for
trauma cases, on the other hand. Accordingly, road safety becomes a shared, multi sectoral
responsibility not only of government but also a wide range of civil society stake holders all of
whom can ensure the success of road safety strategies in all countries with a broad base of
support and common action.
1.2.1 Introduction to Road Safety
Road safety is a multi-sectoral and multi-dimensional subject. It includes orderly
development and management of roads, provision of safer vehicles, and a comprehensive
response to accidents. It relies on modern traffic management systems and practices, improved
safety standards in design, construction, operation and maintenance of roads, and production and
maintenance of safer vehicles. Owing to unsafe conditions on roads, the rate of accidents in India
has been high. According to WHO statistics for 2002, out of about 11.8 lakhs road accident
deaths across the world, 84,674 deaths were reported from India alone. In the year 2004, the
number of road accident deaths in India increased to 92,618. A study undertaken by the Planning
Road Safety : 1
Commission in 2002 estimated the social cost of road accidents in India at about 3 per cent of
GDP. Considering the gravity of the situation, there is consensus that concerted measures are
necessary for reducing this high level of accident deaths and injuries through improved safety
measures and traffic management.
1.2.1.1 Deaths and injuries on Indian roads
During the year 2010, 1,34,513 persons were killed and 5,27,512 persons were injured in
4,99,628 reported road accidents in India. These numbers translate into one road accident every
minute and one road fatality every four minutes. In terms of road fatalities, India has dubious
distinction of being at the top of almost all nations. An analysis of accidents carried out for the
year 2010 shows that the main cause of road accidents are: driver’s fault (78.0 percent);
pedestrian fault (2.7 percent); mechanical defect in vehicles (1.7 percent); bad roads (1.2 percent);
and other factors (16.4 percent).
The vehicle population in India has been steadily increasing with the pace picking up
significantly since the 1980s. Limited road space has further worsened the problem. India
contributes to eight percent fatalities with only one percent vehicle population. The age profile of
the accident victims in 2010 showed that the 25-65year age group accounted for 53.1 percent of
total road accidents followed by15-24 year age group with a share of about 32.4 percent.
Amongst the vehicle category – two-wheelers accounted for the highest share of accidents –
23.8percent followed by trucks, tempos, tractors and other articulated vehicles at423.3 percent,
cars; jeeps and taxis 21.8 percent; buses 9.5 percent; auto rickshaws 7.3 percent and other motor
vehicles 7.8 percent.
Figure given above indicates total number of road accidents, persons killed, and persons
injured during 2002-2011
The above figure shows a steady increase in the accidents, the pink line showing the
increasing number of people killed, the purple shows the number of accidents between the years
2002-2011, and the yellow shows the number of people injured.
Road Safety : 2
Further, the table above shows increasing trend in total number of accidents from 4,07,497
to 4,97,686 and increase in the number of people killed increased from 84,675 in 2002 to
1,42,485 in 2011.
Figure given above explains the share of road accidents deaths by various modes of
transport during 2012
Road Safety : 3
Moreover, an increasing number of road accidents are being experienced in chart 2 (given
above) shows that the number of accidents have increased with the background of increase in
population. Also given below the various aspects of road accidents illustrated with the help of
charts and table to understand it in different ways:
Road Safety : 4
Road Safety : 5
Further, the vehicle population in India has been steadily increasing with the pace picking
up significantly since the 1980s. Limited road space has further worsened the problem. India
contributes to eight percent of fatalities with only one percent vehicle population. The age profile
of the accident victim in 2010 showed that the 25-65 year age group accounted for 53.1 percent of
total road accidents followed by 15-24 year age group with a share of about 32.4 percent.
Amongst the vehicle category – two wheelers accounted for the highest share of accidents- 23.3
percent followed by trucks, tempos, tractors and other articulated vehicles at 23.3 percent, cars;
jeeps and taxis 21.8 percent; buses 9.5 percent; auto rickshaws 7.3 percent and other motor
vehicles 7.8 percent.
1.2.1.2 Accident Statistics of Other Countries
Figure 1: Deaths per 100,000 inhabitants in selected countries: 2010
Source: International Road & Traffic Accident Database (IRTAD) 2011
Over 1.2 million people die each year on the world’s roads, and between 20 and 50 million
suffer non-fatal injuries. In most regions of the world this epidemic of road traffic injuries is still
increasing. In the past five years most countries have endorsed the recommendations of the World
report on road traffic injury prevention which give guidance on how countries can implement a
comprehensive approach to improving road safety and reducing the death toll on their roads. To
date, however, there has been no global assessment of road safety that indicates the extent to
which this approach is being implemented. This Global status report on road safety is the first
Road Safety : 6
broad assessment of the status of road safety in 178 countries, using data drawn from a
standardized survey conducted in 2008. The results provide a benchmark that countries can use to
assess their road safety position relative to other countries, while internationally the data
presented can collectively be considered as a global “baseline” against which progress over time
can be measured. The Global status report presents a number of key findings: countries have
higher road traffic fatality rates (21.5 and 19.5 per 100 000 population, respectively) than highincome countries (10.3per 100 000). Over 90% of the world’s fatalities on the roads occur in lowincome and middle-income countries, which have only 48% of the world’s registered
vehicles.Again, Low-income and middle –income countries have higher road traffic fatality rates
(21.5 and 19.5 per 100 000 population, respectively) than most high-income countries (10.3 per
100 000). Over 90% of the world’s fatalities on the roads occur in low-income and middleincomecountries, which have only 48% of the world’s registered vehicles.
Thus, this traffic growth in developing countries combined with the poor safety quality of
road traffic systems, the unpreparedness of road users for these new conditions and the lack of
management capacity to do much about these quickly enough are all contributing to a growing
humanitarian crisis of enormous proportions. Currently, 1.3 million people around the world lose
their lives in road crashes every year, 90 percent of these in low and middle-income countries. As
many as 50 million people are injured annually, many permanently. Those involved are mainly
vulnerable road users and economically active males, dying in crashes in such numbers which,
apart from the sheer scale of the human tragedy involved, undermine daily, the efforts and monies
being spent on achieving Millennium Development Goals and national goals for poverty
reduction, public health, child education and sustainable development.
Around 50 percent of death and serious injury occurs on a small proportion (10 percent) of
roads which carry the most motor vehicles, often in unmanaged and dangerous mixes of large
numbers of high speed vehicles and large volumes of low-speed non-motorized traffic which, the
so-called ‘road improvement’ projects have done little so far to address.
For the world, there were 18 fatalities from road crashes per 100,000 populations and the
highest fatality rate from road crashes was in Namibia (45) and the lowest in the Maldives (2).
The rate in the United States was 14.The 10 countries with the highest rates were Namibia,
Thailand, Iran, Sudan, Swaziland, Venezuela, Congo, Malawi, Dominican Republic, and Iraq.
The 10countries with the lowest rates were the Maldives, Tajikistan, Malta, Fiji, the Marshall
Islands, Israel, Tonga, Antigua and Barbuda, the Netherlands, and Switzerland. The countries
with the highest rates tended to be in Central America and the northern part of South America,
Africa, the Middle East, and Asia. Countries with the lowest rate tended to be in Europe
(primarily northern Europe), Oceania, and Asia. For the world, fatalities from road crashes
represented 2.1% of fatalities from all causes.
Road Safety : 7
In 2009, the number of road accident deaths per lakh of population at 10.83 in India was
much lower compared with South Africa (27.92), Malaysia (24.56), Russian Federation (18.39),
Kuwait (14.56), Republic of Korea (11.98), Jordan (11.36) and USA (11.01) (Chart 24). For the
year 2009, South Africa reported the highest figure of 27.92 and Niger reported the lowest
number of deaths per lakh population at 2.35 in 2009. Countries which recorded a lower number
of persons killed per 1,00,000 populations were United Kingdom (3.59), Brazil (3.81), Japan
(4.52), Germany (5.07), China (5.09), Denmark (5.48), Canada (6.55), Australia (6.81), France
(6.82), Italy (7.04) and Indonesia (8.69).
On the other hand, injury accidents per lakh of population in India was substantially lower at
around 36.58 when compared with France (115.49), United Kingdom (265.21), South Africa
(304.15), Canada(371.08), Germany (379.59), Republic of Korea (475.91) and the U.S.A.
(504.16). For 2009, the highest figure was reported by Japan (577.52) and Niger (5.41) reported
the lowest figures in respect of injury accidents per 100,000 persons. A cross country comparison
of incidence of road related deaths and injury accidents of select countries are given in Table
below:
1.2.1.3 Indicator of Progress
It has been observed that in high-income countries the long-term trend for deaths is
downwards and forecast to decrease further to 2020, but progress in some countries has slowed
and there are large gaps in performance. In 2010, for example, the United States had a road death
rate which was four times higher than that of the best in European Union (EU) countries.
However, as mentioned earlier, the best performers in Europe have per capita death rates
around 10 times lower than the worst global rates. But the average death rate for the EU as a
whole at 6 is twice as high as the current best. Even a high performer such as Sweden deems its
rate as unacceptable and has high ambitions for much better results as does the EU at regional
level, encouraged in this by organizations such as the European Transport Safety Council and its
Road Safety : 8
excellent Road Safety Performance Index (PIN) monitoring programme.24 Regional goals and
targets have been set by the European Commission which the United Kingdom and other Member
States have signed up to. These are that by 2050the EU should move ‘close to zero fatalities’ in
road transport and target halving road deaths for the interim by 2020. While highly ambitious
aspirations, these are also very important statements of the priority which road safety must have if
EU countries are to continue to lead in global road safety, as desired by all the EU institutions.
Further, progress has slowed in recent years in many OECD countries (See IRTAD,
2008).Within the EU, an international comparison of death rates in road traffic indicates a
substantial variation in road safety performance. Research and experience in North America,
Australasia and Europe have shown that very substantial reductions in road deaths and serious
injuries can be achieved against the background of increased motorization. International
organizations such as the World Health Organization, the World Bank the OECD and the ECMT
(now the International Transport Forum) all acknowledge that the key to achieving better
performance in road safety is more effective safety management. Moreover, the World Report
and the follow up World Bank Transport Note focusing on implementing its recommendations
highlighted the importance of addressing road safety management weaknesses and the need for
effective institutional management as a pre-requisite of successful results-focused intervention.
New guidelines based on good practice institutional management have been produced recently by
the World Bank
1.2.2 Need for Road Safety
Road traffic safety refers to methods and measures for reducing the risk of a person using
the road network being killed or seriously injured. The users of a road include pedestrians,
cyclists, motorists, their passengers, and passengers of on-road public transport, mainly buses
and trams. Best-practice road safety strategies focus on the prevention of serious injury and death
from crashes in spite of human fallibility (which is contrasted with the old road safety paradigm
of simply reducing crashes assuming road user compliance with traffic regulations). Safe road
design is now about providing a road environment which ensures vehicle speeds will be within
the human tolerances for serious injury and death wherever conflict points exist. Furthermore, the
highest possible degree of safety shall be ensured when transporting goods by road. It is of vital
importance to monitor and validate the road transportation safety, including comprehensive
checks on drivers, vehicles and safety processes.
Road Safety : 9
The basic strategy of a Safe System approach is to ensure that in the event of a crash, the
impact energies remain below the threshold likely to produce either death or serious injury. This
threshold will vary from crash scenario to crash scenario, depending upon the level of protection
offered to the road users involved.
Further, road traffic crashes are one of the world’s largest public health and injury
prevention problems. The problem is all the more acute because the victims are overwhelmingly
healthy prior to their crashes. According to the World Health Organization (WHO), more than a
million people are killed on the world’s roads each year. A report published by the WHO in 2004
estimated that some 1.2m people were killed and 50m injured in traffic collisions on the roads
around the world each year and was the leading cause of death among children 10 – 19 years of
age. The report also noted that the problem was most severe in developing countries and that
simple prevention measures could halve the number of deaths.
The standard measures used in assessing road safety interventions are fatalities and Killed or
Seriously Injured (KSI) rates, usually per billion (109) passenger kilometers. Countries caught in
the old road safety paradigm, replace KSI rates with crash rates - for example, crashes per million
vehicle miles. Vehicle speed within the human tolerances for serious injury and death is a key
goal of modern road design because impact speed affects the severity of injury to both occupants
and pedestrians.
Interventions are generally much easier to identify in the modern road safety paradigm,
whose focus is on the human tolerances for serious injury and death. For example, the elimination
of head on KSI crashes simply required the installation of an appropriate median crash barrier.
For example, roundabouts, with speed reducing approaches, encounter very few KSI crashes.
The old road safety paradigm of purely crash risk is a far more complex matter.
Contributing factors to highway crashes may be related to the driver (such as driver error, illness
or fatigue), the vehicle (brake, steering, or throttle failures) or the road itself (lack of sight
distance, poor roadside clear zones, etc.). Interventions may seek to reduce or compensate for
these factors, or reduce the severity of crashes that do occur. A comprehensive outline of
interventions areas can be seen in Management systems for road safety. In addition to
management systems, which apply predominantly to existing networks in built-up areas, another
class of interventions relates to the design of roadway networks for new districts. Such
interventions explore the configurations of a network that will inherently reduce the probability of
collisions.
Further, road safety helps in reducing the number of road deaths and injuries. A lifelong
approach to road safety and responsibilities of the users changes lots of accidents and range of
situation. Road Traffic Collisions of late are killing more young people than the health concern
issues. For example, establishing safety performance targets supported by action plans that set
out the specific interventions needed to achieve them is well established as international good
practice. However, as the OECD has noted recently, setting ambitious targets is one thing;
meeting them is another. Without new effort, many OECD countries will not meet their highly
ambitious targets.
In other words, the limits to improved road safety performance are shaped by the road safety
management system operating in a country. This system determines the results being sought and
Road Safety : 10
produces the interventions to achieve them. The limits to a country’s road safety performance are
constrained by its institutional capacity to implement efficient and effective interventions, and the
subsequent results may fall short of what is technically feasible with any particular set of road
safety interventions. However, today, Countries have become progressively more ambitious in
terms of the results desired culminating in ambitious safe system approaches. Today, the safe
system concept represents the new performance frontier for road safety management embracing
long term visions or goals to eliminate death and serious injury (as recommended by the OECD,
challenging but achievable interim targets, exacting intervention strategies and the need for
strengthened institutional management systems.
Thus, what was previously seen as radical and unachievable by many road safety
practitioners and policy-makers has quickly become the benchmark and central debating point for
analyses of what constitutes acceptable road safety results. The tools and accumulated practices
used to support the safety performance framework for Safe System are the same as those used in
the past to prepare targeted national plans. Targets are still set as milestones to be achieved on the
path to the ultimate goal, but the interventions are now shaped by the level of ambition, rather
than vice versa. Innovation becomes a priority to achieve results that go well beyond what is
currently known to be achievable.
The high cost of motorized mobility to society and public health
•
The estimated socio-economic cost to countries ranges from 1 percent to 7percent of Gross
Domestic Product. The socio-economic cost has been estimated at around 2% of EU countries’
gross domestic product - around Euro 180 billion and twice the EU’s annual budget. A high
price is currently being paid for motorized mobility in human and economic terms. A very large
number of high income countries (HICs) have been estimating the costs of road traffic crashes
over the past three decades and more. The main objective of assessing costs has been to provide
an objective tool for help in selecting more cost-effective countermeasures for road safety and
also to justify expenditures for the same.
•
Road traffic injury is largely preventable
The World Report on Road Traffic Injury Prevention of the World Bank and World Health
Organization (WHO) in the year 2004 stated that road traffic injuries are a major but neglected
global public health problem requiring concerted efforts for effective and sustainable prevention.
Of all the systems that people have to deal with on a day-to-day basis, road transport is the most
complex and the most unsafe mode of transportation. The tragedy behind the regularly occurring
road crashes attracts less media attention than other, less frequent but more unusual types of
tragedies. The report forecasts that without any increased effort and new initiatives, the total
number of road traffic injuries and deaths worldwide would rise by 65 per cent between20002020 whereas in low-income and middle-income countries, deaths are expected to increase by as
much as 80 per cent. The majority of such deaths are at present of “vulnerable road users,
pedestrians, pedal cyclists and motorcyclists”. In high income countries, deaths among car
occupants continue to be predominant but risk per capita that vulnerable road users face is high.
The report also underscored the concern about the detrimental impact of an unsafe road transport
system on public health and global development. Obviously, the level of road deaths and injuries
is unacceptable and to a large extent avoidable. Thus, there is an urgent need to recognize the
worsening road safety situation in order to take appropriate action. Road traffic injury prevention
and mitigation should be given the same attention and scale of resources that are currently being
channeled towards other predominant health issues, if increasing human loss and injury on the
roads, with their devastating human impact and large economic cost to society are to be avoided.
Therefore, According to WHO statistics (year 2002) about 11.8 lakh people die every year
in road accidents, the world over, of which 84,674 deaths are reported to take place in India. In
2004 the number of deaths had increased to 92,618. The mortality rate in India is 8.7 per hundred
thousand population as compared to 5.6 in UK, 5.4 in Sweden, 5.0 in The Netherlands and 6.7 in
Japan. In terms of mortality per
Road Safety : 11
10,000 vehicles, the rate in India is as high as 14 as compared to less than two in developed
countries. The cost of road crashes has been assessed at one to two per cent of GDP in
developed countries. A study by the Planning Commission in 2002 estimated the social cost of
road accidents in India at Rs.55,000 crore annually (2000 prices), which constitutes about 3 per
cent of the GDP.
With massive investment in roads and the exponential growth in the number of vehicles it
has become necessary to have a system, which integrates all disciplines that influence road safety
and which at the same time would have linkages with established institutions that cater to the
different aspects of road safety viz. engineering, education, enforcement, medical and behavioural
sciences.
1.2.3 World Scenario
1.2.3.1 Policies and programs for road safety:
•
United States of America
Traffic safety legislation in the United States of America was introduced in the mid1960s
through the US Highway Safety Act that required the development of national highway safety
programmes with co-ordination between the federal government and the states. Each state was
legally required to have a highway safety programme approved by the Secretary of
Transportation of the federal government. Also, uniform standards covering crash reporting and
investigation systems, vehicle registration, highway design and maintenance, traffic control,
vehicle codes, traffic surveillance systems and emergency services were to be put in place and
adopted by all states. In 1970, the Highway Safety Act established the National Highway Traffic
Safety Administration (NHTSA) under the U.S. Department of Transportation. Today NHTSA is
the central body in the United States having the authority and resources to address the problem of
road safety. It has the following key functions:(i) Reducing deaths, injuries and economic losses
resulting from motor vehicle crashes – done by setting and enforcing standards for safety
performance by motor vehicles and vehicle equipment, and via grants to state and local
governments to enable them to conduct effective local highway safety programmes .(ii)
Investigating safety defects in motor vehicles, helping state and local communities reduce threat
of drunken drivers, promoting the use of safety belts, child safety seats and air-bags, investigating
odometer fraud, establishing and enforcing vehicle anti-theft regulations, providing consumer
information on motor vehicle safety topics and setting and enforcing fuel economy standards. (iii)
Conducting research on driver behaviour and traffic safety and developing efficient and effective
means of bringing about safety improvements.(iv)Establishing a reliable database to define the
problem and measure progress through annual performance yardsticks.(v) Some of the
laws/regulations administered by the NHTSA are: Motor Vehicle Safety, National Driver
Register, Highway Safety, Information, Standards and Safe, Accountable, Flexible, Efficient
Transportation Equity Act (SAFETEA).
•
Australia
Australia is committed to reduce mortality from road accidents by 40 per cent by 2010. In
Australia, government responsibility for road safety is shared among jurisdictions. Individual
states and territories are directly responsible for road traffic regulation and enforcement, driver
training and licensing, road construction and maintenance, and road safety education campaigns.
Each of the states has a considerable degree of freedom to implement and achieve targets. The
states, territories and local governments conduct their own comprehensive road safety
programmes. These follow the broad framework of the National Strategy but reflect local
imperatives. The National Road Safety Strategy Panel established by the Australian Transport
Council, equivalent to a Transport Ministry, monitors the co-ordination of road safety
management. It provides a framework for coordinating the road safety initiatives of Australian
Road Safety : 12
states, territories and local governments, as well as other major organisations with road safety
responsibilities. Besides guiding the National Strategy, this also provides a forum for information
sharing and helps agencies to identify and promote best practices in road safety from successful
states, to be implemented in the less successful states. The responsibility of annually monitoring
the progress of the strategy with respect to the targets also rests with the Panel.
•
Sweden
Sweden has been a front runner in the drive for a safe road traffic system. In October1997,
the Road Traffic Safety Bill founded on Vision Zero was passed by a large majority in the
Swedish parliament. The Vision Zero is that “eventually no one will be killed or seriously injured
within the road transport system”(Ministry of Transport and Communications, Sweden, 1997)5.
Sweden is moving towards a zero tolerance policy and is committed as the first step to reduce
mortality by 50 per cent of the 1996 statistics by the year 2007. The Swedish National Road
Administration (SNRA) holds the overall responsibility of road safety and within the SNRA; the
Traffic Safety Department monitors the road safety work. SNRA draws up plans, applies road
transport regulations, and is responsible for planning, construction, operation and maintenance of
the state roads and representing the state at a national level in road safety issues. Furthermore, it
manages state-owned road network in counties and supervises the management of municipal
roads. Besides this, the SNRA cooperates with insurance companies and the Swedish automotive
industry, which is active in improving road safety by changing the design of vehicles. National
Road Safety Co-operation carries out the overall co-ordination between the SNRA, police,
municipalities and the NGOs. Police forces are responsible for surveillance and enforcement and
the municipalities are responsible for road safety inside urban areas, except on roads outside the
jurisdiction of the SNRA. The Road Traffic Inspectorate was established in 2003. Based on road
safety targets and using a holistic perspective, its task is to observe and analyze conditions that
can have a substantial influence on the design and performance of the road transport system.
Although managed immediately under the SNRA Board, its functioning is independent of the rest
of the SNRA organization. In case where the responsibility does not rest with any other
government agency, it initiates and finances research on transport safety, to be carried out by
research institutes.
•
United Kingdom
The United Kingdom is also committed to reducing mortality from road accidents by 40per
cent of its 1998 figures by the year 2010.Road Safety Policy at national level in England is the
responsibility of the Road and Vehicle Safety Directorate of the Department for Transport (DfT).
DfT provides funding, information, advice and commissions research and provides guidance on a
range of areas like traffic engineering, training programmes, education evaluation, etc. It also
makes funding available to NGOs etc. by means of direct grants for safety schemes like
demonstration projects, etc. Road Safety Policy in Great Britain is a part of the Transport Policy.
The Road Traffic Act of 1974 required local authorities to reduce road crashes and casualties
through education and engineering and to institute crash prevention measures, and the Road
Traffic Act (1988) extended these responsibilities to the Highway Authority in general.
1.2.4 Indian Scenario
1.2.4.1 Policies and programs for road safety
Road safety forms an integral part of road engineering, traffic management, vehicle
regulation, environment protection as well as the laws that govern these areas. While road and
traffic engineering should be the responsibility of the municipal and highway authorities, traffic
control, traffic enforcement and accident investigation should be the responsibility of the police;
responsibility for post accident management should rest with the police and health authorities
jointly. Responsibility of the Transport Department should not be limited to driver and vehicle
Road Safety : 13
regulation and licensing, but should also include the overall coordination of road safety
management including regularly updating the legislation. Education and promoting awareness
should be the combined responsibility of all stakeholders including the automobile and insurance
industries, other members of the civil society, as well as the police and transport departments.
Presently, the responsibility for road safety management is highly fragmented and diffused. With
hardly any coordination among agencies much of the traffic control strategies adopted in India are
far below international standards.
However, road safety in the country is managed by the Government at the Central and State
levels supported by efforts of academia and the private sector including industry and NonGovernmental Organisations (NGOs). Ministry of Shipping, Road Transport and Highways in the
Government of India is the administrative ministry responsible for road safety efforts in the
country. National Road Safety Council (NRSC), headed by the Union Minister for Road
Transport and Highways is the apex advisory body on road safety. It includes the Ministers incharge of Transport in the State Governments and various official and non-official members. The
Transport Development Council (TDC) chaired by the Union Minister of Transport, with the
Union Ministers of Commerce, Industry, Railways and Member in-charge of Transport in
Planning Commission as members is a high level forum for the formulation of common policies
for the development of road transport. It also includes all the Lt. Governors/Chief Commissioners
of union territories and all Ministers in charge of Transport in the state governments. The
Transport Division of the Department of Road Transport and Highways deals with matters
relating to safe movement of vehicles on roads and safety awareness among users. The Road
Transport Division in the Ministry has three sections dealing with motor vehicle legislation,
transport related matters and administration of road safety schemes. A Joint Secretary who is
assisted by one Director and two Under Secretaries heads the Division. Engineering aspects of
safety in the design, construction and operation of roads are dealt with by the Roads Wing of the
Department of Road Transport and Highways. It is headed by Director-General (Road
Development) and Special Secretary assisted by two additional Directors General and some 16
Chief Engineers. The Roads Wing sets standards for safety in the design, construction and
operation of national highways in consultation with the Indian Roads Congress (IRC).
1.3 ‘Check Your Progress’ Questions
State whether true or false:
1.
2.
3.
4.
Road safety is not important in today’s context.
A good and efficient transport operation management ismust for overall road safety.
Ignorance of road safety does not lead to loss life in India.
With a proper mechanism related to road safety, the road traffic injury is largely
preventable.
1.4 Summary
This unit explains the meaning and the basic concepts along with the importance of road
safety from socio-economic perspective for not only an individual but also for the nation. Nation
also suffers losses due to accidents leading to deaths as well as injuries. It tells us about the
various aspects of road safety in terms of deaths and injuries on Indian roads as well as accidents
statistics of other countries. Indicators of progress in this field, due to efforts of many individuals,
organizations and nations at their respective level towards road safety are also mentioned. This
unit also explains the road safety scenario that prevails in India and some of the other countries of
the world with their respective policies towards road traffic safety and programmes initiated by
them for the road safety and social welfare.
Road Safety : 14
1.5 Glossary
Road Traffic Safety : Road traffic safety refers to methods and measures for reducing the
risk of a person using the road network being killed or seriously injured.
Transport Operation Management : The use of scientific and systematic approaches to
planning, organizing, staffing, and controlling of various operations in order to transport supplies
or units from one place to another
Management: Management is a process of designing and maintaining an environment in
which individuals, working together in groups, efficiently accomplish selected aims.
1.6 Answers to ‘Check Your Progress’
1.
2.
3.
4.
False
True
False
True
1.7 Question for Practice
1. What do you understand by Road Traffic Safety? Explain in detail about the
importance of road safety.
2. Discuss the road safety scenario in India and other countries of the world in brief.
3. How different measures taken for the road safety helps Indian economy to grow?
Give comments.
4. Discuss in detail about deaths and injuries on Indian roads along with accident
statistics of other countries. .
1.8 Additional Reading
1. GOI (2014): India Transport Report: Moving India to 2032, NTDPC, Planning
Commission, GOI, New Delhi.
2. GOI (2007): Report of the Committee on Road Safety and Traffic Management,
Planning Commission, Government of India, New Delhi.
3. OECD (2013): Road Safety Annual Report 2013, International Traffic Safety Data
and Analysis Group, International Transport Forum, OECD.
4. Ruikar Manisha (2013): National Statistics of road Traffic Accidents in India,
Journal of Orthopaedics, Traumatology and Rehabilitation, Volume-6, Issue-1,
January-April 2013.
5. WHO (2009): Global Status Report on Road Safety-Time for Action, World Health
organization, Switzerland.
6. Website: en.wikipedia.org
Road Safety : 15
Unit 2 : Road Safety Management
2.0 Objectives
After going through this unit, we will be able to:
• Discuss the meaning and importance of Road Safety Management in some detail.
• Describe the various reasons for the need of Road Safety Management in today’s
context.
• Explain the importance of Road Safety Management in India.
• Highlight in brief about the safety policies for the organization.
2.1 Introduction
In this unit we will learn about the meaning and importance of road safety management in
the context of socio-economic growth of the nation to achieve maximum social welfare. We will
be taught the need for effective and efficient road safety management system in a country like
India. In fact, minimizing the loss of life due to the road accidents is an urgent need all over the
world and especially in India. The unit will also discuss the importance of road safety in the
context of safety policies for the organization.
2.2 Content Details
The term “Road safety” have conveyed that in this field the activities need to concentrate on
items that properly belong to roads and, by extension, to the roads authorities, keeping a reduced
scope of activities in a number of different areas, in spite of their potentially significant
contributions. Modern Road Safety makes a distinction between the situation and the
management systems necessary to control it, with prevention activities that largely exceeds the
self-evident fields of the traditional 3 E (Engineering, Enforcement, Education) approach, first
Road Safety : 16
introduced in 1925. Modern Management systems aim of be inclusive, i.e. to include explicitly all
activities as part of such a system.
2.2.1 Why do We Need Road Safety Management?
Road traffic injuries are a major but neglected public health challenge that requires
concerted efforts for effective and sustainable prevention. Of all the systems with which people
have to deal every day, road traffic systems are the most complex and the most dangerous.
Worldwide, an estimated 1.2 million people are killed in road crashes each year and as many as
50 million are injured. Projections indicate that these figures will increase by about 65% over the
next 20 years unless there is new commitment to prevention. Nevertheless, the tragedy behind
these figures attracts less mass media attention than other, less frequent types of tragedy. Nearly 3
400 people die on the world's roads every day. Tens of millions of people are injured or disabled
every year. Children, pedestrians, cyclists and older people are among the most vulnerable of
road users. WHO works with partners - governmental and nongovernmental - around the world to
raise the profile of the preventability of road traffic injuries and promote good practices related to
helmet and seat-belt wearing, not drinking and driving, not speeding and being visible in the
traffic.
However, systems for the management of road safety have evolved over the last few
decades in developed countries. Today, the Safe System approach is seen as the most appropriate
approach in guiding the management of road safety. It is recommended that low and middleincome countries adopt this approach. The Safe System approach recognizes that humans as road
users are fallible and will make mistakes. There are also limits to the kinetic energy exchange
which humans can tolerate (e.g. during the rapid deceleration associated with a crash) before
serious injury or death occurs.
A key part of the Safe System approach requires that the road system be designed to take
account of these errors and vulnerabilities so that road users are able to avoid serious injury or
death on the road. A Safe System approach has the following characteristics:
• It recognizes that prevention efforts notwithstanding, road users will remain fallible
and crashes will occur.
• It stresses that those involved in the design of the road transport system need to
accept and share responsibility for the safety of the system, and those that use the
system need to accept responsibility for complying with the rules and constraints of
the system.
Road Safety : 17
It aligns safety management decisions with broader transport and planning decisions
that meet wider economic, human and environmental goals.
• It shapes interventions to meet the long term goal, rather than relying on
“traditional” interventions to set the limits of any long term targets.
This represents a fundamental shift in thinking in how we try to address road safety. For
many crashes there is likely to be some form of road improvement that could be made to reduce
the likelihood of a fatal or serious injury crash occurring. However, in a Safe System approach,
road safety problems are typically treated by considering the interaction of several components of
the transport system, rather than by implementing individual countermeasures in relative
isolation. This means that the full range of solutions, infrastructure, traffic and speed
management, vehicle standards and equipment and road user behavior need to be addressed.
Implementing the Safe System approach requires developing and strengthening a country’s
institutional management capacity in order to focus on achieving results aimed at elimination of
deaths and serious injuries. A targeted approach towards this ambition is recommended in the
OECD report that focuses on setting and achieving ambitious road safety targets within a Safe
Systems approach. This report builds on the key recommendations of the World report on Road
Traffic Injury Prevention that set out the strategic initiatives necessary to improve country road
safety performance. These are to:
• Identify a lead agency in government to guide the national road safety effort.
• Assess the problem, policies and institutional settings relating to road traffic injury
and the capacity for road traffic injury prevention in each country.
• Prepare a national road safety strategy and plan of action.
• Allocate financial and human resources to address the problem.
• Implement specific actions to prevent road traffic crashes, minimize injuries and
their consequences and evaluate the impact of these actions.
• Support the development of national capacity and international cooperation.
However, guidelines for implementing the World Report recommendations have been
developed in a report from the World Bank Global Road Safety Facility. This report discusses
road safety management and the Safe Systems approach, and provides detailed guidance for the
management and investment framework that is necessary to support the successful
implementation of the World Report recommendations. The guidelines specify two key stages for
implementation. Stage 1 - conducts a country capacity review that addresses recommendations 14 and specifies an investment strategy and identifies Safe System implementation projects. Stage
2 - prepares and implements Safe System projects based on good practice solutions that address
priorities and build monitoring and evaluation procedures.
Further, we need road safety management because of the following:
• The high cost of motorized mobility to society and public health. Each year over 1
million people are killed and 50 million injured on roads around the world. Without new
and effective action, deaths in low to middle-income countries are forecast to rise
steeply. At the same time, progress has slowed in recent years in the better performing
countries where investment in preventing and reducing serious health loss from road
traffic injury is not commensurate with its high socio-economic cost. This cost has been
estimated at around 2% of EU countries’ gross domestic product - around Euro 180
billion and twice the EU’s annual budget. Each year over 1 million people are killed and
50 million injured on roads around the world. Without new and effective action, deaths
in low to middle-income countries are forecast to rise steeply in the next decades.
Progress has slowed in recent years in many OECD countries. The quality of daily road
travel touches the lives of almost all European citizens either as road crash victims or
their family, friends and colleagues. In the European Union, road crashes comprise over
90% of all transport crash deaths and crash costs and are the leading cause of death and
hospital admission for people younger than 50 years. Within the EU, an international
comparison of death rates in road traffic in the Annual Statistical Report 2007 indicates
•
Road Safety : 18
a substantial variation in road safety performance. The socio-economic cost has been
estimated at around 2% of EU countries’ gross domestic product - around Euro 180
billion and twice the EU’s annual budget [25] A high price is currently being paid for
motorized mobility in human and economic terms.
•
Road traffic injury is largely preventable. As highlighted in the World Report
on Road Traffic Injury Prevention, fatal and long term crash injury is largely
predictable, largely avoidable and a problem amenable to rational analysis and
remedy. Research and experience in North America, Australasia and Europe has
shown that very substantial reductions in road deaths and serious injuries have
been achieved through the application of evidence-based measures against the
background of increased motorization. Based on current knowledge, fatal and
long term crash injury is largely predictable, largely avoidable and a problem
amenable to rational analysis and remedy. Research and experience in North
America, Australasia and Europe have shown that very substantial reductions in
road deaths and serious injuries can be achieved against the background of
increased motorization. In 2004, the World Report of Road Traffic Injury
Prevention provided a global call to action and blueprint for effective
intervention based on past best practice as well as innovative, ambitious ‘safe
system’ approaches. International organizations such as the World Health
Organization, the World Bank the OECD and the ECMT (now the International
Transport Forum) all acknowledge that the key to achieving better performance
in road safety is by more effective safety management.
On the other hand, as the OECD has stated, setting ambitious targets is one thing; meeting
them is another. The limits to improved road safety performance are shaped by a country’s road
safety management system which determines the results being sought and produces the
interventions to achieve them.
The shift to safe system – the new performance frontier
Countries have become progressively more ambitious in terms of the results desired,
culminating in Safe System. This concept represents the new performance frontier for road safety
management in embracing ambitious long term goals to eliminate death and serious injury and
interim targets, exacting intervention strategies and strengthened institutional management.
Road safety in a complex multi-sectoral context
In practice road safety is a shared responsibility at international, national, regional, and local
levels. Achieving road safety results is a multi-disciplinary activity which takes place in a
complex multi-sectoral context. Multi-sectoral activity provides both the opportunity for a holistic
system-wide approach and the possibility that safety interests will be submerged by competing
interests. It thus requires careful management and leadership.
Leadership, ownership, and accountability
Achieving road safety results requires long-term governmental ownership, leadership and
political will. The World Bank and OECD recommend that all countries should commit to
ensuring an effective road safety management system and, in particular, to review and seek to
achieve a strong results focus through their institutional management arrangements and resolve
any capacity weaknesses. This focus requires clear identification of: a lead agency/department;
the core group of government ministries and agencies to be involved; their roles and
responsibilities defined; high-level strategic review of performance; definition of a long term safe
system goal, and the interim performance targets in terms of institutional outputs and intermediate
and final outcomes to be achieved within a time-defined strategy. It requires high-level
championing across society.
Road Safety : 19
2.2.2 The Road Safety Management System
Safety is produced just like other goods and services and the production process is viewed
as a management system with three levels: institutional management functions produce
interventions, which in turn produce results. Consideration of all elements of the road safety
management system and the linkages between them becomes critical for any country seeking to
identify and improve its current performance level.
Institutional management functions
Seven institutional management functions are the foundation on which road safety
management systems are built comprising results focus – the overarching function - coordination,
legislation, funding and resource allocation, promotion, monitoring and evaluation and research
and development and knowledge transfer. These functions are delivered primarily by all the
government agencies producing interventions, but they are also delivered in government
partnerships with civil society and business entities to achieve the desired focus on results.
Effective institutional management is a pre-requisite of successful results-focused intervention.
Road Safety : 20
Interventions
These comprise system-wide strategies and programmes of interventions to address safety
targets. Interventions cover the planning, design and operation of the road network, the entry and
exit of vehicles, and users into the road network, and the recovery and rehabilitation of crash
victims. They seek to manage exposure to the risk of crashes, prevent crashes, and reduce crash
injury severity and the consequences of crash injury. They comprise safety designs, standards,
and rules and well as a combination of activity to secure compliance with these such as
information, publicity, enforcement and incentive.
Results
In good practice, road safety results are expressed as long term goals and interim
quantitative targets. Targets specify the desired safety performance endorsed by governments at
all levels, stakeholders and the community. To be credible, interim targets must be achievable
with cost-effective interventions. Targets are usually set in terms of final outcomes. They can also
include intermediate outcomes consistent with their achievement, and institutional output
measures required to achieve the intermediate results.
Further, there are no more scouring through reams and reams of hard copies, trying to figure
out patterns from accident data. For example, the organization like IBS makes life easier for you,
with its Road Safety Management System (RSMS). Imagine a reliable and powerful accident
database management system that provides analysis of accident information, for all stakeholders
in road safety to take their appropriate counter measures. RSMS makes accident information
accessible to the traffic police, road engineering departments, motor vehicles departments,
insurance companies and non-government agencies involved in road safety. Besides, this
software can be integrated with police records and maintained by the government crime records
bureau and road engineering departments. RSMS 6.0 is GIS enabled and works with the latest
satellite imageries and online mapping service providers, including Google Earth.
However, Road Safety Management System has six major sections: Accident Recording
Engine, GIS Engine, Safety Analysis Engine, Standard Reports, Dynamic Standard and Spatial
Query Builder and Administration and Tools sections.
Features
•
•
•
•
•
•
Accident Recording Engine helps in capturing accident data from several sources
including disparate legacy systems. If you are starting afresh, you can directly enter
accident data into RSMS through the Accident Reporting Form (ARF). The ARF also
supports smart devices including PDAs and hand-held computers. The computer
operators can also scan and input the location and collision diagram sketch by using a
hand-held scanner.
GIS Engine helps plot accidents on digital maps and has the capability of accident
analysis. This includes plotting options, polygon searches, creating monitor sites and
black spot identification. Grid analysis, cluster analysis and monitoring sites are also
enabled.
Safety Analysis Engine enables cross tab analysis, stick analysis, kilometer analysis, and
automatic collision diagram generation with vehicular maneuvers.
Standard Reports Module generates routine reports like accidents based on severity,
accidents classified according to type of area, time, weather and road conditions, day of
the week, vehicle types, and passenger/pedestrian casualty statistics. 100+ reports are
already present and user can create unlimited customizable reports within RSMS.
Dynamic Query Builder helps create user-defined query or constraints and view subsets of accident data. The user can run the Safety Analysis Engine for this set.
Administration and Tools Module allows for system administration and maintains the
digital map versions. Granting access rights, periodic backlog file and distribution of data
are controlled by the Administration module. Importing digital maps, interfacing with
different systems, creating monitor areas, updating accident symbols and collision
Road Safety : 21
symbols and labeling the maps are done through the tools module.
Benefits
•
•
•
•
•
•
•
•
•
Road safety made more accessible: RSMS is a powerful, platform-independent, GISbased accident information management solution. Supported by a user-friendly data
analysis engine, it efficiently records and analysis road safety data, making every
stakeholder more accountable.
Easy to deploy, easy to use: RSMS is easily deployable on most hardware/software
platforms and operating systems. Uniform, intuitive and user-friendly screens make it one
of the easiest systems to master. A simple accident entry form helps to capture the
accident data swiftly and effectively.
Powerful GIS advantage: RSMS is backed by a powerful Geographical Information
System (GIS) engine that supports multiple GIS standards. This facility helps to plot
accident data on digital maps and enables in-depth GIS-based spatial analysis like stripcorridor analysis, cluster analysis for accident black spot identification and grid analysis.
Comprehensive report generation: RSMS caters to national and international accident
reporting requirements. This includes more than 100 standard reports relating to police
reporting and departments like transport, road and education and unlimited user-definable
reports.
Extensive interfacing capabilities: RSMS has the capability to interface effectively with
various MIS applications of police departments, insurance agencies, road engineering
departments, motor vehicle departments, licensing agencies etc, and devices like handheld GPS receivers, scanners and digital cameras. The accident data and analytical
features of the application can easily be distributed through data transfer functionality.
This management system also provides flexible no-cost application access to all road
safety stakeholders.
Powerful analysis engine: RSMS is supported by a powerful analysis engine that
enables cross-tab analysis, stick analysis, kilometer analysis and automatic collision
diagram generation with vehicular movements. This feature is designed to assist road
safety engineers in improving the safety of roads and intersections. Another advanced
feature of this application called Dynamic Query Builder helps to produce report and
accident data subsets according to any criteria set by the user.
Experienced consultancy services & training: IBS highly experienced international
road safety and traffic engineering specialists help people in rolling out and
institutionalizing RSMS, ensuring long-term sustainability. Proven traffic and
enforcement training specialists help people build the necessary competency in
successfully deploying and using RSMS to reduce accident rates.
Customization facility: The system administration section of the application allows the
setting up of various master tables and tools. This helps in customization of the
application by the user themselves and in assignment of role-based privileges for users.
Online help: Extensive online help is offered on how to use the application, introducing
users to its features and common tasks like creating an accident record, making a query or
doing cross tabulation. Acts as a source of reference at any point of time.
2.2.3 Safety Policies for the Organization
Road safety forms an integral part of road engineering, traffic management, vehicle
regulation, environment protection as well as the laws that govern these areas. While road and
traffic engineering should be the responsibility of the municipal and highway authorities, traffic
control, traffic enforcement and accident investigation should be the responsibility of the police;
responsibility for post accident management should rest with the police and health authorities
jointly. Responsibility of the Transport Department should not be limited to driver and vehicle
regulation and licensing, but should also include the overall coordination of road safety
management including regularly updating the legislation. Education and promoting awareness
Road Safety : 22
should be the combined responsibility of all stakeholders including the automobile and insurance
industries, other members of the civil society, as well as the police and transport departments.
Presently, the responsibility for road safety management is highly fragmented and diffused. With
hardly any coordination among agencies much of the traffic control strategies adopted in India are
far below international standards.
Non-governmental organizations advocating road safety on behalf of road traffic injury
victims vary considerably in terms of their origins, scope and resources. Many were created by
people who have been directly affected by a road traffic crash, either through the loss of a loved
one or as a victim themselves. For them, road safety is a deeply personal issue, and they bring
their passion and conviction to the cause. Their testimonies help to convey a sense of urgency.
Other nongovernmental organizations are membership based, promoting the rights of specific
groups of road users such as pedestrian, cyclists or motorcyclists. Still others are oriented towards
road safety research or policy. Like the professional associations they make their case based on
scientific evidence and the prestige of their members. In terms of their scope, some of the
organizations focus particularly on the post-crash response, advocating for improved emergency
services and national standards of social, medical and legal care for victims and their families.
Others call for, or themselves implement, discrete road safety projects around key factors such as
seat-belts, helmets or reflectors for increased visibility on the roads. Some address road safety as
part of the broader issue of sustainable mobility. Given their disparate nature, capacities vary
greatly in terms of human and financial resources and technical road safety knowledge.
Regardless of their background, remit and assets, all nongovernmental organizations serve as
advocates in one way or another, and suggestions for ways in which they might do this as
strategically as possible can benefit the road safety cause.
Further, there are many non-profit organizations in India that have directed their efforts and
have actively participated in road safety management in the country. Corporate initiatives in this
domain have often been launched in association with Government initiatives. For example,
corporate initiatives in this domain have often been launched in association with Government
initiatives. In April 2012, the state of Haryana saw a public-private partnership when the State
Government and Maruti Suzuki India Private Limited jointly launched the Institute of Driving
Road Safety : 23
and Traffic Research (IDTR). This IDTR Rohtak center that is all set to train 20,000 people will
offer modern driving training facilities and the main aim is to educate trainee drivers on road
safety. Similarly, in Mumbai IESP, the training division of Airawat Group has tied up with
various corporate organizations and has launched a Defensive Driving Course (DDC) Training
module with Mumbai’s Traffic Police. The main purpose of the module is to inculcate the drivers
with essential skills that will keep reduce the rate of road accidents. There are many non-profit
organizations in India that have directed their efforts and have actively participated in road safety
management in the country. Organizing road safety rallies, setting up of exhibitions, providing
“Bystander care” to victims of road accidents, interacting with school and college students are
just some of the efforts undertaken by organizations like Save Life Foundation, Arrive SAFE,
Green World Group etc. These initiatives have helped to consolidate the efforts towards the
management of safer and better road conditions. Road safety management in India is a joint
effort between various Governmental and private bodies, working together and sharing the
responsibility of providing India with a safer road environment.
2.3 ‘Check Your Progress’ Questions
State whether true or false:
1. There is no role of IT system in Road Safety Management.
2. A good and efficient road safety management system is must to control accidents.
3. Non-governmental organizations have no role in road management system to
control road accidents.
4. We need a strong road safety management system in India.
2.4 Summary
This unit explains the meaning and importance of road safety management in the context of
healthy growth of the nation. Achieving maximum social welfare is not possible without road
safety management. The unit also elaborates on the various reasons as to why we need an
effective and efficient road safety management system in a country like India. In fact almost all
nations face similar challenges in terms of minimizing the loss of life due to the road accidents,
though the degree may differ. This unit also explains about the importance of road safety with
reference to the safety policies for an organization.
2.5 Glossary
Social Mobility: Social mobility is the movement of individuals or groups of people in
social position. It may refer to classes, ethnic groups, or entire nations, and may measure health
status, literacy, or education. More commonly it refers to individuals or families, and their change
in income or wealth (economic mobility).
Planning: Planning involves selecting missions and objectives as well as the action to
achieve them; it requires decision making, i.e., choosing future courses from among alternatives.
Transport Operation: By transport operation we mean that an operation aiming to
transport supplies or units from one place to another.
Management: Management is a process of designing and maintaining an environment in
which individuals, working together in groups, efficiently accomplish selected aims.
Road Safety : 24
2.6 Answers to ‘Check Your Progress’
1.
2.
3.
4.
False
True
False
True
2.7 Question for Practice
1. What do you understand by road safety management? Explain in detail the
importance of road safety in Indian context.
2. Discuss the various features and benefits of road safety management system.
3. Why do we need road safety management? Give comments.
4. Explain the importance of road safety policies for an organization in detail.
2.8 Additional Reading
1.
GOI (2014): India Transport Report: Moving India to 2032, NTDPC, Planning Commission,
GOI, New Delhi.
2. GOI (2007): Report of the Committee on Road Safety and Traffic Management, Planning
Commission, Government of India, New Delhi.
3. ITP (2012): Road Safety in India- Insight and Analysis, India Transport Portal, special Issue
September 2012.
4. OECD (2013): Road Safety Annual Report 2013, International Traffic Safety Data and
Analysis Group, International Transport Forum, OECD.
5. Ruikar Manisha (2013): National Statistics of road Traffic Accidents in India, Journal of
Orthopaedics, Traumatology and Rehabilitation, Volume-6, Issue-1, January-April 2013.
6. WHO (2009): Global Status Report on Road Safety-Time for Action, World Health
organization, Switzerland.
7. WHO Report: World report on Road Traffic Injury.
8. WHO (2012): Advocating for Road Safety and Road traffic Injury Victims- A Guide for
Non-governmental Organization, World Health Organization, Geneva, Switzerland.
9. IBS- Transportational Prevention IT Solution for Travel, transportation and Logistics,
U.S.A.
10. Website: en.wikipedia.org
Road Safety : 25
Unit 3 : Accidents
3.0 Objectives
After going through this unit, we will be able to:
• Discuss the meaning and definition of accident along with the types of accidents in
some detail.
• Discuss the various factors involved in accidents.
• Discuss the causes and effects of accidents, deaths and injuries on Indian roads due
to accidents and accident statistics.
• Highlight in brief about loss of human life de to accident and accident investigation.
3.1 Introduction
In this unit we will learn about the meaning and definition of accident and also about the
different types of accidents especially on the Indian roads leads to loss of socio-economic assets
of a nation. We will be taught the various factors involving accidents such as environment,
vehicle, human, system etc. and its consequences. The unit will also discuss the causes and
effects of accidents apart from the loss of human life due to the ignorance of road safety. Also, we
will learn about the accident investigation to find out the truth about accidents.
3.2 Content Details
3.2.1 Introduction
The rapid development and expansion of transport systems, increased travel and growing
number of motor vehicles have led to a phenomenal rise in levels of both passenger and freight
movement in India over the past decades. An exponential growth is witnessed after the start of
economic liberalization in India, when many sectors of the Indian economy were opened to
global trade. As the number of vehicles on roads has risen in India, road accidents have also
Road Safety : 26
increased. Moreover, India has one of the world’s highest annual road fatalities with more than
80,000 persons killed on Indian roads every year. In the past decade, India has taken some major
initiatives to address the needs of the road sector. A recent national level initiative is the
expansion of the road network and has promised highly on three primary areas:
1. To enhance the national level trunk corridors in terms of time, cost and comfort
2. To improve accessibility by providing roads to each settlement across the nation
3. Improving urban roads and modernizing urban transport management and traffic safety.
All of these initiatives are aimed at improving the quality of transport and ultimately the
quality of life. However, with the recent growth in road based transport, major issues of safety
and security concerns are also on the rise. Traffic on roads is growing at a rate of 7 to 10% per
annum while the vehicle population growth is of the order of 12% per annum. The ownership of
cars in India is just 6 per thousand of population as against 500 in developed economies but the
number of fatalities per ten thousand vehicles is 14.39 in India, compared to 1.0 to 2.50 in many
high income countries, accounting for one of the highest accident rates in the world. With
automobile growth slated as a major policy objective, the need for safety of roads, infrastructure,
vehicles and transport systems cannot be overestimated in India.
Further, the vehicle population in India has been steadily increasing with the pace picking
up significantly since the 1980s. Limited road space has further worsened the problem. India
contributes to eight percent fatalities with only one percent vehicle population. The age profile of
the accident victim in 2010 showed that the 25-65 year age group accounted for 53.1 percent of
total road accidents followed by 15-24 year age group with a share of about 32.4 percent.
Amongst the vehicle category – two wheelers accounted for the highest share of accidents- 23.3
percent followed by trucks, tempos, tractors and other articulated vehicles at 23.3 percent, cars;
jeeps and taxis 21.8 percent; buses 9.5 percent; auto rickshaws 7.3 percent and other motor
vehicles 7.8 percent.
3.2.2 Definition of Accident
An accident or a mishap is an unforeseen and unplanned event or circumstance, often with
lack of intention or necessity. It usually implies a generally negative outcome which might have
been avoided or prevented had circumstances leading up to the accident been recognized, and
acted upon, prior to its occurrence. Injury prevention refers to activities designed to foresee and
avoid accidents.
Road Safety : 27
Accidents of particularly common types (crashing of automobiles, events causing fire, etc.)
are investigated to identify how to avoid them in the future. This is sometimes called root cause
analysis, but does not generally apply to accidents that cannot be deterministically predicted. A
root cause of an uncommon and purely random accident may never be identified, and thus future
similar accidents remain "accidental."
However, Industrialization leads to economic growth, further leading to increased
mobilization of people, increased investment on automobiles and road infrastructure. Therefore,
effective transportation supports a nation’s economic and social growth. Most of the developing
countries like India are at a transition phase of growth and development. India has one of the
largest highway and road network second only to road network of U.S. Total road length exceeds
3 million km; and it has about one percent of world’s vehicle population, but six percent of the
world’s road accidents occur in India. Air and noise pollution are some visible effects on the
roads, but a deeper underlying problem of injuries and death on the roads goes unaccounted and
neglected. Over 80,000 people die in the traffic crashes annually, 1.2 million are seriously injured
and about 300000 disabled permanently. In India, among individuals more than 4 years of age,
more life years are lost due to traffic crashes than due to cardiovascular diseases.
3.2.3 Types of Accident
When it comes to types of accidents, the road traffic collisions generally falls into one of
four common types:
• Lane departure crashes, which occur when a driver leaves the lane they are in and
collide with another vehicle or a roadside object. These include head on collisions
and run-off-road collisions.
• Collisions at junctions include rear-end collision and angle or side impacts.
• Collisions involving pedestrians and cyclists
• Collisions with animals
Although other types of collision do occur. Rollovers are not very common, but lead to
greater rates of severe injury and death. Some of these are secondary events that occur after a
collision with a run-off-road crash or a collision with another vehicle.
Head-on Collisions:
Head-on collisions often have poor outcomes because of the speed involved when the
collision takes place. The typical cause of head-on collisions is when one vehicle inadvertently
strays into the path of an oncoming vehicle. However, the root cause sometimes lies in a steering
Road Safety : 28
overcorrection after veering to the side of the road as opposed to the centre.
Now, with reference to the risk of head-on collisions, the likelihood of head-on
collision is at its greatest on roads with narrow lanes, sharp curves, no separation of lanes of
opposing traffic and high volumes of traffic. Crash severity, measured as risk of death and injury,
and repair costs to vehicles, increases as speed increases. Therefore the roads with the greatest
risk of head-on collision are busy single-carriageway roads outside urban areas where speeds are
highest.
Contrast this with motorways, which rarely have a high risk of head-on collision in spite of
the high speeds involved, because of the median separation treatments such as cable barriers,
Concrete step barriers, Jersey barriers, metal crash barriers, and wide medians. Thus, in case of
Countermeasures, the greatest risk reduction in terms of head-on collision comes through the
separation of oncoming traffic, also known as median separation or median treatment, which can
reduce road collisions in the order of 70%.
However, Median barriers can be divided into three basic categories: rigid barrier systems,
semi-rigid barrier systems, and flexible barrier systems. Rigid barrier systems are made up of
concrete and are the most common barrier type in use today (e.g. Jersey barrier or concrete step
barrier). They are the most costly to install, but have relatively low life-cycle costs, making them
economically viable over time. The second barrier type, semi-rigid, is commonly known as
guardrail or guiderail barriers. The initial installation of this type can reach as much as $100,000
per mile. These more forgiving barriers are meant to absorb the impact of an accident, and as a
result, increase the cost of their life-cycle with each crash and each repair. The third median
barrier type is the flexible barrier systems (e.g. cable barriers). Cable barriers are the most
forgiving and the least expensive to install, but have high life-cycle costs due to repair needs after
crashes. On the other hand, they have been shown to have calculated cost benefits calculating to
as much as $420,000 per mile annually. Much cheaper collision reduction methods are to
improve road markings, to reduce speeds and to separate traffic with wide central hatching.
Further, Sealing of safety zones along the side of the road (also known as a hard-shoulder)
can also reduce the risk of head-on collisions caused by steering over-correction. Where a hard
shoulder cannot be provided, a "safety edge" can reduce the chances of steering overcorrection.
An attachment is added to the paving machine to provide a bevelled edge at 30 to 35-degree angle
to horizontal, rather than the usual near-vertical edge. This works by reducing the steering angle
needed for the tire to climb up the pavement edge. For a vertical edge, the steering angle needed
to mount the pavement edge is sharp enough to cause loss of control once the vehicle is back on
top of the pavement. If the driver cannot correct this in time, the vehicle may veer into oncoming
traffic, or off the opposite side of the road.
Single-vehicle collisions:
A single-vehicle collision is when a single road vehicle has a collision without involving
any other vehicle. They usually have similar root causes as head-on collisions, but no other
vehicle happened to be in the path of the vehicle leaving its lane. Severe collisions of this type
can happen on motorways, since speeds are extra high, increasing the severity.
Inter-section collisions:
Crashes at intersections (road junctions) are a very common type of road collision types.
Collisions may involve head-on impact when one vehicle crosses an opposing lane of traffic to
turn at an intersection, or side impacts when one vehicle crosses the path of an adjoining vehicle
at an intersection.
However, the risk of intersection collisions differs on rural and urban roads, with around
50% of urban crashes and 30% of rural crashes occurring at junctions. In urban areas the
likelihood of an intersection collision occurring is high as they typically have a higher density of
junctions. On rural roads while the likelihood of a collision may be lower (because of fewer
intersections) the outcome of the collision is often significantly worse because of the increased
speeds involved.
Road Safety : 29
Because intersection collisions often result in side-impacts they are therefore often fatal
because people are seated close to the part of the car that provides little protection. Thus, in case
of Countermeasures, although expensive to implement, roundabouts are an effective way of
reducing the speed of traffic at intersections reducing the likelihood of high speed right-angle
collisions. Clear road markings and signing are low cost methods of improving safety at
intersections.
3.2.4 Various Factors Involved in Accidents: Causes and Effects
During the year 2010, about 1, 34,513 persons were killed and 5, 27,512 persons were
injured in 4, 99,628 reported road accidents in India. These numbers translate into one road
accident every minute and one road fatality every four minutes. In terms of road fatalities, India
has dubious distinction of being at the top almost all nations. An analysis of accidents carried out
for the year 2010 shows that the main cause of road accidents are: driver’s fault (78.0 percent);
pedestrian fault (2.7 percent); mechanical defect in vehicles (1.7 percent); bad roads (1.2 percent);
and other factors (16.4 percent).
Further, the vehicle population in India has been steadily increasing with the pace picking
up significantly since the 1980s. Limited road space has further worsened the problem. India
contributes to eight percent fatalities with only one percent vehicle population. The age profile of
the accident victims in 2010 showed that the 25-65year age group accounted for 53.1 percent of
total road accidents followed by15-24 year age group with a share of about 32.4 percent.
Amongst the vehicle category – two-wheelers accounted for the highest share of accidents –
23.8percent followed by trucks, tempos, tractors and other articulated vehicles at423.3 percent,
cars; jeeps and taxis 21.8 percent; buses 9.5 percent; auto rickshaws 7.3 percent and other motor
vehicles 7.8 percent.
Road Safety : 30
Given below are some of the common factors for the accidents i.e. various causes of road
accidents are:
1. Road Users - Excessive speed and rash driving, violation of traffic rules, failure to
perceive traffic situation or sign or signal in adequate time, carelessness, fatigue,
alcohol, sleep etc.
2. Vehicle - Defects such as failure of brakes, steering system, tyre burst, lighting
system.
3. Road Condition - Skidding road surface, pot holes, ruts.
4. Road design - Defective geometric design like inadequate sight distance, inadequate
width of shoulders, improper curve design, improper traffic control devices and
improper lighting,.
5. Environmental factors -unfavorable weather conditions like mist, snow, smoke and
heavy rainfall which restrict normal visibility and makes driving unsafe.
6. Other causes -improper location of advertisement boards, gate of level crossing not
closed when required etc..
Thus, traffic accidents and falls are the most common causes of physical traumas or injuries
leading to hospital care. According to a 2005 survey of injuries sustained at home, which used
data from the National Vital Statistics System of the United States National Center for Health
Statistics, falls, poisoning, and fire/burn injuries are the most common causes of death. The
United States also collects statistically valid injury data (sampled from 100 hospitals) through the
National Electronic Injury Surveillance System administered by the Consumer Product Safety
Commission. This program was revised in 2000 to include all injuries rather than just injuries
involving products. Data on emergency room visits is also collected through the National Health
Interview Survey. In the U.S, the Bureau of Labor Statistics has made available on their
website, extensive statistics on workplace accidents.
Road Safety : 31
Further, it has been observed that cars and taxis are the types of vehicle most likely to be
involved in a road accident. According to the Ministry for Road Transport Highways, major
causes of motorised accidents are as follows:
__Driver’s fault 83.5%
__Pedestrian fault/fault of passengers 4.7%
__Mechanical defect in vehicles 3%
__Bad roads 1.1%
__Bad weather 0.9%
__Other factors 6.8%
For example cattle, fallen trees, road blockages, non-functioning of signals and absence of
rear reflectors/road signs.
India specific road accident victims
Vulnerable groups: Unlike most developed countries where accident victims are vehicle
drivers or passengers, in India an overwhelming majority tend to be pedestrians, cyclists, children
and elderly. Motorised two-wheelers: India has one of the highest numbers of motorised two
wheelers in the world and this is the segment that is growing the fastest. This is another especially
vulnerable group that needs specific measures to improve safety.
Drinking and driving: Consumption of drugs and alcohol before driving is very common
among commercial and private vehicles and two-wheeler drivers. Driver monitoring and stricter
enforcement needs to be in place.
Thus, pedestrians, bicyclists and motorized two wheelers have been identified as the most
vulnerable group constituting 60-80% of road fatalities in India. Two wheelers, motorized (70%)
and non-motorized (10-35%) vehicles are the main component of Indian traffic. Less than 1 in 40
families own a car. It has also been observed that fatal crashes with pedestrians, bicyclists and
motorized two-wheelers involved buses and trucks in higher proportion (50- 70%) than non fatal
crashes. Occupants of two wheelers and occupants of public and private transport is another
group of people constituting the majority, to be affected in road traffic injuries. On highways,
occupants of cars are the most vulnerable group, next to pedestrians. Various studies in different
parts of the country found that highest numbers of road crash victims were between the ages of
20-40 years. All India road data shows that 83.5% of the accidents were due to driver’s fault,
other contributory factors were: mechanical defects in vehicles (3%), pedestrian fault (2.3%),
fault of passenger (2.4%), bad roads (1.1%), bad weather (0.9%) and other factors like cattle,
fallen trees etc. (6%). Statistics of 83.5% accidents resulting from drivers fault indicates the need
of an intensive intervention at host level.
Again, for example, a study in Bangalore showed that 44% of crash two wheelers drivers,
seeking medical treatment were under the influence of alcohol. Data at national level is not
available, but drink driving apparently is a big issue. A study conducted on brain injuries also
revealed that, there were higher rate of falls and severity of brain injury was also more, amongst
drivers under the influence of alcohol13. There is a need for stringent laws and their enforcement
to restrain drink driving. Public awareness regarding hazards of drinking and driving should be
increased through mass media and educational campaigns. Perhaps, drivers fault can also be
Road Safety : 32
attributed to system of issuing license. License is issued to anyone who is above 18 years, can
identify a few road signs. The licensing officer would rarely stand by the road and watch you
drive for 500 meter, leading to unskilled and ignorant drivers on roads.
Making learners license mandatory, with specific guidelines, better system for testing
driving skills, and curtailing under age drivers through law enforcement are some of the steps that
might prove to be of help. In most parts of the country, but not all, male drivers are enforced to
wear helmets2 and a few years ago a law for passengers was also introduced, but none of it is
implied to females (drivers/passengers) or child passengers. Motorized and non-motorized
vehicles and pedestrians share same road space. An evidence of conflict between the motorized
and non motorized vehicles is evident from New Delhi data according to which, 40% of fatal
bicycle crashes occur during peak hours when speed is low (20-30 km/hr) but volumes are
significantly high. This is not the situation only on city roads, but on all roads, including
highways, where heavy motorized vehicles and bullock carts share the same space.
However, Indian Road Congress issues guidelines and standards for all Indian roads and
highways. These standards are recommendatory and not mandatory. There is no authority to view
whether or not these recommendations are being followed. Recognizing the issues due to mixed
traffic and its growth, there is a need to initiate evidence-based changes in Indian road designing.
Also there is need for some regulatory changes in order to improvise a body, which is responsible
for implementation of road design standards5. As mentioned above, mechanical faults contributed
to 3% of accidents, conditions of vehicle need to be checked on regular basis. There is no law
regarding smooth tyres, and brake conditions etc. A system for regular check of vehicle
condition, might improve vehicle and road safety. An added advantage would be air pollution
check. Though there is no law for rear passengers to wear seat belt, but except for a few very
expensive models, vehicles do not even have the facility of rear passenger seat belts. Most
vehicles lack features like high mounted rear brake lights, air bags, rear wipers etc.
Understanding the relevance of these features, contribution from engineering and manufacturing
companies is required to bring about changes for improved vehicle safety.
Pedestrians constitute one of the most vulnerable groups for road traffic injuries. In minds of
Indian road users there is no place for pedestrians on roads4; one would observe that, zebra
crossings are made on very few roads in the country, and those, which exist, are not used by the
pedestrians or the rules are not followed by the traffic. Also, subways built in few cities are
homes for beggars than pathways for pedestrians. Though all vehicles share the same road space,
there are no laws or regulations for using roads or safety guidelines for bicyclists, rickshaw
pullers and other non-motorized vehicles.
Moreover, no comprehensive data is available to how many children die or are injured on
their trip to school. Observing children popping out of various kinds of vehicles at a school gate
and going through newspapers can fairly provide an idea of how unsafe trips to schools are; a
rickshaw with a passenger capacity of no more than 3 would be loaded with 10 -14 children, bus
with a capacity of 54 passenger would be carrying 100-150 children, with bus driver as the sole
care taker. After series of deaths of school children in New Delhi, admissions in schools were
restricted by area of residence. Regular maintenance of school buses is presently an issue of
debate in the city. This is the only progress in the capital city of the nation. It is very difficult to
assess the economic cost of road crashes. In Indian society death or disability of one family
Road Safety : 33
member would affect education and career opportunities for all the family members. Scarcity of
rehabilitation facilities, lack of welfare functions and aids further deteriorates any employment
opportunity for the disabled and increases the investment of time and money by the family
members of the victim.
Further, in a developing country like India, public health facilities are scarce. Only 0.9% of
GDP is spent on public medical services16. Ambulance or a first aid team attends hardly any
accident victim. On the contrary public hires a transport for the victims to hospitals, and many a
time even that is avoided due to legalities involved. There is a need for an affordable, effective
and sustainable intervention for post crash trauma care. Preventing road crashes and the injuries is
the most important area that calls for attention of the policy makers, as it is not only important for
health, social and transportation perspective, but is also cost effective. According to estimates of
1995, 3.2% of GDP is the estimated cost of road traffic injuries, in India.
3.2.5 Loss of Human Life and its Effects on the Dependant Family
Owing to unsafe conditions on roads, the rate of accidents in India has been high. According
to WHO statistics for 2002, out of about 11.8 lakhs road accident deaths across the world, 84,674
deaths were reported from India alone. In the year 2004, the number of road accident deaths in
India increased to 92,618. A study undertaken by the Planning Commission in 2002 estimated the
social cost of road accidents in India at about 3 per cent of GDP. Considering the gravity of the
situation, there is consensus that concerted measures are necessary for reducing this high level of
accident deaths and injuries through improved safety measures and traffic management.
During the year 2010, 1,34,513 persons were killed and 5,27,512 persons were injured in
4,99,628 reported road accidents in India. These numbers translate into one road accident every
minute and one road fatality every four minutes. In terms of road fatalities, India has dubious
distinction of being at the top almost all nations. An analysis of accidents carried out for the year
2010 shows that the main cause of road accidents are: drivers fault (78.0 percent); pedestrian fault
(2.7 percent); mechanical defect in vehicles (1.7 percent); bad roads (1.2 percent); and other
factors (16.4 percent).
Increasingly, road safety is becoming a major area of concern worldwide. In India, the sheer
magnitude and severity of fatalities in road accidents has increased over a period of time despite
of lots of efforts by various agencies at different-different levels and therefore requires
intervention again on immediate basis.
Thus, given the above mention explanation regarding the road accidents in India there has
been a huge loss of human life and it is not only that a person who get injured gets effected due to
the accident but the entire family of dead person get effected socially, economically etc. in case
Road Safety : 34
of social effect on the family it means social security i.e. as a head of the family or elderly in the
family person is socially responsible for various social activities and matters but the effect is
more in terms of economic effects i.e. if a person who is dead is only the earner in the family. The
entire family may some times get the problem related to the survival. Finally, it is not only the
socio-economic effect but many more in different ways.
3.2.6 Accident Investigation
The problem of accident is very acute in highway transportation due to complex flow
pattern of vehicular traffic, presence of mixed traffic along with pedestrians. Traffic accident
leads to loss of life and property. Thus the traffic engineers have to undertake a big
responsibility of providing safe traffic movements to the road users and ensure their safety. Road
accidents cannot be totally prevented but by suitable traffic engineering and management the
accident rate can be reduced to a certain extent. For this reason systematic study of traffic
accidents are required to be carried out. Proper investigation of the cause of accident will help to
propose preventive measures in terms of design and control.
The accident data collection is the first step in the accident study. The data collection of the
accidents is primarily done by the police. Motor accident reports are secondary data which are
filed by motorists themselves. The data to be collected should comprise all of these parameters:
1. General - Date, time, person involved in accident, classification of accident like
fatal, serious, minor
2. Location - Description and detail of location of accident
3. Details of vehicle involved - Registration number, description of vehicle, loading
detail, vehicular defects
4. Nature of accident - Details of collision, damages, injury and casualty
5. Road and traffic condition - Details of road geometry, surface characteristics, type
of traffic, traffic density etc..
6. Primary causes of accident - Details of various possible cases (already mentioned)
which are the main causes of accident.
7. Accident cost - Financial losses incurred due to property damage, personal injury
and casualty
These data collected need proper storing and retrieving for the following purpose.
1. Identification of location of points at which unusually high number of accident
occur.
2. Detailed functional evaluation of critical accident location to identify the causes of
accidents.
3. Development of procedure that allows identification of hazards before large number
of accidents occurs.
4. Development of different statistical measures of various accident related factors to
Road Safety : 35
give insight into general trends, common casual factors, driver profiles, etc.
However, with reference to an accident investigation, accident data collection involves
extensive investigation which involves the following procedure:
1. Reporting: It involves basic data collection in form of two methods:
•
Motorist accident report - It is filed by the involved motorist involved in all accidents
fatal or injurious.
•
Police accident report - It is filed by the attendant police officer for all accidents at
which an officer is present. This generally includes fatal accidents or mostly
accidents involving serious injury required emergency or hospital treatment or which
have incurred heavy property damage.
2. At Scene-Investigation: It involves obtaining information at scene such as measurement
of skid marks, examination of damage of vehicles, photograph of final position of
vehicles, examination of condition and functioning of traffic control devices and other
road equipments.
3. Technical Preparation: This data collection step is needed for organization and
interpretation of the study made. In this step measurement of grades, sight distance,
preparing drawing of after accident situation, determination of critical and design speed
for curves is done.
4. Professional Reconstruction: In this step effort is made to determine from whatever
data is available how the accident occurs from the available data. This involves accident
reconstruction which has been discussed under Section No.7 in details. It is
professionally referred as determining “behavioral” or “mediate” causes of accident.
5. Cause Analysis: It is the effort made to determine why the accident occurred from the
data available and the analysis of accident reconstruction studies..
3.3 ‘Check Your Progress’ Question
State whether true or false:
1. There are no accidents on Indian roads.
2. A good and efficient road safety management can reduce number of accidents especially
in Indian context.
3. Loss of human life in road accident does not have any effects on the dependent family.
4. Human factor is one of the major factors involving accidents on Indian highways.
3.4 Summary
This unit explains the meaning and the basic concept of accident along with the types of
road accidents and also discuss about various factors involved in accidents such as environment,
human, vehicle, system, etc. which leads to the loss to the nation due to accidents leading to
deaths as well as injuries. It tells us about the various causes and effects of accidents along with
some statistics regarding accidents in India. It also talks about the loss of human life due to
accidents and its effects on the dependent family especially from socio-economic perspective in
Indian context particularly given the socio-economic condition of Indian drivers. This unit
explains about the accident investigation in general to understand some of the basic facts related
to the accidents.
Road Safety : 36
3.5 Glossary
Road Traffic Safety: Road traffic safety refers to methods and measures for reducing the
risk of a person using the road network being killed or seriously injured.
Transport Operation Management: The use of scientific and systematic approaches to
planning, organizing, staffing, and controlling of various operations in order to transport supplies
or units from one place to another
Accident: An accident or a mishap is an unforeseen and unplanned event or circumstance,
often with lack of intention or necessity.
3.6 Answers to ‘Check Your Progress’
1.
2.
3.
4.
False
True
False
True
3.7 Question for Practice
1. What do you understand by Accident? Explain in detail about the importance of road
safety management to avoid accidents.
2. Discuss the types of accidents and various factors involving accidents.
3. How does loss of human life due to accident affect dependent family? Discuss in brief
about accident investigation.
4. Discuss in detail about causes and effects of accident in Indian context.
3.8 Additional Reading
1.
A report by AITS India (Association for Intelligent Transportation System, India) on ITS
Requirement in India.
2. Jagnoor (2006): Road Traffic Injury Prevention: A Public Health Challenge, Indian Journal
of Community Medicine, Volume-31, No.3, July-September 2006.
3. Tom Methew (2014): Lecture Note on Traffic Engineering and Management, Department of
Chemical Engineering, Indian Institute of Technology (IIT) Bombay, Mumbai.
4. GOI (2014): India Transport Report: Moving India to 2032, NTDPC, Planning Commission,
GOI, New Delhi.
5. GOI (2007): Report of the Committee on Road Safety and Traffic Management, Planning
Commission, Government of India, New Delhi.
6. ITP (2012): Road Safety in India- Insight and Analysis, India Transport Portal, special Issue
September 2012.
7. OECD (2013): Road Safety Annual Report 2013, International Traffic Safety Data and
Analysis Group, International Transport Forum, OECD.
8. Ruikar Manisha (2013): National Statistics of road Traffic Accidents in India, Journal of
Orthopaedics, Traumatology and Rehabilitation, Volume-6, Issue-1, January-April 2013.
9. WHO (2009): Global Status Report on Road Safety-Time for Action, World Health
organization, Switzerland.
10. Website: en.wikipedia.org
Road Safety : 37
Unit 4 : Various Authorities Dealing With Road
Safety
4.0 Objectives
After going through this unit, we will be able to:
• Discuss the statutory provisions for road safety and its importance in some detail.
• Identify the Central, State and Local authorities dealing with road safety.
• Discuss the various acts and rules for public safety. Along with Road Safety Act
and Road Safety Cell in the Indian States (KERALA).
• Highlight in brief about corporate agencies and testing agencies in the context of
Road Safety.
4.1 Introduction
In this unit we will learn about various authorities dealing with road safety at different levels
along with their responsibilities as also the constitutional provisions regarding road safety to
protect the national economy from physical and social damages in terms of loss of assets and the
losses of human life. We will be taught the various acts and rules for public safety along with
Road Safety Act in brief and the working of Road Safety Cell in one of the states in India. The
unit will also discuss the role of Central, State and Local authorities along with corporate
agencies as well as testing agencies regarding road safety in the interest of public.
4.2 Content Details
Road safety relates to the development and management of road infrastructure, provision of
safer vehicles, planning for access and mobility, provision of health and hospital services, child’s
safety, etc. And, above all, appropriate legislation and its enforcement. Road safety includes
orderly development and management of roads, provision of safer vehicles, and a comprehensive
response to accidents. It relies on modern traffic management systems and practices, improved
safety standards in design, construction, operation and maintenance of roads, and production and
maintenance of safer vehicles. Owing to unsafe conditions on roads, the rate of accidents in India
has been high.
A study undertaken by the Planning Commission in 2002 estimated the social cost of road
accidents in India at about 3 per cent of GDP. Considering the gravity of the situation, there is
consensus that concerted measures are necessary for reducing this high level of accident deaths
and injuries through improved safety measures and traffic management. During the year 2010,
1,34,513 persons were killed and 5,27,512 persons were injured in 4,99,628 reported road
accidents in India. These numbers translate into one road accident every minute and one road
fatality every four minutes. Given this background, it has been important for any nation and
particularly for India to have a very strong, effective and efficient statutory provisions related to
the road safety in the public interest.
Road Safety : 38
4.2.1 Statutory Provisions
Road safety forms an integral part of road engineering, traffic management, vehicle
regulation, environment protection as well as the laws that govern these areas. While road and
traffic engineering should be the responsibility of the municipal and highway authorities, traffic
control, traffic enforcement and accident investigation should be the responsibility of the police;
responsibility for post accident management should rest with the police and health authorities
jointly. Responsibility of the Transport Department should not be limited to driver and vehicle
regulation and licensing, but should also include the overall coordination of road safety
management including regularly updating the legislation. Education and promoting awareness
should be the combined responsibility of all stakeholders including the automobile and insurance
industries, other members of the civil society, as well as the police and transport departments.
Presently, the responsibility for road safety management is highly fragmented and diffused. With
hardly any coordination among agencies much of the traffic control strategies adopted in India are
far below international standards.
Road Safety : 39
However, road safety in the country is managed by the Government at the Central and State
levels supported by efforts of academia and the private sector including industry and nongovernmental organizations (NGOs). Ministry of Shipping, Road Transport and Highways in the
Government of India is the administrative ministry responsible for road safety efforts in the
country. National Road Safety Council (NRSC), headed by the Union Minister for Road
Transport and Highways is the apex advisory body on road safety. It includes the Ministers incharge of Transport in the State Governments and various official and non-official members. The
Transport Development Council (TDC) chaired by the Union Minister of Transport, with the
Union Ministers of Commerce, Industry, Railways and Member in-charge of Transport in
Planning Commission as members is a high level forum for the formulation of common policies
for the development of road transport. It also includes all the Lt. Governors/Chief Commissioners
of union territories and all Ministers in charge of Transport in the state governments. The
Transport Division of the Department of Road Transport and Highways deals with matters
relating to safe movement of vehicles on roads and safety awareness among users. The Road
Transport Division in the Ministry has three sections dealing with motor vehicle legislation,
transport related matters and administration of road safety schemes. A Joint Secretary who is
assisted by one Director and two Under Secretaries heads the Division. Engineering aspects of
safety in the design, construction and operation of roads are dealt with by the Roads Wing of the
Department of Road Transport and Highways. It is headed by Director-General (Road
Development) and Special Secretary assisted by two additional Directors General and some 16
Chief Engineers. The Roads Wing sets standards for safety in the design, construction and
operation of national highways in consultation with the Indian Roads Congress (IRC).
4.2.2 Various Acts and Rules for Public Safety
Road transport is considered to be one of the cost effective and preferred modes of transport
for both freight and passengers. It is estimated that the share of passenger traffic by road is more
than 85 per cent whereas freight traffic accounts for around 60 per cent of the total freight
transport. Easy availability, adaptability to individual needs and cost savings are some of the
factors working in favour of road transport. Road transport also acts as a feeder service to
railway, shipping and air traffic. The Ministry is concerned with formulation of broad policies
relating to regulation of road transport in the country, besides making arrangements for
movement of vehicular traffic with the neighbouring countries. The Ministry frames policies and
undertakes activities for improving road safety so as to minimize road accidents. The important
schemes formulated and managed by the Road Safety Cell of the Ministry include publicity
programmes, grants-in-aid to Non Government Organizations (NGOs) for organizing road safety
awareness programmes, National Highways Accident Relief Service Scheme (NHARSS),
refresher training to heavy vehicle drivers in unorganized sector etc.
Further, with a view to introducing information technology in the road transport sector, the
rules for issuing smart card based driving licenses and registration certificates etc. have already
been notified. The State Governments are in the process of implementing the same. Again, Road
Transport Division of the Ministry is concerned with the formulation of broad policies relating to
regulation of road transport in the country, besides making arrangements for movement of
vehicular traffic with the neighbouring countries. Improving the road safety scenario in the
country is one of the important and challenging activities of the Road Transport Division. The
following Acts/Rules, which embody the policy relating to motor vehicles and State Road
Transport Corporations (SRTCs), are being administered by the Road Transport Division of the
Ministry:
• Motor Vehicles Act, 1988
• Central Motor Vehicles Rules, 1989
• Road Transport Corporations Act, 1950
• Carriers Act, 1865/Carriage by Road Act 2007
Road Safety : 40
Besides formulating policies for the Road Transport Sector, the Division is also responsible
for administering certain central sector schemes. These schemes relate to Human Resources
Development involving training programmes for the State Transport Department personnel,
refresher training to the drivers of heavy commercial vehicles in the unorganized sector, publicity
measures and awareness campaign on road safety, providing road safety and pollution testing
equipments to the States/Union Territories, National Highway Accident Relief Service Scheme,
National Database/ Computerization in road transport sector, strengthening of public transport
system, Setting up of Inspection & Certification centres and Model Driving Training Schools,
creation of National Road Safety and Traffic Management Board.
4.2.3 Road safety Act and Road Safety Cell in the state of Kerala- As a
Case Study
THE KERALA ROAD SAFETY AUTHORITY ACT, 2007
AN
ACT to provide for the constitution of a Road Safety Authority for the
implementation of road safety programmes in the State, for the establishment of a Road Safety
Fund and for matters connected therewith and incidental thereto.
Preamble.-WHEREAS, it is expedient to provide for the constitution of a Road Safety
Authority for the implementation of road safety programmes in the State, for the establishment of
a Road Safety Fund and for matters connected therewith and incidental thereto:
BE it enacted in the Fifty-eighth Year of the Republic of India as follows:1.
2.
Short title and commencement.-(1) This Act may be called the Kerala Road Safety
Authority Act, 2007.
(2) It shall be deemed to have come into force on the 7th day of January, 2006.
Definitions.- (1) In this Act, unless the context otherwise requires,-(a) "accident" means any incident wherein, on account of the use of a motor vehicle on a
public road, death, bodily injury or damage caused to any public properties, other
vehicles, person, persons or property or to any public property or other vehicles, as the
case may be;
Road Safety : 41
3.
(b) "authority" means the 'Road Safety Authority' constituted under section 3;
(c) "cess" means the cess levied under section 10;
(d) "Chairman" means the Chairman of the Authority, Executive Committee or District
Road Safety Council, as the case may be;
(e) "district" means a revenue district;
(f) "District Road Safety Council" means the District Road Safety Council constituted
under section 19;
(g) "executive committee" means the executive committee of the Authority;
(h) "fund" means the Road Safety Fund constituted under section 11;
(i) "local authority" means a Panchayat constituted under the Kerala Panchayat Raj Act,
1994 (13 of 1994) or a Municipality constituted under the Kerala Municipality Act,
1994 (20 of 1994);
(j)"public road" shall include, any private road to which public have access and also the
traffic islands, medians and footpaths;
(k) "prescribed" means prescribed by rules made under this Act;
(l) "regulations" means the regulations made under section 39;
(m) "vehicle" includes any contraption or device used or capable of being used for the
carriage or movement of human beings, animals or goods;
(2) Words and expressions used but not defined in this Act shall have the meanings
respectively assigned to them in the Motor Vehicles Act, 1988 (Central Act 59 of 1988),
Kerala Highway Protection Act, 1999 (6 of 2000) or the rules made thereunder.
Constitution of the Authority-(1) The Government may, by notification in the Gazette,
constitute, with effect from such date as may be specified therein, an Authority to be called
"the Kerala Road Safety Authority".
(2) The Authority shall be a body corporate by the name aforesaid, having perpetual
succession and a common seal, with powers, subject to the provisions of this Act, to
acquire, hold and dispose of property, both movable and immovable and to contract and
shall by the said name sue and be sued.
(3) The Authority shall consist of the following members, namely:(a) Minister for Transport, who shall be the Chairman of the Authority;
(b) Minister for Works, who shall be the Vice-Chairman of the Authority;
(c) Chief Secretary;
(d) Principal Secretary, Transport Department;
(e) Law Secretary;
(f) Principal Secretary, Home Department;
(g) Principal Secretary, Finance Department;
(h) Principal Secretary, Public Works Department;
(i) Principal Secretary, Health and Family Welfare Department;
(j) Principal Secretary, General Education Department;
(k) Principal Secretary, Local Self Government Department;
(l) Road Safety Commissioner, who shall be the Chief Executive Officer of the
Authority;
(m) Director General of Police;
(n) Director, Health Services Department;
(o) Inspector General of Police (Traffic);
(p) Chief Engineer (Roads and Bridges);
(q) Chief Engineer (National Highways);
(r) Director, National Transportation, Planning and Research Centre;
(s) Secretary, State Transport Authority;
Road Safety : 42
(t) Three persons who are experts in the field of road safety, nominated by the
Government.
(4) The nominated members of the Authority shall hold office for a period of five year from
the date of appointment.
(5) Any nominated member may, at any time, resign his office by a letter addressed to the
Chairman of the Authority.
4. Functions of the Authority.- The Authority shall have the following functions, namely:(a) Aadvising the government on road safety policies;
(b) Prescribing and enforcing road safety standards and procedures;
(c) Formulate and implement schemes, projects and programmes, relating to road safety;
(d) Co-ordinating the functions of all the agencies and government departments discharging
the duties related to road safety;
(e) Implementing road safety awareness programmes;
(f) Administration of the fund
(g) Sanctioning expenditure for the implementation of road safety schemes and
programmes;
(h) Sanctioning expenditure for road safety projects and for purchase and installation of
equipments and devices connected with road safety;
(i) Sanctioning expenditure for the conduct of studies, projects and research on matters
relating to road safety;
(j) Sanctioning expenditure for trauma-care programmes or activities;
(k) Sanctioning administrative expenditure of the authority;
(l) Sanctioning expenditure on matters connected with road safety measures;
(m) Formation of self help groups, under the leadership of the Authority for the rescue
operation in the place of accident;
(n) Discharging such other functions, as may be prescribed, having regard to the objects of
this Act.
5. Executive Committee.(1) There shall be an Executive Committee for the Authority consisting of the following
members, namely:(a) Chief Secretary, who shall be the Chairman of the Executive Committee;
(b) Transport Commissioner, who shall be the Vice- Chairman of the Executive
Committee ;
(c) Inspector General of Police (Traffic);
(d) Chief Engineer (Roads and Bridges);
(e) Chief Engineer (National Highways);
(f) Director, Health Services Department;
(g) Director, National Transportation, Planning and Research Centre;
(h) Secretary, State Transport Authority- Member Secretary.
(2) The Executive Committee shall be in charge of the implementation of the decisions of
the Authority.
(3) Subject to such restrictions, conditions and limitations, as may be imposed by the
Authority, the Executive Committee shall exercise such powers and discharge such
functions of the Authority as may be delegated to it by the Authority.
6. Meetings.- (1) The Authority and the Executive Committee and the District Road Safety
Council, shall meet at such time and place as may be decided by the Chairman of the
Authority, the Executive Committee or the District Road Safety Council, as the case
may be, and shall observe such rules of procedure in relation to transaction of
business at the meetings, as may be made by regulations.
(2) Every meeting of the Authority or the Executive Committee shall be presided over by
Road Safety : 43
7.
8.
9.
10.
11.
the Chairman or in his absence by the Vice-Chairman or in his absence, a member
chosen by the members present.
(3) The Authority shall meet atleast once in six months.
(4) The quorum for a meeting of the Authority shall be seven.
(5) The Executive Committee shall meet atleast once a month.
(6) The quorum for meeting of Executive Committee shall be three.
Disposal of Business.- Every matter to be decided by the Authority or the Executive
Committee shall be considered and disposed of at the meetings of the Authority or of the
Executive Committee, as the case may be, in accordance with the decision of the majority
of the members present.
Vacancies etc. not to invalidate proceedings of the Authority.- No act or proceedings of the
Authority shall be questioned or shall be invalidated merely on the ground of existence of
any vacancy or defect in the constitution of the Authority.
Road Safety Commissioner.-The Transport commissioner shall be the ex-officio Road
Safety Commissioner for the purpose of this Act.
Levy and collection of cess.- (1) There shall be levied and collected one-time cess for the
purposes of this Act on every motor vehicle used or kept for use in the State at the rates
specified for such vehicle in the Schedule:
Provided that no such cess shall be levied on a motor vehicle kept by dealer or
manufacturer of such vehicle for the purpose of trade:
Provided further that if the Government are of opinion that it is necessary in the
public interest so to do, they may, by notification in the Gazette, make an exemption in
regard to the cess payable under this Act in respect of any motor vehicle or class of motor
vehicles.
(2) Every cess leviable under sub-section (1) shall be payable by the registered owner or
any person having possession or control of the motor vehicle, as the case may be.
(3) The cess levied under sub-section (1) shall be collected by the taxation officer appointed
under the Kerala Motor Vehicles Taxation Act, 1976 (19 of 1976) or in such manner
and at such time as may be prescribed.
(4) The Government may, by notification in the Gazette, direct that for the purpose of
collection of cess, the provisions of the Kerala Motor Vehicles Taxation Act, 1976 (19
of 1976), shall apply, subject to such modifications as may be specified in the
notification.
(5) Where any person who is liable to pay the cess in respect of a motor vehicle fails to pay
the cess within the time prescribed under sub-section (3), such person shall, for the
default of each year, in addition to the cess, pay an amount of fine equal to ten percent
of the cess due.
(6) The proceeds of the cess levied and collected under this Act by the Government together
with fines, interest and fees recovered thereunder shall first be credited to the
Consolidated Fund of the State and after deducting the expenses of collection and
recovery, as determined by the Government, the remaining amount shall, under
appropriation duly made by law in this behalf, be entered into and transferred to the
Fund.
(7) Any amount transferred to the Fund shall be charged on the Consolidated Fund of the
State.
Establishment of the Fund.- (1) After the constitution of the Authority, within one year,
there shall be established a Fund to be called the '' Kerala Road Safety Fund''.
(2) There shall be credited to the Fund,- the amount transferred under sub-section (6) of
section 10; grants, loans or advances made by the Government; grants, loans or
advances made by the
Government of India; contributions from public or private
institutions or organisations; (e) compounding fee collected under section 28.
(3) The Government shall contribute to the Fund every year, an amount equal to fifty
Road Safety : 44
percent of the compounding fee collected in the previous year under section 200 of the
Motor vehicles Act, 1988 (Central Act 59 of 1988).
12. Vesting and administration of the Fund.(1) The Fund shall vest in and be administered by the Authority constituted under section 3.
(2) The Authority shall administer the Fund vested in it in such manner, as may be
prescribed.
(3) All amounts forming part of the Fund shall be deposited in the State Bank of Travancore
or any nationalised bank, as may be decided by the Authority and the account shall be
operated by the Chairman of the Executive Committee and the Chief Executive Officer
of the Authority jointly in such manner, as the Authority may decide.
13. Utilisation of the Fund.- The Fund shall be utilised for all or any of the following purposes,
namely:(a) road safety programmes;
(b) awareness programme in respect of road safety;
(c) purchases of equipments connected with road safety;
(d) funding of approved studies on projects and research regarding road safety;
(e) trauma - care programmes and related activities;
(f) administrative expenses of the Authority;
(g) expenditure on matters connected with road safety, as the Authority may deem fit ; and
(h) any other purpose as may be prescribed.
14. Power to order removal of causes of accidents.- (1) Notwithstanding anything contained in
any other law for the time being in force, where the Authority is satisfied on complaint,
report by any person or otherwise that(i) the act of any person or persons on a public road; or
(ii) the placement or positioning of any vehicle, animal, object built without the approval of
any recognised administrative authority, structure or materials including arches,
banners, display boards, hoardings, awnings, tents, pandals, poles, platforms, rostrums,
statues, monuments and other similar structures, on a public road;
(iii) the movement of animals or vehicles on a public road; or
(iv) the condition of any tree, structure or building situated in the vicinity of a public road;
or
(v) the entry or exit of any building or premise in the vicinity of a public road is likely to
cause accidents or causes obstruction to the free flow of traffic or distract the attention
or obstruct the vision of the driver of any vehicle, the Road Safety Commissioner may,
after recording reasons thereof, direct the person concerned, either by a general or
special order, to take such measures within two months as it considers necessary and
such person shall be bound to comply with the direction within such time, as may be
specified by the Authority.
(2) Notwithstanding anything contained in sub-section (1), in case of urgency, the Road
Safety Commissioner may take such action as may be necessary to prevent accident or
obstruction, as the case may be, and recover the cost thereof from the person responsible,
in such manner as may be prescribed.
15. Power to order works.(1) Notwithstanding anything contained in any other law for the time being in force, it shall
be lawful for the Authority to order any work or improvement on a public road, as it
considers necessary, to secure safety on such roads and each concerned Government
department or the local authority or any other authority shall be bound to carryout such
works or improvement within such time, as may be specified by the Authority:
Provided that no order under this sub-section shall be issued in respect of any highway
declared as such under the Kerala Highway Protection Act, 1999 (6 of 2000) except
with the prior consultation of the highway authority of the respective area appointed
Road Safety : 45
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
under the said Act.
Provided further, that it shall not be issued in respect of the roads under the control of
the Local Self Government Institutions without prior consultation with the respective
Local Self Government.
(2) It shall be the duty of every officer of the Government, local authority or any other
authority to act in aid of the Authority in enforcing the orders under sub-section (1).
Power to recover cost.- If any person on whom a written order is served under section 14
refuses or fails to comply with the order, the Authority may take such action as to prevent
danger and ensure safety to the public and may recover the cost with legitimate interest
thereof from such person.
Amounts recoverable as arrear of land revenue.- Any amount due to the Authority under
this Act shall, without prejudice to any other mode of recovery, be recoverable in the same
manner as an arrear of revenue due on land.
Delegation.- The Authority may, with the previous approval of the Government, delegate
to the Executive Committee, Road Safety Commissioner or the District Road Safety Council
such of its powers and functions, as it may consider necessary, for the effective
implementation of the road safety programmes by general or special order, subject to such
restrictions as it deems fit.
District Road Safety Council.- (1) The Government may, by notification in the Gazette,
constitute a Council to be called "the District Road Safety Council" in every district in the
State.
(2) Every District Road Safety Council shall consist of the following members, namely:(a) District Collector- ex-officio; who shall be the Chairman of the Council;
(b) District Superintendent of Police-ex-officio;
(c) Executive Engineer (Roads and Bridges) - ex- officio;
(d) Executive Engineer (National Highways)- ex- officio ; and
(e) the Regional Transport Officer having jurisdiction over the head quarters of the
District- ex-officio; who shall be the Member Secretary of the Council;
(f) an expert in the field of road safety nominated by the Government.
(3) The District Road Safety Council shall exercise such powers and perform such
functions, as the Authority may, from time to time, delegate.
Staff.- (1) The Authority may, with prior approval of the Government, appoint such
officers and staff as it deems necessary for the discharge of its functions under this Act.
(2) The designation, method of appointment and other conditions of service of the staff shall
be such, as may be prescribed.
Expenses.- All expenses of administration of the Fund including the salary and allowances
of the staff and other employees shall be met from the Fund.
Accounts.- The accounts of the Fund shall be maintained by the Road Safety Commissioner
in such manner, as may be prescribed.
District Road Safety Council to submit reports, etc.- Every District Road Safety Council
shall submit such reports and returns and furnish such information to the Road Safety
Commissioner, as may be required from time to time, and the Road Safety Commissioner
shall submit a consolidated report to the Authority, annually.
Annual report.- (1) The Authority shall during each financial year prepare, in such form
and at such time, as may be prescribed, an annual report giving a complete account of its
activities of the previous year and submit such report to the Government.
(2) The Government shall cause every such report to be laid before the Legislative
Assembly, as soon as may be, after the receipt of the same.
Audit.- (1) The accounts of the Authority shall be audited by Accountant General.
(2) The Authority may carry out internal audit of the accounts every year by such officials
as it deems fit.
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(3) The accounts of the Authority, as certified by the auditor, together with the audit report
thereon shall be submitted to the Government along with the remarks thereon by the
Authority and the Government shall cause the same to be laid before the Legislative
Assembly.
(4) The Authority shall take such corrective steps as may be ordered by the Government on
the basis of the report.
26. Punishment for failure to comply with the Authority's
order.--(1) Whoever refuses or
fails to comply with any order of the Authority or the Road Safety Commissioner or any
District Road Safety Council under this Act, shall be punishable with imprisonment for a
term of six months or with fine which may extend to five thousand rupees or with both.
(2) In the case of continuing offence a fine of one thousand rupees shall be imposed for
each day for which the offence continues.
27. Punishment for obstructing the Authority.--Whoever obstructs the Authority, the Road
Safety Commissioner, District Road Safety Council or any officer of the Authority or of the
District Road Safety Council or any person employed or engaged by them in the discharge
of the functions under this Act, shall be punishable with imprisonment for a term of
maximum three years or with fine which may extend to five thousand rupees or with both.
28. Compounding of offences.- Any offence punishable under section 26 may either before or
after the institution of prosecution, be compounded by such officers or authorities and for
such amount as the Government may, by notification in the Gazette, specify in this behalf.
29. Offences by Companies.- If an offence punishable under this Act is committed at any time
by a company, every person who is in charge of and responsible to the company for the
conduct of its business at the time of the commission of the offence and the company shall
be deemed to be responsible for the offence and shall be liable to be proceeded against and
punished accordingly:
Provided that where any offence under this Act has been committed by a company and it is
proved that the commission of the offence is with the consent and connivance attributable to
any neglect on the part of any Director, Manager, Secretary or other officer of the company
such Director, Manager, Secretary or other officer shall be deemed to be responsible for that
offence and shall be liable to be proceeded against and punished accordingly.
Explanation.- For the purpose of this section,(a) 'company' means any body corporate and includes a firm or other association of
individuals; and
(b) 'Director' in relation to a firm means the partner in the firm.
30. Appeals.- (1) Any person aggrieved by an order passed by any officer of the Authority or
of the District Road Safety Council under this Act may, within such time as may be
prescribed, appeal to the single member Appellate Authority who is holding the post not
below the rank of District Judge or held the post as such, as may be appointed by
Government in this behalf.
(2) Every appeal preferred under sub-section (1) shall be accompanied by such fees, as may
be prescribed.
(3) After the receipt of any appeal under sub-section (1), the Appellate Authority shall,
after giving the appellant an opportunity of being heard in the matter, dispose of the
appeal as expeditiously as possible.
31. Revision.- The Government may, suo motu or on application made to it by the aggrieved
person, call for the records of any case in which an order has been passed by the Authority
or by a District Road Safety Council and if it appears to the Government, that the order is
improper or illegal, after giving an opportunity of being heard to the concerned, the
Government may pass such order as it deems fit.
32. Members and employees of the Authority to be public servants.- All members and
employees of the Authority while acting or purporting to act under the provisions of this
Act or any rules made thereunder shall be deemed to be public servants within the meaning
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of section 21 of the Indian Penal Code, 1860 (Central Act 45 of 1860).
33. Protection of action taken in good faith.- No suit, prosecution or other legal proceedings
shall lie against the Government or Authority or any officer of the Government or any
member or other employees of the Authority for anything, which is done in good faith or
purported to be done under or in pursuance of this Act or the rules made thereunder.
34. Cognizance of offences and Trial.- No court shall take cognizance of any offence
punishable under this Act except on a report in writing of the facts constituting such
offence submitted with the prior permission of the Road Safety Commissioner.
35. Bar of jurisdiction of Civil Courts.- No civil court shall have jurisdiction to settle, decide or
deal with any question or to determine any matter which is by or under this Act required to
be settled, decided or dealt with or to be determined by the Government or the Authority or
any officer authorized by the Government or the Authority.
36. Act not in derogation of the Kerala Highway Protection Act, 1999.- The provisions of
this Act shall be in addition to, and not in derogation of, the provisions of the Kerala
Highway Protection Act, 1999 (6 of 2000).
37. Power to give directions.- The Government may give directions to the Authority in matters
of policy of the Authority and the Authority shall be bound to give effect to such directions.
38. Power to make rules.- (1) The Government may, by notification in the Gazette, make rules
for the purpose of carrying into effect the provisions of this Act.
(2) In particular and without prejudice to the generality of the foregoing power, such rules
may provide for all or any of the following matters, namely:-functions to be performed
by the Authority; the manner and time for collection of cess under section 10; the
manner in which the Fund shall be administered by the Authority; the purposes for
which the Fund shall be utilised; the designation, method of appointment and other
conditions of service of the officers and staff of the Authority; the manner in which the
accounts of the Fund to be maintained by the Road Safety Commissioner under section
22; the form and time for preparation of annual report under section 24; the time and
fee for filing appeal under section 30; any other matter which is required to be, or may
be, prescribed.
(3) Every rule made under this Act shall be laid, as soon as may be after it is made, before
the Legislative Assembly, while it is in session, for a total period of fourteen days,
which may be comprised in one session or in two successive sessions, and if, before the
expiry of the session in which it is so laid or the session immediately following, the
Legislative Assembly makes any modification in the rule or decides that the rule should
not be made, the rule shall thereafter have effect only in such modified form or be of no
effect, as the case may be; so however, that any such modification or annulment shall
be without prejudice to the validity of anything previously done under that rule.
39. Regulations.- The Authority may make regulations with the prior approval of the
Government in respect of the procedure to be adopted by the Authority, Executive
Committee and the District Road Safety Council, for meetings and disposal of matters
coming up before the Authority or the Executive Committee or the District Road Safety
Council, as the case may be.
40. Removal of difficulties.-(1) If any difficulty arises in giving effect to the provisions of this
Act, the Government may, as occasion may require, by order, do anything not inconsistent
with this Act or the rules made thereunder, which appears to them necessary for the purpose
of removing the difficulty:
Provided that, no such order shall be issued after two years from the date of commencement
of this Act.
(2) Every order issued under this section shall be laid before the Legislative Assembly.
41. Repeal and Savings.-(1) The Kerala Road Safety Authority Ordinance, 2007 (18 of 2007)
is hereby repealed.
(2) Notwithstanding such repeal, anything done or any action taken under the said
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Ordinance shall be deemed to have been done or taken under this Act.
4.2.4 Central, State and Local Authorities Dealing With Road Safety
(Different Government Departments):
Road safety in the country is managed by the Government at the Central and State levels
supported by efforts of academia and the private sector including industry and non-governmental
organisations (NGOs). Ministry of Shipping, Road Transport and Highways in the Government of
India is the administrative ministry responsible for road safety efforts in the country. National
Road Safety Council (NRSC), headed by the Union Minister for Road Transport and Highways is
the apex advisory body on road safety. It includes the Ministers in-charge of Transport in the
State Governments and various official and non-official members. The Transport Development
Council (TDC) chaired by the Union Minister of Transport, with the Union Ministers of
Commerce, Industry, Railways and Member in-charge of Transport in Planning Commission as
members is a high level forum for the formulation of common policies for the development of
road transport. It also includes all the Lt. Governors/Chief Commissioners of union territories and
all Ministers in charge of Transport in the state governments.
Further, The Transport Division of the Department of Road Transport and Highways deals
with matters relating to safe movement of vehicles on roads and safety awareness among users.
The Road Transport Division in the Ministry has three sections dealing with motor vehicle
legislation, transport related matters and administration of road safety schemes. A Joint Secretary
who is assisted by one Director and two Under Secretaries heads the Division. Engineering
aspects of safety in the design, construction and operation of roads are dealt with by the Roads
Wing of the Department of Road Transport and Highways. It is headed by Director-General
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(Road Development) and Special Secretary assisted by two additional Director General and some
16 Chief Engineers. The Roads Wing sets standards for safety in the design, construction and
operation of national highways in consultation with the Indian Roads Congress (IRC).
Moreover, The Transport Research Wing in the Ministry of Shipping, Road Transport and
Highways collects and publishes transport statistics. The National Crime Records Bureau also
plays a major role in the collection and maintenance of data on road accidents, injuries and
fatalities.
In addition to this, National Highways Authority of India (NHAI), set up by the Government
of India in 1988 under an Act of Parliament, has been entrusted with the task of implementing the
massive National Highway Development Projects (NHDP). Many of its activities are outsourced
to consultants and contractors and engineering measures to ensure road safety are required to be
built into the development and up gradation of the national highways by the consultants and
contractors. NHAI also deploys ambulance services and highway patrolling to provide medical
care for accident victims.
With respect to the State Governments, The Motor Vehicles Act of 1988 states that each
State should have a Road Safety Council (SRSC) headed by the Minister in charge of Transport
for the state government on the lines of the National Road Safety Council.
In case of other local or national levels, organizations working in the area of road safety
are:
(i) Indian Roads Congress (for laying down standards and guidelines for road and bridge
engineering including road safety).
(ii) Central Road Research Institute, New Delhi (a Laboratory of the Council of Scientific
and Industrial Research (CSIR) that carries out research and development in the field
of road, road safety and transportation).
(iii) Automotive testing and research institutions – Central Institute of Road Transport
(CIRT), Pune, Automotive Research Association of India (ARAI), Pune, Vehicle
Research and Development Establishment (VRDE), Ahmednagar.
(iv) Universities and academic institutions like Indian Institute of Technology (IIT),
National Institute of Technology (NIT), School of Planning and Architecture (SPA),
National Institute of Mental Health and Neuro Sciences (NIMHANS) etc.
(v) Other NGOs like Institute of Road Traffic Education (IRTE).
4.2.5 Corporate Agencies- A Case of SIAM, SAFE
SIAM:
Society of Indian Automobile Manufacturers (SIAM) is the apex Industry body representing
46 leading vehicle and vehicular engine manufacturers in India.
SIAM is an important channel of communication for the Automobile Industry with the
Government, National and International organizations. The Society works closely with all the
concerned stake holders and actively participates in formulation of rules, regulations and policies
related to the Automobile Industry.
SIAM provides a window to the Indian Automobile industry and aims to enhance exchanges
and communications and trade and technical cooperation, between the Automotive Industry and
its international counterparts.
With its regular and continuous interaction with international bodies and organizations it
aims to facilitate up gradation of technical capabilities of the Indian Industry to match the best
practice worldwide.
SIAM also interacts with worldwide experts to assess the global trends and developments
shaping the Automotive Industry. It has been actively pursuing issues like Frontier Technologies
viz. Telematics: Promotion of Alternative Fuels including Hydrogen Energy for automotive use
through cell vehicles and Harmonization of Safety and Emission Standards etc.
Dissemination of information is an integral part of SIAM'S activities, which it does through
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various publications, reports, seminars and conferences. It organizes the biennial Auto Expo
series of trade fairs in co-operation with Confederation of Indian Industry (CII) and Automotive
Component Manufacturers Association of India (ACMA). It has also been striving to keep pace
with the socio-economic and technological changes shaping the Automobile Industry and
endeavour to be a catalyst in the development of a stronger Automobile Industry in India.
However, with reference to the road safety for the public, the SIAM also has an important
role to play. Environmental imperatives and safety requirements are two critical issues facing the
automotive industry, worldwide. Indian Automobile Industry in the last decade has made
significant progress on the environmental front by adopting stringent emission standards, and is
progressively aligning technically with international safety standards.
Central Motor Vehicle Rules (CMVR) came into force from 1989 and serious enforcement
of regulations came into effect. Chapter V of the Central Motor Vehicle Rules, 1989 deals with
construction, equipment and maintenance of vehicles and in addition to rules governing emission
limits, there are several rules in this chapter requiring motor vehicles to comply with safety
regulations.
Vehicles being manufactured in the country have to comply with relevant Indian Standards
(IS) and Automotive Industry standards (AIS). Indian Standards (IS) have been issued since the
late 1960s and these standards for Automotive Components were based on EEC /ISO/ DIN/
BSAU/FMVSS etc at that time.
Regulations are reviewed periodically by the Technical standing Committee on MCVR
(CMVR-TSC). States also have their State Motor Vehicle Rules
Since 2000 ECE Regulations have been used as basis for Indian regulations and since 2003,
increased efforts are being made to technically align with ECE. Variance from ECE exists on
formatting phraseology and administration related issues. Alignment of Indian regulations (AIS/
BIS) with ECE is being attempted as per the broad roadmap drafted by SIAM.
In order to have a planned approach to introduction of advanced safety features, SIAM drew
up a Road Map for Automobile Safety Standards. The Roadmap was prepared by the CMVR,
Safety & Regulations Committee. The current traffic conditions, driving habits, traffic density
and road user behavior necessitate that maximum safety be built into the vehicles. Progressive
tightening of safety standards taking into account unique India requirements has been addressed
by the Road Map with a view to reducing the impact of accidents and thereby improving safety of
the vehicle occupants and vulnerable road users.
The Roadmap was presented to the Government in January 2002 which received an inprinciple approval of the Ministry of Shipping, Road Transport & Highways. Based on
discussions with all stakeholders, a roadmap has been finalized by the Ministry and work has
commenced on the standards and notifications for the various stages.
SAFE:
In order to achieve advancement of Inspection & Certification (I&C) of vehicles and
increased safety on roads, the Society of Indian Automobile Manufacturers (SIAM) has
incorporated an independent body Society for Automotive Fitness & Environment (SAFE). With
membership from industry, Government, Testing Agencies and NGOs, SAFE will work to
generate awareness among the various stakeholders regarding Inspection & Certification of in-use
vehicles which would lead to safer vehicles and cleaner environment.
SAFE organizes Inspection clinics for in-use vehicles and training workshops for pollution
checking technicians in various parts of the country. These programmes are aimed to create
awareness on importance of regular maintenance amongst vehicle owners. It is one of the most
effective way to control emission levels from vehicles in the country. In addition SAFE organizes
seminars with State Governments and other stakeholders. SAFE has also undertaken several
initiatives on Road Safety education of students, drivers and public at large. Through Road Safety
Awareness Programmes, SAFE apprised all the communities on traffic rules and also tried to
inculcate correct and responsible attitude towards fellow road users.
SAFE hopes to be a catalyst in the automobile industry’s endeavour to fulfill its
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commitment towards a cleaner and a safer environment and will continue to support and enhance
the industry’s role as a responsible corporate citizen in the country.
4.2.6 Testing Agencies
The Government of India (GOI, 2007) has approved a project – The National Automotive
Testing and Research Implementation Project (NATRIP), which involves setting up independent
automotive testing centres within the three automotive hubs in the country, at Manesar in
Northern India, Chennai in Southern India and Pune and Ahmednagar in Western India. NATRIP
also envisages setting up of comprehensive testing and validation facilities, including field tracks,
for agricultural tractors, trailers, construction equipments and various other off-road vehicles at
Rae Bareilly in Northern India. The Centres will also house India’s first state-of-the-art Road
Accident Data analysis facilities. Two specialized Driving Training Centres will be set up, one at
Silchar in North Eastern India (for specialized hill area driving) and the other at Rae Bareilly in
Northern India (for specialized vehicles).
FURTHER, Border Roads Organization is involved in the construction of strategically
located roads in border areas. National Institute for Training of Highway Engineers (NITHE) was
established in 1983 under the Ministry of Shipping, Road Transport and Highways, and it
organizes in service training programmes for highway engineers of Central/State Governments,
consultants and contractors on all areas relating to roads and road transport, including road safety.
It can thus be seen that a large number of organisations are involved in road safety. Authorities
like NHAI, PWDs in the states and local bodies are responsible for construction and maintenance
of roads; State Transport Authorities are responsible for issue of driving licenses, registration of
vehicles and fitness of vehicles; Police is responsible for regulating traffic, enforcing laws and
educating the public on road safety issues; Urban development authorities deal with land use and
urban road planning; Health departments are responsible for medical care of accident victims;
Insurance companies provide insurance cover and compensation. There is, however, no
coordination among the different agencies.
Besides, the agencies lack skilled professionals dedicated to road safety. Research issues
are not being identified keeping in view the conditions in India and research is not also being
funded adequately. Furthermore, crash investigations are not carried out using modern technology
and a scientific approach. The data on road accidents, injuries and mortality is both inadequate
and scattered. The data is also not analyzed systematically to provide a basis for policy. Thus,
from the description above of the existing institutional framework in the country to deal with road
safety, the following conclusions emerge:
(i)
Existing institutions are not fully equipped to deal with the increasing traffic on the
roads or to adopt the advancements made in the techniques and technology that
would promote road safety;
(ii)
Responsibility for road safety is diffused and there is no single agency to deal with a
range of problems associated with road safety. There is also no effective mechanism
for coordinating the activities of the different agencies dealing with road safety;
(iii)
Rhe role of key ministries and public sector agencies in improving road safety is
peripheral. It is not a priority area in their agenda for development; and
(iv)
The NRSC does not have adequate statutory backing, budgetary resources or the
mandate to be an effective organization for executing road safety plans in a
missionary mode.
Moreover, as discussed earlier, Road safety forms an integral part of road engineering,
traffic management, vehicle regulation, environment protection as well as the laws that govern
these areas. While road and traffic engineering should be the responsibility of the municipal and
highway authorities, traffic control, traffic enforcement and accident investigation should be the
responsibility of the police; responsibility for post accident management should rest with the
police and health authorities jointly. Responsibility of the Transport Department should not be
limited to driver and vehicle regulation and licensing, but should also include the overall
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coordination of road safety management including regularly updating the legislation. Education
and promoting awareness should be the combined responsibility of all stakeholders including the
automobile and insurance industries, other members of the civil society, as well as the police and
transport departments. Presently, the responsibility for road safety management is highly
fragmented and diffused. With hardly any coordination among agencies much of the traffic
control strategies adopted in India are far below international standards.
The Committee (GOI, 2007) recognized that the promotion of road safety is an integrated
activity involving multiple interventions. These interventions need to be combined and
implemented in an integrated manner to derive the maximum benefits from each intervention. It
has also been viewed that the programmes to promote road safety should be developed and
implemented using the public health approach of identifying the problem and the risks,
identifying the appropriate interventions based on cost effectiveness, sustainability and culture
specificity, and finally evaluating these interventions by the actual reduction in injuries and
deaths..
4.3 ‘Check Your Progress’ Question
State whether true or false:
1. There is no need of statutory provisions required for road safety to protect economy
of nation.
2. A good and efficient road safety mechanism by various authorities dealing with
road safety in India helps Indian economy in many ways.
3. Awareness of road safety by corporate through different toad safety programmes do
not lead to saving of life in India.
4. A proper testing mechanism related to road safety by many institutes in India helps
in reducing the road traffic injury which is largely preventable.
4.4 Summary
This identifies various authorities dealing with road safety at different-different level along
with their responsibilities and constitutional provisions regarding road safety, to protect the
national economy from the loss of human life and other physical and social damages, in terms of
loss of assets to the nation due to accidents leading to deaths as well as injuries. It tells us about
the various acts and rules for public safety along with Road Safety Act in brief and the Road
Safety Cell in one of the states in India. This unit explains about the road safety scenario that
prevails in India and also discuss the role of Central, State and Local authorities along with
corporate agencies as well as testing agencies regarding road safety in the interest of public.
4.5 Glossary
Accident: Accident means any incident wherein, on account of the use of a motor vehicle
on a public road, death, bodily injury or damage caused to any public properties, other vehicles,
person, persons or property or to any public property or other vehicles.
Road Traffic Safety: Road traffic safety refers to methods and measures for reducing the
risk of a person using the road network being killed or seriously injured.
Transport Operation Management: The use of scientific and systematic approaches to
planning, organizing, staffing, and controlling of various operations in order to transport supplies
or units from one place to another.
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4.6 Answers to ‘Check Your Progress’
1.
2.
3.
4.
False
True
False
True
4.7 Question for Practice
1. Explain the need of statutory provisions for road safety in any economy.
2. Discuss about the centre, state and local authorities responsible for road safety in
India.
3. Give comments on the Road Safety Act in Kerala.
4. Discuss in detail about corporate agencies and testing agencies in the context of
road safety in India.
4.8 Additional Reading
1. GOI (2014): India Transport Report: Moving India to 2032, NTDPC, Planning Commission,
GOI, New Delhi.
2. GOI (2007): Report of the Committee on Road Safety and Traffic Management, Planning
Commission, Government of India, New Delhi.
3. ITP (2012): Road Safety in India- Insight and Analysis, India Transport Portal, special Issue
September 2012.
4. OECD (2013): Road Safety Annual Report 2013, International Traffic Safety Data and
Analysis Group, International Transport Forum, OECD.
5. Ruikar Manisha (2013): National Statistics of road Traffic Accidents in India, Journal of
Orthopaedics, Traumatology and Rehabilitation, Volume-6, Issue-1, January-April 2013.
6. WHO (2009): Global Status Report on Road Safety-Time for Action, World Health
organization, Switzerland.
7. Website: en.wikipedia.org
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Unit 5 : Road Safety Programmes: Government
Initiatives
5.0. Objectives
After going through the module you will be able to:
• Study the government’s role in planning and using state machinery to construct and
maintain roads (2011-2020) from road safety point of view.
• Know and understand guiding principles of road safety adopted by the government
for its national programme. Gather insight into government views on reducing
accidents, road deaths due to accidents, and saving lives of those injured. You will
study and analyse the Sundar Committee report on road safety, participate in a road
safety programme of education training, and acquire up-to-date information on
institutions and projects offering such training and education.
• Study working of the National Road Safety Committee and how it offers solid
suggestions to the government on desired remedies to be implemented at district,
state and national levels. You will know and study working of NGOs and industrial
institutions coordinating with the government.
• Understand procedure adopted by the government to boost road safety.
• Get detailed information on how the government plans to educate and train students
from various educational institutions and create human resources in the field of road
safety.
• Study how local governments discharge their duties, modus operandi used, and how
they follow up on road safety programmes.
5.1 Introduction
The population of India is growing at a fast pace and will soon reach 125 crores. There are
14 crore vehicles plying on the road. In the next 35 years, the population is expected to double
with number of vehicles increasing five times.
1. Roads
2. Motor vehicle
3. Drivers
When we drive motor vehicles on public roads we should take care of personal safety, safety
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of those using public roads, and ensure public property is not damaged. Road traffic and road
safety concerns everyone travelling on the road; hence, road safety is one of the most important
subjects.
Modern day lifestyle changes quickly. Man has learned to accept the fast-paced lifestyle due
to increasing population, increasing number of cities and motor vehicles. Distances between cities
and villages are reduced. Man learns to overcome mistakes with time management. Globalization
has radically changed the field of technology. Two-wheelers and four-wheelers were subjects of
curiosity a hundred years ago, but things have changed. Vehicles are now part and parcel of daily
routine, as productivity is need of the hour. They are needed, and their increased numbers are
likely to induce carelessness among drivers. In this respect, careful planning is necessary.
Campaign on road safety training and education is a social need.
We are still ignorant, careless and indifferent about road safety, safe driving and
management of traffic. When we use public roads, it is our duty to help control traffic and
discipline. Hence, everyone should take utmost care on public roads to ensure safety of
pedestrians. Now, controllable traffic has led to growing public restlessness due to increased fuel
expenditure, more pollution, higher incidence of ill-health, and increased number of road
accidents. Therefore, it is necessary to understand and study remedial controls undertaken by the
centre, state and local governments; understand future planning and coordination with the
government.
5.2.1 Development of Road, Vehicles and Human Skills
As Road safety depends on construction of road which should be forgiving to the human
error, modernised vehicle design and construction also human skills for driving the vehicles as
well as developing the techniques of good traffic management including enforcement. The
government has to work on all these fields developing coordination with the respective
departments.
5.2.1.1 Central and State Government Objectives and Targets for Road
Development
The Ministry Of Road Transport and National Highways looks after road construction,
development and maintenance, and road traffic. Government of India offers grants to state
governments for construction and maintenance of important roads that help interstate
communication and are useful for economic development. The Central Government prescribes
standards and regulations for construction of roads and bridges. It is necessary for 65% of total
length of roads to be used for transport of goods, and 80% for transport of passengers as part of
policy laid down by the Central Government. It has therefore fixed a target for road construction
to the tune of 33 lakh kilometers, out of which 200 kilometers are allocated for express highway
roads, 79,234 kilometers for national highways, 1,31,899 kilometers for state highways, 4,67,763
kilometers for major district roads, and 26,50,000 kilometers for other roads. Out of the total
79,234 kilometers for national highways, 4,257 kilometers is allocated for Maharashtra, which
does not include city roads.
In India, total length of national highways is about 70,934 kilometers. The government’s
policy transforms into selection of 42 roads to develop the Golden Quadrilateral Highway
Network and national highways including four metropolitan cities and 35 municipal corporations.
Project no.1 of the Golden Quadrilateral Highway Network covers 5,846 kilometers running from
Kashmir to Kanyakumari and from Porbandar (Gujarat) to Silchar (Assam). A target of 981
kilometers is fixed for corridor port connectivity. To complete the project, Government of India
has established National Highways Authority under Act no. 48 of 1956 and 1988, and has now
started construction on B.O.T. principles to enhance development of roads.
5.2.1.2 Road Development and Its Working in Maharashtra
Development of any sector is possible only with good roads, which is a basic need. In view
of this, road development plays an important role in bringing about social and economic
Road Safety : 56
development. The topic was thoroughly discussed in 1943 during the conference of chief
engineers, and they framed a road development plan for 20 years.
Taking into consideration changing situation in economic, agricultural and industrial
sectors, it is necessary to review the road development concept. Hence, a 20-year road
development plan was implemented for the period 1961 to 1981, which was called “Mumbai
Yojana”.
In 1961, original road length in the state was only 39,242 kilometers. In 1984, road
development plan for 1981 to 2001 was approved in the conference held in Trivandrum. The plan
was implemented in Maharashtra with effect from 1st November 1986. According to the plan,
target for construction of roads was fixed at 2,07,348 kilometers. It was then reviewed in 1997.
Accordingly, momentum of road construction was maintained, and target decided in 2001 was
achieved with construction of 2,41,712 kilometers. Also, out of the total 40,412 revenue villages,
39,541 villages were connected by all-season roads achieving a success rate of 97.84 percent.
Government of Maharashtra realizes the fundamental need is construction of roads and
bridges to bring about momentum in economic development and reduce distances between
peoples in different sectors. Roads are arteries of society, and if we want to divert course of
development in our state, increased momentum in road development should be realized. In order
to achieve the objective, Maharashtra Government follows guidelines laid down by Government
of India - Ministry of Road Transport and Highways and has followed the principle of
establishing a road transport authority by forming the autonomous Road Development
Corporation on 2nd August 1996. In order to boost development of roads, the government took a
policy decision to bring momentum in construction of roads and bridges by establishing
Maharashtra State Road Development Corporation (MSRDC) and in cooperation with corporate
houses.
As suggested by Indian Road Congress, Vision 2, the government approved a 20-year plan
for the period 2001 to 2021, and declared intent to execute the plan from 1st May 2012. Targets
fixed are as follows:
1. Taking into consideration future demand, enough potential for communication should
be created.
2. Connect all industrial centres, religious places, and tourist centres with state highways.
3. Connect all district headquarters with a minimum of two-lane roads, and taluka
headquarters with 1.5-lane roads.
3. Connect all villages with population in excess of 1,500 with major district roads, and
take into consideration 40% district roads with heavy traffic to be developed into 2
lanes.
4. In order to divert heavy vehicle traffic, ring road for district H.Q. and bypass road for
taluka H.Q. should be constructed.
5. Villages with population in excess of 100 should be connected with one all-season road.
6. As per Road Development Plan 2001-2021, target for constructing 3,36,994 kilometers
of road is fixed.
7. As proposed in the road development plan, 107 kilometers are to be developed @ 100
sq. m. length, and 346-km density be fixed for one lakh population.
5.2.1.3 Development in Vehicle Safety
Ministry of Road Transport and Highways (MoRT&H) which is the nodal ministry for
regulation of the automotive sector in India. As the construction of vehicles is regulated by
Central Motor Vehicle Rules Ministry has formulated Technical Standing Committee (CMVRTSC) advises MoRT&H on various technical aspects related to CMVR. This committee is
assisted by another Committee called the Automobile Industry standards Committee (AISC)
having members from various stakeholders in drafting the technical standards related to Safety.
Automobile industry has to get there product (Prototype) tested from the test agencies for
compliance of rules and standards given in CMVR. The test agencies are – Automotive Research
Road Safety : 57
Association of India, Pune (ARAI), Vehicle Research & Development Establishment,
Ahmednagar, Central Farm Machinery Testing and Training Institute, Budhni, Indian Institute of
Petroleum, Dehradun, Central Institute of Road Transport, Pune and International Centre for
Automotive Technology, Manesar.
5.2.1.4 Development of Human Skills
Development of roads and modernised vehicles leads drivers to take risk for saving time,
enjoying the fun of driving and thrill of speed, earning of more money in shorter time. This
becomes a threat to road safety, hence government has initiated development of skills for the
officials of Transport Department, Traffic Police, Civil Engineers, Town Planners, State
Transport Undertakings and Medical Faculties. This is achieved by conducting various training
programs, seminars and workshops by Ministry of Road Transport and Highway in coordination
with Urban Development Department, Rural Development Department, Human Resource
Department, Department of Heavy Industry and Environment Department in association with
Trading and Research Institutes, Society of Automobile Manufacturers and NGO’s.
5.2.1.5 Enforcement Measures
The Central Government has initiated steps to amend existing Motor Vehicle Act 1988.
This amendment will bring deterrence among road users violating the rules and develop road
safety culture as the punishment and fines are proposed to be enhance. It also proposes
monitoring mechanism for issue of driving licence as well as fitness certificates for commercial
vehicles.
5.2.2 UN Decade for Action In Road Safety (2011-2020)
‘TIME FOR ACTION - Decade of Action for Road Safety 2011-2020’
Every six seconds someone is killed or maimed on the world’s roads.
An estimated 1.3 million people, predominantly living in low-income and middle-income
countries, lose their lives every year, and millions more are disabled in what are often preventable
road crashes. This is the leading worldwide cause of death among children, adolescents, and
young adults aged 10-24 years. Nearly half of those dying on the world’s roads are “vulnerable
road users” - pedestrians, cyclists and motorcyclists.
Faced with traffic levels growing at unprecedented rates, many governments lack technical
capacity to ensure effective enforcement, safe road infrastructure, safe vehicle standards, and
interventions to address road user behaviour - all measures collectively proven to reduce road
traffic casualties. For example, only 15% of the world’s nations have comprehensive laws
relating to the five key risks - speeding, drinking and driving, non-use of helmets, seat-belts and
child restraints.
Since 2001, a global road safety movement has been mobilised to raise awareness and
secure action. Ranked as one of last decade’s “ten great public health achievements worldwide”
alongside such advances as reductions in child mortality, prevention and control of malaria and
HIV/AIDS and improving access to safe water, campaigning efforts of the international road
safety coalition culminated in the highly successful First Global Ministerial Conference on Road
Safety hosted by Government of the Russian Federation in November 2009, and subsequent
proclamation of Decade of Action for Road Safety 2011-2020 by the United Nations General
Assembly.
The Goal of the Decade of Action, mandated by the UN General Assembly and endorsed by
more than a hundred governments, is to ‘stabilise and reduce’ forecast level of global road
fatalities by 2020. Meeting the goal could save nearly five million lives and prevent nearly 50
million serious injuries.
To support achievement of the ambitious objective, the United Nations Road Safety
Collaboration has developed a global plan for the Decade of Action in consultation with
Road Safety : 58
stakeholders around the world, which identifies key capacity building and injury prevention
measures in each of the five categories or ‘pillars’ including:
1) Road Safety Management:
Strengthening institutional and operational capacity to achieve national road safety
objectives; supporting stronger governance and policing.
2) Safer Roads and Mobility:
Improving planning, design, construction, and operation of road networks to ensure safety
of all users; encouraging investment in sustainable modes of transport.
3) Safer Vehicles:
Promoting crashworthiness and empowering consumers with safety information;
accelerating introduction and use of proven safety technologies.
4) Safe Road Users:
Putting vulnerable road users, like pedestrians and cyclists, first in policy; promoting use of
seat belts and crash helmets; tackling drink driving; setting and enforcing effective speed limits;
and improving driver training.
5) Post-Crash Response:
Improving emergency response and trauma care; supporting rehabilitation and care of road
injury victims; providing advice, support and legal redress for victims and their families; and
encouraging third party insurance schemes to finance rehabilitation.
US Centres for Disease Control and Prevention, ‘10 Great Public Health Achievements
Worldwide 2001-2010’
Report, June 2011
5.2.2.1 The Global Road Injury Epidemic
Road traffic injury is becoming one of the world’s leading causes of death and disability
comparable to major killers such as HIV/AIDS, malaria and tuberculosis. Information on this
page is a snapshot of what is at stake, of epidemic scale, unless we act. However, every statistic
represents a real person, someone whose life has ended or has been shattered in an instant. A
tragic story to catch the world’s attention was death of young Zenani Mandela, which led to
Nelson Mandela Foundation actively supporting the Decade of Action.
Road Safety : 59
5.2.3 Road Safety Council / Committees (National/State/District)
National Road Safety Council is the apex body for road safety established under Section 215
of Motor Vehicles Act 1988. It is chaired by Minister (RT&H) with Ministers-in-charge of road
transport of states and UTs, DG Police of all states, and representatives from
ministries/departments such as Home Affairs, Human Resource Development, Railways,
Industry, Petroleum & Natural Gas, Environment & Forests, Health & Family Welfare, etc.,
being official members. There are 25 non-official members.
Decisions have been taken to strengthen NRSC. Section 215 of the Motor Vehicles Ac1 also
provides setting up of state road safety councils and district road safety committees. The Ministry
has requested all state governments/UTs on 18.02.2010 and 15th July 2011 to set up state road
safety council and district road safety committees and hold regular meetings in this regard. Most
actions for road safety lie at the state level where enforcement, traffic engineering, rescue and
relief measures have to be directed purposefully towards achieving targeted road safety goals.
A model setup of District Road Safety Committee:
A District level Road Safety Committee should be formulated as district level with sub
groups to initiative implement & monitor the Road Safety activity related to their task as under
District Road Safety Committee under president ship of District Collector
Enforcement
Engineering/
Infrastructure
Emergency
Care
Education
Advisory group
1) District Collector 1) Superintendent 1) District
1) Dy. Director, 1) Divisional Manager,
Engineer
Civil Surgeon Education,
M.S.R.T.C.
Division
2) Residential
District Collector
2) Executive
Engineer
3) Regional
Transport Officer
3) City Engineer 3) Medical
(PWD Municipal Experts
Corporation
(Private
Medical Org.)
4) Superintendent
of Police
4) City Engineer
5) Divisional Police 5) Executive
Superintendent
Engineer
2) Chief
2) Education
Medical
Office, Zhilla
Officer, Zhilla Parishad
Parishad/
KMC / Nagar
Parishad (s)
3) Education
Officer Local
body &
Nagarparishad)
2) Addn. Manager, Public
Transport Undertaking
3) President, District Lorry
Operators Association
4) President, 4) Co- ordinator, 4) President, District Tempo
Association of N.S.S.,
Operators Association
Ambulance
University
services
5) President,
Social Groups
(N.G.O.s)
Road Safety : 60
5) President, Rickshaw Union /
Associations
Enforcement
Engineering/
Infrastructure
Emergency
Care
Education
Advisory group
6) P. I. (Highway
Police)
6) President, Luxury Bus
Operators Association
7) P. I. (City Traffic
Branch)
7) Transport Organizations
8) Taluka Tehsil
8) Senior Citizens
9) State Road
Safety Council
Member
9) District Information & Public
Relation Officer
10) Expertise / Social
Organisation Members (2)
11) President, Zhilla Patrakaar
Sangh
12) Programme Head, A.I.R.
13) Programme Head, FM
Radio Stations (Private)
14) Programme Head (T.V.
Channels)
5.2.4 National Road Safety Week and State Road Safety Fortnight
It is really very unfortunate that over one lakh persons in our country get killed every year in
road accidents, causing loss of human lives and property, and trauma to families of the deceased.
It underlines the urgency of adopting various road safety measures. As part of the awareness
campaign on road safety, “Road Safety Week” observed every year in first week of January
highlights and emphasizes need for safe roads by taking up activities to promote the concept
throughout our country.
Ministry of Road Transport and Highways, a branch of Government of India, publishes
directives to carry out activities in a befitting manner. Involvement of traffic police, health,
information & publicity, education, PWD, and other field agencies like transport authorities,
voluntary organizations, etc., may be ensured to xorganise National Road Safety Week.
By taking into consideration seriousness of the road safety issue and need for promoting
awareness among the people, Government of Maharashtra took the initiative to organise Road
Safety Fortnight throughout state territory.
Government of India publishes suggestion activities for state government(s) & UT(s) to be
undertaken during Road Safety Week and Fortnight as per following:
1. Public transport system
Upgrading bus ways/bus lanes
People tend to travel from their homes and workplaces in rural or urban areas to fulfil dayto-day needs, business purposes, education, and health-related needs. In order to fulfil vital needs
of society, the public transport system plays a vital role. The government takes up responsibility
to provide such services to the public. State transport authorities, Local government/municipal
transport bus services, private bus services, taxi & rickshaws are categorized as public transport
undertakings. If every person drives a vehicle on public roads, the road network is unable to
sustain increased load, and inconvenience caused has adverse effects on social life. Therefore, the
public transport system needs to be strengthened. Effective route network fulfilling people’s
needs should be developed with adequate safety measures in place.
Road Safety : 61
2. Management of traffic system
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
Redesigning intersection and traffic signal (synchronisation) : A large number of
intersections exist within urban/city road networks inviting traffic from all directions. In
order to regulate increased flow of traffic at intersections, the government has initiated a
redesign of intersections and traffic signal synchronisation as per standard.
Evaluating flow of traffic at major intersections : In order to ensure safe movement of
traffic at major intersections connecting small and large townships, the government has set
up guidelines to provide safety measure after evaluating traffic flow.
Displaying/indicating traffic diversion routes for peak hours : Movement of traffic
increases during peak hours near government offices, business/marketplaces, industrial
zones and educational institutes among other selected areas. In order to minimise nonregulated and congested traffic, diversions/optional routes during peak hours are to be
provided. Such routes are provided and informed by concerned authorities.
Providing separate cycle tracks and separate parking : Bicycles are commonly used by
school children and the general public. It is a cheap and eco-friendly mode of transport.
Percentage of bicycle users in our country is considerably more as compared to other
countries causing increased effect on movement of traffic. Cyclists are unsafe in traffic, as
they have to exercise control over balance. In order to provide safety, separate cycle tracks
are needed.
Proper designing of sidewalks and their maintenance : A pedestrian is the most
important component in road traffic. Pedestrian safety is given highest priority in road
safety practices, and hence planning of sidewalks (pedestrian walks) and their maintenance
is considered priority by the government.
Ban parking on arterial & primary roads : Road are arteries of society. They should be
safe and free of congestion for users. In order to achieve the objective, prohibition of
parking on primary roads need to be monitored.
Restricting use of goods vehicles during the day at crowded places : Adequate provision
is needed to avoid obstruction and congestion of traffic due to loading and unloading
activities of goods vehicles.
Introducing measures for low occupancy vehicles entering central business district :
Low occupancy and comparatively smaller-sized public buses need to be incorporated in
high density traffic areas such as central business places, etc.
Introducing the concept of congestion pricing and road taxation
Provision of off street parking lots : It is observed that people tend to park vehicles on the
road itself causing reduced road width. It may lead to traffic jams. In order to avoid such
situations, the government has given guidelines to provide off street parking lots. Also, it
empowers the local administration to take legal action on hawkers and vehicles causing
obstruction to movement of traffic.
Clearing road encroachment
Allowing only one pillion rider on a motorcycle : Motorcycles are designed to carry
limited loads. In practice, however, people use motorcycles as per their convenience and
need without considering safety measures. The government has directed the enforcement
authority to follow provisions outlined in the Motor Vehicles Act and take strict action
against such practices.
Ensuring motorcycle drivers wear protective headgears (helmets) as per provisions in
motor vehicle act/rules
Ensuring school buses have uniform colour, preferably yellow, with display card in
front indicating it to be a bus carrying school children : Uniform colour for school buses
help other vehicles pay attention and increases consciousness about safety of school
children. Also, it inculcates discipline among school children. In order to provide adequate
safety to school children, the government has set up model guidelines for school buses, and
it is mandatory to follow them.
Road Safety : 62
o)
p)
q)
r)
s)
Vehicle carrying goods including tractor trollies should not be allowed to carry
passengers : Tractor trollies are approved as agriculture vehicles permitting their limited
use in limited areas of operation. It is very dangerous to carry passengers in tractor trollies.
A trolley is attached to the tractor at just one joint. It does not have an effective brake
mechanism, as the vehicle is built to move at limited speed. However, people commonly use
tractor trollies for passenger transport and to carry marriage parties causing major accidents
and fatalities. Therefore, use of tractor trollies to carry passengers is strictly prohibited.
Ensuring enforcement of regulations with respect to vehicles carrying hazardous
goods: Hazardous goods transportation is a very sensitive and high-risk job. It involves
transportation of industrial chemicals, radioactive substances, explosives liquids & gases,
and hazardous chemicals in heavy trucks and tankers. Accidents to such vehicles for any
reason cause severe and long-term effects to the public. In order to provide safety during
such transportation, the government has given guidelines for effective enforcement and to
bring awareness among the general public about such hazardous goods.
Strict adherence to load ceiling in order to curb overloading : Putting load on a vehicle
beyond its load capacity is dangerous. Such overloaded vehicles face high accident risk.
Due to overloading of a vehicle, contact point of road and tyre is flattened due to which a
vehicle is unable to gain control over speed, turning movement, and on slopes causing
accidents. Overloading is the main reason for accident; hence, the government has passed
direction for strict action on overloading.
Checking insurance cover of motor vehicles against third party risk as per section 146
of Motor Vehicle Act 1988 : In order to support the accident-suffered person and
compensate for subsequent related losses, the concept of Insurance protection is provided.
As per the Motor Vehicle Act, vehicle insurance is mandatory to compensate for human and
public loss in road accidents. A vehicle will not enter public roads without at least third
party insurance coverage. The person failing to enroll a vehicle for insurance coverage has
committed an offence and is not liable to get legal protection in case of accident. The
government has made provision for custody of such vehicles and to initiate legal action.
Enforcing strictly provisions contained in chapter 7 of Motor Vehicle Act 1988 relating
to construction equipment and maintenance of motor vehicles : As per Motor Vehicle
Act 1988, strict provision has been made regarding fitness of vehicle while plying on public
roads. It has given guidelines for operation and maintenance of construction equipment &
machinery.
3. Road infrastructure
Public works departments (PWDs) of central, state and local governments are responsible
for development and maintenance of road infrastructure. The department is working to provide
good and safe roads for the public.
a) Periodic road maintenance : The government has provided guidelines for PWD to carry
out necessary road maintenance, road marking, and providing information boards for safety
of road users.
b) Provision of outer bypass : In order to avoid interference of heavy and fast-moving traffic
on highways in rural/city areas, necessary bypasses should be identified and developed as
per local requirement.
c) Grade separation of traffic to avoid mix of fast-moving and slow-moving vehicles : The
government is making efforts to provide better road infrastructure for speedy and safe
operation of road transportation. In this regard, four-lane and six-lane road designs are
adopted in which separate one-way tracks for slow-moving and fast-moving vehicles are
provided. Provision is made in the form of separate service roads for two-wheelers, bullock
carts, and agriculture vehicles.
d) Setting up of freight terminals : The government has directed state governments to set up
freight terminals, transport hubs at peripheries of city/urban areas and industrial zones for
heavy goods vehicles.
Road Safety : 63
4. Emission Norms
In order to achieve effective and environment-friendly transportation, provision has been
made in the Motor Vehicle Act. Emission status and fitness of vehicles are inspected by RTO
offices as per norms.
a) Audit of PUC centres
b) Fitness checking drives
c) Action against vehicles failing to meet emission norms
d) Inspection of fuel-dispensing units to check adulteration
e) Retro fitment of catalytic converters in in-use vehicles
f) Encourage use of CNG in petrol-driven passenger cars/taxies
g) Correct usage of 2-T oil in petrol
h) Adequate inspection and maintenance facilities for commercial vehicles
5. Awareness programmes
Central Government has directed all state governments and their stakeholder ministries for
road safety to carry out the following activities in order to spread road safety culture and
awareness among people:
a) Special message for Chief Ministers
b) Holding of meetings on road safety and to be attended by senior officials of concerned
departments and public representatives
c) Panel discussion on road safety on AIR and television
d) Inviting entries for slogans on road safety in newspapers and awarding prizes to the best
entries
e) Release of advertisements and messages on road safety from various dignitaries in daily
newspapers
f) Public announcement on road safety at important intersections using mobile vans
g) Display of banners, road signs, dos and don’ts regarding road safety at important
locations/traffic junctions
h) Organization of exhibitions, seminars, lectures, screening of documentary films, etc., in
public places
i) Bringing out pamphlets, folders for children, road users and drivers in order to educate
them on road safety aspects
j) Medical check-ups, eyesight check-ups, and distribution of free spectacles to drivers
k) Proper road making work on national highways, state highways and other major roads
l) Checking of over-speeding, overloading, unauthorized parking, drunken drivers, etc.
m) Special training programmes for school/college students on traffic rules
n) Inclusion of traffic rules and road safety matters in school textbooks
o) Refresher courses for state transport undertaking drivers and for drivers in unauthorized
sectors
p) Traffic training to children visiting traffic training parks
q) Practical traffic education campaigns by the police department and voluntary agencies,
particularly among cyclists and pedestrians
6. Others
a) Setting up of a 24 X 7 call centre with dedicated number (108 or 1073) for state to attend
to accident victims with ambulance/crane services
b) Organize
first
aid
training
programmes
for
police/road
construction
workers/drivers/voluntaries, etc.
Ministry of Road Transport & Highway has given directions to all state governments,
Automobile owners Association, Society of Indian automobile manufacturers, Association of
Road Safety : 64
STU, Transport Associations and Institutes working in driver training and NGO’s. Road safety
work to observe the activities as given in guidelines during road safety week.
5.2.5 Sunder Committee
5.2.5.1 Background
Road Safety is a multi-sectoral and multi-dimensional issue. It incorporates development
and management of road infrastructure, provision of safer vehicles, legislation and law
enforcement, mobility planning, provision of health and hospital services, child safety, urban land
use planning, etc. In other words, its ambit spans engineering aspects of both roads and vehicles
on one hand and provision of health and hospital services for trauma cases (in post-crash
scenarios) on the other. Road safety is a shared, multi-sectoral, responsibility of the government
and a range of civil society stakeholders. Success of road safety strategies in all countries depends
on a broad base of support and common action from all stakeholders.
At a plenary meeting of the United Nations General Assembly on 14th April 2004, a
resolution co-sponsored by India expressed grave concern about the large number of fatalities in
road crashes. The World Health Organization also declared the year 2004 as Year of Road Safety
and launched World Health Day in April 2004 with the slogan “Road safety is no accident”.
The World Report on Road Traffic Injury Prevention by the World Bank and World Health
Organization (WHO) in the year 2004 stated that road traffic injury is a major but neglected
global public health problem requiring concerted efforts for effective and sustainable prevention.
Of all systems people have to deal with on a day-to-day basis, road transport is the most complex
and most unsafe mode of transportation. Tragedies behind regularly occurring road crashes attract
less media attention than other, less frequent but more unusual types of tragedies. The report
forecasts a 65% rise in number of road traffic injuries and deaths worldwide without increased
effort and new initiatives between 2000 and 2020, whereas in low-income and middle-income
countries, deaths are expected to increase by as much as 80 percent. Majority of such deaths are
at present of “vulnerable road users, pedestrians, pedal cyclists and motorcyclists”. In highincome countries, deaths among car occupants continue to be predominant, but risk per capita
vulnerable road users face is high. The report also underscored the concern about detrimental
impact of an unsafe road transport system on public health and global development. Obviously,
level of road deaths and injuries is unacceptable and to a large extent avoidable.
Thus, there is an urgent need to recognize a worsening road safety situation in order to take
appropriate action. Road traffic injury prevention and mitigation should be given the same
attention and scale of resources currently being channelled towards other predominant health
issues, if increasing human loss and injury on roads with devastating human impact and large
economic costs to society are to be avoided.
5.2.5.2 Constitution of Expert committee for Road Safety & Traffic Management
Road Safety : 65
On 13th January 2005, the Cabinet Committee on Infrastructure headed by the Prime
Minister directed the Ministry of Road Transport and Highways to present a note to the
Empowered Committee of Secretaries for creation of Directorate of Road Safety and Traffic
Management and amendment of traffic laws as required. Later, an expert committee under
Chairmanship of Shri S. Sundar, Distinguished Fellow, The Energy and Resources Institute
(TERI) and former Secretary of the then Ministry of Surface Transport, Government of India was
constituted to recommend a structure for organization and advise on its role and functions.
5.2.5.3 Objectives
The Terms of Reference given to the Committee were as under:
1. To assess magnitude of road traffic injuries and fatalities in India as a public health and
economic Problem;
2. To study international examples of organizations for road safety and traffic regulation
with a view to drawing lessons for India;
3. To propose a road safety organization at the Central Government level and recommend
functions and responsibilities of the proposed organization;
4. To suggest amendment of relevant traffic laws;
5. To suggest financing mechanisms for such an organization; and
6. To suggest measures for rescue and relief of accident victims.
5.2.5.4 Suggestion of the Expert Committee
In year 2007 the committee gave its report. Taking review of the current scenario of road
safety in India and international road safety practices, the Sunder Committee has given its
suggestions on various aspects as follows:
• Make road safety a political priority
• Institutional development
• Formation of road Safety Act
• Establishment of national road safety and traffic management board
• Establishment of state level advisory committees
• Appoint a lead agency for road safety, give it adequate resources, and make it
publicly accountable
• Develop a multidisciplinary approach to road safety
• Set appropriate road safety targets and establish national road safety plans to
achieve them
• Support the creation of safety advocacy groups
• Create budgets for road safety and increase investment in demonstrably effective
road safety activities
• Create national road safety fund
• National Road safety & Traffic Management Act, 2007
• Amendments to traffic laws
5.2.6 Committee on Road Safety for 4 E - Working Group
As suggested by National Road Safety Council at it’s 12th meeting on 25th March 2011, the
Ministry of Road Transport & Highways, Government of India, formed five separate working
groups on 4Es of road safety, viz. 1) Education 2) Enforcement 3) Engineering (Road & Vehicle)
4) Emergency care to deliberate in detail and submit their recommendation on short-term and
long-term measures for immediate implementation so as to curb road accidents in the country.
NRSC in its 13th meeting held on 29th February 2012 deliberated on the recommendation of all
four working groups. A synthesis report containing all major recommendations of the four
working groups has been uploaded on the ministry’s website for action by various stakeholders.
Road Safety : 66
5.2.6.1 Education
5.2.6.1.1 Need of Road safety education
•
•
•
•
Roads in developing countries are often more unsafe than roads in developed countries,
and traffic safety problems faced by children are often greater in developing world.
Absence of traffic education can leave children exposed to unnecessary risks.
To provide the necessary framework for acquisition and percolation of safety
knowledge and skills. These include decision-making skills, identification and
assessment of risks and strategies to reduce these risks.
To prepare children for different tasks at each stage of their increasingly independent
use of the road network and, later, as adults.
To provide basis for improving road user behaviour over time.
5.2.6.1.2 Suggested Policies/Solutions
The groups on education has given following suggestions
A) General Suggestions
1) Preparation of Road Safety policy for implementations of 4E programme.
2) Proper co-ordination shall be established behalf the responsible Government department,
vehicle manufacturers, Police, medical persons & Road Users.
3) Participation of all stack holders in Road Safety activity to be sensitised.
4) Time plan should be prepare for promotion of Road Safety programme with active
involvement of Safety committee members & NGO’s.
5) Nodal agency for monitoring the activity at regional and state level should be
established.
6) Systematic accident data collection and reporting system should be established which
will be enable to give recommendation with due analytical solutions.
B) Engineering Issues (Road)
7) Proper infrastructure for public awareness and road Safety education should be provided.
8) Road authorities shall properly implement the road Safety standards.
C) Engineering Issues (Vehicle)
9) Vehicle manufacturers shall design the vehicles with safe speed and should educate the
users for proper utilization including use of head lights.
D) Enforcement Issues :10) Implementation of programmes like enforcement of use checking of drunken driver, seat
belts. use of Helmets etc. should be implemented.
E) Awareness
11) Proper publication methods & means should be use for information dissemination about
road Safety programmes to develop the right attitude and road Safety culture.
13) Enforcement agencies shall be sensitized and guided for implementation of enforcement
activities also educated to give suggestion to government based on their day to day
observation and experience.
14) All the stack holders should take the responsibility to carry the road Safety activity
related to their work.
15) Care should be taken design the road Safety programmes as per the area of
implementations i.e. urban/rural etc.
Road Safety : 67
5.2.6.2 Enforcement
The Committee has given following suggestion on Enforcement issue to create detraining of
law
•
•
•
•
•
•
•
•
•
•
Amendment of Motor Vehicles Act 1988 by increasing penalties/fines.
Checking overloading of commercial vehicles by mandatory registering of criminal
cases and by empowering the police to check loads in addition to the Transport
Department.
Use of road safety awareness programmes enter such as seat belts and helmets
Drunken driving needs to be controlled with heavier penalties such as imprisonment and
suspension of driving licence in case of conviction under Section 185 of the Motor
Vehicles Act.
Database for recording traffic violations by drivers is needed to make use of provision
in the
Motor Vehicles Act for different punishments related to first violation and subsequent
ones.
Overcrowded passenger vehicles should result in cancellation of permits.
Improvement in road engineering is needed, particularly on roads where frequent
accidents happen, with mandatory inspection by the transport department, traffic and
local police, and road-maintaining agencies.
Use of technology should be encouraged for constant interaction between road users and
police through the internet and mobile phones.
Institutional changes are also required such as comprehensive test of skills of applicants
before issuing of driving licences; digitisation of driving licences to curb prevalence of
multiple licences; issuance of fitness certificates to commercial vehicles; up-gradation
of the traffic management system in cities with installation of CCTVs, speed and red
light cameras, etc.; introduction of speed calming measures on highways; development
of wayside facilities on highways for rest and recuperation of long-distance drivers;
compulsory installation of GPS in commercial vehicles; sharing of a part of fines for
road safety measures/improvements and creation of road safety boards at state and
district levels.
5.2.6.3 Engineering (Road)
The Committee has given following Standards and Guidelines for Highways and Urban
Roads
Highway and urban road design standards and guidelines will be made consistent with
safety requirements and in tune with international best practices.
• All existing standards/guidelines/manuals/codes, etc., of IRC/MoRTH will be
reviewed for their specific relevance to road safety, and deficiencies/shortfalls
identified in relation to safety.
• New standards and manuals will be prepared for filling gaps in the current
standards.
• All road projects being delivered at present (either at planning stage, design stage,
construction stage, or even at implementation stage), whether on BOT or as EPC
contracts, will be reviewed at each stage to identify any issue related to road safety.
• All state highways and national highways are to be provided with both pavement
markings and road signs as per the requirements specified by the standards of
IRC/MoRTH. These shall be mandatory requirement for road safety.
• For ensuring the construction zone safety for traffic operation, there should be
proper estimate prepared at the stage of detailed design, and it should be part of the
total project cost like any other item in the form of BOQ items.
Road Safety : 68
Monitoring and evaluation of road designs and traffic management strategies
•
•
•
•
•
•
•
Encourage Institutionalization of conducting road safety audits by certified road safety
auditors
An accreditation body is required to be created for road safety auditors, one which will
control utilisation of these trained auditors and will maintain the 18 register of certified
auditors. Such auditors will have to undergo training and retraining as per a set of
guidelines to maintain a high standard of auditing.
Capacity for road safety audit works in the country is to be enhanced by training and
conducting certification courses for road safety auditors.
Road safety audit is to be carried out for roads using trained auditors available in the
country and in accordance with the Manual of Road Safety Audit adopted by IRC. All
steps of audit delivery including the initial meeting and audit completion meeting with
the client must be completed with submission of audit report and exception report, etc.,
for every road assigned for audit. It will bring out all that is required to be done for the
road ensuring highest level of safety.
The entire network of NH and SH are to be subjected to Road Safety Audit (RSA) in a
planned manner over next three years. The RSA shall identify all potential hazards in
terms of deficiencies observed in the network that are required to be corrected on
continuous basis to make the road network safe.
States and MoRTH will prioritise the network to be audited and will implement
improvements recommended by RSA. Priority roads with high accident records are to
be taken up first within the first six months.
To carry out RSA for the entire primary network, required capacity is to be developed
through proper training of qualified engineers eligible for training. For this purpose, a
special committee will be set up to draw up guidelines for a RSA procedure suitable for
Indian traffic and safety issues with special reference to vulnerable road users. Teaching
and research institutions including IITs, NITs, CSIR, etc., will be identified for
establishing training programmes for RSA professionals.
Accident Investigation
•
•
Accident data recording system is to be adopted uniformly across all states for roads in
urban and non-urban areas in a standard format. This standard format is to be evolved
with national consensus and should include all rational data that are required for
accident investigation, accident reconstruction, and also adjudication of accident cases.
Data collection should be tech-savvy with hand-held GPS and computer interface so as
to collect all data with highest precision.
Road Safety : 69
•
•
•
There will be standard accident analysis module for accident investigation and
adjudication uniformly to be used across the country without any exception.
Only a few specialised centres shall study selected accidents, using the accident
reconstruction technique, etc., and the same data system.
Institutionalised system of database storage shall be developed.
Training
Engineers involved in planning, design, construction and operation of roads and highways in
the country are to be trained on road safety aspects covering engineering measures, safety at
construction sites, and hands-on experience in road safety audit.
Research & Development
•
•
To establish about five to seven centres of excellence for road safety research and
accident analysis in academic institutions across the country in addition to the existing
research institutions.
Capacity in road safety research and accident analysis is also to be developed, for which
bright young professionals are to be identified for specialised training.
National Road Safety & Traffic Management Board
The government has already initiated the process of approving bill for creation of a road
safety & traffic management board. The central body is an urgent requirement along with the
counterparts in the states.
Availability of Resources
Adequate funds should be made available commensurate to requirements, especially for
development and maintenance of non-NHDP national highways network. Similarly, resources
provided for state roads shall commensurate with estimated requirements.
5.2.6.3 Engineering (Vehicle)
The Expert committee has given following suggestion for vehicle engineering
Establishing Safety Vision and Goals
At the macro level, establishment of a safety vision in three stages is proposed. At the first
stage (2011-2020), reduction in rate of road accidents is sought and at the second stage (20202030), reversal of trend of fatalities and injuries. At the 3rd stage (2030 onwards) ‘Vision Zero’ to
pursue no road injuries or fatalities is proposed.
Implementing vehicle engineering solutions
Implementing vehicle engineering solutions already drawn up by Government of India by
updating the same and by mandating step by step new safety standards should be considered.
Requirements related to passive safety, active safety and general safety should be introduced in a
planned manner over the short, intermediate and long term.
Control of in-use vehicles
Introduce mandatory inspection and certification (I&C) requirements for all categories of
vehicles in a phased manner. Computerised I & C centres should be established across the
country along with policies and procedures for ‘end of life’ and scrapping of unserviceable
vehicles by encouraging investments from the private sector. Establishing control mechanisms for
spurious parts and independent testing agencies are also required.
Road Accident Data Analysis
By developing strategic alliances with international organisations/experts for effective
Road Safety : 70
planning and execution, there is need for a national accident research centre with data collection
at state accident research centres. There is a need to develop human resources and formulate
accident investigation teams.
Effective Use of IT and Electronics
We should not wait for market forces to usher in technology but should be driven by the
government itself after reviewing globally available options for transport management. A task
force should be appointed to establish a comprehensive action plan by identifying priority areas.
Research Activity in Vehicle Engineering
There is a need to undertake and support projects for standardisation of bus designs, truck
bodies, trailer designs, etc., which would help the unorganised sector undergo a smooth transition
to new safety regulations. India-specific vehicle and laboratory test data keeping in view
international regulations and feasibility studies for advanced technology safety requirements is
also required.
Time line
Short
Term
(3-5yrs)
Passive Safety
Two Wheelers
• Setting and enforcing mandatory use
of crash helmet- Bicycle and
motorcycle helmets.
• Development of lighter and ventilated
helmets to increase usage.
• Use of proper rider gear
3 Wheelers
• Improve driver seat
• Occupant safety and comfort
• Passenger Cars & Utility Vehicles
• Safety belts for all vehicle occupants
• Safety belts reminders
• Crashworthy vehicle structures
• Car occupant protection
• Frontal and side impact protection
• Occupant restraints like airbags, air
curtains, and head restraint with
controlled backseat for avoiding
whiplash injuries.
Commercial Vehicles
• Retrofitting under run devices for inuse
• heavy commercial vehicles
• Bus
code
implementation
and
accreditation of bus body builders to
bring uniformity in bus body design
and enhance safety and comfort of
passengers.
• Mandatory use of tacho graphs
• Fire protection in buses
Road Safety : 71
Active Safety and General Safety
Visibility & Conspicuity of
Vehicles
• Night vision
• Visibility enhancement by use
of cameras
• Daytime running lights o Use
of reflective tyres
• High-mounted stop lamps in
cars
• Improving visibility of nonmotorised vehicles
• Improving visibility for threewheelers
• Conspicuity of pedestrian and
vulnerable road users
• LED technology with less
power consumption allowing
daytime running of head lamps
• Use of automatic dippers when
approaching another vehicle at
night
Stability & Braking
• Anti-skid braking (ASB)
• Tire pressure monitoring
Use of Speed Limiting Devices
and Functions
• Setting up and enforcing speed
limits
• Speed enforcement on rural
roads
• Speed governors in heavy
goods and public transport
vehicles
• Electro-magnetic compatibility
(EMC)
Time line
Intermediate
(5-10yrs)
Long Term
(>10yrs)
Passive Safety
Pedestrian Safety
• Safer car fronts to protect pedestrians
and cyclists
• Safer bus and truck fronts
Child Restraint Systems
• Safer child seats for children of all age
groups
Commercial Vehicles
• Truck code implementation
• Trailer code implementation
• Agricultural Tractors and Construction
Active Safety and General Safety
Use of Speed Limiting Devices
and Functions
• Speed gun
• Speed cameras
Crash Avoidance Systems
• Collision avoidance techniques
like lane departure warning,
adaptive
cruise
control,
advanced vehicle stability
control
technologies
like
electronic stability control
(ESC)
General requirements
Equipment Vehicles
• Rollover protective structure along • Alcohol interlocks
with safety belts for tractors
• Safety against displaced
luggage
• Falling object protective structures
with enclosed cabin.
• To enhance safety requirements for
construction equipment vehicles and
off road vehicles under CMVR
certification.
Driver Assistance Systems
Vehicle Compatibility
• Design of the vehicle structure for • Drowsiness alarm
colliding partners’ safety
• Vehicle
to
vehicle
Advanced Restraint Systems
communication
• Adaptive head restraint
• Intelligent transport systems
for better traffic management
• Smart restraint systems sensitive to
occupancy and its anthropometry
Vehicles to Road Furniture Interaction
• Protection against roadside objects like
poles, trees and narrow objects
• Development of road restraint systems
Indian
NCAP
System-Beyond
Regulations
• Introduction of Indian NCAP for
evaluation and overall safety rating of
vehicles
5.2.6.4 Environment & Emergency Care
5.2.6.4.1 Present scenario and need of studies
Few events are more distressing than unexpected loss of life or permanent disability caused
by accidental injury. Particularly tragic is the injured but potentially salvageable patient who dies
needlessly through delay in retrieval, inadequate assessment or ineffective treatment.
As per latest data published by the Transport Research Wing of Ministry of Road Transport
& Highways, road accidents in India have increased by 2.7% during 2010 compared to 2009. A
review of incidence of casualties due to road accidents in India during the past five years presents
a disturbing trend:
Year
Number of deaths
Number of injuries
2005
94,968
4,65,282
2006
1,05,749
4,96,481
Road Safety : 72
Year
2007
2008
2009
2010
Number of deaths
1,14,444
1,19,860
1,25,660
1,34,513
Number of injuries
5,13,340
5,23,193
5,15,458
5,27,512
Source: Transport Research Wing, Ministry of Road Transport & Highways
Thus, it is necessary to look at the emergency care or trauma care system as a whole rather
than just its components.
Problems at the site of impact arise from lack of awareness about Emergency Medical
Service
(EMS) System; lack of basic first aid skills; non availability of standardised toll free
national access number to call for medical help; lack of adequate number of first
respondents/ambulances, and lack of standardised protocols and medical directives for EMS.
Problems in transit to a definitive healthcare facility revolve around non availability of
appropriate and safe transport of injured in the form of ambulances, air ambulances, etc.; lack of
real concept of an ambulance in India, which are bereft of patient care, comfort and ergonomics
and are merely like transport vehicles; absence of National Ambulance Code specifying minimum
requirements namely ALS, BLS, First Responder, etc.; ill-equipped ambulances; lack of trained
emergency medical technicians (EMTs); lack of standard operating procedures (SOPs); and
inadequate remuneration to paramedical staff and drivers.
Problems encountered at the healthcare facility are numerous, namely, non-availability
within reasonable distances; overcrowding at limited number of such facilities; deficient
infrastructure at such facilities; inadequately equipped facilities due to absence of national
standards and guidelines; sub-optimal quality care and inadequate skilled manpower; lack of
SOPs at facilities; and lack of accountability and monitoring mechanisms.
Other miscellaneous problems revolve around lack of documentation and fool-proof
reporting mechanism; reform of the Motor Vehicles Act, 1988 and CMVR 1989; lack of
coordination among agencies related to road safety; lack of appropriate database; deficient post
trauma rehab facilities; inadequate awareness of directives of the Supreme Court regarding right
to emergency care and legal protection of Samaritans who offer help to victims; inadequate
compensation to victims; and non-availability of personal Mediclaim for drivers.
5.2.6.4.2 Solutions Suggested
The committee has given following suggestions and recommendations for
modification/extension of existing schemes
a) The National Highway Trauma Care Project (NHTCP) should be extended to cover all
national highways in all states with initial emphasis on states with difficult terrains. State
governments should be encouraged to replicate similar schemes on state highways. ‘102’
should be adopted as the Toll Free National Medical Distress Call Number across the
country on the lines of ‘100’ for police, ‘101’ for fire, etc.
b) National Highways Accident Relief Services Scheme (NHARSS) should be modified to
include periodic audits of available ambulances and cranes; a monitoring mechanism to
ensure proper implementation of the scheme; provide versatile ‘crash rescue vehicles’
(CRVs) with hydraulic rescue tools for extrication, etc.; and ensure synchronised action
between CRVs and ambulances by ensuring their integration under a National Highway
Accident Relief Network linked with state EMS number.
c) National Highways Authority of India - Incident Management System (IMS) should be
extended to all national highways in all states with initial emphasis on states with difficult
terrains; replication thereof in all state highways; periodic audit for awarded contracts;
reduction of response time of 30 minutes for ambulances, cranes, etc., to 10 minutes over a
period of 10 years; provide hydraulic rescue tools, CRVs; upgrade specifications for
ambulances, patrol cars; ensure synchronisation of all accident relief measures, etc.
Road Safety : 73
d)
e)
f)
Implementation of the Emergency Medical Services (EMSS) Systems can be left to the
States/UTs.
It is imperative that a National Accident Relief Policy be adopted with the objective of
providing free trauma care services; ensure adequate and prompt relief to trauma victims;
undertake such measures as are necessary to prevent or reduce disability of accident victims;
train police, teachers, students and drivers in accident prevention and management; further
research; create community awareness and define a broad framework for the National/State
Trauma System Plan within which states could build their EMS systems.
In order to achieve an efficient- and cost-effective inclusive trauma system, the above
mentioned National/State Trauma System Plan should emphasise on pan-India prehospitalisation emergency medical services network; hospital-based emergency care; health
facility networking; capacity building and training; and research and development in postcrash response.
5.2.7 Government / Corporate Sponsored Road Safety initiatives
Ministry of Road Transport & Highway has undertake Organised approach to Road Safety
Training by undertaking various programmes for skill development & awareness at different
levels.
As per the latest publication on road accidents in India (2009), 78% of road accidents in the
country are due to driver faults. Trucks, tempos, tractors, etc., accounted for the highest share in
total road accidents (22.6%) followed by two wheelers (22.4%), cars, jeeps and taxis (20.6%),
buses (8.7%), auto rickshaws (6.9%) and other motor vehicles (10.9%) in 2009. The 10th Plan
and 11th Plan had a scheme of setting up driving training and research institutes. Thirteen driver
training institutes in the 10th Plan and 11th Plan have been taken up in order to train every driver.
A large number of young people will enter driving population every year. During the year
2010,
65.2 lakh new LMV licences were issued, while until the end of October, 2011, 56.67 lakh
new LMV licences were issued. A total of 2.36 crore new licences have been issued in the last 4
years alone. During 2010, 5.11 lakh HMV driving licences were issued and until 31st October,
2011, 4.45 lakh HMV licences were issued, bringing the total to 19.52 lakh new HMV licences in
the last 4 years. Annually, around 45 lakh licences are renewed. A national level standardised
driving curriculum and test based on objective parameters needs- to be evolved. The large
number of instructors and trainers required for driving training schools may be trained at
established driving training schools (IDTRs) in collaboration with other stakeholders like vehicle
manufacturers with the ultimate objective that training in an accredited driving training
school/institute will be a prerequisite under CMVR for submission of application for driving
licence.
Committee suggested that a National level regulatory agency needs to be set up to
coordinate and standardise all aspects of driving training, auditing and grading of driving schools.
The proposed structure would comprise of three components:
(a) Local driving training schools across the country to impart training to LMV drivers, HMV
drivers and SV drivers in induction training as well as refresher training.
(b) IDTRs for training driver trainers and instructors.
(c) National level regulatory agency comprising of all IDTRs and DTIs headed by each
IDTR/DTI on rotation basis to audit and give accreditation and oversight to Driving
Training schools and other DTIs and IDTRs.
By end of the 12th Plan period, IDTRs need to accredit sufficient number of trained
instructors, authorised and certified by IDTRs and state governments to objectively conduct tests
on driving skills. All IDTRs would employ only certified and licensed trainers and, based on level
of compliance to rules for setting up driving schools, driving schools would be graded as A, B, C,
D or E.
It is envisaged that a total of 60 IDTRs including 53 cities having population of more than
Road Safety : 74
10 lakh along with state capitals would develop infrastructure and have model IDTRs, each at a
cost of Rs. 15 crores, and total allocation for the 12 Five Year Plan for the purpose is Rs. 900
crores. It is envisaged that PPP models would be brought into place with specific service quality
and viability gap funding. Spill-over expenditure of 10 already sanctioned projects would also be
required in first year of the 12th plan period. Total requirement: (1,000 crores).
5.2.7.1 Refresher training to drivers of unorganised sector
Heavy commercial vehicles account for higher proportion of fatality on the road. While
Sunder Committee Report recommendations for increasing duration from one year to three years
for issue of commercial driving licence is under consideration, existing drivers also need to be
trained. One lakh drivers per year are proposed to be trained during the 12th Five Year Plan
through IDTRs and facilities of commercial vehicle manufacturers. Total allocation for training
during the plan period is proposed to be Rs. 15 crores per annum @ Rs. 1,500 per driver. Total
requirement: (Rs. 75 crores).
5.2.7.2 Training of driving training instructors
It is envisaged that every year through IDTRs/driving training institutes, 5,000 driving
training instructors would be trained. Qualified and duly certified trainers would then be
authorised by state governments to carry out tests for fresh applicants and renewals of driving
licences. Allocation during the 12th Five Year Plan of Rs. 1.5 crores per annum @ Rs. 3,000 per
trainee is proposed. Total requirement: (Rs. 7.5 crores).
5.2.7.3 Training of Engineers on Road Safety:
It is envisaged that every year 500 civil engineers of clients, consultants and contractors
would be trained via standard training modules on road safety engineering through IAHE. Annual
allocation of Rs. 0.15 crore is proposed. Total requirement: (0.75 crore).
5.2.7.4 Training in first aid
Truck and bus drivers are to be trained in basic first aid; all ambulance service personnel,
toll booth operators and personnel are to be trained in first aid & trauma care for spinal and head
injuries. This will be conducted through recognised medical colleges. For first aid in spinal and
head injuries, specialist hospitals would train as per detailed standardised training curriculum.
Allocation of Rs. 3 crores per annum during the 12th Five Year Plan is proposed; Rs. 2 crores for
basic first aid training given to 20,000 personnel at Rs. 1,000 per trainee and first-aid spinal and
head injury training given to 5,000 trainees at Rs. 2,000 per trainee. Total requirement: (Rs. 15
crores).
5.2.7.5 Training of road safety auditors
Building of capacity for road safety auditing and training by developing standardised
training course content based on reviewing current courses being held by IRF, ARRB and CRRI
through these institutions is proposed at an annual budgetary cost of Rs. 0.5 crore. Total
requirement: (Rs. 2.5 crores).
5.2.7.6 Training of traffic police and officials of Enforcement Division of Transport
Department
Standard modules would be prepared for training of traffic police by the Ministry on
provisions of the Motor Vehicle Act, and traffic management and training would be imparted
through state police academies. Provision of Rs. 5 crores per annum is proposed for training
20,000 personnel at the cost of Rs. 2,500 per trainee. Total requirement: (Rs. 25 crores)
5.2.7.7 Publicity measures on awareness campaigns
For effective communication strategy, services of a road safety communication strategist is
envisaged to be brought on board by the Ministry in order to provide inputs for making road
Road Safety : 75
safety a mass movement involving all stakeholders through various audio-visual and print media.
It would also require services of brand ambassadors such as eminent sports, film, and TV serial
personalities to spread the message of road safety and create awareness leading to behavioural
and attitude change towards road safety. It would also involve distribution of road safety and
driving manuals, development of standard materials, codes, manuals, books, literatures, etc., in
English, Hindi and regional languages. Essay competitions, national road safety awards, state
road safety awards, and district road safety awards are also proposed to be organised. Adding the
subject of road safety in curriculum of schools, automotive engineering institutes, ITIs,
polytechnics is proposed during the plan period. Allocation for the 11th five Year Plan of Rs. 45
crores per annum is proposed to be increased to Rs. 100 crores per annum during the 12th Five
Year Plan. Total requirement: (Rs. 500 crores).
5.2.7.8 Centres of Excellence
Six centres of excellence are proposed to be recognised by the Ministry in order to provide
advance training in safety research and to increase knowledge base on road safety issues. Rs. 6.5
crores per annum to each of the centres of excellence is proposed and total allocation of Rs. 39
crores per annum. Collaboration with WHO and others for research studies, sponsoring of M.
Phil, Ph.D., post-doctoral and fellowship programmes in road safety through these centres of
excellence and eminent institutions like IITs, IIM, AIIMS, state training institutes, Road Research
Institute, National Academy of Construction, IAHE, etc., is proposed at a cost of Rs. 1.5 crores
per annum. Total requirement: (Rs. 45 crores).
5.2.7.9 Road Safety in school curriculum
Curriculum for Class VI to XII would be developed to include road safety as part of
curriculum through CBSE, ICSE and other state boards.
Total allocation for HRD including refresher training for drivers of unorganised sectors
during the 11th Five Year Plan was Rs. 480.7 crores. Allocation now proposed under Education
and HRD is Rs. 1,670.75 crores.
5.2.7.10 IDTR (Institute of Driver Training & Research Centre)
5.2.7.10.1 Introduction
A good driving training institute develops right attitude towards driving responsibilities and
inculcates good driving habits. The vehicle driver is mainly responsible for safe or unsafe travel.
The accident analysis reveals driver error as the major cause of accident. Sound driver education
and training produce good results. A properly trained generation of new drivers would bring
down accidents to a low rate in future. An individual cannot acquire driving skills merely by
listening or reading. Skills are developed only through practice. In order to impact systematic and
scientific driver training, it has been proposed to establish INSTITUTE OF DRIVING
TRAINING AND RESEARCH.
There is dearth of well-trained driving instructors to impart systematic driver training to
trainees, which has resulted in bad driving habits among four-wheeler and six-wheeler drivers.
5.2.7.10.2 Objectives for Establishment Of IDTR
IDTR has been established with following objectives
i) To impart training to Trainers Instructor Course,
a) 12 weeks car driving instructor course
b) 2 weeks LMVC driving instructor advanced course
c) 2 weeks HMV driving instructor specialization course
ii) To impart 6 weeks Induction Training Course in Heavy Motor Vehicle Driving
iii) To impart 4 weeks Induction Training Course in Light Motor Vehicle Driving
iv) To conduct Three Days Training Course on Safe Transportation of Hazardous Goods
Road Safety : 76
v) To conduct One Day Refresher Training Course on Safe Transportation of Hazardous
Goods
vi) To organize Road Safety Course Campaign for school children and other vulnerable
groups and
viii) To carry out research on behavioural/attitudinal changes required to be brought out in
drivers
5.2.7.10.3 Training Schemes
•
Training Course for Trainers
Car Driving Instructor Course : While training of drivers is paramount, the need to
improve standards of driver training instructors is of utmost importance, as they are responsible
for a better breed of drivers by inculcating in them better road sense and skills. The course
duration is 80 hours spread over 12 weeks. It comprises of 30 hours theory, 25 hours
simulator/practice/evaluation/training in groups of four. Finally, 25 hours are allocated for on the
job training.
LMCV Driving Instructor Advance Course : The course comprises of 14 hours theory
and 13 hours simulator/practice/evaluation/training in groups of four. Course duration is 40 hours
spread over 10 days. In this course, 13 hours of Job Training is also included.
HMV Driving Instructor Specialization Course : The course comprises of 10 hours
theory and 15 hours simulator/practice/evaluation/training in groups of four. Course duration is
40 hours spread over 10 days. In this course, 15 hours of job training is also included.
•
Induction Training Course in Heavy Motor Vehicle Driving
Generally drivers of heavy motor vehicles came in from cleaner stage with lack of
knowledge in traffic rules and regulations, driving skills and maintenance of vehicle. Since these
drivers are not properly trained, they inherit all types of bad driving habits. It leads to increased
road accident rate, year by year. In order to reduce rate of accidents, it is necessary to train heavy
vehicle drivers in systematic manner on scientific lines, selecting candidates who complete a year
in Light Motor Vehicle Driving License.
Duration of induction training on heavy vehicle driver training course has been prescribed
as 6 weeks.
It is proposed to impact heavy vehicle driver training course by 600 drivers per annum in
four batches with an intake of 75 candidates per batch.
Steering practice will be given to each trainee for at least one hour every day during his or
her training period. Each trainee will drive at least 100 kilometers within 30 hours of steering
practice. Further, theory classes will be conducted for 50 hours per trainee based on the syllabus
prescribed for heavy motor vehicle driving as per rule 31(3) of Central Motor Vehicle Rules,
1989 (lessons will cover parts E,F,G,H,I,J&K)
•
Induction Training Course in Light Motor Vehicle Driving
The number of light vehicles registered in Tamil Nadu is increasing every year by 15
percent. The number of accidents involving light motor vehicles is also on the rise. Hence, it has
been proposed to impart the light motor vehicle driving training course in a systematic manner so
as to improve road safety and reduce rate of accidents involving light motor vehicle drivers.
The light motor vehicle driving training course will be conducted for duration of four
weeks. It has been given 20 hours of steering practice. Further, theory classes will be conducted
for 40 hours for each trainee based on the syllabus prescribed for light motor vehicle driving as
per 31(2) of Central Motor Vehicle Rules 1989 (lessons will cover parts A, B, C, F, G & K)
•
Three Days Training Course on Safe Transportation of Hazardous Goods
The government of Tamil Nadu in G.O.Ms.NO.779 home (Tr. VII) department, dated
Road Safety : 77
0.06.1993 has made it mandatory for drivers of tanker vehicles carrying dangerous/hazardous
chemicals to undergo a three-day training course in safe transportation of such goods/chemicals.
•
One Day Refresher Training Course on Safe Transportation of Hazardous
Goods
Similarly, as per letter no. 69046/Tr. VII/96-1 Home Transport Department dated
07.08.1996, drivers in possession of the three-day hazardous course certificate shall undergo a
one-day refresher training course on safe transportation of hazardous goods before renewal of
their driving licence.
•
Refresher and Oriented Capsule Course for drivers who are in service
The course will be conducted as per topics mentioned in the guidelines by inviting experts
in the appropriate field. Practical skill test and behavioural analysis test is to be conducted for
such drivers to understand and analyse improvement areas and give special focus on those areas
during the course of training. Simulators should be used to train & assess such drivers in
particular.
2. Infrastructure Requirements
Land
Building
Training & Administrative Blocks
Driving Laboratory
Hostel Blocks
Equipment
Driving Simulators
•
•
•
•
•
•
•
3. Financial Implications
Capital Expenditure
Si no.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Description
Land (required land is available)
Academic Building
Hostel Building
Staff Quarters
Furniture and Fitting
Vehicles
Teaching and Training Equipment
Library Books
Workshop Equipment
Testing Equipment
Office Equipment
Driving Simulators
Driving Range Roads
Driving Range Aids
3. Courses conducted by IDTR (Institute on driving training & research)
•
•
•
•
•
Car Driving Instructor Course
LMCV Driving Instructor Advance Course
HMV Driving Instructor Specialization Course
Induction Training Course in Heavy Motor Vehicle Driving
Induction Training Course in Light Motor Vehicle Driving
Road Safety : 78
•
•
•
•
An
Three Days Training Course on Safe Transportation of Hazardous Goods
One Day Refresher Training Course on Safe Transportation of Hazardous Goods
Refresher and Oriented Capsule Course for drivers who are in service
Road Safety Awareness Campaign for School Children and Other Vulnerable Groups
the similar groups established the state level driving training institute is proposed state
level
5.2.7.3
Unmanned railway level-crossing-Initiative by Indian Railways
Accidents at unmanned railway crossing is one of the major cause for road accidents so,
Indian Railway has been involved to tackle this issue. Indian Railways is one of the largest and
oldest railway systems in the world. The vast network owned and managed by the Indian
government has significantly contribution in in driving economic growth of the country by
offering affordable and environment-friendly transportation to passengers and industry. Indian
Railways carry around 23 million passengers per day and haul 1,000 million tonnes of freight a
year. Due to rapid economic growth, India is witnessing changing nature of rail operations;
hence, enhanced public safety initiatives have become need of the hour. Analysis of five-year
consequential train accidents for the period 2008-09 to 2012-13 reveals unmanned level crossing
accidents constitute 38% of total train accidents resulting in 56% deaths and 25% injuries (37%
of total casualties) in train accidents. As per the high level Kakodkar Panel (2012) on railway
safety, nearly 15,000 additional lives are lost every year due to trespassing across the tracks.
Road Safety : 79
After analysis and as a result of dialogue between railway and community, Indian Railways
has been following programs encompassing 4 ‘A’ i.e. Awareness, Alternatives, Accountability
and Administer. In view of loss of human lives at unmanned LCs, Indian Railways has taken
proactive measures to eliminate them through closure, merger, grade-separation and/or manning.
5.2.7.3.1 Analysis Of Accident Figures Of Indian Railways
In such a vast network, issues related to safe train operations are bound to occur. There have
been 1,345 deaths and 2,355 injuries in train accidents during the period 2008-09 to 2012-13. It
includes 754 deaths and 600 injuries due to accidents attributed to negligence of road users at
unmanned level crossings.
Break-up of these accidents reveal derailments constitute the largest chunk, i.e., 47% of total
accidents followed by 38% accidents at unmanned level crossing gates, 6% collisions involving
trains, 4% accidents at manned level crossing gates, 3% fire accidents, and the balance 2%
accidents are due to miscellaneous reasons (Fig.2).
From 2008-09 to 2012-13 there has been a decline in number of accidents. Simultaneously,
number of deaths has marginally come down from 209 to 201, and total casualties have also
reduced from 653 to 537.
Proportion of deaths, injuries and total casualties (deaths + injuries) due to different types of
accidents is shown in Fig.3.
Road Safety : 80
Apart from casualties due to consequential train accidents, unlawful trespassing across
railway tracks also results in a large number of casualties. It is estimated nearly 15,000 persons
get killed in such manner across the entire railway system every year, of which about 6,000
deaths occur on the Mumbai Suburban System.
If we do cause-wise analysis, it is noticed that number of accidents occurred due to failure
of railway staff has come down from 42.3% to 35.5%, and number of accidents due to failure of
other than railway staff (outsiders) has increased from 43% to 49% of total accidents on Indian
Railways for the period of 2008 to 2013. Thus, 85% of accidents occur due to human failure.
Train accidents due to sabotage have shown decreasing trend, from 7.3% of total accidents in
2008-09 to 2.5% in 2012-13. Indian Railways is following programs encompassing 4 ‘A’ i.e.
Awareness, Alternatives, Accountability and Administer.
5.2.7.3.2 The Issue Of Level Crossings: Providing Alternative
Of the total 31,254 level crossings over Indian Railways as on 01.04.2013, 12,582 (40%)
level crossings are unmanned. Unmanned Level Crossing accidents constitute 38% of total train
accidents resulting in 56% deaths and 25% injuries (37% of total casualties) in train accidents.
Unmanned level crossing accidents, however, have also come down from 62 in 2008 to 53 in
2013. Analysis of unmanned level crossing accidents over Indian Railways indicates that day
light period of 08:00 to 19:00 hours is most vulnerable during which about 86% accidents have
occurred (Fig.4).
As per Indian Railway Act, onus of safe movement across unmanned level crossing is
entirely on road users, for which very stringent penal provisions have been legislated in both
Acts. However, in view of loss of human life at unmanned LCs, Indian Railways have taken
proactive measures to eliminate them through closure, merger, grade-separator and/or manning.
(Table 1)
Elimination of Unmanned LCs in last 5 years:
By Closure /
By Manning
Total
Merger/Subway
2008-09
556
259
815
2009-10
533
377
930
2010-11
800
434
1234
2011-12
481
777
1258
2012-13
700
463
1163
Total
3090
2310
5400
Ministry of Railways have further decided to;
• Progressively eliminate all unmanned LCs in the next few years, subject to fund
availability
• Replace all LCs on IR+DFC routes by grade separators by 2016-17
• Undertake replacement of manned LCs by ROBs/RUBs on cost-sharing basis with
state government
Year
Action plan for Elimination of Unmanned LCs during the 12th Five Year Plan
Items
2013-14 2014-15 2015-16 2016-17 Total
By closure (having NIL/Low traffic)
173
309
218
207
907
By Merger to nearby (LC/RUB/ROB)
203
377
366
360 1306
By Construction of RUBs/Subways
476
1286
1272
1390 4424
By construction of Low Cost ROBs
5
18
17
15
55
By Manning
495
936
814
871 3116
Total
1352
2926
2687
2843 9808
Road Safety : 81
It has been calculated operating and other expenses at manned level crossing comes to
nearly $30,000 per year. Indian Government is concerned with number of fatalities at level
crossings. In the Central Road Fund (CRF) Act 2000, allocation of 12.5% of total of ‘fifty percent
of cess on high speed diesel oil and the entire cess collected on petrol’ shall be for construction of
road either under or over the railway line. Additional funding through cess on fuel shall further
expedite elimination of level crossings. Limited height or restricted height subway below railway
lines are being constructed as per vertical clearance suitable to type of vehicle plying on the route.
These Limited Height Subways (LHSs) are generally being provided on Village Roads and Other
District Roads (ODRs).
An innovation on speed breaker has been implemented in the Indian Railways system at a
number of locations, running diagonally rather than perpendicular to the road. When front wheels
of a vehicle cross the bump one after the other rather than in unison, the vehicle swings from side
to side. Before it was installed, a truck or tractor took about 12 seconds to cross the distance of 10
metres but now takes about 16 seconds. Hence, the driver gets about 25% more time to observe
and understand the driving condition. The typical wobble will make them more alert while
crossing the level crossing (Figure 5).
The innovation has been implemented on the basis of behaviour analysis of road users.
Driver confidence to cross tracks ahead of the train has been, to a large extent, dictated by the
kind of vehicles they were in. Tractors usually stopped even when trains were far off, but smaller
cars and two-wheelers crossed the tracks when approaching trains were just 150-200 metres
away. Accident reports point out casualties as well as number of accidents are highest in jeeps
and cars (Figure 6). It was observed that the most crucial element was attentiveness of drivers
during the last 10 seconds. Drivers of SUVs become overconfident, because bigger vehicles give
them false sense of security. At the same time, rider of a two-wheeler would not feel safe crossing
in the face of a train. Hence, number of fatalities in two-wheeler accidents is lower. Similarly,
accidents during the night are not so common, because drivers tend to be more alert. On the basis
of studies, it has been suggested that speed-breakers should be painted with thicker yellow lines
to appear taller.
Road Safety : 82
5.2.7.3.4 Path to Awareness: Case study of Delhi Division
There is need for dialogue between railway and community on issues of safety, noise,
pollution, whistling, shunting, speed, crossing, etc. The case study on Delhi area train movement
and neighbouring slums points towards importance of these issues. There is large scale outside
interference in Indian Railway network. There are encroachments near the railway track in Delhi
area. Some hutments even extend up to one meter of railway tracks. Overhead equipment masts
are almost inside houses at some locations. Large scale defecation in the open by people living
near railway tracks has created unsafe conditions for maintenance of fixed infrastructure and also
endangers the population living nearby. Removal of encroachments is being ensured by
construction of houses under 'Sukhi Griha' scheme. The project entails construction of low-cost
housing for slum dwellers on railway land and relocation of persons living near tracks to these
houses. Major encroachments on railway land exist in the Northern Zone, Northeast Frontier
Zone, and in South Eastern Zone. Indian Railways has provided $3.6 million for Mumbai and
$1.8 million for Delhi areas under the scheme.
Public education programs have also been initiated through involvement of state
governments, schools, industry, media, union and police using street plays, cinemas, etc. Special
drives have been launched utilising scouts and NGOs for community segments like slums,
labourers, etc. (Picture 1). First aid techniques demonstration and disaster management drills
involving metro rail and public have been conducted. Street plays along certain routes to raise
public awareness have been widely covered by Local media (Picture 2). Indian Railways museum
at Delhi is targeting school children in the field of railway safety education.
To educate the community, different outreach programs were initiated in Delhi Division of
Indian Railways. It involved street plays, dramas, etc., in schools. The programs resulted in
reduction of accidents at unmanned level crossings and spread awareness amongst members of
public.
Road Safety : 83
Notice boards are being used to display posters in Panchayats (local village government
offices). As rural population visits the offices regularly, posters are seen by a wide section of rural
community. Graphic images and sketches are used in posters, because of low levels of literacy in
rural areas. Others campaigns undertaken by Indian Railways for raising public awareness are:
1. Targeting illiterate heavy vehicle drivers, as nearly 90% accidents on the road are due to
driver error.
2. Introduction of safety campaigns in rural areas. Village areas with high incidence of level
crossing accidents have been targeted.
3. Development of railway safety study material as part of school curriculum. To ensure
relevant rail safety skills are taught to each age group in a structured way, schools are
organizing trips to railway facilities.
4. Development of basic classroom materials and teacher guides.
5. Introduction of community education initiatives. To ensure rail safety and other socially
relevant messages reach children unable to attend school on regular basis and to educate
the community, parents , older generations, community education programs such as
rallies, street plays, puppet shows, etc., have been developed.
6. Media sensitisation workshops: Promoting media co-operation and participation to
highlight outstanding rail safety initiatives though responsive and objective reporting.
7. Appointing rail safety ambassadors from celebrities. Preparing campaigns in line with
“Polio Eradication Program” of “Jago Grahak Jago”, or blood donation, or male
sterilization.
8. Sending SMS messages to mobile users.
9. Organizing quizzes/road shows/rallies, etc.
5.2.8 Promotion for Road Safety Investment
Exemption under income Tax act 1961 for donation made to funds/ institutes
carrying out road safety programmes.
Ministry of Road transport & highways and the Finance ministry has taken a decision
through its vide no: RT:25017/16/2013-RS dated 16 January 2013 for Tax exemptions under
Income Tax act 1961 to donors of funds/institutions carrying out road safety programmes through
Engineering measures, Enforcement, Education & emergency care. Once the funds or institutions
for carrying out road safety programme are setup it may seek registration under 12AA and
approval under section 80G of Act. After such registration donor to the funds / institutions shall
be claim deduction of 50% amount of the sum extended, from the income.
For example, if you contribute Rs 1,000 to a registered charitable body working on road
safety you will get tax exemption of Rs 500. Vijay Jain, a chartered account, said that the fresh
government move would promote road safety programme run by such organizations and also to
avail income tax benefits.
5.2.9 National Health Mission, MoH&FW, Govt. of India contributed
for Road Accident trauma Care (EMRI / Patient Transport
Service)
Providing lifesaving emergency service to road accident victims is an important factor in
post accident services. In trauma care first one hour period is treated as GOLDEN HOUR in
which victim can be provided with emergency life saving treatment One of the achievements of
National Health mission, MoH&FW Government of India is the patient transport ambulances
operating under Dial 108/102 ambulance services. DIAL 108 is predominantly an emergency
response system, primarily designed to attend to patients of critical care, trauma and Road
accident victims. Also Ministry of Road Transport & Highways announced the National Level
Helpline number for road accidents ie DIAL 1073.
Road Safety : 84
7239 ambulances (490 Advanced Life support and 6749 Basic Life Support ambulances)
are being supported under 108 emergency transport systems including new. Ambulance vehicle is
equipped with state of art emergency life saving equipment and trained manpower in order to
give immediate response for road accident incident and provide lifesaving services in golden
hour.
5.2.10 Border Road organisation (BRO)
Border Road Organisations is the associate organisations of Ministry of Road Transport &
Highways, government of India who supports the armed forces meet their strategic needs by
committed, dedicated and cost effective development and sustenance of the infrastructure border
areas.
Develop and maintain safe operational infrastructure for army and the civilians in the
Border Areas. They contribute to the Socio-Economic Development of the Border States. BRO
supports to enrich the quality of life of the community and ensure all round growth of general
public in border areas.
Development of border roads is very crucial task as there are geographically difficult and
eco sensitive ground area. In order to provide effective and safe transportation infrastructure in
Northen and North East India in Mountain Area BRO plays an important role.
Role of the BRO
In Peace
•
•
Develop & Maintain the Operational Road Infrastructure of General Staff in the
Border Areas.
Contribute to the Socio-Economic Development of the Border States.
In War
•
•
To develop & maintain Roads to Keep Line of Control through in Original Sectors
and Re Development Sectors.
To Execute Additional Tasks as laid down by the Government Contributing to the
War Effort.
5.2.11 National Disaster Management Authority
Along with National Disaster Management it is necessary to educate people on management
of road accidents-mishaps, which occur due man-made mistakes.
Govt. of India established a national disaster management committee after disastrous earth
quake on 26 Jan. 2001 that took place in Gujrath-Bhuj-(Kuteh),This committee was established as
per the order by the then prime-Minister, Hon’ble Attal Bhihari Bajpayee. Mr. Sharad Pawar was
appointed as executive chief of this committee.
Govt.of India made a provision of Rs. 23 thousand crores from 13th finance commission, to
execute disaster Management Plan, right from state level to Gram- panchayat level. now it has
been decided by central Govt. that from this fund an amount of Rs.15 thousand crores be allotted
to local salt Govt’s institutions, directly remaining amount of Rs. 8 thousand will be allocated on
the basis of progress of actual work done, in this context directions are given to provide necessary
equipments, machinery & training to the organisation of Fire Brigade. It has been stressed that the
services of fire-brigade be extended to rural areas and in Urban Areas a priority has been given
that fire-brigade should the spot within three to five minutes after receiving the intimation.
On 23rd December 2005 Govt of India enacted the law of Disaster Management. Hon’ble
Prime-Minister and Chief Ministers of state are the members of disaster management authority. In
coming days Govt. May formulate an independent Ministry in this context.
Calamities in nature are unpredictable, and that the people affected have no mental courage
to face such disasters; being unpredictable the social organisations and the aid centres do not get
Road Safety : 85
the information of such disastrous calamities; and by the time ,the ill effects of such calamities go
on increasing. In such circumstances it is necessary that local people should be well trained &
that they should reach the spot quick in time, also they should conversant as to where whom to
approach & contact in this prospect for necessary help & equipments at local people do this
efficiently, they can protect themselves from the loss due to natural calamities. hence it is
especially more important that young brigade should be well trained.
It is there fore necessary that the concept of road accidents due to manual mistakes be
included in the syllabus of national disaster management authority natural calamities are
unpredictable and occur often some intervals, while those of road accidents due to manual
mistakes occur every day.
After every three minutes there is one death due to road accidents. in our country every year
there are about six lakh road accidents & mishaps, where 15 lakh people are injured, 4.50 lakhs
are seriously injured and one lakh forty thousand people die.
There are more than 13 crores vehicles plying on the road. Those who are injured do not get
the help in time, neither they can teach the place where help is given; the effect is that the number
of persons dying due to injuries is increasing heavily; In this 45% people who die are between 18
to 45 yrs. age. Such mishaps and accidents occur on national highway all over in our whole
nation. in order to reduce deaths due to accidents and to avoid such incidences it is very essential
that the people are educated and well equipped with protection force. this is our responsibility.
NIDM has developed booklet on guidelines for transportation of petroleum products and
also conducts training program for the persons working in this field. It is further expected that
NIDM will include trainers training program for teachers of NSS, NCC, RSP and MCC.
5.3 ‘Check Your Progress’ Questions
Q 1 : Classify following equipment / activity in appropriate position in Passive Safety and
Active Safety?
A) Night Vision
B) Use of proper Rider Gear
C) Fire protection in Buses
D) Tire Pressure Monitoring
E) Advanced Vehicle Stability
F) Speed Gun
G) Use of Reflective tyres
H) Frontal and side impact protection
I) Adaptive Head Restraint
J) Alcohol interlocks
K) Safety Belts Reminders
L) Vehicle to Vehicle communication
Q 2 : Write the mismatch authority with respect to district road safety council in the following
groups?
1) Emergency Care:A) District Civil Surgeon
B) Chief Medical Officer,ZP
C) Co-ordinator N.S.S
D) Medical Experts
2)Enforcement :A) Divisional Manager MSRTC B) Superintendent of Police
C) District Collector
D) RTO
3)Education :A) Dy.Director Education B) Educational Officer Local Body
C) Educational Officer ZP D) Transport Organization
4)Infrastructure
A) Divisional Manager MSRTC B) Ex. Engineer ZP
C) Ex. Engineer MSRDC D) Superintendent Engineer PWD
Q 3 : National Accident Trauma care project is related to…….
A) factory Accidents
B) Domestic Accidents
C) Road Accidents
D) Air Accidents
Q 4 : In related to road safety EMS means.......
A) Emergency Medical support B) Emergency Motoring System
C) Environment of Motor System
D) Enforcement Motoring System
Road Safety : 86
Q 5 : Decade of action of Road Safety is observed by United Nations general during…..
A) 2001-2010
B) 2011-2020
C) 1990-2000
D) 2005-2015
Q 6 : In India Road Safety week is generally observed during the month of …….
A) January
B) March
C) April
D) May
Q 7 : 4E in respect to Road Safety means….
A) Environment, Engineering, Encouragement, Evaluation
B) Education, Engineering, Evaluation, Enforcement
C) Education, Engineering, Enforcement, Emergency Care
D) Enforcement, Education, Encouragement, Engineering
5.4 Summary
Ministry of Road Transport & Highway is apex body in India for designing Road Safety
policies. National state level committees and district level committee are established to monitor
the implementation program. Government has established committee for suggestion Engineering
(Infrastructure), Enforcement, Education and Emergency care. Aspects of road Safety programs
with grants has been given to state governments, Institutes & NGO’s to implement to driver
training, skill development of persons working in state holding departments and for road Safety
awareness programs. The legislative reforms are under national level discussion. However there
is wide scope for co-ordination, Implementation of varies road Safety aspect and programmes at
ground level.
5.5 Glossary
4E :-Education, Enforcement, Engineering(Road & Vehicle),Emergency Care
BRO : Border Road Organization
Emission norms :- Vehicle Emission standards permitted by Central Motor Vehicle Rules.
IDTR :- Institute of Driver Training & Research Centre
IT :- Information Technology
MCC : Maharashtra Cadet Core
NCC : National Cadet Core
NIDM : National Institute of Disaster Management
NRSC :- National Road Safety Committee.
RSP : Road Safety Patrol
SRSC :- State Road Safety Committee.
UN : United Nations
WHO : World Health Organization
5.6 Answers to ‘Check Your Progress’
Q 1 :- Passive Safety:-B),C),H),I),K)
Active Safety :- A),D),E),F),G),J),L)
Q 2 :- 1)-C, 2)-A, 3)-D, 4)-A
Q 3:- C
Q 4 :- A
Road Safety : 87
Q 5 :- B
Q6 :- A
Q 7 :- C
5.7 Questions for Practice
Q1:
Q 2:
Describe in brief structure, function and duties of Road safety Council/ committee?
What are the recommendation suggested by Road Safety committee on Engineering(Road
& Vehicle)?
Q 3 : Write a short note on Decade of Action for Road Safety mandated by UN General
Assembly?
Q4 : Give short note on
i. Action taken by Indian Railway for prevention of road accidents
ii. Efforts taken by Central Government to promote Road Safety.
iii. Role of Health Department in Promoting Road Safety.
5.8 Additional Reading
i) Report of Sundar Committee on Road Safety and Traffic Management
ii) Report of Committees on 4E by MORTH
iii) WHO Road Safety Report
iv) www.morth.nic.in
Road Safety : 88
Unit 6 : Economics of Road Safety
6.0 Objectives
After going through this unit, we will be able to:
• Discuss about the road safety in general and loss due to accidents in some detail.
• Describe the concept with reference to the road safety as a public health issue.
• Discuss about the need and importance of road safety given road safety as a socioeconomic issue.
• Highlight in brief about recent IT (Information Technology) concessions and
funding for road safety.
6.1 Introduction
Given the increase in manufacturing activities especially in relation to the making of
vehicles, the vehicle population in India has been steadily increasing with the pace picking up
significantly since the 1980s. Limited road space has further worsened the problem. India
contributes to eight percent fatalities with only one percent vehicle population.
In this unit we will learn about the concept of road safety with reference to the loss to an
economy in terms of loss due to the accident on Indian roads. We will be taught the various
aspects of road safety such as road safety as a public health issue, road safety as a socio-economic
Road Safety : 89
issue, etc. The unit will also discuss the advantages of use of information technology in the field
of road safety and recent IT concessions along with the funding of road safety to make our roads
more safe and friendly and thereby control economic loss due to road accidents.
6.2 Content Details
Over 1.2 million people die each year on the world’s roads, and between 20 and 50 million
suffer non-fatal injuries. In most regions of the world this epidemic of road traffic injuries is still
increasing. In the past five years most countries have endorsed the recommendations of the World
report on road traffic injury prevention which give guidance on how countries can implement a
comprehensive approach to improving road safety and reducing the death toll on their roads. To
date, however, there has been no global assessment of road safety that indicates the extent to
which this approach is being implemented. This Global status report on road safety is the first
broad assessment of the status of road safety in 178 countries, using data drawn from a
standardized survey conducted in 2006. The results provide a benchmark that countries can use to
assess their road safety position relative to other countries, while internationally the data
presented can collectively be considered as a global “baseline” against which progress over time
can be measured. The Global status report presents a number of key findings: countries have
higher road traffic fatality rates (21.5 and 19.5 per 100 000 population, respectively) than highincome countries (10.3 per 100 000). Over 90% of the world’s fatalities on the roads occur in
low-income and middle-income countries, which have only 48% of the world’s registered
vehicles. Again, Low-income and middle –income countries have higher road traffic fatality rates
(21.5 and 19.5 per 100 000 population, respectively) than most high-income countries (10.3 per
100 000). Over 90% of the world’s fatalities on the roads occur in low-income and middleincomecountries, which have only 48% of the world’s registered vehicles. However, road safety
i.e. road safety programmes helps in reducing the number of road deaths and injuries. A lifelong
approach to road safety and responsibilities of the users changes lots of accidents and range of
situation. Road Traffic Collisions of late are killing more young people than the health concern
issues.
6.2.1 Loss due to Accidents
Road traffic safety refers to methods and measures for reducing the risk of a person using
the road network being killed or seriously injured. The users of a road include pedestrians,
cyclists, motorists, their passengers, and passengers of on-road public transport, mainly buses
Road Safety : 90
and trams. Best-practice road safety strategies focus on the prevention of serious injury and death
from crashes in spite of human fallibility (which is contrasted with the old road safety paradigm
of simply reducing crashes assuming road user compliance with traffic regulations). Safe road
design is now about providing a road environment which ensures vehicle speeds will be within
the human tolerances for serious injury and death wherever conflict points exist. Furthermore, the
highest possible degree of safety shall be ensured when transporting goods by road. It is of vital
importance to monitor and validate the road transportation safety, including comprehensive
checks on drivers, vehicles and safety processes.
Road safety relates to the development and management of road infrastructure, provision of
safer vehicles, planning for access and mobility, provision of health and hospital services, child’s
safety, etc. And, above all, appropriate legislation and its enforcement. In other words it is
concerned with varied aspects ranging from the engineering once relating to roads and vehicles,
on the one hand, to safe movement and then to provision of relevant services especially for
trauma cases, on the other hand. Accordingly, road safety becomes a shared, multi sectoral
responsibility not only of government but also a wide range of civil society stake holders all of
whom can ensure the success of road safety strategies in all countries with a broad base of
support and common action.
Owing to unsafe conditions on roads, the rate of accidents in India has been high. According
to WHO statistics for 2002, out of about 11.8 lakhs road accident deaths across the world, 84,674
deaths were reported from India alone. In the year 2004, the number of road accident deaths in
India increased to 92,616. A study undertaken by the Planning Commission in 2002 estimated the
social cost of road accidents in India at about 3 per cent of GDP. Considering the gravity of the
situation, there is consensus that concerted measures are necessary for reducing this high level of
accident deaths and injuries through improved safety measures and traffic management.
Moreover, with reference to the loss due to accidents, given the vehicle population in India
has been steadily increasing with the pace picking up significantly since the 1980s. Limited road
space has further worsened the problem. India contributes to eight percent fatalities with only
one percent vehicle population. The age profile of the accident victims in 2010 showed that the
25-65year age group accounted for 53.1 percent of total road accidents followed by15-24 year
age group with a share of about 32.4 percent. Amongst the vehicle category – two-wheelers
accounted for the highest share of accidents – 23.8percent followed by trucks, tempos, tractors
and other articulated vehicles at423.3 percent, cars; jeeps and taxis 21.8 percent; buses 9.5
percent; auto rickshaws 7.3 percent and other motor vehicles 7.8 percent.
Road Safety : 91
The given figure shows a steady increase in the accidents, the pink line showing the
increasing number of people killed, the purple shows the number of accidents between the years
2002-2011, and the yellow shows the number of people injured.
Further, During the year 2010, 1,34,513 persons were killed and 5,27,512 persons were
injured in 4,99,628 reported road accidents in India. These numbers translate into one road
accident every minute and one road fatality every four minutes. In terms of road fatalities, India
has dubious distinction of being at the top of almost all nations. An analysis of accidents carried
out for the year 2010 shows that the main cause of road accidents are: driver’s fault (76.0
percent); pedestrian fault (2.7 percent); mechanical defect in vehicles (1.7 percent); bad roads (1.2
percent); and other factors (16.4 percent).
The table above shows increasing trend in total number of accidents from 4,07,497 to
4,97,686 and increase in the number of people killed increased from 84,675 in 2002 to 1,42,485
in 2011.
Road Safety : 92
6.2.2 Road Safety as a Public Health Issue
The World Report on Road Traffic Injury Prevention of the World Bank and World Health
Organization (WHO) in the year 2004 stated that road traffic injuries are a major but neglected
global public health problem requiring concerted efforts for effective and sustainable prevention.
Of all the systems that people have to deal with on a day-to-day basis, road transport is the most
complex and the most unsafe mode of transportation. The tragedy behind the regularly occurring
road crashes attracts less media attention than other, less frequent but more unusual types of
tragedies. The report forecasts that without any increased effort and new initiatives, the total
number of road traffic injuries and deaths worldwide would rise by 65 per cent between20002020 whereas in low-income and middle-income countries, deaths are expected to increase by as
much as 80 per cent. The majority of such deaths are at present of “vulnerable road users,
pedestrians, pedal cyclists and motorcyclists”. In high income countries, deaths among car
occupants continue to be predominant but risk per capita that vulnerable road users face is high.
The report also underscored the concern about the detrimental impact of an unsafe road transport
system on public health and global development. Obviously, the level of road deaths and injuries
is unacceptable and to a large extent avoidable. Thus, there is an urgent need to recognize the
worsening road safety situation in order to take appropriate action. Road traffic injury prevention
and mitigation should be given the same attention and scale of resources that are currently being
channeled towards other predominant health issues, if increasing human loss and injury on the
roads, with their devastating human impact and large economic cost to society are to be avoided.
Therefore, According to WHO statistics (year 2002) about 11.8 lakh people die every year
in road accidents, the world over, of which 84,674 deaths are reported to take place in India. In
2004 the number of deaths had increased to 92,618. The mortality rate in India is 8.7 per hundred
thousand population as compared to 5.6 in UK, 5.4 in Sweden, 5.0 in The Netherlands and 6.7 in
Japan. In terms of mortality per
10,000 vehicles, the rate in India is as high as 14 as compared to less than two in developed
countries. The cost of road crashes has been assessed at one to two per cent of GDP in developed
countries. A study by the Planning Commission in 2002 estimated the social cost of road
accidents in India at Rs.55,000 crore annually (2000 prices), which constitutes about 3 per cent of
the GDP. With massive investment in roads and the exponential growth in the number of
vehicles it has become necessary to have a system, which integrates all disciplines that
influence road safety and which at the same time would have linkages with established
institutions that cater to the different aspects of road safety viz. engineering, education,
enforcement, medical and behavioural sciences.
Further, road traffic crashes are one of the world’s largest public health and injury
prevention problems. The problem is all the more acute because the victims are overwhelmingly
healthy prior to their crashes. According to the World Health Organization (WHO), more than a
million people are killed on the world’s roads each year. Again, a report published by the WHO
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in 2004 estimated that some 1.2m people were killed and 50m injured in traffic collisions on the
roads around the world each year and was the leading cause of death among children 10 – 19
years of age. The report also noted that the problem was most severe in developing countries and
that simple prevention measures could halve the number of deaths.
However, road safety helps in reducing the number of road deaths and injuries. A lifelong
approach to road safety and responsibilities of the users changes lots of accidents and range of
situation. Road Traffic Collisions of late are killing more young people than the health concern
issues. For example, establishing safety performance targets supported by action plans that set
out the specific interventions needed to achieve them is well established as international good
practice. In other words, the limits to improved road safety performance are shaped by the road
safety management system operating in a country. This system determines the results being
sought and produces the interventions to achieve them.
6.2.3 Road safety as a Socio-Economic Issue
Road safety forms an integral part of road engineering, traffic management, vehicle
regulation, environment protection as well as the laws that govern these areas. While road and
traffic engineering should be the responsibility of the municipal and highway authorities, traffic
control, traffic enforcement and accident investigation should be the responsibility of the police;
responsibility for post accident management should rest with the police and health authorities
jointly. Responsibility of the Transport Department should not be limited to driver and vehicle
regulation and licensing, but should also include the overall coordination of road safety
management including regularly updating the legislation. Education and promoting awareness
should be the combined responsibility of all stakeholders including the automobile and insurance
industries, other members of the civil society, as well as the police and transport departments.
Presently, the responsibility for road safety management is highly fragmented and diffused. With
hardly any coordination among agencies much of the traffic control strategies adopted in India are
far below international standards.
However, road safety in the country is managed by the Government at the Central and State
levels supported by efforts of academia and the private sector including industry and nongovernmental organisations (NGOs). Ministry of Shipping, Road Transport and Highways in the
Government of India is the administrative ministry responsible for road safety efforts in the
country. National Road Safety Council (NRSC), headed by the Union Minister for Road
Transport and Highways is the apex advisory body on road safety. It includes the Ministers incharge of Transport in the State Governments and various official and non-official members. The
Transport Development Council (TDC) chaired by the Union Minister of Transport, with the
Union Ministers of Commerce, Industry, Railways and Member in-charge of Transport in
Planning Commission as members is a high level forum for the formulation of common policies
for the development of road transport. It also includes all the Lt. Governors/Chief Commissioners
of union territories and all Ministers in charge of Transport in the state governments. The
Transport Division of the Department of Road Transport and Highways deals with matters
relating to safe movement of vehicles on roads and safety awareness among users. The Road
Transport Division in the Ministry has three sections dealing with motor vehicle legislation,
transport related matters and administration of road safety schemes. A Joint Secretary who is
assisted by one Director and two Under Secretaries heads the Division. Engineering aspects of
safety in the design, construction and operation of roads are dealt with by the Roads Wing of the
Department of Road Transport and Highways. It is headed by Director-General (Road
Development) and Special Secretary assisted by two additional Directors General and some 16
Chief Engineers. The Roads Wing sets standards for safety in the design, construction and
operation of national highways in consultation with the Indian Roads Congress (IRC).
Further, worldwide, it is estimated more than half a million road crash fatalities occur every
year. The increasing number of Indians involved in road accidents each year is a serious concern.
Each road accident/crash entails economic cost, not to mention the social cost of pain, grief and
suffering of families of the victims. It has also an adverse impact on the resources of government.
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Thus, using the Human Capital approach that focuses on the Gross Output of road accident
victims, costs can be classified into three main components, namely: Victim related cost, Property
damage and Administration cost. The monetary value of each victim related cost need to be
estimated in accordance with four types of road crash severity, namely fatal, serious injury, minor
injury and property damage only. In this regard, the scale and magnitude of the effects of road
accidents on the lives of the people involved and society in general must be clearly defined for
the purpose of raising awareness and as an input to the planning and evaluation of the
government’s road safety intervention measures.
India has an unacceptably high level of road accidents, which has a harmful effect on it’s
society and economy. With over 80 000 people dying every year, India ranks 10th in the world
with regard to road fatalities. If only injuries were to be considered, then the number would
almost be 70 times higher. The Planning Commission, Government of India, assessed the social
cost of road accidents in the country in the year 1999-2000 at Rs 5,500 crores, (approximately 10
billion euro) which constitutes about 3% of India’s annual Gross Domestic Product. With roads
and vehicles increasing at the scale they are in India (between 20-30% annually for some
motorised transports), this is a critical time to incorporate safety as a necessary objective of
automobile and transportation development. All businesses rely on safe and efficient
transportation be it for freight transport or for travelling employees. An improved transport
system in India will enhance national productivity, attract investment and contribute to economic
growth. As India improves the quality of its transport infrastructure this will undoubtedly have
positive roll on effects to boosting its economy.
However, it has been observed that the estimated socio-economic cost to countries ranges
from 1 percent to 7 percent of Gross Domestic Product. The socio-economic cost has been
estimated at around 2% of EU countries’ gross domestic product - around Euro 180 billion and
twice the EU’s annual budget. A high price is currently being paid for motorized mobility in
human and economic terms. A very large number of high income countries (HICs) have been
estimating the costs of road traffic crashes over the past three decades and more. The main
objective of assessing costs has been to provide an objective tool for help in selecting more costeffective countermeasures for road safety and also to justify expenditures for the same.
6.2.4 Recent I T (Information Technology) Concessions
As experiences around the world show road accidents can be reduced and safety be
enhanced dramatically through integrating location and information-based technologies into
vehicles, roads, infrastructure, traffic and transport management systems. India could create its
own realistic objective of reducing road fatalities and deaths within ten years. This would create a
goal to work towards and provide a performance measure for activities.
India has a world famous IT industry, indigenous telecom providers, automobile and
electronic manufacturers. As the rising demand of transport services is stimulating the growth of
road network, national and state highways, district and rural roads, this is the right time to
integrate IT developments into vehicles and infrastructure.
With transport systems and services enhancement on high priority in India, and indeed in
every region around the world, systems integration is an area of great potential for Indian industry
to find a prominent niche. The Indian IT sector is renowned for algorithm and application
development resources. The IT industry would be a big enabler into developing, implementing
and maintaining ITS applications in India. Cooperation of the IT sector would be essential when
considering the implementation of following intelligent facilities to Indian transport modes and
infrastructure:
• Real-time and dynamic information services
• Intelligent traffic control systems and services
• Ability to plan routes and transport means dynamically (including integrated
coordination amongst various public transport means)
• Quick and efficient “Emergency Management Systems”
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Implementation of the above, will also offer growth opportunities to a new industry segment
of ITS for Indian ICT and transportation companies for a domestic, regional and international
market. Further, Indian industry associations can build on greater inter-sectoral, inter-industrial
co-operations and Public Private Partnerships to participate in more end-to-end ITS systems and
services.
Further, unlike aviation, railways and ports, which are under a single Ministry, there are
multiple agencies involved in road transportation related technologies and services, following no
over-arching safety or efficiency goals or standards. This has made it unviable to develop or
deploy sophisticated technologies on a major scale in India. There are further problems with a
uniform development of ICT infrastructure and access through the country, with wide gaps and
differences between states and regions. The State Infrastructure Index was commissioned by the
12th Finance Commission, which is a Committee appointed by the President of India to give
recommendations on the allocation of funds to state and local governments. Agencies around the
country have implemented some ITS technologies, with reference to the fleet tracking system,
traffic management etc. in regards to road safety are given below:
•
Bangalore Metropolitan Transport Corporation (BMTC)
BMTC has implemented a GPS vehicle tracking system in 400 buses. It is used to monitor
the vehicles critical events like trip start and completion time, trips deviated and cancelled, actual
route taken, distance travelled, speed, stop locations and duration, two-way communications
between the control centre and the driver and skipping of bus stops. Vehicle routing and
frequency can be monitored and enforced so that passengers do not have to wait long hours for a
bus. Speed monitoring is an essential aspect of BMTC’s plans to enable safety and security of
passengers and pedestrians.
Although BMTC implemented vehicle tracking to enhance efficiency, other benefits were
also influential in its choice of system. Within months of installation, the cost and efficiency
benefits are beginning to show.
• Increased earnings per bus
• Increased kilometres per litre
• Reduction in accidents
• Enhanced service to public
• Improved driver efficiency
• Two way communications from control room to driver
In the near future, BMTC is planning to introduce a PIS (Passenger Information System)
and IVRS (Interactive Voice Response Solutions) to get information on expected time of arrival
on a display panel in the bus stops.
•
Delhi Transport Corporation
Delhi Transport Corporation has recently invited a prequalification application from
consultants/experts/agencies for preparation of detailed report for setting up of centres for
tracking local taxis through GPS system and dispatch through real time message using
GPRS/GSM mobile data, conventional radios or trunked network.
•
Radio Taxi services
MegaCabs, a taxi car company in New Delhi have revolutionised the surface transport
system the city by pioneering a computerised communication and dispatch system for licensed
radio taxis and car rentals.
•
SCOOT in Delhi
India’s first and only Area Traffic Control Centre integrating traffic signals at 46 junctions
was installed in Delhi in 2000, which was expanded to include 16 more junctions in 2005. So far,
it is being used only to synchronise traffic signals, even these which tend to be put on manual
Road Safety : 96
mode to accommodate VIP movement or in time of a power failure. Delhi Traffic Police are still
in the process of quantifying the benefits. Plans are on to integrate more components, like public
transport priority, emergency vehicle control, traffic management and environmental
conditioning.
•
Radio broadcasting
FM radio stations in metropolitan cities invite listeners to call-in and share traffic
information with them. It is a low-cost means of collecting and broadcasting traffic information
however, heavily reliant on travellers to call in which cannot always be guaranteed. It is not a
dynamic means of traffic data collection and broadcasting.
Thus, Road safety has become a pressing issue in India. The number of vehicles on the road
is continuously on the rise, contributing to increased congestion. This is also leading to more and
more road accidents with an average of 80,000 deaths per year. With current forecasts suggesting
even more vehicles on Indian roads in the coming years, the situation as it stands, without
intervention creates cause for concern. Many of these accident-related deaths, injuries and
economic loss could be prevented through the development and deployment of Intelligent
Integrated Safety Systems. Further, mobility in India could be enhanced through technologies
enabling integrated transport planning.
Huge investments are currently being made in infrastructure including within transport in
India. This infrastructure could benefit greatly from the incorporation of intelligent technologies.
Further, vehicle manufacturers are becoming aware that to compete in the world market, the
industry has to meet international standards for vehicles in terms of safety. Finally, the
importance of changing the behaviour of drivers and communicating the benefits of ITS to them
cannot be underestimated. These three key factors the infrastructure, the vehicle and the driver
need all to be considered in an integrated manner.
6.2.5 Funding for Road Safety
The GOI (2007) noted that the Committee on Infrastructure has decided that one per cent of
the cess accruing to the National highways should be employed to create a National Road Safety
Fund. The Committee was of the considered view that a minimum of one per cent of the total
proceeds of the cess on diesel and petrol should be available to the Road Safety Fund of Centre
and the States as road safety is a matter of concern not only on national highways but also on the
state roads, village roads and railway level crossings . Also, at least 50 per cent of the amount
retained by the Government of India by way of the share of the national highways and the
Railways should be allocated to accident-prone urban conglomerations and States in addition to
their entitlement. Assistance to the States from the National Road Safety Fund should be released
to support road safety activities provided that the States enter into agreements with the
Government of India in respect of these activities and faithfully implement the agreements. The
Board would facilitate the agreements and monitor their implementation. This would be along the
pattern of arrangements in the USA, which have proven to be very successful in persuading the
States to undertake effective road safety measures and introduce an element of uniformity in road
safety practices across the USA. The Committee also noted that schemes, which provided for the
release of funds/grants to the State Governments on the basis of their performance, existed in the
electricity and urban development sectors in India. The Committee felt that the share that each
State would receive from the Road Safety Fund might not be adequate to incentivize the States to
adopt effective road safety measures and enter into agreements with the Government of India. It
was, therefore, suggested that the release of at least 10 per cent of the funds allocated to the state
governments from the cess on diesel and petrol should be made conditional upon the state
governments entering into agreements with the Government of India and achieving the agreed
targets. The Committee recognized that the implementation of these recommendations would call
for changes in the relevant Act but was of the view that these arrangements were necessary to
make the States play an effective role in reducing road accidents, injuries and fatalities.
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6.3 ‘Check Your Progress’ Question
State whether true or false:
1. Ignorance of road safety does not lead to loss of life and property.
2. Road safety is considered as one of the most important socio0economic issue in
many respects.
3. There is no use of IT system to help safety.
4. With a proper mechanism related to funding of road safety better results can be
achieved.
6.4 Summary
This unit explains about the concept of road safety with reference to the loss to an economy
in terms of loss due to the accident on Indian roads from socio-economic perspective for not only
an individual but also for the nation. Thus, nation also suffers losses due to accidents leading to
deaths as well as injuries. This unit also tells us about the various aspects of road safety in terms
of deaths and injuries on Indian roads as well as accidents statistics in brief.
This unit also explains about the various aspects of road safety such as road safety as a public
health issue, road safety as a socio-economic issue, etc. and also discuss the advantages of use of
information technology in the field of road safety and recent IT concessions along with the
funding of road safety to make our roads more safe and friendly and thereby control economic
loss due to road accidents.
6.5 Glossary
Road Traffic Safety: Road traffic safety refers to methods and measures for reducing the
risk of a person using the road network being killed or seriously injured.
Information Technology: Information Technology is the study or use of systems (especially
computers and telecommunications) for storing, retrieving, and sending information. In other
words, it is the application of computers and telecommunications equipment to store, retrieve,
transmit and manipulate data often in the context of a business or other enterprise.
Finance: Finance is a field closely related to accounting that deals with the allocation of
assets and liabilities over time under conditions of certainty and uncertainty. Finance can also be
defined as the science of money management. In other words, A branch of economics concerned
with resource allocation as well as resource management, acquisition and investment.
6.6 Answers to ‘Check Your Progress’
1.
2.
3.
4.
False
True
False
True
6.7 Question for Practice
1. What do you understand Economics of Road Safety? Explain in detail about the loss
due to accidents to Indian economy.
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2. Discuss the road safety scenario in India with reference to the road safety as a
public heath issue in brief.
3. How different measures with reference to the uses of information technology taken
for the road safety in India. Give comments with examples.
4. Discuss in detail about funding for road safety and road safety as a socio-economic
issue in India with suitable examples.
6.8 Additional Reading
1. GOI (2014): India Transport Report: Moving India to 2032, NTDPC, Planning Commission,
GOI, New Delhi.
2. GOI (2007): Report of the Committee on Road Safety and Traffic Management, Planning
Commission, Government of India, New Delhi.
3. OECD (2013): Road Safety Annual Report 2013, International Traffic Safety Data and
Analysis Group, International Transport Forum, OECD.
4. Ruikar Manisha (2013): National Statistics of road Traffic Accidents in India, Journal of
Orthopaedics, Traumatology and Rehabilitation, Volume-6, Issue-1, January-April 2013.
5. WHO (2009): Global Status Report on Road Safety-Time for Action, World Health
organization, Switzerland.
6. Gangopadhyay S. (2013): Socio Economic Cost of Road Crashes, 8th IRF (International Road
Federation-India Chapter) Regional Conference on Road Infrastructure for Safe Mobility,
Government of India, New Delhi.
7. A Report by AITS (Association of Intelligent Transportation Systems, India on ITS
Requirement in India.
8. Website: en.wikipedia.org
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Unit 7 : Hazardous Material Movements
7.0 Objectives
After going through the study material of this unit number 9, we will be able to:
• Understand the need for hazardous materials movement.
• How awareness on “safety in transportation of hazardous goods by road” is required.
• What are elements involved in hazardous materials movement.
• Understand the need of educating drivers carrying hazardous goods by road and
involvement of transporters and consigners.
• Understand the significance of handling incident/accident involving hazardous
material
• Reference of Provisions under The Central Motor Vehicles Act & Rules related to
hazardous goods vehicle, driver, transporter, consigner & consignee.
• Disaster management and district disaster management plan.
• Standard emergency operating procedure.
• Importance of First Aid and Golden Hour concept
• How evacuation of people is required in any mishap involving hazardous product.
7.1 Introduction
Various chemicals and other hazardous substances, though very useful to the society, pose
some danger if not handled with due care.
These substances are manufactured at some place and are used or consumed at other distant
places, involving transportation. In India, for various reasons, transportation by road is preferred.
Though there is risk involved during transit of these hazardous substances, their transportation
cannot be avoided. It is necessary for our economy and daily necessities of life and for improving
our quality of life. Thus, the transporters and drivers of such vehicles play a very important role
in the society.
With proper care, these hazardous substances can be transported safely. However, even with
best of care, an accident can still occur, but if we are prepared, its consequences can be mitigated.
This can be achieved by employing only educated and trained drivers for the job and creating
awareness amongst the hauliers and the general public as to how to act in the event of an accident
on the road involving a vehicle carrying a hazardous product.
With a large number of trucks and tankers deployed for movement of goods all over the
country and the present state of infrastructure, the quality of vehicles and drivers, many road
accidents take place. Though there is a remarkable improvement in the infrastructure and
enforcement by the concerned authorities, much more still needs to be done.
More than 60% of these accidents are caused by driver error which could be prevented. So,
we must pay more attention in improving the quality of drivers.
The consequences of a road accident are much more serious if a vehicle carrying hazardous
goods is involved. In a transit mishap, many times the driver is the only person immediately
available who can take the required action. This means that the driver should be trained in the
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nature of hazards and management of transit emergency involving the product loaded in his
vehicle.
The attitude of hauliers (transport contractors) has to change so that they make efforts in
improving the quality of drivers, keeping the vehicles carrying hazardous goods road worthy and
keeping them updated on the subject of road safety. The awareness of public is also very
important so that they respond correctly to minimise the effects of a road accident.
Thus, there is a large scope to improve the safety in road transportation in general and safe
transportation of hazardous goods and emergency management in particular.
The Government of Maharashtra has taken the lead in improving safety in hazardous
product transportation. The regulations stipulating display of United Nation (UN) symbols on
vehicles and containers and requirement of industries to issue Transport Emergency Card, three
day training to driver of tanklorries are first of many steps.
In India as the proportion of products transported by road is high, the poor infrastructure
coupled with poor quality of vehicles and crew is resulting in a potentially hazardous situation.
Concerted efforts by the Government authorities, the consignors of potentially hazardous goods
and the public would, therefore, are needed to achieve safe transportation of hazardous goods and
road safety in general.
7.2 Content details
7.2.1 Need for Safety Awareness Related to Hazardous Chemical
Movements
The largest number of fatalities in India is due to road accidents. In 2013, India accounts for
more than four lakh accidents and 130000 deaths due to road accidents. From 1990, about 30% of
all accidental deaths were due to road accidents. The consequences of a road accident are much
more serious when the vehicle involved is loaded with a hazardous substance.
Though India accounts for just 1% of the motorised road vehicles, its share of fatalities due
to road accidents is 6%. A study in 2012 shows that the fatality rate due to road accidents per
10,000 vehicle population in India is 25.0 as compared to 2.5 in the U.S.A., 3.3 in Australia and
5.2 in the U.K. Thus, there is great scope for improving the safety in transportation in general and
in transportation of hazardous goods in particular. Besides the poor infrastructure, lack of
awareness about the dangers of hazardous chemicals and what to do in an emergency & the
quality of professional drivers is very poor. These drivers hardly have any educational
qualification or specialised training. They come from very poor families and are held in very low
esteem in society. Statistics point out that over 60% of all road accidents are caused due to driver
error. Hence we must pay much more attention in improving the quality of drivers.
This can be achieved by employing only those drivers who are physically fit with good
eyesight and have certain level of education, preferably with some knowledge of English. As per
The Central Motor Vehicles Rule (CMVR) number 9, those drivers who are engaged in
transporting hazardous goods, should undergone the statutory 3-day training on Safe
Transportation of Hazardous Goods in a government-approved training centre. This training
equips them with knowledge in avoiding accidents and handling transit emergencies.
Besides this, in many cases, the vehicles employed for transporting goods are not
maintained satisfactorily and are not roadworthy. Also, the condition of roads and other
infrastructure leaves much to be desired. To make the matters worse, the general public is not
aware of traffic hazards and there is very poor road discipline. People in general do not know
what to do in case of an accidental release of a hazardous chemical in a public place. All these
factors contribute to serious consequences in case of a road accident, more so if a vehicle carrying
hazardous goods is involved. CMVR Rule 129 to 137 has incorporated all provisions related to
vehicle carrying hazardous material.
A chemical is developed in a Research and Development (R&D) Centre. After its
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development, the product is manufactured, and then probably stored in large tanks or in a
warehouse, and finally transported to the users. After the R&D, at each subsequent stage the level
of knowledge keeps on diminishing. The knowledge about the product concerning health, safety
and environment (HSE) matters is highest amongst the R&D personnel and lowest amongst the
users, hauliers (transporters) and the public. The public is potentially exposed to such chemicals
during their transit. When a road accident involving a vehicle carrying a hazardous chemical
takes place, it is highly unlikely that any R&D or manufacturing personnel will be readily
available for advice. In fact the likely availability of the illiterate people and their relative number
will be high in number at the mishap.
The consignors and the consignees with the support from concerned authorities should aim
at widening the knowledge- base amongst the users, hauliers (transport contractors) and public so
that the consequences of the accident can be minimised.
Consignors, particularly large companies, can do a lot in this direction, e.g., by conducting
regularly the statutory 3-day training to the drivers on safe transportation of hazardous goods not
only to their own drivers, but also to the drivers engaged by smaller companies or hauliers for
whom it is not practicable to have their own training facilities. In addition to this, these larger
companies should also hold the 1-day refresher courses & 4 day training classes for trainers and
provide them with the requisite training aids so that they in turn can train more batches of drivers.
This way, in a much shorter time-frame, we can train a much larger number of drivers who are
engaged in transportation of hazardous goods.
There are more than 200,000 drivers engaged in transporting hazardous goods in India.
Thus, training all these drivers is a formidable task. However, if more and more companies take
up this initiative and start training the drivers and the trainers on a regular basis, then all these
drivers can be trained within reasonable time-frame. It may be appreciated that training only once
is not enough. They have to be also given a short refresher training periodically, say once a year.
It appears to be a difficult task, but not impossible to achieve.
The syllabus for the driver is prescribed in Rule 9 of the Central Motor Vehicle Rules, 1989.
Its salient points are given below.
• Defensive driving (including fundamentals of motor vehicle technology and relevant
films)
• Advanced driving skills (checks by driver before starting vehicle, during driving, before
stopping, after stopping, and precautions during night driving)
• U.N. Classification of hazardous goods
• U.N. Hazard Class labels
• Emergency Information Panel (E.I.P.)
• Hazchem Code
• Tremcard and written instructions to driver
• Importance of level, pressure and temperature
• Flammability hazard, flammability limits, toxicity, etc.
• Material Safety Data Sheets (MSDS)
• Emergency procedures (communication, spillage handling, protection of water courses,
toxic release control, use of personal protective equipment, fire-fighting, first-aid, etc.)
• Film shows on first-aid, handling transit emergencies, drug abuse, etc.
There are six aspects of safety in transportation of hazardous chemicals by road which are:
1. Driver:
Driver is the most important person during transportation of hazardous material by road. If
he is adequately educated, trained and equipped, he will be the best person to respond promptly in
a transit emergency and thus prevent it from escalating into a major disaster. If not handled
properly and in time, a small incident can turn into a major emergency with a potential to cause
injury or death in addition to huge economic losses.
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2. Hauliers:
It has been experience in many chemical & petrochemical companies that hauliers (transport
company proprietors) have not realised the importance of the 3-day statutory driver training
course and are reluctant to release their drivers for this training under the mistaken belief that it is
waste of three driver days and thus loss to their business.
The situation can be improved, as is evident by the experience, that the consignors make a
policy and insist upon the hauliers to employ only the qualified and trained drivers to transport
their products. The consignees should also put pressure that the hauliers/consignors should deploy
only trained drivers for the job. Further, the consignors should persuade and motivate the hauliers
in this direction. It should be impressed upon the hauliers to maintain their vehicles in good
condition. This will contribute to reduction in road accidents due to the breakdown of vehicles.
Also, they should never allow overloading their vehicles.
The hauliers should be insisted upon to take adequate public liability insurance which is
now a statutory requirement.
The authorities (Regional Transport Offices and police) can also help in this matter by better
implementation of the provisions of the Motor Vehicles Act, 1988 and the Central Motor
Vehicles Rules, 1989 (as amended in 1993), particularly, the training of drivers, carrying the
Tremcard and written Instructions and the display of correct Emergency Information Panels on
the vehicle.
3. Public awareness:
Educating the general public about the possible consequences of an accident on the road
involving a vehicle carrying hazardous substance and their correct response will prove very
useful in mitigating the consequences. Of course, it is a formidable task.
Perhaps the Government and other non-government organisations (NGOs) in the field of
social service can do a lot in this area.
Small films can be made and shown periodically on TV and schools for educating the public
on how to act in an emergency involving a hazardous product in a road accident. The message
can also be spread by means of educative advertisements in the media and posters. Perhaps
organisations like Lions Club, Rotary Club, etc. can also help a lot in creating awareness in this
area.
The elements of road safety and emergency management, particularly when a hazardous
substance is involved in the road accident, may be taught to school children so that in future they
become more responsible, safety-conscious citizens. This will be a step to improve road
discipline in the long run.
4. Safety efforts by supplier and users:
As has been said earlier, with consignors and consignees having good safety policy,
particularly with regard to the safety in transportation of hazardous goods, and their insistence on
the hauliers for deploying only trained drivers for transporting their products, the transport safety
can be vastly improved. It requires an ongoing effort by all concerned.
The consignor should also carry out periodical haulier audits and also random vehicle
audits. Consignor/consignee should ensure that their hauliers audit their vehicles periodically on
certain agreed minimum standards. However, each vehicle should be checked by consignor prior
to loading for certain minimum standard from the safety point of view. A vehicle not meeting the
minimum acceptable norms should be rejected and returned without loading the product with a
note to haulier/consignee for the reason of rejection of the vehicle.
In addition, the consignor should survey all product vehicle routes and insist that the haulier
should stick to the approved routes only. This can also prevent many possible accidents. The
route survey should take into account the width and condition of roads, whether road passes
through thickly populated areas, whether the road is prone to flooding, whether there are narrow
culverts or bridges, whether the culverts and bridges can bear the load of fully loaded vehicles,
whether underbridges have adequate clearance, whether there are vehicle repair facilities and
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driver amenities on the route, etc.
Consignors, consignee and the hauliers should have self-regulation and endeavour to be
ahead of the statutory requirements.
5. Infrastructures:
Our existing infrastructure does not meet the minimum desirable level. Quite a few
improvements are needed. Some of these are listed below:
• Providing amenities for the crew on highways
• Increasing road width and providing road-dividers
• Marking of lanes and providing cat-eyes where needed
• Effective emergency communication facilities on highways
• Highway patrolling by RTO staff and providing assistance in an emergency
• Prompt action against offenders of traffic rules, etc.
6. Regulatory Enforcement:
Authorities should ensure implementation of all provisions of the Motor Vehicles Act, 1988
and the Central Motor Vehicles Rules, 1989 (as amended in 1993), and other applicable statutes,
particularly in respect of transportation of hazardous goods.
RTO staff should be specially trained in the handling of road emergencies involving
hazardous substances. Major industries come forward and impart requisite training to the local
RTO staff, particularly in respect of potential hazards of chemicals, handling of product spillage
or uncontrolled release on road, fire prevention and fire-fighting, First-Aid, and provisions of
Rule 9 of the Central Motor Vehicles Act, 1989 (amended in 1993), significance of the contents
of the Tremcard, etc. This will equip them well for ensuring safer transportation of hazardous
goods by road.
7.2.2 National Chemical Profile and District Disaster Management Plan
The chemical industry is one of the oldest industries in India. It not only plays a crucial role
in meeting the daily needs of the common man, but also contributes significantly towards the
industrial and economic growth of the nation. The Indian chemical industries comprise small,
medium and large-scale units. The chemical industry which includes basic chemicals and their
intermediates, petrochemicals, fertilisers, paints, pesticides, bulk-drugs and pharmaceuticals is
one of the most diversified industrial sectors covering more than 70,000 commercial products.
While some chemical industries are knowledge based and small, others are large, requiring huge
capital and interrupted power and other infrastructure for production. The chemical sector
accounts for about 17.6% of the manufacturing sector output, 13 to 14% in total exports and 8-9%
of total imports of the country. It contributes to about 3% of the GDP. During the last five years,
exports of chemicals were higher than imports, thereby resulting in positive balance of trade as
against the scenario during the nineties. Its contribution to the national revenue is about 18-20%
of total collection by ways of various taxes. India is prepared with respect to chemical regulation
in terms of risk reduction; however it needs the constant review and emergency management.
A careful analysis of database on production, import, export and uses, indicates that Indian
chemical industries are mostly housed in Gujarat and Maharashtra with some presence at Andhra
Pradesh, Tamil Nadu, Karnataka and West Bengal. Major users are located in Uttar Pradesh,
Punjab and Haryana with respect to consumption of agrochemicals i.e. fertilisers and pesticides.
But consumption of chemicals as a whole is low in India in comparison to advanced countries.
India’s own market is quite significant and growing rapidly with respect to chemicals, textiles,
elastomers, polymers, ink and printing ink and bulk-drugs. Bulk-drugs, dye and dye
intermediates, petrochemicals are growing sectors in terms of export.
Inorganic chemicals such as chlor-alkali and soda ash have approached a steady and
constant output level. Since Gujarat and Maharashtra are the major chemical producing States, as
expected, these are also the major hazardous waste generating States, followed by Andhra
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Pradesh, Karnataka and Tamilnadu. Initiatives have been taken in these States with respect to
hazardous waste management by providing common facilities like secured landfill sites,
installation of state-of-the-art incinerators and common effluent treatment plants for wastewater
treatment, over and above individual facilities provided by large and medium industries.
Source – National Chemical Profile of India- Ministry of Environment, India
The chemical industry, one of the oldest industries in India, is contributing significantly to
industrial and economic growth of the country. The Chemical Industry in India, ranks 12th in the
world in terms of volume. India is strong in basic chemicals, which are used in production of
consumer items like paints, dyes, soaps, medicines, toiletries, cosmetics etc. The Indian Chemical
Industry is consolidating and is increasingly becoming focused on product innovation, brand
building and environmental friendliness. India enjoys an abundant supply of some basic raw
materials and natural resources. The Indian Chemical Industry owing to the wide spectrum of
products manufactured and also due to the increasing development of new products has begun to
pose a challenge in terms of the transportation, environment and health risks. The environmental
concern and the health risks associated are particularly high in the covered sectors. The use of
Material Safety Data Sheet (MSDS) for these new products is inadequate because of lack of
training and awareness. In case of new products, the development of MSDS is not simultaneously
done with the development of the new products. The Industry capacity to develop MSDS for new
products also needs to be enhanced.
The wide and diverse spectrum of products manufactured by the chemical industry can be
grouped into number of categories, such as inorganic chemicals, synthetic organic chemicals such
as drugs and pharmaceuticals, dyes and intermediates, pigments, fine and specialty chemicals,
pesticides, etc or basic industries such as petrochemicals, fertilisers, etc.
In terms of consumption, the chemical industry itself is its largest customer and accounts for
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approximately 33% of the total production. The basic chemicals are abundantly used in
manufacture of various products. The consumer chemicals producing sectors are pharmaceuticals,
cosmetics, household products, paints, etc. India also produces a large number of fine and
specialty chemicals, which have very specific usage as food additives, pigments, polymer
additives, anti-oxidants in the rubber industry etc. All categories are often transported by road
and pose a serious risk particularly when gets involved into accident. Major threat is from
polluting, toxic and highly flammable products like pesticides, petroleum and petrochemicals.
Pesticides
Pesticides include insecticides, fungicides, herbicides, weedicides, rhodenticides and
fumigants. Pesticides are first manufactured as technical grade products. The technical grade
products are formulated with addition of various ingredients for final application. There are about
150 industrial units manufacturing pesticides (technical) and about 500 industrial units engaged in
formulations in the country (Source: CPCB Publication).
Crude oil:
Presently, there are 18 Oil Refineries in India with 17 of them in the Public sector and 1 in
the Private sector. Gujarat has two refineries which together account for over 36% of the refining
capacity in India. Maharashtra, Tamil Nadu and Karnataka have 9.7%, 8.2% and 7.6% of the
domestic refining capacity, respectively. The State of Assam that has the highest number of
refineries (four) accounts for only 5.5% of the domestic refining capacity. Crude oil is transported
either by pipeline or by road. They pose serious risks when vehicle transporting gets involved in
the road accident.
Petrochemicals & Petroleum Products:
The production of basic petrochemicals, intermediates and downstream petro-based
products increased from 6500 thousand tonnes in 2002-03 to 7423 thousand tonnes in 2003-04,
an increase of 14.2%. It has also grown sharply since 2003.
The basic building blocks of petrochemicals can be broadly classified as olefins and
aromatics. Major olefins include ethylene, propylene and butadiene. They are transported by road
under pressure in specially built vehicles. Major aromatic compounds include benzene, toluene
and xylene. These are used in the manufacture of downstream products viz. synthetic fibres,
polymers, elastomers, synthetic detergent intermediates and performance plastics.
The light distillates consist of Jet Fuel, Gasoline, Kerosene, Petroleum Ether, Petroleum
Spirit, and Petroleum Naphtha. The middle distillates consist of Fuel Oil (grades 1 and 2), Diesel
Fuel Oils (grades 1 and 2), Domestic Fuel, and Marine Gas Oil. As all these products are highly
flammable, they too pose a very high risk in case of mishaps.
Priority Concerns Related to Chemicals:
The chemical sector is one of the very important industrial sector for socio-economic
growth in India and is steadily growing. The growth of chemical sector has played very important
role in the economic growth of the country but the risks associated with production and
consumption of chemical need to be identified and addressed for management of risk. Though the
previous chapter has indicated that the risk associated with production is mainly in the western
region due to large number of chemical industries in clusters, however, the risk associated with
consumption is spread throughout the country. While examining the priority concerns related to
chemical production, import, export and consumption, the same need to be addressed with the
volume of chemicals produced and handled and also risk associated in terms of their
transportation, impact on environment and health.
Disaster Management:
The rapid increase in the transportation of hazardous chemicals has enhanced the accident
potential during transit. In transit, the goods would subject to impact, vibration, compression and
other adverse effects and exposure to harmful environment. The other factors such as improper
Road Safety : 106
packing of the contents, poor storage may also lead to release of chemicals to the environment
resulting in emergencies like fire, explosion, toxic release, etc. Apart from pollution of land,
water and air, such emergencies have potential to cause injuries and death, property damage and
environmental degradation. Availability of information on the hazards and control measures at
the time of emergency is vital for minimising the effect of such accidents.
Hazard Identification:
The movement of hazardous substances by any mode of transport presents in general, a
greater risk of accidental release. It is due to absence of the availability of appropriate information
on transport accidents. The need for essential information to be clearly displayed in transport
emergency has always been accepted by both industry and the emergency services. The basis of
many emergency information systems adopted in various parts of the world has been a
combination of hazard classification and United Nations substance identification. The
classification of chemical hazards as recommended by the UN Committee of Experts on the
Transport of Dangerous Goods has been widely adopted for transport of hazardous chemicals for
all modes of transport. Hazard types are segregated into nine basic classes represented
numerically. Any of these classes are further separated in to divisions and subdivisions according
to appropriate criteria. The international classification system is given in Table. In India to
manage accidents in transportation of hazardous chemicals “Central Motor Vehicles Rules 1989”
have been framed.
UN international classification of Chemicals:
Class 1:
EXPLOSIVES
Division 1.1 Explosives with a mass explosion hazard
Division 1.2 Explosives with a projection hazard
Division 1.3 Explosives with predominantly fire hazard
Division 1.4 Explosives with no significant blast hazard
Division 1.5 Very insensitive explosives
Symbol: (Exploding Bomb)
Division 1.6 Extremely insensitive explosive articles Black Background: Orange
CLASS 2: GASES
Division 2.1 Non Flammable Gases
Division 2.2 Flammable Gases
Division 2.3 Poison Gases
Class: 2.1 Symbol (Gas cylinder: Black or white, Background: green), Class 2.2: Symbol
(Flame): Black or White, Background: Red, Class 2.3 symbol skull with crossed bones,
background white
CLASS 3: FLAMMABLE LIQUIDS
Class 3: Symbol (Flame): Black or White, Background: Red
CLASS 4: FLAMMABLE SOLIDS
Division 4.1 Flammable Solids
Division 4.2 Spontaneously combustible materials
Division 4.3 Materials that are dangerous when wet
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ol (Flame): Black,
Black Background: White with 7 vertical red stripes,
stripes Class 4.2
Class 4.1 Symbol
Symbol (Flame): Black,, background: upper half white, lower half red., 4.3: Symbol: flame,
Background: blue
CLASS 5: oxidizers and organic peroxides
Division 5.1 Oxidisers
Division 5.2 Organic Peroxides
Class 5.1 & 5.2 Oxidising substances Symbol (Flame over circle): Black,
Black Background :
Yellow,
CLASS 6: POISONOUS SUBSTANCES
Division 6.1 Poisonous (toxic) Materials
Division 6.2 Harmful Substances
Division 6.3 Infectious Materials
Class 6.1 Symbol (Skull and crossbones): Black,
Black Background: White,, Class 6.2 Symbol (St.
Andrew’s cross over an ear of wheat):
wheat) Black, Background : White,, Class 6.3: Symbol (three
crescents superimposed on a circle),
circle) Background: white
CLASS 7: Radioactive Materials
Class 7 Symbol: Trefoil (fan like),
like), Background: Upper half yellow and bottom half white
CLASS 8: Corrosive Materials
Class 8 symbol:: Liquid spilling from two test tubes, background upper half white, lower
low half
black
CLASS 9: Miscellaneous Hazardous Materials
Class 9: symbol, seven black strips in upper half, background white.
The pictogram, hazard-warning
warning diamonds may also bear an approved inscription quoting the
hazard and /or the United Nations hazard class number. The basic principle however, is that the
shape, colour and pictogram convey a clear message of danger, thus overcoming language
difficulties. With international acceptance, the value of such
such labelling system when displayed on
vehicles and packages is clear because:
1. It provides a warning to the general public to keep away.
2. In an accidental situation the emergency services are provided with an indication of the
primary hazard likely to be encountered. The class label for various types of hazardous chemicals,
as per the rule 137, provides information in detail.
detail
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Hazchem Code:
Till sometime back firemen had no way of knowing what medium of extinguishment on
unknown chemicals in a fire, spillage or any emergency should be used. Availability of
information on the hazardous nature of substance and required control measure helps the
emergency management personnel to take quick and correct decisions. The Hazchem code (also
called Emergency Action Code) gives vital information to fire brigade and other emergency
services on the action to be taken to combat spillage, leakage or fire in an emergency involving a
hazardous substance.
HAZCHEM Emergency Action Code for Fire or Spillage
Notes for guidance
V - Can be violently or even explosively reactive.
BA - Use breathing apparatus plus protective gloves.
FULL - Use full body protective clothing with breathing apparatus.
DILUTE - Wash to drain with large quantities of water.
CONTAIN - Prevent spillage from entering drains or watercourses.
WATER FOG - In the absence of fog equipment, a fine spray may be used.
DRY AGENT - Water must not be allowed to come in contact with the substance at risk.
For example for ethylene oxide with UN number 1040 and Hazchem code is 2PE and would
be decoded as: 2- Fog equipment is recommended. P- Can be violently (V) reactive. Full body
clothing with breathing apparatus is necessary. The substance may be diluted and washed to
drain. E stands for evacuation.
UN has allocated unique identification number to each chemical which is named as UN
number.
UN No. & E.A.C. (Hazchem Code) of common petroleum products:
Sl.
No.
1
2
3
4
5
6
Product
Benzene
Compressed Natural Gas (CNG)
Diesel (HSD)
Kerosene
Light Diesel Oil (LDO)
Liquefied Natural Gas (LNG)
U.N.
Number
1114
1954
1202
1223
1268
1972
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U.N.
Hazard
Class
3
2 (2.1)
3
3
3
2 (2.1)
Emergency Action Code
(Hazchem Code)
3WE
2WE
3[Z]
3[Y]
3[Y]E
2WE
Sl.
No.
7
8
9
10
11
U.N.
Number
Product
Liquefied Petroleum Gas (LPG)
Naphtha
Petrol/Motor Spirit/Gasoline
Toluene
Xylene
1075
1255
1203
1294
1307
U.N.
Hazard
Class
2 (2.1)
3
3
3
3
Emergency Action Code
(Hazchem Code)
2WE
3[Y]E
3[Y]E
3[Y]E
3[Y]
TREM Card (Transport Emergency Card):
It is mandatory document as per rule 133 which is required to be kept in the vehicle for the
product which vehicle is carrying. Drivers keep many TREM cards belonging to chemicals
transported earlier, in the vehicle cabin. This specially leads to confusion when the driver/cleaner
runs away after an accident and emergency action is to be taken. TREMCARD can be printed
nine languages; one of them should be local language and Hindi. It contains following:
Chemical name & identity of the dangerous/ hazardous goods.......................
Nature of hazard .....................................
Protective devices ...................................
Emergency action, notify police and fire brigade immediately...........
Spillage ..........................................
Fire ..................................
First-aid- Additional information provided by the manufacturer or sender
Emergency Information Panel (EIP):
In India, it is mandatory for the vehicles transporting hazardous chemicals to display
Emergency Information Panel (EIP) with details and at places as specified under Rule 134 of the
Central Motor Vehicles Rules, 1989 as shown in picture.
Every goods carriage used for transporting any dangerous or hazardous goods shall be
legibly and conspicuously marked with an emergency information panel in each of the three
places as specified, so that the emergency information panel faces to each side of the carriage and
to its rear and such panel shall contain the following information viz.The correct technical name
of the dangerous or hazardous goods in letters not less than 50 mm high.
The United Nations class number for the dangerous goods in letters not less than 100 mm
high (Rule 137).
The class label of the dangerous or hazardous goods in the size of not less than 250 mm
square. The name and telephone number of the emergency services to be contacted in the event of
fire or any other accident in letters and numerals that are not less than 50 mm high and the name
and telephone number of the consignor of the dangerous or hazardous goods or of some other
person from whom expert information and advice can be obtained concerning the measures that
should be taken in the event of emergency.
Every class label and emergency information panel (EIP) shall be marked on the goods
carriage and shall be kept free and clean from obstruction at all times.
The emergency information panel (EIP) should have dimensions as shown in fig.
One practical problem encountered with the use of EIP is the selection of the substance
identification number and the Hazchem code to be incorporated in the EIP when a tanker
transports different chemicals in different compartments. The solution in such case is to
incorporate the word “Multi-load” in the sections of EIP earmarked for “UN Number” and
“Hazchem” and to label each compartment separately with the UN number and Hazchem code
corresponding to the chemical in the compartment.
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Some tankers do not carry any hazardous chemical, but display EIP of a hazardous chemical
which the tanker transported earlier creating more confusion.
The size of EIP, inside boxes and letters / numbers does not match the specifications
specif
given
in CMVR, 1989. The EIP which gets obliterated in course of time is not repainted and remains
unclear or invisible.
One example of EIP is given below.
Responsibility of Consigner: The consignor has to ensure the following points:
The goods carriage has a valid registration to carry the hazardous goods.
The vehicle is equipped with necessary First-aid,
First aid, Safety equipments and Antidotes as may
be necessary. The transporter or owner of the goods carriage has full and adequate
adequate information
about the dangerous or hazardous goods being transported.
The driver of the goods carriage is to be trained in handling the dangers posed during
transport of such goods.
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Every consignor shall supply to the owner of the goods carriage full and adequate
information about the dangerous or hazardous goods, being transported as to enable such owner
and its driver to:
(a) Comply with the requirements of rules 129, 131 to 137
(b) To make aware of the risks created by such goods to health or safety of any person.
Responsibility of Transporter:
It shall be the responsibility of the owner of goods carrier or transporter to ensure the
following:• The goods carriage has valid registration and permit and is safe for the
transportation of the said goods.
• The vehicle is equipped with necessary First-Aid, Safety equipment, tool box and
antidotes as may be the necessity to contain any accident.
• The owner or transporter should satisfy himself that the information given by the
consignor is full and accurate in all respects as specified in rule 137.
• The owner or transporter should ensure that the driver being deputed for
transportation is trained to handle and transport such hazardous materials and has
information as annexure V of rule 132.
• The owner of the goods carriage carrying dangerous or hazardous goods and the
consignor of such goods shall lay down the route for each trip or permitted
otherwise by police authorities.
Responsibilities of the driver:
Driver to report to the police station about accident:
It is the responsibility of the driver to keep all information provided to him in writing i.e., in
the form TREM CARD (Transport Emergency Card). This is to be kept in the driver’s cabin and
should be available at all times while hazardous material is being transported (Rule 133). Driver
will also ensure that parked vehicle is safe from fire, explosion or any other risk.
As per Rule the driver should have the ability to read and write at least one Indian language
specified in the Constitution and English language. The driver should have successfully passed a
course connected with the transport of hazardous goods.
The owner of every goods carriage transporting dangerous or hazardous goods shall ensure
the satisfaction of the consignor that the driver of the goods carriage has received adequate
instructions and training to enable him to understand the nature of the goods being transported, by
him, the nature of the risks raising out of such goods, precautions he should take while the goods
carriage is in motion or stationary and the action he has to take in case of any emergency. (Rule
135)
District Disaster Management:
The Government has enacted the National Disaster Management Act (NDM Act), 2005 on
December 26, 2005 to provide for institutional mechanism for drawing up and monitoring the
implementation of the disaster management plans ensuring measures by various wings of
Government for preventing and mitigating effects of disaster and for undertaking a holistic,
coordinated and prompt response to any disaster situation. The Act provides for setting up of a
National Disaster Management Authority (NDMA) under the chairmanship of the Prime Minister,
State Disaster Management Authorities (SDMAs) under the chairmanship of Chief Ministers and
District Disaster Management Authorities (DDMAs) under the chairmanship of District
Magistrates.
At the district level, the DM Act 2005 provides for the constitution of District Disaster
Management Authorities under the chairmanship of the District Magistrate/ Collector while the
elected representative of the local authority would be the co-chairperson. The District Authority
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shall act as the planning, coordinating and implementing body for disaster management in the
district and take all measures for the purposes of disaster management in the district in
accordance with the guidelines laid down by National and State Authorities.
The planning process has been carried down to the sub-divisional, block and village levels.
Each village in multi-hazard prone district will have a Disaster Management Plan. The Disaster
Management Committee which draws up the plans consists of elected representatives at the
village level, local authorities; Government functionaries including doctors/paramedics of
primary health centres located in the village, primary school teachers etc. The plan encompasses
prevention, mitigation and preparedness measures.
The major road accidents are highly localised. The response machinery that is to be
activated is at a much more local level (Municipal Corporation & Municipal Council and Local
Transport Police Officials). In case of road accidents involving toxic and highly inflammable
materials, there is need for temporary evacuation. The lead agencies are Revenue, Police and the
Regional Transport Office. In major accidents involving loss of life and injuries to a large number
of people, services of agencies such as fire services (Municipal Corporation & Municipal
Council), health department (Civil Surgeon & District Health Officer) will be needed. In the case
of a vehicle plunge in the river, services of divers for rescue operations are required.
7.2.3 Standard Operating Procedure in Case of a Mishap
Cooling of LPG Tanker to maintain the temperature to avoid fire, for protecting tanker
from explosion – on Mumbai-Pune Express Highway near Khandala
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
If possible drive out of populated areas.
Report it to the police or fire services and prime contractor as soon as practicable.
Identify the cargo; refer labels, TREM Card, instructions.
In case of a major leak of highly inflammable gas/ vapour, do not start the engine.
Order on lookers to leave the affected area.
Stop pilferage of the leaked substance, it can be dangerous.
Secure the accident area and divert traffic.
Remove affected persons for first aid.
In the event of electrical fire, isolate the battery of the vehicle.
In case of fire, inform Fire Station, avoid inhalation of fumes, and use gas masks if
required.
10. In case of leaks, see if it can be arrested easily.
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11. Contain small spills by covering with sand.
12. Avoid direct contact with skin, wash with water and use necessary protective clothing
like PVC apron.
13. In case of contact with eyes or skin wash with plenty of water. For any major
contamination, remove clothing immediately.
7.2.4 First Aid & Golden Hour Concept
In emergency, the golden hour refers to a time period lasting from a few minutes to several
hours following traumatic injury being sustained by a casualty, during which there is the highest
likelihood that prompt medical treatment will prevent death.
It is well established that the victim’s chances of survival are greatest if they receive care
within a short period of time after a severe injury. Some have come to use the term to refer to the
core principle of rapid intervention in trauma cases, rather than the narrow meaning of a critical
one-hour time period.
Cases of severe trauma, especially internal bleeding, surgical intervention is required.
Complications such as shock may occur if the patient is not managed appropriately and
expeditiously. It therefore becomes a priority to transport patients suffering from severe trauma as
fast as possible to specialists, most often found at a hospital trauma center, for definitive
treatment, and this is where the faster transport service becomes vital! Because some injuries can
cause a trauma patient to deteriorate extremely rapidly, the lag time between injury and treatment
should ideally be kept to a bare minimum; over time, this lag time has come to be specified as a
now-standard time frame of not more than 60 minutes, after which time the survival rate for
traumatic patients is alleged to fall off dramatically.
FIRST AID
One of the most common causes of death for victims
of a road crash is anoxia - a lack of oxygen supply caused by a blocked airway. On average, it takes less than
four minutes for a blocked airway to be fatal. Even in
areas with highly structured emergency care, the norm for
ambulance response to a road crash is ten to fifteen
minutes. Many people will die if nothing is done to
correct the slow response time to anoxia. The application
of first aid techniques, in particular the proper positioning
of the victim prior to the arrival of the emergency
response teams, can mean the difference between life and
death in a road crash.
There is a wealth of medical evidence to suggest a
'golden hour' exists for casualties after a road crash.
Within this time, road crash victims stand a greater chance
of survival and a reduction in the adverse consequences of
their injuries, if life-saving measures are immediately applied and followed by quality health care
assistance. Immediate on-the scene rescue and assistance is vital, especially if emergency care
response is absent or significantly delayed.
Imagine that a victim has a hemorrhage following a road crash: if nobody applies pressure
to the wound to stop the bleeding, even the most sophisticated or quickest emergency service in
the world will only arrive on the scene in time to certify death.
Anyone trained in First Aid can provide assistance at the scene of a road crash; either
because they are in one of the vehicles involved, live close by or are in a passing vehicle.
Frequently they can transport the injured person to health professionals, if an ambulance is not
available. The quality of this assistance is strongly dependent on the individuals having received
adequate training in first aid.
First Aid consists of methods and techniques that enhance practices related to the
Road Safety : 114
prevention, the preparedness and the immediate response to health emergencies. First Aid can be
provided not only in relation to road safety, but also in the household, workplace, and recreational
areas.
Beyond health matters, first aid knowledge also increases the social responsibility of the
society and strengthens humanitarian values.
First aid training can also target other population categories, for example children, cyclists
or professional drivers. In some countries the taxi drivers function as the emergency transport
service system.
First Aid Education
Education is in the protection and saving of lives share universal foundations, being
practical and giving confidence to act. This education is gained through awareness and
refreshment initiatives such as media campaigns, training courses either in a classroom
environment, CD-ROM or through an internet based e-learning system. It can also take place
through involvement in community or group activities. It is essential that first aid education
shows consideration for and pays respect to local conditions, culture and capacities.
Furthermore, training people to cope with road injuries should include information related to
reducing both the risk of a crash by wearing reflective materials or not driving after drinking
alcohol, and the severity of injury by wearing helmets when riding a motor cycle or scooter.
First Aid basic training:
How to make an emergency removal of an injured person from the scene, when necessary
and possible.
How to assess the physical state of the injured person - check vital functions: consciousness,
circulation, breathing as well as the psychological needs of those affected.
How to respond to visible bleeding, unconsciousness, breathing problems, shock and bone
trauma - to enable the injured person to be relieved and to survive whilst awaiting the arrival of
professional health care services.
How to monitor the situation and offer psychological support - to be able to sustain the
assistance provided, while taking care of wounds as well as the psychological condition of the
injured person.
Emerging good practice:
Many institutions, like Red Cross, Bombay City Ambulance Corps, St. John Ambulance etc.
organize first aid education, training, networks or events. CMVR rule 9 syllabus for 3 day
certificate course for driver include training on first aid. It is also statutory requirement for
hazardous process industries to train their employees on first aid and it is regular practice in
manufacturing field and corporate offices.
7.2.5 Contain the Contamination of Environment
In recent years, keeping pace with other industrialized countries, India has also witnessed
rapid growth in transportation of hazardous goods by road. Moreover, due to unprecedented
growth of chemical industries all over the world, the proportion of hazardous chemicals/ goods in
total freight traffic is increasing at a much higher rate than any other commodity. Experiences
from all over the world have shown that the transportation of such substances/ chemicals is more
prone to accidents than the movement of the other goods.
It has been observed that the carriers of such hazardous materials, when involved in a road
accident may lead to disastrous consequences like fire, explosion, spillage and leakage, resulting
in a number of fatalities and injuries besides property loss and environmental pollution. The
Government has prescribed various rules and regulations for the safe handling (e.g., manufacture,
storage, transportation, treatment and disposal) of hazardous materials/ chemicals without
adversely affecting the environment.
Road Safety : 115
The Ministry of Environment and Forests (MoEF), Govt. of India has prescribed various
rules and regulations under various Environmental Legislations/Acts for safe handling of these
hazardous materials (excluding related to their transportation by road), which has been covered
under the different provisions of the Motor Vehicles Act (MVA) (1988) including the Central
Motor Vehicle Rules (CMVR) (1989) formulated by the Ministry of Road Transport and
Highways [now, Ministry of Shipping, Road Transport and Highways (MoSRTH]), Govt. of
India. In spite of these rules and regulations, accidents do take place due to the lack of their strict
implementation and awareness amongst different stake holders.
As accidents during transportation of hazardous materials, may have serious consequences
and generally cause damage to life, property and environment, it is essential that the Central and
State Governments and also local authorities must be fully prepared to meet such eventualities.
What kind of contamination is it?
Groundwater is rain water or water from surface water bodies, like lakes or streams that
soaks into the soil and bedrock and is stored underground in the tiny spaces between rocks and
articles of soil. Groundwater pollution occurs when hazardous substances come into contact and
dissolve in the water that has soaked into the soil.
How did it get there?
Groundwater can become contaminated in many ways. If rain water or surface water comes
into contact with contaminated soil while seeping into the ground, it can become polluted and can
carry the pollution from the soil to the groundwater. Groundwater can also become contaminated
when liquid hazardous substances themselves soak down through the soil or rock into the
groundwater. Some liquid hazardous substances do not mix with the groundwater but remain
pooled within the soil or bedrock. These pooled substances can act as long-term sources of
groundwater contamination as the groundwater flows through the soil or rock and comes into
contact with them.
How does it hurt animals, plants or humans?
Contaminated groundwater can hurt animals, plants, or humans only if it is first removed
from the ground by manmade or natural processes. In many parts of the world, groundwater is
pumped out of the ground so it can be used as a source of water for drinking, bathing, other
household uses, agriculture, and industry. In addition, groundwater can reach the surface through
natural pathways such as springs. Contaminated groundwater can affect the quality of drinking
and other types of water supplies when it reaches the surface. Contaminated groundwater can
affect the health of animals and humans when they drink or bathe in water contaminated by the
groundwater or when they eat organisms that have themselves been affected by groundwater
contamination.
How can we clean it up?
Different approaches are used to clean up contaminated groundwater. Sometimes polluted
groundwater is pumped from the soil or bedrock, treated to remove the contamination, and then
pumped back into the ground. If contaminants are released into the groundwater slowly, large
amounts of groundwater need to be pumped to remove a relatively small amount of
contamination.
Spill/leakage control in case of road accident:
We can protect ground contamination in case of accidental spillages by soaking the spilled
material with the sand or saw dust. In case of uncontrollable spillages, let it be confined to a small
pit so that it will not spread to more area. Then it can be either treated appropriately for dilution
and can be collected and shifted to a safer place. In case of minor gaseous/liquid product, driver is
aware of stopping the localized leaks with the help of adhesives / sealant etc. However if it is a
major leak help must be taken from consigner for transferring it to another tanker. The objective
Road Safety : 116
should be to save soil/water contamination resulting in the environment protection.
7.2.6 Evacuation of People from Accident Site to Outside the Danger
Circle
As more and more people are becoming affected by the impact of emergencies and disasters
across the globe, it is increasingly imperative that response and recovery agencies, organisations
and individuals in the community focus on preparedness for a wide range of situations.
Evacuation is a significant element of this focus.
What is evacuation?
Evacuation is a risk management strategy which may be used as a means of mitigating the
effects of an emergency or disaster on a community. It involves the movement of people to a
safer location. However, to be effective it must be correctly planned and executed. The process of
evacuation is usually considered to include the return of the affected community.
Stages of the evacuation process:
The evacuation process comprises the five stages of:
• decision to evacuate;
• warning;
• withdrawal;
• shelter; and
• return.
Evacuation planning process:
Risk assessment
A community risk-assessment is the start point for planning a risk management strategy
such as evacuation. A risk assessment, examining the source of risks, their impact and possible
mitigation action will have been completed as a basis for the formulation of the main plan. The
start point for consideration of an evacuation plan is those areas in which the risk assessment has
identified evacuation as an appropriate risk management strategy.
Convene an evacuation planning committee
A planning committee including representatives from all agencies with a role in the
evacuation should be convened. It would normally be based on the existing emergency planning
committee under district disaster management cell, augmented as necessary to meet those
requirements that are unique to evacuation.
Determine what needs to be done:
Planning objectives:
This process will involve examining the component parts of the evacuation process,
(Decision to evacuate, Warning, Withdrawal, Shelter and Return), for each specific hazard and
determining exactly what tasks need to be carried out once the decision to evacuate has been
made. Consideration will need to be based on an assessment of the nature and extent of the
hazard, the anticipated speed of onset, the number and category of people to be evacuated,
evacuation priorities and the availability of resources. These considerations should focus on
providing, as far as possible, all the needs of those being evacuated to ensure their safety and ongoing welfare. There may need to be more than one location identified to which people can be
evacuated—due to the numbers involved or the type of hazard. For example if the hazard is a
toxic airborne chemical, separate locations, depending on wind directions, will be necessary.
Decide who is going to do it: Roles and responsibilities of the control and support agencies
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need to be determined and importantly, agreed upon, if they are not already specified in either
legislation or by any other government direction. Roles and responsibilities must be clearly
shown in the plan.
Resource issues: Agencies involved should analyse their resource requirements and
availability and address any identified shortfalls. The plan needs to identify all resource
requirements and detail how they are to be obtained for the purpose of an evacuation.
Determine how the evacuation is to be managed: Management of the evacuation will involve
the planning committee examining the existing emergency management structure and
arrangements to ensure that adequate control and coordination can be exercised over the total
evacuation operation. The management structure must be agreed and documented in the plan.
7.2.7 Mutual Aid Response Group (MARG)
Industry and its growth are vital for any countries economical growth. At the same time it
may also bring the associated problems like accidents, pollution etc. In some of the accidents
their effects can spread to the neighborhood. A timely and correct action at local level has its own
distinct advantage to minimise these effects.
Keeping this in mind, the members of industries in different industries associations and
zones have formed a ‘Mutual aid response group' (MARG). TBIA / Patalganga /Tarapur
industrial zones are few examples are amongst the largest industrial zone, located close to India's
economical capital, Mumbai. They cover small to big scale industries, of which few classify
under major accident hazards industries. Many hazardous chemicals like Benzene, Naphtha,
Toluene, LPG, Ethylene Oxide, hydrogen fluoride are handled & transported in bulk quantity by
these industries.
MARG as a concept has unique multiplier effect, as it envisage the optimization of
resources. In local language MARG means showing path for unity in diversity. The purpose of
MARG is to make available additional aid / resources at the shortest possible time to the affected
area for controlling major emergency during industrial & road accidents.
Transportation of hazardous chemicals is very critical activity in handling it. Unsafe driving
may lead to loss of life, damages to property & material and environment due to accidents.
MARG has controlled many such incidences very effectively without any loss to life.
MARG has implemented following key activities that ensures preparedness to control over
road accident.
1. Structured three days training program for drivers carrying hazardous goods in
coordination with government transport authority.
2. Identification & Optimum utilization of Resources of all Agencies, which includes
industrial units, civic facility like fire brigade, hospitals, police and other governmental
agencies.
3. Preparation & rehearsal for various kinds of emergencies on regular basis.
4. Training & Refresher program for emergency handling team.
5. Road accident emergences can be handled effectively and efficiently and life losses and
property losses can be minimized.
6. 100% training coverage to all emergency response squad (First Aid & Fire fighting).
7. A Safety campaign, road show, field training & toolbox talk are the ongoing activities,
which ensure the awareness of tanker crew.
8. Awareness on general chemical hazard and emergency preparedness can be given to
nearby community.
Case Study: Accident of Tanker Carrying around 35,000 Liters of Hazardous
Goods
Transportation of hazardous goods is always risky in many ways. Specially on the Indian
roads, not only the ignorance with reference to the loading and unloading of those goods in terms
of their respective vehicles such as tankers and other containers in regards of safety parameters
Road Safety : 118
but also the ignorance from drivers may be due to improper training related to the driving of
vehicles carrying hazardous goods or faulty driving habits i.e. consumption of alcohol and other
things. Given this, one such incident occurred when a tanker carrying 35000 liters of Petrol,
Methyl tert-butyl ether (MTBE) a butane derivative used as a fuel component, lost control and
ramming several vehicles before exploding at Charoti Toll Naka in Dahanu on Saturday 22nd
March, 2014.
It has been observed that Seven people died on the spot, while eight were injured.“One of
the injured succumbed to severe burn injuries late on Saturday night, while two others died early
on Sunday morning. Given this, including three more persons among those injured when a petrol
tanker turned turtle and exploded on the Mumbai-Ahmedabad highway at Dahanu, died under
treatment, bringing the toll to 10 on Sunday. However, according to Thane Civil Hospital, injured
persons brought dead to the hospital, while eight other bodies out of 10 people died were sent to
JJ hospital for identification. JJ hospital’s forensic department and said that the eight bodies were
sent for DNA analysis as they are charred beyond recognition.
It has been found that the Kasa police, probing an accident on Mumbai-Ahmedabad
Highway on March 22 in which a tanker exploded after turning turtle. The police questioned the
owner of the logistics company that owned the tanker, the accident claimed ten lives and left five
persons injured. The tanker belonged to a Transport Service, based in Vadodara.
Further, the tanker was transporting Methyl tert-butyl ether (MTBE), a butane derivative
used as a fuel component in fuel for gasoline engines. The MTBE was sold by Reliance
Chemicals to a company known as Vinati Organics, said a Reliance spokesperson. The tanker,
carrying over 35,000 liters of the flammable chemical i.e. MTBE, was on its way to Ratnagiri
when the driver lost control over the vehicle near Charoti toll naka in Dahanu. The driver was
Road Safety : 119
posthumously booked for culpable homicide not amounting to murder and the police are probing
whether there was any negligence involved in the filling or transport of the chemical. The
paperwork of the transaction was destroyed when the tanker exploded. The contract was given by
Vinati Organics to transport the chemical. The tanker picked up the material from Hajira port in
Gujarat and was taking it to the company’s plant in Lote Parshuram, Ratnagiri when the accident
occurred. On further investigation by police, it was found that the transporter knew the driver
well and there had never been a complaint against him in the past. He had been working for the
past seven-eight months. However, it has been also found that there was no immediate
information available whether the driver was trained in hazardous goods transportation and
vehicle followed all safety norms or not.
Moreover, on the other hand, as per the recording statements of officials of the company
that was transporting petrol from Gujarat to Mumbai the necessary safety measures were
followed and concluded that the route cause appears to be driver’s mistake but not clear that
under what circumstances.
7.3 ‘Check Your Progress’ Questions
1)
2)
3)
4)
5)
6)
7)
In India how many deaths occur due to road accidents?
a) 80000
b) 100000
c) 130000
Major cause of road accidents is due to what cause?
a) Driver’s fault
b) Vehicle
c) Transporter
What are dimensions of EIP (Emergency Information Panel)
a) 150mmX 150mm
b) 800mmX600mm
c)100mmX100mm
What is size and shape for UN class label
a) Circular shape 100 mm
b) Diamond shape 250mmX250mm
c) Rectangular 150mmX 150mm
Is TREMCARD related to
a) Edible oil
b) Milk
c) Hazardous substance
What is MARG
a) Road
b) Direction
c) Mutual Aid Response Group
What is Golden Hour
a) Related to early help in saving life of injured b) Related to gold c) Related to hour
7.4 Summary
To improve road safety in general and safer transportation of hazardous goods by road in
particular, it is important that the consignor, the consignee, the haulier, the vehicle driver, and all
the concerned authorities do their best to achieve this goal as they have a social obligation and
responsibility. All these agencies can make a concerted effort on an ongoing basis so that we can
have comparable road safety standards as in the developed countries.
7.5 Glossary
Accident/Incident: Any unplanned, sudden event which causes or is liable to cause injury
to people or damage to building, plant, material or the environment.
Consequence: Result of a specific event.
Emergency plan: A formal written plan which, on the basis of identified potential accidents
together with their consequences, describes how such accidents and their consequences should be
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handled either on-site or off-site.
Evacuation: Evacuate means to move all people from a threatened area to a safer place. To
perform an evacuation, there must be enough time for people to be warned, to get ready, and to
leave an area. Generally, if there is enough time for evacuation, it is likely to be the best
protective action.
Hazard: An inherent property of a substance, agent, source of energy or situation having
the potential of causing undesirable consequences.
Hazardous substance: An element, compound, mixture or preparation which, by virtue of
chemical, physical or (eco) toxicological properties constitutes a hazard.
In-place protection: It means to direct people to quickly go inside a building and remain
inside until the danger passes. When protecting people inside, direct them to close all doors and
windows and to shut off all ventilating, heating and cooling systems. In-place protection is used
when evacuating the public would cause greater risk than directing them to stay where they are,
or when an evacuation cannot be performed when inside, people must keep all windows and
doors closed. In-place protection may not be the best option if the vapours are explosive, if it will
take a long time for the gas to clear the area, or if the buildings cannot be tightly closed.
Isolation: Isolate Hazard Area and Deny Entry means to keep everybody away from the
area if they are not directly involved in emergency response operations. Unprotected emergency
responders should not be allowed within the isolation area.
Major accident: Any unplanned, sudden event which causes or is liable to cause serious
injury to people or damage to buildings, plant, material or the environment.
Probability: The likelihood that a considered occurrence will take place.
Risk: The combination of a consequence and the probability of its occurrence.
Transport: This means movement of hazardous substances from one place to another by
air, rail, road or water.
Transporter: A person or an organisation engaged in the offsite transportation of hazardous
substances by air, rail, road or water.
7.6 Answers to ‘Check Your Progress’
1: (c), 2 :(a), 3: (b), 4: (b), 5: (c), 6: (c), 7: (a)
7.7 Questions for Practice
1. What is hazardous material? What are the consequences when vehicle carrying hazardous
material meets with accident? How do we prevent it?
2. Explain UN classification of chemicals along with class nos.
3. Explain numerals used in HAZCHEM code and their significance
4. Attempt following:
(a) Responsibility of consigner
(b) Responsibility of driver while transporting hazardous goods.
(c) TREMCARD
(d) Labeling of hazardous chemicals
(e) MARG
(g) Golden Hour Concept
5. Explain emergency handling/district disaster control management
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7.8 Additional Reading
1. HANDLING AND TRANSPORTATION GUIDE FOR ETHYLENE, REFRIGERATED
LIQUID (CRYOGENIC ETHYLENE) – Published by Cryogenic Ethylene Transportation
Safety Panel American Chemistry Council 1300 Wilson Boulevard Arlington, VA 22209
2. Code of practice for petroleum road tanker vapour collection systems and equipment used in
unloading operations Published by - ENERGY INSTITUTE, LONDON
3. National Disaster Management Guidelines: Strengthening of Safety and Security of POL
Tankers by - NIDM India
4. Hazardous Materials Emergency Planning Guide – National Response Team America
5. Recommendations on Transportation of Dangerous Goods by Road- United Nations
Committee of Expert Hazchem Code List no.5
6. Road Safety “Code of Practice” by ICMA/ICC.
7. Road Safety Guide –Shell
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Unit 8 : Loads & Loading Patterns
8.0 Objectives
After going through this unit, we will be able to:
•
8.1 Introduction
Proper loading and securing of load is also important as road worthiness of vehicle and skill
of driver for the safe journey of vehicle. Care should be taken as the load should not create
problem to other road users. Hence, precautions are required to be taken while loading,
unloading the goods as well as securing the load.
Legal requirements and common sense require that all loads carried on vehicles are secured
whatever the journey. This is to protect the people who are involved in the loading, unloading and
driving the vehicle, together with other road users and pedestrians. Loading and unloading should
be carried out by trained staff, who are aware of the risks involved. Drivers should be aware of
the additional risk of the load or part of the load moving when the vehicle is being driven. This
applies to all vehicles and to all types of load. The driver is ultimately responsible for the load
carried on their vehicle whether or not they were involved in the securing of the load.
This unit not only restricted to the load being carried by the vehicle but also covers how to
secure the load, carriage of equipments, carriage of different types of loads having different
physical state such as liquid and gases and different types of load patterns.
We have already studied the regulations regarding vehicle dimensions and provisions
regarding loading of vehicles, carrying hazardous goods in second year
So students are advised to go through it before going through this unit.
8.2 Content Details
8.2.1 Load Securing
The principle of Load securing is that the cargo/ goods being transported on the highway
must remain secured on or within the transporting vehicle. The cargo must remain secured under
all conditions that normally occur while driving and also during emergency situations which
otherwise occurs. An improperly secured load can result in Loss of life, Loss of load, damage to
the cargo, damage to the vehicle, Crash, etc. The commercial motor vehicle’s cargo must be
properly distributed and adequately secured. The cargo or any other object from cargo must not:
• Obstruct the driver’s view ahead or to the right or left
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• Interfere with the free movement of the driver’s legs or arms
• Prevent the driver’s free and ready access to the accessories in case of emergency
• Prevent the free and ready exit from the drivers cabin or compartment
The cargo must be secured in such a way that it does not:
• Leak
• Spill
• Fall from the vehicle
• Blow off the vehicle
• Otherwise become dislodge from the vehicle
• Shift upon or within the vehicle to such an extent that the vehicle’s stability or
maneuverability is affected
Each Cargo securement system must be able to withstand a minimum amount of force in
each direction
• Forward Force: 80% of cargo weight when braking while driving straight ahead.
• Rearward Force: 50% of cargo weight when accelerating, shifting gears while
climbing a hill, or braking in reverse
• Sideways Force: 50% of cargo weight when changing lanes, turning, or braking
while turning
• Upward Force: 20% of cargo weight when travelling over bumps in the road.
8.2.1.1 Components of a Securement System
Load securing system is a method that uses one or a combination of the following elements
1. Vehicle Structure
2. Securing Devices
3. Blocking and Bracing equipments
1. Vehicle Structure includes the following:
•
•
•
•
•
•
•
•
Floors
Walls
Decks
Tiedown anchor points
Headboards
Bulkheads
Stakes
Posts
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• Anchor Points
All elements of the vehicle structure and anchor points must be strong enough to withstand
the forces prescribed below
2. Securing Devices
Any device specifically manufactured to attach or secure cargo to a vehicle or trailer.
• Synthetic Webbing
• Chain
• Wire Rope
• Manila Rope
• Synthetic Rope
• Steel Strapping
• Clamps and latches
• Blocking
• Front end Structure
• Grab hooks
• Binders
• Shackles
• Winches
• Stake pockets
• D-rings
• Pocket
• Webbing ratchet
• Bracing
• Friction mat
Some tie down pass over through the cargo. They create downward force that increases the
effect of friction between the cargo and the deck. This friction restrains the cargo.
Road Safety : 125
Tie Down
A combination of securing devices that forms an assembly that:
• Attaches cargo to, or restrains cargo on vehicle
• Is attached to anchor points
Some tie downs are attached to the cargo and provide direct restrain the cargo from
movement.
3. Blocking and Bracing
The material used for blocking or bracing and as chocks and cradles must be strong enough
to withstand being split or crushed by the cargo tie-downs.
To correctly contain, immobilize or secure cargo you need to know about:
• Ways of transporting cargo
• Loading of cargo
• Restraining the cargo correctly
• Using adequate securing devices
• Aggregate working load limit
8.2.1.2 Cargo Transportation
There are three ways of transporting cargo. All types of cargo must meet one of the three
requirements:
Requirement 1: Cargo is fully contained by structures of adequate strength so cargo cannot
shift or tip. Cargo is restrained against horizontal movement by vehicle structure or other cargo.
Horizontal movement includes forward, rearward and side to side.
Requirement 2: Cargo is immobilized by structures of adequate strength or a combination
of structure, blocking and bracing to prevent shifting or tipping
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Requirement 3: To prevent shifting or tipping, cargo is immobilized or secured on or
within a vehicle by tie downs along with
• Blocking
• Bracing
• Friction Mats
• Other Cargo
• Void Fillers
• Combination of these
8.2.1.3 Roles and Responsibilities
Role of Management
The management should ensure that
• Sufficient resources related to the operation are made available
• Competent and skilled persons are appointed to carry out the task
• Risk assessment is carried out and approved for each operation
Role of Supervisor/ Safety-in-charge
The supervisor of safety personnel should
• Give instructions to driver for each operation
• Prepare and conduct risk assessment for each operation
Role of Driver
•
•
•
•
•
The driver should check that the vehicle and all the ancillary equipment are fit for the
operation and that they meet all the requirements specified in the instructions given for
the operation
Take necessary precautions to prevent the vehicle from moving during the loading &
Unloading process
Ensure that the cargo is properly loaded onto the vehicle
Report all loading / discharge problems, unsafe conditions or situations, near misses and
incidents as required by company procedures
Ensure the cargo is stowed and secured with sufficient lashing in such a way that it
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cannot shift in any direction
Ensure not the leave the loading site without checking the stowage and securing
•
Periodic inspection during transit
Inspect cargo and securing devices
Adjust cargo or load securement devices as necessary to ensure that cargo cannot shift
on or within, or fall from, the commercial motor vehicle
If necessary add more securing devices
•
•
•
8.2.1.4 Do’s and Don’ts for loading on vehicles
The following are some do’s and don’ts for safe loading on vehicles, the stacking and
placement of cargoes and the securing devices:
Do’s
•
•
•
•
•
•
•
•
Cargo must be loaded within the height of the container bin, so objects would not spill out
easily during the movement
Distribute the weight across the trailer evenly to improve stability
Double stacked load must be locked together with no gaps “over the top” chains
Use crates or steel boxes to contain and block the items against the headboard of the
vehicle cabin
Use of girders to prevent side movement of cargo
Ensure that the side boards of the lorry are strong enough and in good condition to
withhold the load of cargo
Use of appropriate vehicle for overweight and over height container
Ensure that the bundles of steel rods must be properly stacked and lashed within the height
of the vertical girder
Don’ts
•
•
•
•
•
Vehicle should not be overloaded to prevent objects from spilling out while transportation
Incorrect loading position will lead to shifting of center of load to one side causing the
vehicle to become unstable
Difficult, slippery or individual products that are hard to restrain, should not be secured as
loose items
Do not stack the load higher than the headboard or the height of the cabin without blocking
the load and proper lashing to secure the load from movement
Do not use defective securing material as it will give way easily
8.2.1.5 Restraining the cargo correctly
If the cargo is not prevented from forward movement (for example, by the headboard,
bulkhead, other cargo, or tie down attached to the cargo) secure the cargo according to the
following requirements:
Article Description
Minimum number of tie downs
1.52 mtr (5 feet) or shorter
1
500 kgs or lighter
1.52 mtr (5 feet) or shorter Over 500 kgs
2
More than 1.52 mtr (5 feet) but less than 3.02 2
m (10 feet)
Longer than 3.02 mtr (10 feet)
2 + 1tie down for every additional 3.02 mtr
(10 feet)
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If the cargo is prevented from forward movement (for example, by the headboard,
bulkhead, other cargo, or tie down attached to the cargo) secure the cargo according to the
following requirements:
Article Description
Minimum number of tie downs
All Cargo
1 Tie down for every 3.04 mtr
(10 feet) or part thereof
a) Working Load Limit for blocking systems : The WLL of all components used to block
cargo from forward movement must be 50% (or more) of the weight of the article being blocked.
b) Aggregate Working Load Limit : The sum of the working load limits of each device
used to secure an article on a vehicle is called the aggregate working load limit. To calculate
aggregate working load limit, add together:
• 50% of the WLL of the each end section of a tie down that is attached to an anchor
point
• 50 % of the WLL of each end section that is attached to the cargo
50% of A
+ 50% of B
+ 50% of C
+ 50% of D
+ 50% of E
+ 50% of F
+ 50% of G
+ 50% of H
= Aggregate Working Load Limit
50% of A
+ 50% of B
+ 50% of C
+ 50% of D
= Aggregate Working Load Limit
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50% of A
+ 50% of B
+ 50% of C
+ 50% of D
= Aggregate Working Load Limit
The actual aggregate working load limit of any securement system must be at least 50 % of
the weight of the cargo.
8.2.1.6 Working Safety in loading and unloading bays
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Only authorized personnel or trained personnel should be allowed to handle the loading
/ unloading of cargo
The loading team to ensure that the freight to be transported is clean, well packed and
secured in cartoons or appropriate packaging
Check for the proper loading and securement procedures for the cargo/ freight
Ensure all documentation is complete in all aspects for cargo being dispatched
Pedestrian exclusive zones are to be set and demarcated
No one is to enter these pedestrian exclusive zones during the loading / unloading
operation
The loading / unloading operations should be immediately stopped if the location of the
driver cannot be confirmed or any pedestrian or a vehicle enters the exclusive zone
No unloading operation, including removal of gates, and releasing of tension in load
securing devices is to commence until the HSSE personnel or safety personnel indicate
it is safe to do so
The truck driver is to remain outside the exclusion zone in a designated location (Safety
Zone) during the unloading operation unless instructed by the loading / unloading
supervisor
The loading / unloading team should be wearing the PPEs at all times
Truck engine must be switched off , keys removed from ignition and the truck be made
fundamentally stable
Truck wheels are to be chocked
Once unloading is complete drivers are to physically check that their truck is empty,
ensure that consignment notes are checked off against material unloaded and verify that
there is no damage sustained to the consignment
Any damage is to be reported to the warehouse supervisor
Fork truck operators and crane operators are to ensure that their equipment is of suitable
capacity to unload the freight
Driver to ensure all the load securing restraint equipment is secured before driving off
If only part of the freight has been unloaded the driver is to ensure the remaining freight
is fully restrained
8.2.2 Work Place Safety in Case of Loading / Unloading of Liquid Bulk /
Lubricant / Oil Tanker
•
The Loading / Unloading bay where the liquid cargo is transferred should be
demarcated as Danger Zone
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•
•
•
•
•
•
•
•
•
Pedestrians, vehicular movement should not be allowed in that zones
The team handling the loading/ unloading procedures should be highly trained and
skilled
Adequate fire fighting measures should be positioned in nearby vicinity
The engine must be shut off and the chock blocks in position at the time of loading/
unloading
Adequate and appropriate PPEs must be worn at all times by personnel entering the bay
The person climbing on the tanker to check the manhole should wear safety harness
The driver should always be present near the vehicle in a designated area
Smoking , cooking should not be allowed nearby the bay
Assembly point should be demarcated near all loading/ unloading bays
8.2.3 Additional Measures for load securement
Friction Matting: The purpose of friction matting is to increase the coefficient of friction
between the load and the trailer bed. This method is not considered practical for use on its own; it
is more effective when it is used in addition to other safety measures. This method may prevent
the goods slipping but may not prevent the load from toppling over. As a result all the issues
described in the base case are relevant for this measure. There will be additional hazards due to
working at height as well as possible MSD injuries.
Air bags: These can be suspended from the trailer roof, attached to the sides of the trailer,
or placed between the load and the vehicle structure. They act to fill the voids either between
parts of the load and/or between the load and the vehicle structure.
Nets: Often used on flatbed trailers, these can be used in curtain-sided double decked
trailers, but there are issues concerning the load shifting over the side of the top deck and being
caught between the curtain and the trailer. This could potentially be a cause of rollover by making
one side of the trailer unstable.
Intermediate bulkheads: These can be fitted when the load cannot be placed against the
headboard of a trailer. Some have attachment points for webbing straps for additional restraint.
Horizontal straps: Containment is provided to a certain extent, but there is minimal
restraint of the load. The straps are not anchored to the rigid trailer bed but to the trailer’s
weather-protection structure.
8.2.4 Over Loading
When a truck driver loads a vehicle, he or insured is responsible for the load that is being
transported. If a truck's load shifts unexpectedly or falls off the truck completely, the result can be
a serious or fatal accident.
The truck driver/ insured/ transporter is responsible for making sure that the truck is loaded
correctly and that the weight is distributed correctly. Correctly loading a large truck is very
important. The load placement and weight can have a huge effect on the safety of other vehicles
on the road as well as the safety of the driver. The truck driver should have adequate knowledge
of the cargo, the cargo's weight, the optimum placement of the load in the truck, and confirmation
from those loading the truck that the load is secure. As such, a truck driver shall inspect cargo as
part of the pre-trip safety check.
National, state, and local regulations all address the weight of commercial vehicles. In
addition to being concerned for the safety and well-being of the insured vehicle, other vehicles,
other people on the road, an overloaded truck can damage the roads and bridges on which it
travels.
The regulations published and maintained by the various jurisdictions address the gross
commercial vehicle weight, gross combination weight, axle weight, and tire load. Gross
commercial vehicle weight is the weight that is equivalent to the total empty weight of the vehicle
plus the heaviest load that will be transported in or on the vehicle. For example, if gross
Road Safety : 131
registered vehicle weight is 16200 Kg. a truck weighs 6,200 Kg empty and has a maximum
possible load weight of 10,000 Kg, its
Gross combination weight is the sum of all gross vehicle weights for each unit in a
combination-unit motor vehicle. The axle weight of a truck is the maximum distributed weight
that may be supported by an axle on a road vehicle. The tire load is the amount of weight a tire
can handle safely.
Overloaded trucks are a menace on the road. When a truck is overloaded, every
component of the machine is stressed. From the engine to the brakes to the suspension to the
tires, every component of an overloaded truck is susceptible to catastrophic failure. Also, an
overloaded truck cannot manoeuvre the way it is meant to, leading to accident when turning,
stopping, or starting.
Effects of Overloading
Trucks which are too heavy can cause truck accidents in ways which may not seem obvious.
• Too much weight can lead to Tire Blowout Accidents
• Overloaded trucks slow dramatically when climbing hills causing danger to following
vehicles on blind corners
• Going downhill, on the other hand, overloaded trucks can go too fast and get out of
control
• More weight means longer stopping distance and slower stopping in response to traffic
• More weight means increased stress on brakes and greater likelihood of failure
• Overloading raises the centre of gravity on trucks, making them more likely to tip when
steering or during wind gusts
• Overloading shifts the centre of gravity back away from the steering wheels, impairing
steering of vehicle
• Overweight trucks can lead to the premature collapse of bridges.
• Due to overloading while may go off road i.e on shoulder which has soft surface
ultimately leads vehicle to topple down on the direction of shoulder
Despite all these dangers, an explicit or implicit conspiracy exists between trucking
companies, drivers, loaders, and the government to keep overloaded trucks on the road and will
continue to exist until all those responsible are made to pay for their actions.
8.2.4.1 Legislation regarding weight of vehicle
Motor Vehicle Laws dictate how much weight a commercial truck can carry, how heavy the
truck itself can be, the combined weight of a truck and its load, weight on each axle and weight
on the tires. The amount of weight is not the only factor. Distribution of the weight also affects
the handling of the truck and is governed by these laws.
Roads, bridges and overpasses often have a maximum weight limit for vehicles which travel
on them to prevent damage over time or immediate collapse.
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Weigh stations are set up along highways, at state lines and other intervals, and at
checkpoints where commercial vehicles are weighed and inspected. Weigh stations check for
overweight loads, illegal or falsely reported cargo, and compliance with Hours of Service laws.
Discovery of an overweight truck does not necessarily mean that it will be prevented from
returning to the road. In some cases drivers are merely issued a ticket and sent on their way.
Others may be detained until an overweight permit is issued.
a) Responsibility of overloading a vehicle As per Motor Vehicles Act Overloading is an offence under section 113/114/115.
In most cases truck drivers/ insurer are responsible for inspecting their loads to make sure
that they are evenly distributed, properly secured and not overweight. The exception to this rule is
when the load is sealed and the driver is not allowed to look at the load.
Although drivers/ insured are ultimately responsible, other parties may share this
responsibility. Responsible parties in truck accidents caused by overloaded and overweight trucks
can include:
• Truck drivers/ owners
• Trucking companies
• Truck loading companies
• Government entities (such as weigh station officials allowing an overweight truck to
continue travel)
b) Effects of Overloading
Due to overloading it is difficult to control the vehicle and effects of overloading can be
summarized as follows:
• Braking and steering operation becomes difficult
• Excessive wear and damage to roads, bridges, and pavements etc
• undue strain on tyres with the risk of tyre failure
• causes the vehicle to be wholly unstable, especially on corners or at roundabouts
• they are consequently unfair competition for other operators
• the vehicle may become uninsured as the act of overloading is illegal
• Penalty and inconvenience
Let us discuss the above points in brief:
1. Braking and steering operation becomes difficult Overloading of vehicle significantly impair the driver's ability to brake and steer correctly
i.e. when the vehicle is overloaded it takes longer distance to stop, for which brakes are required
to be applied for longer period which leads to heating and expansion of brake drum which in turn
may lead to brake failure on down hills.
Also overloaded vehicles requires more efforts to turn the vehicle, hence vehicle cannot take
sharp turns and may lead to vehicle moving off the road or toping of vehicle.
2. Excessive wear and damage to roads, bridges, and pavements etc
a) Effect of axle weight on road.
American Association of State Highway Officials
(AASHO)
conducted
comprehensive experiment (road test) in Illinois, USA between 1956 to 1960 .Vehicle of
different axle weight are allowed to run on different section of road .these vehicles are
loaded with multiple % of excess load and the number of trips to define level of
distress in road pavement is observed this experiment concludes following formula;
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This formula compares the damaging effect on the road structure of any
any axle load, P, with
that of a standard single-axle
single axle load of 8,2 tons (80 kN). An average value of n = 4,2 was
determined in this AASHO Road Test.
The application of the Equivalency Factor, F, makes it convenient to convert all axle
loads and vehicle configurations
configurations into an equivalent number of standard axles. This
relationship indicates, for example, that a single four-wheel
four wheel axle load which is only 25%
over the legal load limit of 9 tons, i.e. 11,25 tons, is equivalent to the loads of 3,8
standard axles and has 2,6 times the damaging effect on the road of a 9 ton legal axle. An
axle carrying twice the legal load (18 tons) has 18,4 times the damaging effect of a legal
axle load. In other words, the passage over the road structure of one such overloaded
axle is equivalent to the passage of approximately 18 legally loaded axles.
b) 11th Plan of Planning commission of India Planning commission in its 11th plan report
highlighted the following facts. India road pavements are designed as per IRC: 37-2001.
37
One of the
he key factors in this design is standard axle load repetition during the design life
of the pavement. Equivalency factor in terms of damages to the pavement varies
approximately with fourth power of standard axle load. For example if axle load is twice
that
hat of standard axle load, the equivalency factors is 16. As the overloading increases,
damages to road increase exponentially. The Vehicle Damage Factor (VDF) is a
multiplier to convert the number of commercial vehicles of different axle loads and axle
configuration
onfiguration to the number of standard axle repetitions. The equivalent axle load factor
(EALF) defines the damage per pass to a pavement relative to the damage caused by a
standard axle load (8.16 tonne). The Subgroup of planning commission of India has
recommended following indicative
Initial traffic volume in terms of number of commercial Values of VDF to be
vehicles per day on Rolling/Plain Terrain Hilly Terrain
used.
0-150
1.5- 0.5
150-1500
3.5 -1.5
More than 1500
4.5 -2.5
Even if the load
oad carried by the various commercial vehicles is within the
permissible limits, Overloading results in higher VDF and thicker pavement
Type of vehicle
VDF*
LCV
0.59
Trucks/buses
2.67
multi-axle
axle vehicle (with front single axle of 6 2.77
tonne and rear tandem
tand axle of 19 tonne)
* Working Group onn Road Transport for The Eleventh Five Year Plan
Even when, the pavement has been designed as per actual load survey, if overloading is
checked, the longevity of the pavement will increase and requirement for maintenance
m
will
reduce.
Overloading has detrimental effect on service life of the pavement and results in increased
maintenance It also results in higher road user cost, besides increase in pollution level. It is also a
potential hazard not only from safety
safety consideration but may lead to accidents. The amount of
damage caused due to overloading to the road infrastructure and the life expectancy of the road
far outweighs any short term again. Overloading of trucks to the extent of 200-300%
200
in goods
vehicles is often reported. Almost every stake holder in sector of road transport except consignors
is against such overloading and yet the practice is rampant. The general perception of the vehicle
operators is that they would not be inconvenienced in case the existing
existing limits of permissible axle
loads and GVWs (Gross Vehicle Weight) are not enhanced. Generally, the operators/contractors
Road Safety : 134
of transport vehicles mobilize the vehicles from third party, who are the owners of the vehicle.
Therefore, such Contractors per-se
per cannot be considered as a stakeholder, because eventually the
vehicle owner is held responsible in cases of overloading. The Truck Owners associations
generally feel that overloading increases their vehicle operating cost and reduces demand for
trucks. Some
ome of them also feel that it is they who have to bear the brunt and penal consequences
of plying of overloaded vehicle, which is although done at the behest of Consignors. Since road
design parameters and load bearing capacity limit the safe axle weight, there is a need to
encourage use of multi-axle
axle vehicles. The existing rules permit GVW up to 25 tons for a 3 axle
rigid vehicle and 49 tons for tractor – trailer combination of a 3 axle tractor and 3 axle trailers. It
is necessary to modernize the commercial
commercial vehicle fleet by switching over to progressive use of
multi-axle vehicles.
OVERLOADING of 1 vehicle by 100% will damage the road equivalent to the road used by
16 legally loaded vehicles
c) undue strain on tyres with the risk of tyre failure due to overloading
overloading tyre gets inflated and
area of contact with the road surface increases which leads to more friction and heat,
finally leads to bursting. After bursting of tyre if the speed is higher the driver will not be
able to control the vehicle and there are chances of accident involving multiple vehicles.
Which is risk to the life and third party damage.
d) causes the vehicle to be wholly unstable, especially on corners or at roundaboutsroundabouts
Overloaded vehicles lose their center of Gravity and topple down while
while negotiating sharp
turns / roundabouts. The following picture shows car getting crushed under ready mixer
at Nagarabhavi circle, Bangalore on 29/05/12 Source - http://www.team-bhp.com/
http://www.team
Road Safety : 135
e) they are consequently unfair competition for other operators as more load is carried with
smaller no of vehicles by overloading the other operators do not get orders and hence all
of them try to reduce the freight charges. This leads to getting more share to the
transporter carrying overloaded goods at the cost of long term higher maintenance and
tyre cost.
f) the vehicle may become uninsured as the act of overloading is illegal
Incase of accidents if overloading is proved insurance companies may deny the claims of
compensation even third party damages may be required to be borne by vehicle owner.
g) Penalty and inconvenienceIf the overloaded vehicle is caught by enforcement agencies the driver and owner are
required to pay fine or required to face prosecution in the court of law. Also the
overloaded goods are required to be shifted to other vehicle which may lead to detention
of vehicle till its unloaded to legal limits.
State governments are developing system to keep watch on overload caring vehicles by
establishment of weighing systems at border check posts and equipping enforcement
squads by portable weight bridges .
Low Speed Weigh In Motion systems are installed in a controlled environment such as a
vehicle weight enforcement and inspection stations where the vehicle speed is controlled to
approximately 5 kph. Accuracies to +/-1% are achievable providing the axle weigh bridge is
installed in a concrete weigh lane constructed to TDC specifications. Automatic vehicle
classification allows for immediate indication of vehicle overload dependent upon vehicle class
and legal local weight limits
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8.2.5 Over Dimensional Consignment (ODC)
Over Dimensional Consignment (ODC) means load that is
exceeding the standard or ordering legal size or weight limit for the specific type of road. Over
size goods include construction machinery, windmill propellers, industrial components, Military
machinery like tanks.
When such type of goods are required to be carried due to maneuverability or other option
then special permission is required to be obtained from Road/ Transport & Police authorities
which we have studied in last year. (BRT 202)
When such loads are carried following are the threats to safety on road
a) Limitation of width space on road - The size of road is designed & constructed to
carry specific width of load which requires clearing on both side of vehicle.
b) Length of vehicle – If the goods on the vehicle are of excees length or even if the
vehicle is of excees lenghts the visibility of rear, driver is affected & it becomes difficult
to overtake the vehicle.
c) The area required to turn the vehicle with goods is also huge. There is chance of hitting
the extended load to rear road over if he is in partially of goods. Even the load can hit
the boundry wall of briges/ ghat/ section or even change of hitting to sides of hill /
mountain which may lead to damages to wall / hillside or may lead to uncontrolled
movement of vehicle.
d) Exceess height vehicle – These vehicles many damage the tunnel restriction bar of
briges, road information panel & electrical wires & poles on road.
e) Stopping distance – ODC vehicel requires more distance to stop even after application
of brake so driver behind shall not tail gate such vehicle. Excees distance is required to
maintain to avoid collection.
f) Speed – ODC vehicle is normally travelling with slow speed so such vehicle is seen on
road the rear vehicle driver shall slow down his vehicle and wait for side.
g) Projected load on side - This is most dengerous situation as road is shared by different
types of vehicle having different speed & width. Side projection becomes threat for all
types of vehicle.
• Safely requirements – pilot car – A car which can guide the driver of ODC driver
shall always be provided to give warning to other road user in case of rear extention
of load additional car shall be kept for following the ODC vehicle & to give
warning to rear vehicles.
• Route Survey – When ODC goods are to be arrived on certain route the operator
shall make a Route Survey or Journey Risk Management (JRM) to take the note of
risk in road, such as high tension wire lying at lower level, strength of bridges,
width of roads in cities & narrow bridges etc.
• Warning devices
(i)
warning devices shall be carried & exibihited on vehicle & while in travel &
on road also when vehicle is stationary. These warning devices shall be
clearly visible to other people.
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(ii)
(iii)
(iv)
During day time – Display of ODC board if at least 450 mm x 450 mm
pointed in yellow & red colour shall be exhibited on vehicle.
During night time – Red warning light that is visible from at least 200 m
distance shall be kept at rear end of vehicle on both sides.
While vehicle is stationary – Almost some car is require when vehicle is
stationary & parking is important as these vehicle requires more space for
parking. Hence, these vehicle shall be parked with due case of speed warning
to vehicle approching from rear, flags, lights on vehicle as well as traffic
cone shall be kept on side of road at a distance from vehicle to give warning
to incoming traffic.
8.3 ‘Check Your Progress’ Questions
QA Select the proper choice
1. The balancing of the vehicle depends upon --------(a) Weight of the driver
(b) Weight of the vehicle
(c) Distribution of weight of the load
(d) None of the above
2. The cargo (goods) must be secured so that -------(a) The goods will not leak, fall or spill from vehicle
(b) Goods shall not enter in the driver cabin after braking
(c) Goods shall not be shifted to any direction which will casue vehicle to topple down
(d) All of the above
3. Componenet of the securing system of the goods vehicle are
(a) Engine, Chassis and brake
(b) Vehicle structure, Securing devices and blocks
(c) Engine accelerator and exhaust pipe
(d) None of the above
4. Which of the following are not Load securing devices
(a) Rolling Bar, Ladder and inclined plane
(b) Chain, Wire/ synthetic rope
(c) Steel strapping, blocking and shackles
(d) D ring, Friction Mat and webbing rachet
5. Who are not responsible for carrying safe transportation of Cargo
(a) Insurance company
(b) Manufacturer of goods
(c) Driver, supervisor and managemnt of transport company
(d) Receiver of goods
6. Working Load Limit for Blocks to prevent forward movement must be ----- % or more of the
weight of the goods to be blocked
(a) 10 (b) 25 (c) 50 (d) 75
7. For the safety of the Loading workplace / bay ------ shall be allowed
(a) No body
(b) Any body
(c) Only Authorized person
(d) Owner of the vehicle and owner of the goods
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8. If the vehicle is 100 % overloaded than its standard capacity then it will casue damage to the
road equivalent to the damage caused by ---------- vehicles
(a) 2 (b) 5 (c) 16 (d) 25
9. Due to overloading following can happen
(a) Damage to the road
(b) Excessive pollution
(c) Excessive tire wear
(d) All of the above
10. Care is required to be taken by ODC vehicle because
(a) It occupies the space of other vehicles
(b) It limits the visibility of incoming/ following vehicles
(c) It obstructs the traffic flow
(d) All of the above
11. ODC vehicle means
(a) Vehicle carrying excess weight and over sized goods
(b) Vehicle with excess own dimenstions
(c) Vehicle going outside the country
(d) None of the above
QB. State True or False
1. The WLL of all components used to block cargo from forward movement must be
50% (or more) of the weight of the article being blocked.
2. One tie down should be tied for every 4.03 m of cargo or part thereof
8.4 Summary
This unit provides information and guidance to transport operators, drivers, loading staff and
key stakeholders who are involved in loading of vehicle. The purpose is to raise awareness and
inculcate the basic safety principles that must be followed. Information provided in this unit also
includes good practices on safe loading on vehicles and the different securing and restraining
methods.
8.5 Glossary
Anchorage Point : Part of the structure, fitting or attachment on vehicle to which a tie
down is attached. It is designed to withhold the load restraints to the main chassis frame of the
vehicle
Attached : To prevent load from shifting by using lashing method
Blocked : To restrain load from shifting by using blocking method
Blocking : A structure, device or another substantial article placed against or around an
article of cargo to prevent its horizontal movement
Dunnage : The loose mask material or wooden block, used to hold up the load of the cargo
from the bottom of the vehicle during transportation
( f)EALF : The equivalent axle load factor (EALF) defines the damage per pass to a
pavement relative to the damage caused by a standard axle load
Friction Mat : A device placed between the deck of a vehicle and articles of cargo, or
between the articles of cargo to provide greater friction between surfaces
Headboard : A vertically constructed structure that is not part of the cabin structure. It is
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specially designed to withstand certain amount of horizontal force
Lashing : Material used for securing load to prevent it from moving or falling off the
vehicle
Load : The overall force to which a structure is subjected in supporting a weight or mass or
in resisting externally applied forces
Pallet : A portable platform used for storing or moving cargo or freight
Payload : It is the load difference between the maximum laden weight and the unladen
weight of the vehicle
Restraint devices : These includes ropes, steel wire ld only be used ropes, belts, chains and
specially designed webbing strapping which should only be used for applications approved by
their respective manufacturers
Tie-downs : To fasten the cargo with chains, ropes, belts or straps to a vehicle’s or trailer’s
anchorage points.
8.6 Answers to ‘Check Your Progress’
Q A - 1 (c), 2 (b) , 3 (b), 4 (a), 5 (c), 6 (c), 7 (c), 8 (c), 9 (d), 10 (d), 11 (a)
QB – 1 (True) 2 (True)
8.7 Questions for Practice
1. Which are various methods of load securement ?
2. Waat are different components of load securing systems of a vehicle ?
3. What is responsibility of driver, owner, supervisors & management in safe
transportation & cargo ?
4. What care should be taken while loading & unloading petroleum goods from tankers ?
5. Explain effects of overloading of vehicle ?
6. What is the risk to the road user due to ODC on road?
Match the following
Article Description
1.52 mtr (5 feet) or shorter
500 kgs or lighter
1.52 mtr (5 feet) or shorter
Over 500 kgs
More than 1.52 mtr (5 feet) but less than
3.02 m (10 feet)
Longer than 3.02 mtr (10 feet)
Minimum number of tie downs
2 + 1tie down for every
additional 3.02 mtr (10 feet)
2
1
2
8.8 Additional Readings
1. Code of practice for safe loading of vehicles, Singapore Standards
2. Driver’s handbook on cargo securement, Department of Transport, US
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Unit 9 : Accident and Trauma Care
9.0 Objectives
After going through this unit you will be able to know:
• The importance of Golden hour in case of road accidents victims
• Pre-hospital trauma care
• First Aid in case of Road Accidents
• Supreme Court verdict on helping the road accident victims
• Various Govt. & Non- Govt. Organisations working on improving trauma care &
emergency services to road accident victims
9.1 Introduction
“There is a golden hour between life and death. If you are critically injured you have less
than 60 minutes to survive. You might not die right then; it may be three days or two weeks laterbut by then something has happened in your body that is irreparable” quoted by Dr R Adama
Cowley who is credited with promoting this concept. The concept of the “Golden Hour” is
believed to be derived from French Military during WWI.
Every year nearly 1,50,000 people die in road accidents in India, the highest number in the
world. According to the National Crime Records Bureau (NCRB), as many as 1,39,091 persons
died in 4,40,042 road accidents in India in 2012. The death toll in 2012 is 2,257 more than in
2011- an increase of 1.6 per cent. The 201 report of the Law Commission had stated: Doctors
point out that at least 50 per cent of the fatalities can be averted if victims are admitted to a
hospital within the first hour.
According to the organisations working in the sphere of trauma care, “if the victim can be
stabilized and transported safely to a hospital in this timeframe, his or her chances of survival
increase significantly”. Unfortunately, however, such prompt care is not available in our country.
According to a study by the Indian Journal of Surgery in 2006, 80 per cent of the road accident
victims in India do not receive any emergency medical care within this golden hour.
9.2 Content Details
9.2.1 Golden Hour
In emergency medicine, the Golden Hour refers to a time period lasting for one hour after
traumatic injury being sustained by a casualty. The survival chances of individual are highest if
they receive care within a short period of time after severe injury. Instant and proper first aid
given to road accident victims during this hour increases the chances of survival manifold and
reduce the severity of injuries. Many fatalities and impact of injuries can be prevented with First
Aid if casualties are treated immediately.
World Health Organisation (WHO) report on ‘pre-hospital trauma care systems’ says, “Even
the most sophisticated and well-equipped pre-hospital trauma care system can do little if
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bystanders fail to recognise the seriousness of a situation, call for help, and provide basic care
until professional help arrives, bystanders must feel both empowered to act and confident that
they will not suffer adverse consequences, such as legal liability, as a result of aiding someone
who has been injured”.
First Aid is the initial care given to an injured person prior to the arrival of any medical
help. This aid can make the difference between life and death. As it is not always possible that
proper medical care reaches the victim within an hour (Golden hour) the passerby, bystanders,
onlookers can provide the first aid to victims. However, improper handling to victims sometimes
worsens the situation. Though providing proper first aid to an accident victim is not so
complicated but one should be aware of the procedures and precautions.
One of the misconceptions about road accidents death is that most of them happen due to
severe injury and loss of blood. But reality is that most common cause of death in road accidents
is due to loss of oxygen supply. Most of the times it happens because airway gets blocked due to
great impact and shock to body. Normally it takes less than four minutes for a blocked airway to
cause death.
Priorities of treating an accident victim:
(a) Asphyxia
(b) Cardiac Arrest
(c) Severe Haemorrhage (Bleeding)
(d) Other injuries
9.2.1.1 ABC of First Aid
The ABCs of first aid is the primary things that need to checked when you approach the
victim, Airway, Breathing and Circulation.
Airway: Make sure the airway is clear
Breathing: Check to see if the patient is breathing
Circulation: Check for pulse/ heartbeat
If the victim is unconscious, your first priority is to check that Airway is open, that they are
breathing, and have a pulse or other signs of circulation such as movement, groaning or coughing.
Check that the Airway is open, the victim is breathing and that there are signs of circulation
Check Airway:
1.
If the victim is face down, gently roll victim onto their back. Place one hand on the back of
victim’s neck and other on hip, and gently roll victim over onto back. If back or neck injury
is suspected, ask help of others to keep the victim’s neck, head and back aligned as you roll
over the victim.
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2.
Open the victim’s airway using head-tilt (even if you suspect back or neck injury), kneel by
victim’s side, place one of your hands on victim’s forehead, and gently tilt victim’s head
back. Place fingers of your other hand on bony part of victim’s chin and not on throat, now
gently lift the chin up straight without closing the mouth.
Check Breathing:
With the victim’s airway open, look, listen, and feel for breathing for 5-10 seconds by
placing your cheek near victim’s mouth and watching for chest rise and fall.
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Check Circulation:
Check for signs of circulation, such of movement, groaning or coughing. If the victim is not
breathing but has signs of circulation, go to rescue breathing. If the victim is not breathing and
has no signs of circulation, go to CPR
CPR (Cardio Pulmonary Resuscitation)
•
•
•
•
•
•
Pinch the victim’s nose closed with your fingers, and place your mouth over their
mouth
Give 2 full, slow breaths, each lasting for 1 – 1.5 seconds
After each breath, pull your mouth away and allow victim’s lungs to deflate
If no exchange of air, reposition victim’s head and retry
Look, listen and feel for breathing and circulation (for no more than 10 seconds)
If victim remains unconscious and:
o If there are signs of circulation but no breathing, continue giving 1 breath
every 5 seconds for adult
o If there is no breathing or signs of circulation, go to CPR
9.2.1.2 In case of Severe Bleeding
In case of traumatic injury the bleeding can be either internal or external. In both the cases
the victim will suffer a shock. The bleeding can be arrested from the victim’s body by simply
applying pressure to the wound. The pressure can be of two types viz, direct or indirect.
Internal Bleeding
Internal bleeding is caused when internal organs of the body are ruptured or punctured
causing loss of blood inside the body (internal haemorrhage).Surgical intervention will be
required to stop the internal bleeding.
External Bleeding
External bleeding is caused by a wound when any foreign body punctures the layers of skin.
Bleeding are of three types viz., capillary, venous and arterial bleeding. In case of road accidents
it is difficult to assess the type of bleeding, hence it is considered to be severe bleeding which will
require immediate intervention.
Applying Direct Pressure
Bleeding can be controlled by applying pressure on the wound with a piece of cloth or
handkerchief. Never apply direct pressure with bare hands. If there is any foreign body in the
wound, try to remove it but if it is embedded in the wound then do not try to remove it. The
Road Safety : 144
embedded foreign object actually helps in applying direct pressure on the wound.
Applying Indirect Pressure
Indirect pressure can be applied on the
the pressure points to decrease the flow of blood to the
wounded area, reducing the bleeding.
9.2.1.3 Taking care of broken bones
Broken bones (fracture) occur when there is a break in the continuity of the bone. Fractures
can be classified
ified based on the cause of fracture, i.e., Traumatic and Pathological fracture.
(a) Traumatic Fracture – This fracture occurs due to a sustained injury such as fall, road
accident or fight, etc.
(b) Pathological Fracture – Fracture occurring due to any underlying
nderlying pathological disease.
9.2.1.3.1
.1 Fractures can be broadly classified as under:
(i) Closed (simple) Fracture: In closed fractures the skin is intact
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(ii) Open (compound) Fracture : In this type of fracture the bone is exposed out of the skin
leading to contamination of wound and bone.
(iii) Compression Fracture: Usually this type of fracture occurs in the vertebral column in
the spine.
9.2.1.3.2 Immobilization of victim with suspected fracture
The aim of early fracture management is to avoid further damage to the body, control
bleeding and provide pain relief to the victim. Immobilization is a process of holding a joint or
bone in place with splint or cast or brace. This is done to prevent the injured area from further
damage while transportation or evacuation.
At the time of accidents it is evident that finding splints, cast or brace is difficult to find,
hence it is advised to improvise methods to prepare splint or brace at the spot. Immobilization can
be achieved in many ways but the key point is not the worsen the situation while immobilizing
and to make sure to immobilize the joints above and below the fracture. DO NOT try to
reposition any broken / fractured limbs, you could damage a nerve or rupture an artery.
9.2.1.3.3 Splinting the fractures
At the time of splinting the fracture, use sticks, hard cardboard material, wooden planks or
other found objects. Try to make padding between injured limb and the splint using a cloth
material, jacket, even shirt filled with grass or anything which can be reasonably secured and can
help in filling the gaps between the splint and the injured limb. Do the best you can to splint in
the position found, do not try to reposition the victim to apply splint.
Tie the splint above and below the site of fracture. DO NOT TIE DIRECTLY OVER THE
FRACTURE.
Road Safety : 146
Improvised technique to apply splint in case of lower limb fracture
Use of wooden plank to splint the fractured thigh or hip bone.
Using News paper to prepare a splint for fractured arm
Use of pillow to prepare a improvised splint for a fractured lower limb.
Road Safety : 147
Technique to tie a sling for a fractured forearm with a piece of cloth or towel.
Skull and Facial Fractures
Fractures to the skull and face are serious emergencies. Obviously because of the fact that
the brain is involved in case of skull fracture and the breathing ability is compromised in case of
facial fractures. If you find the evidence of skull or facial fractures you should presume the
possibility of cervical spine injury also. Decreased consciousness, deep lacerations or deformity
in skull, fluid from ears, unequal pupils of eyes are all symptoms of possible skull or facial injury.
If you find these signs then you should presume the possibility of cervical spine injury also.
Care for skull and facial fractures includes maintaining an open airway, immobilizing the
neck and spine. Do not apply pressure to any suspected fractured site. DO NOT give the victim
anything to drink.
9.2.1.4 Do’s and Don’ts
(i)
(ii)
(iii)
Do Immobilize and protect the fractured site
Do pad between the splint and the injured limb
Do icepack the wound, 10 minutes on and 10 minutes off – the idea is to chill it hard
and fast without freezing the skin
(iv) Do control bleeding from a fracture site. Also bandage the injury point to minimize
contamination
(v)
Do focus on ABC while approaching a victim of road accident
(vi) Do Not try to straighten the limb
(vii) Do Not ask the victim to move his limbs or extremities
(viii) Do Not ask the patient to put pressure / weight on the injury site, directly or
indirectly, unless you can’t transport the patient
(ix) DO Not try to remove any foreign objects from the injured site or fracture.
(x)
Do Not push inside any tissue/ muscle or bones protruding from the skin while
applying splint.
(xi) Do not apply the splint in case of facial or skull injury unless you know how to
9.2.2 Trauma Care – Taking care of blood loss
Trauma is nothing but any external impact to the human body or mind. Looking at the
extent of Trauma in our country it is observed that 35% of the patients coming to emergency
department of all the hospitals are Trauma patients and out of these 35% almost 32% are due to
Road traffic accidents.
Road Safety : 148
WHO has announced Trauma as a leading cause of death and disability in India where
almost 80 % of the affected population age group is between 16 yrs to 56yrs. This clearly shows
that the productive age group of the country who is mobile on the roads is exposed to this ghost
of Road traffic accidents. The families are either depends upon them or going to be depends on
them. It is said that accidents not only affect the individual but to the entire family.
Comprehensive Trauma system is the only proven solution to reduce the morbidity and
mortality due to Trauma. Trauma needs to be treated as a disease as we treat other diseases like
Polio, Tuberculosis etc. where we have a system ready to prevent the disease, early detection,
early treatment and rehabilitation.
9.2.2.1 Understanding the impact of trauma as a disease
We need to understand Trauma as a disease due to following reasons;
• Nuclear families: due to small family structures if any one member of the family met
with an accident, the entire family gets disturbed or affected if he or she is the earning
member of the family, similarly if the son or the daughter met with an accident there is
always a threat that family may be support less in the future
• Trauma is a great equalizer: Trauma is the only disease that treats everyone equally
irrespective of the financial status, age group, sex difference or nationality. Everyone
who is using the road is always exposed.
• Loss of life or disabilities.
• National loss: It is estimated that the cost of road traffic accident is 55000 corers that
was 4% of total GDP. This includes productivity, time, damage to property, money etc.
• Trauma does three important damages: physical, mental, economical.
• Most important is Trauma is most neglected in our country that needs urgent attention in
the form of a system.
9.2.2.2 Comprehensive Trauma Care System
Trauma care systems are the means of getting the right patient, to the right place, in the right
time, for the right treatment. The components of Trauma Care Systems are:
• Prevention
• Pre hospital care
• Trauma centres
• Rehabilitation
Prevention
Prevention of Road traffic accidents and trauma in general is the most important aspect of
CTS.
We have learned since school days that prevention is better than cure and stitch in time
saves nine.
Prevention is nothing but creating awareness about road safety to every citizen of the
country with the help of print media, visual media, appointing a brand ambassador, continuous
training and workshops, education from school days, enforcement of law, improved road designs
and signage and making engineering work by designing occupant safety vehicles.
Pre-hospital care
Aim is to provide efficient pre-hospital emergency medical care and to reduce premature
deaths and disabilities.
Pre- hospital care is nothing but the life saving care provided to the injured on the spot
without wasting time and transporting the victim under medical supervision by continuing life
saving treatment to the tertiary level trauma centres.
Road Safety : 149
How pre hospital care operates
Detection: (a) Alarm Call from Accident Site 108 which is the nationwide emergency
number accessible from all the landline and mobile phones presently available in more than 19
states. This facility is funded by ministry of health and family welfare’s national rural health
mission department. Every state government has allocated 2 types of ambulances namely
Advanced Life support (ALS)and Basic Life support (BLS) and the Number of ambulances are
directly proportionate to the population of respective state. 108 services attend all type of medical
and police emergencies.
When you call on 108, the operating executive takes all necessary information about the
type of emergency, number of persons involved, location, nearby landmark etc and provides the
information to nearest ALS/BLS ambulance.
Ambulance reaches to the location in minimum possible time and gets prepared during
reach time. The number of ambulances to be send to the site is depends upon the number of
persons involved in the respective emergency.
(b) On scene care: the doctor/paramedic/EMT stabilizes the victim on the spot by providing
Life saving measures and does the extrication in scientific manner. All across the world
advanced life support protocols are followed for onsite stabilization.ie A- Airway, B- Breathing,
C-Circulation, D- Deformity and E- Exposure.
Triage: triage is nothing but to rapidly recognize, prioritize, categorize and treat the patients
with life threatening injuries.
After complete stabilization the victim is then shifted into the ambulance and the site
information report is conveyed to the control station and to the tertiary centre where the victim
needs to be shifted for definitive care.
(c) Care in transit: during transportation the victim is completely under medical
supervision. The doctor/paramedic/EMT is continuously in touch with the physician available at
control room for necessary medical guidance and the information is passed on to the Tertiary
level Center so that the center gets geared up.
(d) Re triage: As soon as the victims reaches to the tertiary level center, re triage has been
done to decide shifting of the patients to various departments of the hospital depending upon the
Road Safety : 150
condition of the patients eg. Stable patients can be taken to diagnostics department directly,
patient needs advanced stabilization needs to be shifted to Emergency department or casualty.
This distribution of the patients allows doctors to give definitive care to all the patients.
9.2.3 Supreme Court Decision on Help Provided to Accident Victim
Research shows that a number of the accident victims can be saved if they receive
immediate medical attention. The Hon’ble Supreme Court in the case of Pt. Parmanand Katara vs.
Union of India has also stressed that the victims of road crashes need to be provided medical aid
in the first instance and thereafter, the procedural laws could operate in order to avoid negligent
death. There is no legal impediment for a medical professional when he is called upon or
requested to attend to an injured person needing his medical assistance immediately. The effort to
the save the person should be the top priority not only of the medical professional but even of the
police or any other citizen who happens to be connected with that matter or who happens to
notice such an incident or a situation.
There are no provisions sin the Indian Penal Code, Criminal Procedure Code, Motor
Vehicles Act, which prevents doctors from promptly attending to the serious injured persons and
accident cases before arrival of the police and their taking into cognizance of such cases,
preparation of FIR and other formalities by police.
Following the Supreme Court order in 1989, the Motor Vehicles Act was amended in 1994
to make it mandatory on both the driver/ owner of the vehicle to take the accident victim to the
nearest doctor, and the doctor to treat the victim without waiting for any formalities.
9.2.3.1 The duty of the driver of the vehicle involved in an accident
•
•
•
The driver or the owner of a vehicle involved in any accident that has caused injury or
damage to any person is required to secure medical aid for the injured person, by taking
him to the nearest doctor.
He shall report the matter to the nearest police station within 24 hrs
Also inform the insurance company about the occurrence of the accident, namely,
insurance policy number and period of its validity; date, time and place of accident;
particulars of the person injured and/ or killed in the accident and the name of the driver
and particulars of his driving license.
Is the duty of the driver mandate by any law?
Yes, Section 134 of Motor Vehicles Act (MVA), 1988 states that the driver and/ or owner
of the motor vehicle responsible for a road accident is required to take all reasonable steps to
secure medical attention for the injured person by conveying him to the nearest doctor or hospital,
unless it is not practicable to do so on account of mob fury or any other reason beyond his
control.
Is failure to comply with this action punishable?
Yes. Under Section 187 of MV Act 1988, whoever fails to comply with the provisions of
Road Safety : 151
the clauses of Section 134, shall be punishable with imprisonment for a term which may be
extended to 3 months, or with fine which may extend to Rs. 500, or with both. If it is the second
time for the person concerned, then the penalty is harsher. The imprisonment may be extended to
6 months, or with fine, which may be extended to Rs. 1000, or with both.
Can a doctor / hospital refuse medical care to emergency cases?
Every doctor whether a Government Hospital or otherwise has the professional obligation
to extend his services with due expertise for protecting life. No law or State action can intervene
to avoid/ delay the discharge of the paramount obligation cast upon members of the medical
profession.
Should the doctors/ hospitals wait for the police to arrive or any legal formalities before
attending to a road accident victim?
No. The treatment of the patient should not wait for the arrival of police or completion of
legal formalities. All hospitals and doctors are required to provide immediate medical aid to all
the cases, whether medico-legal or not.
9.2.4 National Rural Health Mission, Lokmanya foundation, GVK, 108,
Name foundation
9.2.4.1 National Rural Health Mission (NRHM)
National Rural Health Mission (NRHM) is an initiative undertaken by Government of India
to address the health needs of rural areas. Founded in April 2005, by then Prime Minister
Manmohan Singh, it was initially tasked with addressing the health needs of 18 states that had
been identified as having weak public health indicators. The thrust of the mission is on
establishing a fully functional, community owned, decentralized health delivery system with
inter-sectoral union at all levels, to ensure simultaneous action on a wide range of determinants of
health such as water, sanitation, education, nutrition, social and gender equality. Institutional
integration within the fragmented health sector was expected to provide a focus on outcomes,
measured against Indian Public Health Standards for all health facilities.
EMRI / NAS (National Ambulance Services)
•
•
•
•
•
One of the achievement of NHM is the patient transport ambulances operating
under Dial 108/102 ambulance services
28 States /UTs have the facility where people can dial 108 or 102 telephone number
for calling an ambulance
108 is predominately an emergency response system, primarily designed to attend to
patients is critical care, trauma and accident victims etc.
102 services essentially consist of basic patient transport aimed to cater the needs of
pregnant women and children through other categories
7329 ambulances (490 Advanced Life Support and 6749 Basic Life Support
ambulances) are being supported under 108 emergency transport systems including
new.
State wise nos. of ERS vehicles approved under NHM
Sl No
01
02
03
04
05
06
State/ UT
Bihar
Chattisgarh
Himachal Pradesh
Jammu & Kashmir
Jharkhand
Madhya Pradesh
102 type Ambulance
895
300
0
175
0
0
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108 Type Ambulance
50
240
171
0
274
604
Total
945
540
171
175
274
604
Sl No
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
State/ UT
Odisha
Rajasthan
Uttar Pradesh
Uttarakhand
Arunachal Pradesh
Assam
Manipur
Meghalaya
Mizoram
Nagaland
Sikkim
Tripura
Andhra Pradesh
Goa
Gujarat
Haryana
Karnataka
Kerala
Maharashtra
Punjab
Tamil Nadu
West Bengal
A & N Islands
Chandigarh
D & N Haveli
Daman & Diu
Delhi
Lakshadweep
Puducherry
Total
102 type Ambulance
0
400
1972
90
94
450
40
114
60
76
0
0
0
0
0
344
200
283
2368
0
0
0
11
0
0
10
120
0
10
8122
108 Type Ambulance
167
464
988
140
0
380
0
0
0
0
0
0
802
39
506
0
617
346
590
240
606
0
0
10
0
5
0
0
0
7239
Total
167
864
2960
230
94
830
40
114
60
76
0
0
802
39
506
344
817
629
2958
240
606
0
11
10
0
15
120
0
10
15361
9.2.4.2 Lokmanya Foundation
In the year 1974 Lokmanya hospitals was registered as a Public Charitable Trust with a bed
strength of 10 beds, founded by two eminent medical specialist Dr VG Vaidya and Dr. SMK
Hussainy and associate doctors, providing comprehensive community health care and diagnostic
services to the Industrial Workers & Residents of Pimpri-Chinchwad & Nigdi area under one roof
for over 31 yrs round the clock.
In the last 31 years of untiring and dedicated service to human kind Lokmanya Hospitals
have covered new ground and has an impressive track record of timely medical care, accurate
diagnostic services, progress and constant upgrading of facilities. Lokmanya foundation apart
from providing health care services is also engaged in various medico-social projects. With its
commitment to health for all, the organisation has undertaken various community out-reach
activities like AIDS Awareness, Early Cancer Detection and Prevention, Anti-Tobacco
Campaign, Road Safety and Accident Injury Prevention, Occupational Health, Yoga and Health
Education.
First time in India, a proper EMS has been developed in last 5 years under the able
leadership of Dr. NV Vaidya, MS (Ortho), DNB, ALTS (USA). They hjave managed more than
15,000 Trauma cases since then. It is a pioneering effort to establish an International Grade I
Trauma Centre at Nigdi and the work is now complete. It is the first such centre in India and a
model to be developed all over the country along the National Highways where accidents are
Road Safety : 153
causing terrible morbidity and mortality.
9.3 ‘Check Your Progress’ Questions
Q1 Select the correct choice
1. _________ is the crucial time period of one hour after traumatic injury sustained by casualty.
(a) Silver Hour (b) Diamond Hour (c) Golden Hour (d) Platinum Hour
2. Priorities to treat an accident victim are
(a) Other injuries, Bleeding, Cardiac Arrest, Asphyxia
(b) Bleeding, Cardiac Arrest, Asphyxia, Other Injuries
(c) Asphyxia, Bleeding, Cardiac Arrest, Other Injuries
(d) Asphyxia, Cardiac Arrest, Bleeding, Other Injuries
3. ABC of First Aid is _____________________________
(a) Accelerator, Brake Clutch
(b) Airway, Bleeding, Cardiac
(c) Airway, Breathing, Circulation
Q2 Write True of False
1. Fracture to skull and face are serious injuries
2. Foreign objects embedded in the wound should be removed immediately
3. It is the duty of the driver/ owner of the vehicle involved in any accident
secure medical aid to the victim
4. Doctor / Medical Practitioner can refuse to treat any accident victim or
treatment for any medico-legal formalities by police
to
delay in
9.4 Summary
After studying this unit we are able to understand the importance of Golden hour in case of
any occurrence of accident and how crucial is that time in saving the life of victim. We are also
able to learn the ABC of First Aid and the precautions to be taken while handling an accident
victim. How to prepare and use improvised splints in case of fracture. What precautions to be
taken in case of fractured limb. The Supreme Court’s decision on the help to be provided to an
accident victim. The importance of first aid to an accident victim while can make a big difference
to save life or limb. We also learned about the emergency ambulance services available across the
country and their numbers. We also saw the various organisations, corporate and their efforts in
the field of Emergency Medical Services.
9.5 Glossary
ABC : Airway, Breathing, Circulation
Golden Hour : Golden Hour refers to a time period lasting for one hour after traumatic
injury being sustained by a casualty
WHO : World Health Organisation
Asphyxia : It is a medical condition where the oxygen supply to the body is reduced to due
abnormal breathing or choking
Cardiac Arrest : The stoppage of functional circulation of blood due to not working of
heart
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Haemorrhage : Loss of blood from circulatory system (bleeding)
Airway : It is the path of the respiratory system. Viz, the nose, mouth, trachea to lungs
CPR : Cardio Pulmonary Resuscitation. It is an emergency procedure performed to restore
the circulation and breathing of a person in cardiac arrest.
Traumatic Fracture : This fracture occurs due to a sustained injury such as fall, road
accident or fight, etc.
Pathological Fracture : Fracture occurring due to any underlying pathological disease.
Closed (simple) Fracture : In closed fractures the skin is intact
Open (compound) Fracture : In this type of fracture the bone is exposed out of the skin
leading to contamination of wound and bone.
Compression Fracture : Usually this type of fracture occurs in the vertebral column in the
spine
NRHM : National Rural Health Mission
NAS : National Ambulance Services
EMS : Emergency Medical Services
9.6 Answer to ‘Check your Progress’
Q1.
1. Golden Hour
Q2.
2. Asphyxia, Cardiac Arrest, Bleeding, Other Injuries
3. Airway, Breathing, Circulation
1. True
2. False 3. True 4. False
9.7 Questions for Practice
1. Explain the role of a passerby or bystander in case of an accident
2. Explain the duties of driver/ owner of vehicle while involved in an accident
9.8 Additional Readings
1. Central Motor Vehicle Rules 1989
2. Chandigarh Traffic Police Website
3. SaveLife foundation
4. Lokmanya Foundation
5. GVK foundation
Road Safety : 155
Unit 10 : Institutes Working In Road Safety
10.0 Objectives
After going through this unit, we will be able to:
• Discuss about the road safety programmes initiated by institutes in some detail.
• Describe the need of initiatives by institutes working in road safety in India and
other countries.
• Discuss about the institutes working for road safety in India such as CRRI, IITs,
CIRT, IRTE, ITDR, etc. along with some cases.
• Highlight in brief about institutes working for road safety other countries of world
such as TRL, TSI, KOTI, etc.
10.1 Introduction
In this unit we will learn about the road safety programmes initiated by the institutes in India
and some other countries of the world for the betterment of human being and save them from loss
of life and also properties for the general welfare of the society in the interest of national
economy and ultimately benefit them from many fronts. We will be taught about the various
institutes like CRRI, IITs, CIRT, IRTE, ITDR, etc. in India working for the road safety as well as
various aspects of fleet road safety management with reference to the many components of the
road transport industry in India. The unit will also discuss the institutes working for road safety in
some of the other countries of the world such as TRL, TSI, KOTI, etc.
10.2 Content Details
10.2.1 Central Road Research Institute (CRRI), India:
CSIR-Central Road Research Institute (CRRI), a premier national laboratory established in
1952, a constituent of Council of Scientific and Industrial Research (CSIR) is engaged in carrying
out research and development projects on design, construction and maintenance of roads and
runways, traffic and transportation planning of mega and medium cities, management of roads in
different terrains, improvement of marginal materials, utilization of industrial waste in road
Road Safety : 156
construction, landslide control, ground improvements environmental pollution, road traffic safety
and analysis & design, wind, fatigue, corrosion studies, performance monitoring/evaluation,
service life assessment and rehabilitation of highway & railway bridges. The institute provides
technical and consultancy services to various user organizations in India and abroad. For capacity
building of human resources in the area of highway engineering to undertake and execute roads
and runway projects, Institute has the competence to organize National & International Training
Programmes continuing education courses since 1962 to disseminate the R&D finding to the
masses.
Further, the institute provides technical support to large number of users organizations in the
country. The main objective of CRRI road safety research has been to create road safety
awareness amongst the decision makers in India. CRRI has attempted to stimulate interest by
publicising the worsening road safety situation and the issues that are involved. Thus much of
their previous work has been in the analysis of accident data to evaluate and describe the road
safety crisis. CRRI has also done much research in areas of driving testing (visual & psychophysical assessment systems) and these projects have been jointly organised and partly funded by
the private sector.
The major R&D programmes of CRRI related to the entire spectrum of pavement design
and performance, road condition monitoring, pavement deterioration modelling, maintenance
planning and management, pavement management system, landslide management and hazard
mitigation, geotechnical investigations & ground improvement techniques, traffic engineering
and management and improved transportation planning technology for emerging urban needs.
Besides these, applied research in the area of planning and engineering aspects of rural roads,
material characterization, pavement evaluation, highway instrumentation, conditioning
monitoring and rehabilitation of bridges, design of high embankments & reinforced earth walls,
subways & underpass construction, transportation planning, traffic engineering, road safety and
environmental problems, form an integral part of the programme of the institute.
Training is an important activity of the institute. CRRI offers several refresher/ training and
development programmes designed to suit the requirement of different target groups. More than
25,000 in-service highway engineers have been trained so far at CRRI.
The institute maintains an active liaison with various highway research organizations both in
India and abroad for exchange of information and technical expertise. CRRI is also well
represented globally at TRB (USA), ARRB (Australia), TRL (UK), World Road Association
(PIARC) etc.
The future R&D programmes of CRRI will focus on safe, speedy and efficient road
transportation system with minimal total transportation cost per unit of total transportation
infrastructure. A multifaceted approach has thus been adopted with an emphasis on system
development, characterization and improvement of materials, pavement evaluation, maintenance
Road Safety : 157
monitoring, and upgradation of technology for ground improvement and slope stability
enhancement and intelligent transport system.
10.2.2 Indian Institute of Technology (IIT), India
Within IIT, the centre for biomedical engineering has focused on injury control and this has
included road safety with particular reference to vulnerable road users (VRU) which includes
pedestrians, bicyclists, and motorised two wheeler riders. It has been very successful and was so
recognised when, in 1991, it was selected as a WHO collaborating centre in the area of injury
control. Its research work in India has been funded from various Indian Government
Organisations as well as international donors such as the US Agency for International
Development (USAid), and the World Research Institute (WRI).
The Transportation Research and Injury Prevention Program (TRIPP) at the Indian Institute
of Technology (Delhi) is an interdisciplinary programme focusing on the reduction of adverse
health effects of road transport. TRIPP attempts to integrate all issues concerned with
transportation in order to promote safety, cleaner air, and energy conservation. Faculty members
are involved in planning safer urban and inter-city transportation systems, and developing designs
for vehicles, safety equipment and infrastructure for the future. Activities include applied research
projects, special courses and workshops, and supervision of student projects at post graduate and
undergraduate levels. Projects are done in collaboration with associated departments and centres
at IIT Delhi, government departments, industry and international agencies.
Volvo Education Research Foundation, Sweden, has recognized TRIPP as Centre for
Excellence in the field of Future Urban Transport, Research & Teaching
TRIPP received the Stockholm Partnerships Award for "Cross-community partnerships for
sustainability and social justice"
Facilities at IIT Delhi:
Dynamic Testing Facility – Impact testing of helmets and small structures, vibration
measurement.
• Traffic Laboratory – Automatic traffic counter cum classifier, Speed measurement
equipment, Breath Alcohol Analyser
• Computational Laboratory
o MADYMO – The Mathematical Dynamic Model user-friendly computer
package which is used to stimulate crash to a higher degree of accuracy and
to access injuries sustained by victims.
o PAM-Crash – is a user friendly computer package which interfaces a
variety of finite element code pre-processors and the PSI PAM –System
simulation
o IDEAS – Is an integrated package of engineering software tools. This
software is designed to facilitate a concurrent engineering approach to
mechanical engineering product design and analysis
o SIDRA – Signalised and Unsigned Intersection Design and Research Aid
(SIDRA) was developed by the Australian Road Research Board, as an aid
for design and evaluation of signalised intersections
Within IIT, the centre for biomedical engineering has focused on injury control and this has
included road safety with particular reference to vulnerable road users (VRU) which includes
pedestrians, bicyclists, and motorised two wheeler riders. It has been very successful and was so
recognised when, in 1991, it was selected as a WHO collaborating centre in the area of injury
control. Its research work in India has been funded from various Indian Government
Organisations as well as international donors such as the US Agency for International
Development (USAid), and the World Research Institute (WRI).
The Transportation Research and Injury Prevention Program (TRIPP) at the Indian Institute
of Technology (Delhi) is an interdisciplinary programme focusing on the reduction of adverse
•
Road Safety : 158
health effects of road transport. TRIPP attempts to integrate all issues concerned with
transportation in order to promote safety, cleaner air, and energy conservation.
conservation. Faculty members
are involved in planning safer urban and inter-city
inter city transportation systems, and developing designs
for vehicles, safety equipment and infrastructure for the future. Activities include applied research
projects, special courses and workshops,
workshops, and supervision of student projects at post graduate and
undergraduate levels. Projects are done in collaboration with associated departments and centres
at IIT Delhi, government departments, industry and international agencies.
Volvo Education Research Foundation, Sweden, has recognized TRIPP as Centre for
Excellence in the field of Future Urban Transport, Research & Teaching
TRIPP received the Stockholm Partnerships Award for "Cross-community
"Cross community partnerships for
sustainability and social justice"
Facilities at IIT Delhi:
•
•
•
Dynamic Testing Facility – Impact testing of helmets and small structures, vibration
measurement.
Traffic Laboratory – Automatic traffic counter cum classifier, Speed measurement
equipment, Breath Alcohol Analyser
Computational
utational Laboratory
o MADYMO – The Mathematical Dynamic Model user-friendly
friendly computer
package which is used to stimulate crash to a higher degree of accuracy and
to access injuries sustained by victims.
o PAM-Crash
Crash – is a user friendly computer package which interfaces a
variety of finite element code pre-processors
pre processors and the PSI PAM –System
simulation
o IDEAS – Is an integrated package of engineering software tools. This
software is designed to facilitate a concurrent engineering approach to
mechanical engineering
engineeri product design and analysis
o SIDRA – Signalised and Unsigned Intersection Design and Research Aid
(SIDRA) was developed by the Australian Road Research Board, as an aid
for design and evaluation of signalised intersections.
10.2.3 Transportt Research Laboratory
Lab
(TRL), UK
TRL history starts in 1933 when the Road Research Laboratory (RRL) was formally
established at Harmondsworth near London. Early research was mainly on road materials and
design, with some work on safety.
By 1939 the increase in road accidents
accidents was causing concern but moves to establish a road
safety research board were postponed due to the outbreak of World War 2. Subsequently, in 1945
Road Safety : 159
agreement was reached to add research into road traffic and safety to the work of RRL.
Not surprisingly, our work during 1939 - 1945 was directed to the war effort and included
input into the design of the Dambuster bomb. Post-war research steadily expanded to meet the
problems created by the rapid growth of road traffic and advances were made in pavement and
earthworks research.
Road and vehicle safety research was important too, with extensive studies of pedestrian
accidents, leading to the development of the Zebra pedestrian crossing in the late 1940s.
The Transport Research Laboratory is justifiably as the leading and the most active and
influential research institution on road safety problems in the developing world. Since the
research programme into the problem of road safety in the developing countries started in 1972 it
has carried out many research studies in Asia and Pacific Region. The fundamental aim of such
work has been to provide scientifically sound advice on ways of reducing road accidents. This
work of teh TRL has been supported over the years through Department for International
Development (DFID) as part of the British Aid Programme to the developing countries. The TRL
has focused on four main road safety themes over the years namely:
• The development of micro based accident data systems to permit better collection
storage and analyses of accident data(this is now in use in around15-20 countries
around the world)
• Low cost safety remedial measures
• Road user behaviour studies covering driver knowledge and behaviour and traffic
education of children.
• Training Road Safety Professionals via the development / distribution of guidelines
and training materials on road safety issues
The TRL of today is internationally recognized as a centre of excellence, providing
research, consultancy, advice and solutions across a broad range of current transport issues that
reflect the needs of our public and private sector clients. Commercially independent, with a vast
compendium of knowledge and experience embedded in our history, we continue to provide
leading edge expertise, supported by a range of first class test facilities.
10.2.4 Central Institute of Road Transport (CIRT), India
The Central Institute of Road Transport (CIRT) is a Government of India undertaking,
established in 1967, with an aim to improve the public transport system in India by developing
efficient management systems through research and by providing testing and consultancy
activities in the field of road transportation. The Institute is located on the Pune-Nasik Highway
in Pune in the state of Maharashtra, India. The Institute works under the Association of State
Road Transport Undertakings (ASTRU) which controls the State Road Transport Corporations.
The Institute makes services available to public and private sectors and undertakes projects
and provides testing facilities through its various laboratories. CIRT is an accredited National
Accreditation Board for Testing and Calibration Laboratories (NABL) laboratory and is a
Government of India approved centre for vehicle and spare parts certification. A Governing
Council consisting of government officials and State Transport representatives oversees the
institute's activities under the Vice President of ASRTU, who acts as the Ex-officio Chairman.
Central Institute of Road Transport is ISO 9001 and ISO 14001 Certified by TUV
Suddeutschland of Munich, Germany and holds memberships with the Association of Indian
Management Schools (AIMS) and the Association of Management Development Institutions in
South Asia (AMDISA).
The Institute is formed with a specified set of mandate:
• To introduce modern organizational management principles and practices in the
area of public transportation.
• To provide a platform for higher research on transport development.
• To provide consultancy services for the improvement of organizational and
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operational efficiency.
• To provide training to transport professionals across the country on public
transportation.
• To assist Government and its agencies for evolving policies and legislation in road
transport sector.
• To prepare and prescribe standards, specifications and norms of vehicles and spare
parts through quality evaluation and monitoring.
• To act as the central agency for dissemination of information and technology with
special emphasis on safety, environment and productivity.
• To undertake research on quality upgradation of transport systems.
CIRT has been accorded with modern facilities such as a library stocking over 10,000 titles,
100 professional journals and several educational films and videos, classrooms, gymnasium,
tennis and badminton courts, guest houses, hostels and residential accommodation. CIRT also
maintains a computer centre, catering to the communication and data storage requirements of the
Institute.
CIRT has developed a platform for higher research in the areas of traffic management,
planning of rapid transit systems for buses, bicycles etc, bus terminals, driver training institutes
and integrated border check posts, road safety audit and Innovative Driving Test System (IDTS)
using RFID technology. The Institute provides consultancy services for bus fleet procurement
under JNNURM scheme, preparation of feasibility studies for infrastructure development
projects, organizational restructuring of transport companies and advice on issues related to
Motor Vehicles Act and Central Motor Vehicles Rules.
10.2.5 International Road Federation (India Chapter)
The International Road Federation (IRF) is a nongovernmental, not-for-profit organisation
with the mission to encourage and promote development and maintenance of better, safer and
more sustainable roads and road networks. Working together with its members and associates, the
IRF promotes social and economic benefits that flow from well-planned and environmentally
sound road transport networks. It helps put in place technological solutions and management
practices that provide maximum economic and social returns from national road investments.
The IRF has a major role to play in all aspects of road policy and development worldwide.
For governments and financial institutions, the IRF provides a wide base of expertise for planning
road development strategy and policy.
For its members, the IRF is a business network, a link to external institutions and agencies,
such as the United Nations and the European Union, and a business card of introduction to
government officials and decision makers.
For the community of road professionals, the IRF is a source of support and information for
national road associations, advocacy groups, companies and institutions dedicated to the
development of road infrastructure. Through the International Road Educational Foundation the
IRF awards grants to graduate engineers and other transportation professionals from around the
world in support of full-time academic training. With this the IRF actively supports the future
generations who will build the road networks.
With a wide network across over eighty countries on six continents, the IRF believes that it
can make a difference by providing best practices and expert advice to today’s multi-faceted
world of transport.
According to the United Nations, nearly 1.3 million will die this year as a result of road
traffic collisions. This is more than 3,000 deaths each day. Beyond this number, between 20 and
50 million more people will sustain non-fatal injuries from a collision. Road-related death and
injury have been described by the World Health Organization has a "major public health and
development crisis".
In March 2010, the United Nations General Assembly proclaimed 2011 – 2020 the "Decade
of Action for Road Safety" with the goal of "stabilizing and then reducing the forecasted level of
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global road fatalities". As a key voice in the transport and road infrastructure sector, the
International Road federation is dedicated to providing key support on the international, regional,
and national levels to support the Decade of Action.
IRF's contributions under the Decade of Action include the following:
IRF Road Safety Group of Experts: a policy development and working group,
advocating for safe and forgiving road development, maintenance and operation by
raising awareness, providing policy guidance and the exchange of knowledge and best
practices.
• Networking & Information Sharing: through a robust annual set of conferences,
workshops, and meetings, IRF members come together to share best practices, exchange
ideas, and meet directly with policy-makers to promote evidence-based solutions to
major road safety problems around the world.
• Technical assistance: through its membership, the IRF provides expert technical
assistance and guidance to policy-makers, practicioners, and the broader road
infrastructure sector designed to address road fatalities and injuries and contribute to
road safety efforts.
• Advocacy: as a non-political, not-for-profit organization, the IRF utilizes its key
platform within the road infrastructure sector to advocate for the adoption and
implementation of evidence-based policies designed to reduce road-related death and
injury.
India has taken up the giant road development programme after 50 years, and country wide
enhanced mobility has given rise to a huge road safety problem with the dubious distinction of
highest road fatalities per year in the world.
In a short period since the inauguration of the India Chapter in 2009, the IRF India chapter
has spearheaded many activities:
• A joint initiative of IRF India with Ministry of Road Transport & Highways, Govt.of
India has been launched as National Campaign for "Reduction Of Road Fatalities" on 23
September 2009.
• 4th IRF Regional Conference, 23-24 October 2009 on Accident Prevention: Road
Safety Measures" with a galaxy of speakers from developing and developed world.
• Extensive inputs are being provided for amendment and modification of the Motor
Vehicle Act of India, which needed much more stringent requirements of all provisions
pertaining to licensing and control of road traffic in its totality.
• A recommendation has been sent for Govt. of India's consideration to provide
exemption of customs duty for import of all advanced road safety devices including
ITS.
• Another similar recommendation has been sent for Govt of India's consideration to
provide tax exemption to corporate agency or philanthropist under or overpass, cycle
path etc for enhancing safety.
• IRF is garnering support from both Government and corporate sources for a yearlong
extensive campaign in Television, Radio, Print Media, Social Network, etc.
• Recommendation has been sent for Govt of India to issue directive for showing a 3minutes Road Safety Film before showing any commercial film in cinema halls across
the country.
• Has recommended to Govt. of India to make Road Safety Audit mandatory for all road
projects in the country.
• Pursuing with Government and Corporate Bodies to develop driver training schools
with Simulators in every district of the country to ensure requisite skills in the driving
population.
•
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10.2.6 Institute of Road Transport Education (IRTE)
Since the creation of the Institute of Road Traffic Education (IRTE) in December 1991,
most of our research initiatives have delivered proven results, which can be adapted in developing
countries like India for improving the basis of traffic management systems.
As a member of the United Nations Road Safety Collaboration and the Commission for
Global Road Safety, we support the Decade of Action for Road Safety and implementation of a
five pillar Action Plan designed to
• Build management capacity
• Influence road design and network management
• Influence vehicle safety design
• Influence road user behaviour
• Improve post crash care.
With the vision of creating an Umbrella facility for research based training towards capacity
building in road safety management for India and other developing countries it is taking shape as
The College of Traffic Management.
The College is currently divided into 5 formal schools:
• The Centre for Analysis & Research in Road Safety
• School of Driver Training
• School of Traffic Enforcement
• School of Road Safety Education and Media Development
• School of Public Health
10.2.7 Institute of Driver Training and Research (ITDR)
Given the increase in manufacturing activities especially in relation to the making of
vehicles, the vehicle population in India has been steadily increasing with the pace picking up
significantly since the 1980s. Limited road space has further worsened the problem. India
contributes to eight percent fatalities with only one percent vehicle population. The age profile of
the accident victims in 2010 showed that the 25-65year age group accounted for 53.1 percent of
total road accidents followed by15-24 year age group with a share of about 32.4 percent.
Amongst the vehicle category – two-wheelers accounted for the highest share of accidents –
23.8percent followed by trucks, tempos, tractors and other articulated vehicles at423.3 percent,
cars; jeeps and taxis 21.8 percent; buses 9.5 percent; auto rickshaws 7.3 percent and other motor
vehicles 7.8 percent.
Further, over 1.2 million people die each year on the world’s roads, and between 20 and 50
million suffer non-fatal injuries. In most regions of the world this epidemic of road traffic injuries
is still increasing. In the past five years most countries have endorsed the recommendations of the
World report on road traffic injury prevention which give guidance on how countries can
implement a comprehensive approach to improving road safety and reducing the death toll on
their roads. To date, however, there has been no global assessment of road safety that indicates
the extent to which this approach is being implemented. This Global status report on road safety
is the first broad assessment of the status of road safety in 178 countries, using data drawn from a
standardized survey conducted in 2008. The results provide a benchmark that countries can use to
assess their road safety position relative to other countries, while internationally the data
presented can collectively be considered as a global “baseline” against which progress over time
can be measured. The Global status report presents a number of key findings: countries have
higher road traffic fatality rates (21.5 and 19.5 per 100 000 population, respectively) than highincome countries (10.3 per 100 000). Over 90% of the world’s fatalities on the roads occur in
low-income and middle-income countries, which have only 48% of the world’s registered
vehicles. Again, Low-income and middle –income countries have higher road traffic fatality rates
(21.5 and 19.5 per 100 000 population, respectively) than most high-income countries (10.3 per
100 000). Over 90% of the world’s fatalities on the roads occur in low-income and middleRoad Safety : 163
incomecountries, which have only 48% of the world’s registered vehicles. However, road safety
i.e. road safety programmes helps in reducing the number of road deaths and injuries. A lifelong
approach to road safety and responsibilities of the users changes lots of accidents and range of
situation. Road Traffic Collisions of late are killing more young people than the health concern
issues. Therefore, given this background and the seriousness of this challenging task along with
government some of the industries especially the manufacturers of vehicles also play an
important role by initiating some of the programmes relating to the driver training and research
with reference to the road safety in India. Given, below some of the programmes related to the
road safety in India initiated by following industries/ manufacturers in terms of training and
research not only to the drivers but also to the other stakeholders of the society:
Maruti Suzuki India:
The Institutes of Driving & Traffic Research are a joint venture between the Department of
Transport of State Governments and Maruti Suzuki India Ltd. The first IDTR was inaugurated by
the Honourable Chief Minister of Delhi, Smt. Sheila Dikshit in March 2000. IDTR has adopted
world class systems and quality standards. All the institutes are spread over an area of more than
10 acres and have scientifically engineered training & testing tracks of international standards.
Being the country’s No. 1 car manufacturer, Maruti has taken upon itself the responsibility
to manage IDTRs which are dedicated to making Indian roads safer.
The IDTR Model – The Focus is on
• World class training infrastructure
• Qualified trainers
• Well researched content
At present there are 6 IDTRs across India:
• Institute of Driving & Traffic Research at wazirabad Road,
• Institute of Driving & Traffic Research at Sarai Kale Khan, Delhi
• Institute of Driving & Traffic Research at Bahadurgarh, Haryana
• Institute Of Driving & Traffic Research at Rohtak, Haryana
• All Gujarat Institute Of Driving Technical Training & Research at Vadodara,
Gujarat
• Institute Of Driving & Traffic Research at Dehradun, Uttarakhand .
Through consistent efforts, planning and technological innovation, IDTR has built for itself
a reputation of being the finest road safety education and driving training facility in India.
Ashok Leyland:
Ashok Leyland has pioneered driver training in India recognising the vital role of the
commercial vehicle driver. In fact, there is empirical proof that proper training can result in 5% or
more fuel saving, translating into 3% reduction in total operating cost. We offer driver training to
fleet owners, their drivers, individual drivers cum owners who appreciate that professionally
trained drivers can make a significant difference to their businesses. Training is also imparted to
drivers in the unorganised sector
Presently, we have five well-established Driver Training Institutes (DTI) in India: at
Namakkal (right in the trucking heartland of Tamil Nadu), Burari (near Delhi), Chhindwara
(Madhya Pradesh), that was recently inaugurated by Shri Kamal Nath, Hon’ble Union Minister of
Urban Development & Parliamentary Affairs, Kaithal (Haryana) and Bhubaneswar (Orissa).
All At our DTIs are equipped with vehicles, road and terrain of every conceivable
configuration, modern infrastructure including a state-of-the-art driving simulator and a
scientifically designed curriculum. A comprehensive approach to training has been responsible
for the immense success of the Institutes which have thus far sent over 500,000 well-trained
drivers on the highways!
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Volvo India:
Volvo in India has a full fledged driving track in Bangalore, which is used for Driver
Training.
Also located in this facility, is a Driver's training school - one of its kind in India. Drivers
are trained in basic and advanced driving skills along with special training for economic and safe
driving practices.
Volvo in India works to motivate fleet operators to consider drivers as a key factors in
vehicle productivity and travel safety. Finally the drivers who are declared as 'fit' are certified as
what we call 'Coach Captians'.
The Focus helps their customers to continually develop the driver in the area of
• Skill
• Sense of responsibility
• Motivation
• Fuel Efficient Driving
• Traffic Safety
• To be a goodwill ambassador on road
NISSAN:
Nissan Motor India Private Ltd. (NMIPL) is a 100% subsidiary of Nissan Motor Co. Ltd.
Japan. The company was incorporated in 2005 and offers innovative and exciting products across
hatchback, sports, SUV and sedan segments in India. Nissan together with its global Alliance
partner Renault set up a manufacturing plant and a Research & Development Centre near
Chennai. Nissan has appointed Hover Automotive India Pvt. Ltd. as a sole distributor for India to
handle sales and marketing, dealer development, customer relationship management and after
sales.
Nissan's footprint in India has been growing steadily since its inception in 2005. Marked by
an impressive rise in sales, award-winning quality from locally-built products, an expanding
range of innovative cars and a rapidly evolving dealer network the growth underlines the strategic
importance of India to Nissan.
Together with its global Alliance partner – Renault, Nissan has made a long-term and largescale 45 Mn INR investment commitment in a manufacturing plant at Oragadam, Chennai. The
Alliance has also invested in a state-of –the-art global R&D center with more than 2000 engineers
to support product innovation and customization.
In line with its global philosophy of corporate sustainability, Nissan India is demonstrating
its corporate commitment through various sustainable programs including safety campaigns and
rehabilitation projects. Nissan has constructed residential homes for relocated families from the
construction site, local Police Station and a fire service station in the Oragadam village. Nissan
has also partnered with ‘Habitat for Humanity’ for providing shelter to various families by
constructing homes for the socially and economically less fortunate section of the society.
Further, Nissan announced the launch of the Nissan Safety Driving Forum in India last
year to raise awareness of road safety and highlight the benefits of safety technologies in cars.
The program launched in three main cities - New Delhi, Mumbai and Chennai - with the first
event was held in the parking area of The Great India Place mall in Noida on February 2nd and
3rd, 2013. The two-day activity enabled participants to learn about safety through panel displays
and simulator devices. At the safety forum, participants were taught the importance of seatbelts
and how airbags function. Participants were also able to test drive Nissan vehicles and learnt
about onboard safety technologies, including the Anti-Lock Brake System (ABS). further,
according to Nissan India, the growing number of cars on Indian roads has also resulted in
increased number of accidents. Nissan as an automobile manufacturer understands its social
responsibility and strongly believes that "Safety begins with ME." The Nissan Safety Driving
Forum has been formed to educate drivers, co-passengers as well as other road users on safety
practices with a focus on reducing road accidents. Hence, Nissan seeks to support reducing
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fatalities and injuries caused by traffic accidents, and Nissan Safety Driving Forum represents the
company’s commitment to also contribute to the new, growing mobility society.
TOYOTA:
In order for automobiles to develop as a means of transportation that continue to provide the
convenience of mobility in the future, it is important to minimize the negative effects of
environmental impact, traffic accidents and traffic congestion. With the aim of achieving an
affluent mobile society, Toyota has for some time positioned the response to this social task as an
extremely important issue and has been actively involved in addressing it.
In terms of safety, Toyota is aiming for the complete elimination of traffic deaths and
injuries and is advancing initiatives for traffic safety by viewing people, vehicles and the traffic
environment as an integrated whole. In addition to making safe vehicles, they are taking a
comprehensive approach with initiatives such as educating people, including drivers and
pedestrians and making proposals toward the creation of a safe traffic environment
Toyota has conducted traffic safety education activities since the 1960s. These education
activities are carried out continuously and are aimed at a wide cross section of society, from safe
driving courses for current drivers to traffic safety education activities for children. One of these
activities involves the distribution of a traffic safety picture book to all nursery school and
kindergarten-aged children in Japan. These picture books were first distributed in 1969 and since
then a total of over 100 million copies have been distributed. In addition, Toyota carries out
traffic safety education activities around the world through its overseas affiliates and even
approaches foreign governments with policy suggestions and other ideas to improve traffic safety.
Toyota wants its traffic safety education to be firmly rooted in the local community and to
communicate its message to people effectively. Traffic safety events are held across Japan at
major commercial establishments and other venues with the cooperation of local governments,
police forces, the Aeon Group of companies, and local Toyota dealerships.
At these traffic safety events instructors ride along with participants in the vehicle and the
large crowds of customers who have come for shopping and leisure can readily partake in a
variety of different hands-on traffic safety activities. These activities include learning about the
importance of driving posture, experiencing the effectiveness of seat belts, learning how to
properly install a child seat, confirming the field of vision in their vehicle, and even a simulated
drunken driving experience as part of a campaign to prevent drunken driving.
Conducting Road Safety Education for Children in Five Major Cities in India
In response to a rapid increase in traffic accidents in urban areas of India, Toyota Kirloskar
Motor (TKM) has initiated the Toyota Safety Education Program (TSEP) to educate children on
basic road safety procedures and create a sense of road safety amongst children aged between 6
and 12. The program was launched in Bangalore in 2007, and has since been extended to
nationwide. 670,000 school children had participated in the program as of December 2012. At
schools, different sessions are held on road safety and road signs during social studies or moral
science classes. To enhance interest, interactive puzzles, card games, board games and computer
games are used to make learning more fun. TKM has also implemented teacher-training programs
to further expand road safety education in a sustainable manner.
10.2.8 Bangladesh University of Engineering and Technology (BUET),
Bangladesh:
The Accident Research Institute (ARI), formerly known as Accident Research Centre
(ARC), is a Center of Excellence for the advancement of safety research in Bangladesh. After
nearly six years of launching in January 2002, the Accident Research Institute (ARI) has started
formally as an institute with its organogram and rules-regulations approved by the Syndicate of
BUET in its 418th meeting held on 12 January 2008 following the recommendation of the
Finance Committee on 08/01/2008.
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The main objectives of the Institute are to carry out scientific research and investigation to
ascertain the causes of accidents on roads, railways and waterways in Bangladesh. The institute
has also given the mandated function to create awareness for safety issues at different stages of
community across the country and share acquired knowledge with the professionals at different
levels to ensure safer transportation system. In order to achieve the above, there are two divisions
in the institute: (i) Research and Investigation, and (ii) Education and Training.
In a meeting regarding the Hon’ble Prime Minister's 100 days programs a decision was
made to establish an Accident Research Centre at BUET. The Proposed Accident research started
its activities from January 2002. At its inception activities were managed at the Traffic
Engineering and Safety Research Centre of transportation and Traffic Engineering Division of the
Civil Engineering Department, BUET. Later on the centre sifted to its own full-fledged 4-storied
building sides the Department of Urban and Regional Planning (URP), BUET.
Education and Training
Accident Research Institute has organized a series of events to provide a platform to share
and transfer knowledge and experiences in road safety developments and good practices. Among
them training for professionals, road safety practitioners, students, cadets and scouts; training for
heavy vehicle drivers in different district level; organization of international conference on road
safety, national and regional workshops, seminars, policy discussion meetings and rallies and
established a co-operative linkage network with various departments, institutions and
organizations of Bangladesh in promoting road safety which has created a significant impact on
policy makers, professionals and academicians both in local and international level.
10.2.9 Traffic Science Institute (TSI) (Korean Road Traffic Association),
Korea
The Traffic Sciences Institute (TSI) is a recently established research institute which
operates within the Korea Road Traffic Safety Association. In concentrates on road safety
research and is potentially the main road safety research organisation in Korea undertaking
research projects in all sectors of road safety. Funding for TSI is provided via the Road Traffic
Safety Association. With its numerous highly qualified research staff it is expected to become the
premier Road Safety Research Institute in Korea.
10.2.10 The Korean Transport Institute (KOTI), Korea
The Korean Transport Institute (KOTI) formerly operated under the Ministry of Transport
and now operates under the newly amalgamated Ministry of Transport and Construction. It
undertakes research projects on behalf of the MoT but most of these tend to be consultancy type
projects such as feasibility studies and practical implementation projects. It seeks to provide
policy guidance to MoT on road safety issues.
10.2.11 Belgium
The Belgian Road Safety Institute (IBSR/BIVV) is an official non-profit-making association
founded in 1986. The Belgian Minister of Mobility and Transports is President of the Institute. Its
Board of Directors includes delegates of public authorities and representatives of the private
sector, of pedestrians and of cyclists associations. The Institute's general aim is to improve road
safety and quality of life by means of information, and by research, and advice to the authorities
The mission of the National Technical University of Athens (NTUA) Road Safety
Observatory (www.nrso.ntua.gr) is to support the Greek and the International Road Safety
Community with current key road safety knowledge and data, which are gathered, analysed and
organised within the research activities of the Department of Transportation Planning and
Engineering of the School of Civil Engineering of the National Technical University of Athens,
as well as within co-operations with various national and international road safety organisations.
The ultimate objective of the NTUA Road Safety Observatory is to contribute to the
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reduction of the number of road accidents and of the related casualties in Greece, in Europe and
worldwide through the scientific support of evidence based decision making for the necessary
road safety policies, programmes and measures.
10.2.12 Nigeria
In February 1988, the Federal Government created the Federal Road Safety Commission
through Decree No. 45 of the 1988 as amended by Decree 35 of 1992 referred to in the statute
books as the FRSC Act cap 141 Laws of the Federation of Nigeria (LFN). Passed by the National
Assembly as Federal Road Safety Commission (establishment) Act 2007. The functions of the
Commission generally relates to:
• Making the highway safe for motorists and other road users.
• Recommending works and devices designed to eliminate or minimize accidents on the
highways and advising the Federal and State Governments including the Federal Capital
Territory Administration and relevant governmental agencies on the localities where
such works and devices are required, and
• Educating motorists and members of the public on the importance of discipline on the
highway.
• In particular the Commission is charged with the responsibilities for:
• Preventing or minimizing accidents on the highway;
• Clearing obstructions on any part of the highways;
• Educating drivers, motorists and other members of the public generally on the proper
use of the highways;
• Designing and producing the driver’s license to be used by various categories of vehicle
operators;
• Determining, from time to time, the requirements to be satisfied by an applicant for a
driver’s licence;
• Designing and producing vehicle number plates
• The standardization of highway traffic codes;
• Giving prompt attention and care to victims of accidents
• Conducting researches into causes of motor accidents and methods of preventing them
and putting into use the result of such researches;
• Determining and enforcing speed limits for all categories of roads and vehicles and
controlling the use of speed limiting devices;
• Cooperating with bodies or agencies or groups in road safety activities or in prevention
of accidents on the highways;
• Making regulations in pursuance of any of the functions assigned to the Corps by or
under this Act.
• Regulating the use of sirens, flashers and beacon lights on vehicles other than
ambulances and vehicles belonging to the Armed Forces, Nigeria Police, Fire Service
and other Para-military agencies;
• Providing roadside and mobile clinics for the treatment of accident victims free of
charge;
• Regulating the use of mobile phones by motorists;
• Regulating the use of seat belts and other safety devices;
• Regulating the use of motorcycles on the highway;
• Maintaining the validity period for drivers’ licences which shall be three years subject
to renewal at the expiration of the validity period; and
In exercise of the functions, members of the Commission shall have power to arrest and
prosecute persons reasonably suspected of having committed any traffic offence.
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10.3 ‘Check Your Progress’ Question
State whether true or false:
1.
2.
3.
4.
Training is not required for driving in today’s context.
A good and efficient training for drivers is must for overall road safety.
India has enough driver training institutes and therefore does not need any more.
With a proper mechanism related to driver training and research in terms of road
safety we can reduce economic loss of our nation.
10.4 Summary
This unit explains about the road safety programmes initiated by the institutes in India and
some other countries of the world for the betterment of human being and save them from loss of
life and also properties for the general welfare of the society in the interest of national economy
and ultimately benefit them from many fronts. It tells us about the various institutes like CRRI,
IITs, CIRT, IRTE, ITDR, etc. in India working for the road safety as well as various aspects of
fleet road safety management with reference to the many components of the road transport
industry in India. This unit also explains the road safety scenario that prevails in India and also
discuss the institutes working for road safety in some of the other countries of the world such as
TRL, TSI, KOTI, etc. towards road traffic safety and programmes initiated by them for the road
safety and social welfare.
10.5 Glossary
DFID : Department of International Development
TRL : Transport Research Laboratory
CRRI : Central Road Research Institute
IIT : Indian Institute of Technology
CIRT : Central Institute of Road Transport
TSI : Traffic Sciences Institute
KOTI : Korean Transport Institute
BUET : Bangladesh University of Engineering and Technology
WHO : World Health Organisation
MoT : Ministry of Transport
NRSC : National Road Safety Council
FRSC: Federal Road Safety Commission
10.6 Answers to ‘Check Your Progress’
1.
2.
3.
4.
False
True
False
True
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10.7 Question for Practice
1. Why rod safety is important for any economy? Explain in detail about the
importance of institutes for the working in the field of road safety.
2. Discuss about the institutes working in road safety in India in brief.
3. How different initiatives taken under driver training programme by various
institutes in India helps Indian drivers? Give comments.
4. Discuss in brief about institutes working in road safety in some of the other
countries of world with suitable examples.
10.8 Additional Readings
1.
GOI (2014): India Transport Report: Moving India to 2032, NTDPC, Planning Commission,
GOI, New Delhi.
2. GOI (2007): Report of the Committee on Road Safety and Traffic Management, Planning
Commission, Government of India, New Delhi.
3. OECD (2013): Road Safety Annual Report 2013, International Traffic Safety Data and
Analysis Group, International Transport Forum, OECD.
4. WHO (2009): Global Status Report on Road Safety-Time for Action, World Health
organization, Switzerland.
5. Website: en.wikipedia.org
6. www.crridom.gov.in
7. www.cirtindia.com
8. www.trl.co.uk
9.
www.english.koti.re.kr
10. www.buet.ac.bd
11. www.nsro.ntua.gr
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Unit 11: Human Factors leading to Road Safety
11.0 Objectives
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
To enable students, motor vehicle drivers including all road users to co-operate other
drivers and all road users
To know time is valuable but life is precious.
To know the cost of human person is Rs. 225 Crores (Really we cant assess human
value)
To know road conditions and anticipate what can happen within few seconds in busy
streets & on roads, junction, at bus stops near school & during night driving.
To mind well determine while driving any motor vehicle the principle of 'safety driving'
expect what is unexpected for your safety and others.
To know human tendency : saving time and money, easy work to save labour or
physical work and man power, to save fuel taking risk among traffic flows.
To know different people having different mental condition, behavior angry people
rash driving strong & weak people, co-operative nature, non co-operative people, poor
driving capacity, defensive driving lazy drivers, the rich & the poor drivers & there
natural behavior.
To know modern, computerized latest technology in motor vehicle production .
To know modern technology increases speed of the vehicle and also increases risk
taking capacity
To know speed thrills but it kills. The more speed increased the more risk increases.
To know every driver the mental condition of other drivers.
To know that all drivers are not expert drivers, ideal drivers, old and young drivers well
experienced and in-experienced, angry and humble drivers, polite and rude drivers,
timed and bold drivers, men and women drivers, teen agers drivers, drivers having over
confidence at the contrary. Each driver must think that the other driver on the road may
be new drivers, there rash driving, their negligence towards you or other vehicle.
To know different vehicles and danger : hazards goods, oil, petrol, diesel, gas, acid,
carrying heavy vehicles, over loaded vehicles passengers & goods.
To know all above condition of human being & drive defensive driving method in order
to avoid accidents, fatality, economical loss, physical injury and also national loss
especially the youth.
To know each and every driver before riding on motor cycle or seating on driver seat
must think about the different good and bad tendency of other drivers.
11.1 Introduction
A calf has 100% the right to take cow’s milk but the owner of the cow takes 80% milk by
milking & sell it and get money. In fact its 100% wrong and against natural right.
In the same way human being has 100% right to walk on the roads and in the street so,
paths, a ancient time but all over the words as the number of motor has increased new roads are
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built and widened 15 to 100 meters in width and very few footpaths are built in some big cities
only and footpaths are not adequate, good useful 100%.
A motor driver must consider the other road users, pedestrians ,human power vehicles,
bullock cart, cycle riders students senior citizens other motor drivers, handicapped vehicle
drivers.
A sound mind in a sound body. A driver must eat ideal food veg. and all kinds of fruits
available through out the year in order to strengthen his body. He must take some exercise
regularly for fitness. He must keep his personal hygiene clean and healthy also his uniform - dress
his appearance should be good looking and happy to others. His language and body language
must be polite and humble appreciating to others.
If his health is good then he can think better and positive co-operate other drivers. Then his
driving will be good and defensive. He must be co -operative considerable, sympathetic, positive
in all bad and good dangerous condition or situation.
He must anticipate and expect bad habits of other drivers and all road users. Children, senior
citizens can’t anticipate on road and they are not sure about crossing the road. The more costly
vehicle, the more latest modern technology in manufacturing, design in car and trucks, the more
risk stands before you definitely.
In one sentence we can say, we must think positively
What is Road Safety ?
Right and communication among all road users is called road safety. Communication with
body language, hand signal of pedestrians while crossing the road. Hand signals of traffic policy
controlling the traffic. Electronic signals Red, Ambar, Green road traffic signs, road marking,
brake lights, blinkers and indicators of the car, hand signals of the driver, the signals of
headlights. All drivers pedestrians and all road users must communicate among them and also
communicate with the order, instructions, information of road signs and road marking. He must
give response to non living things also.
11.2 Content Details
11.2.1 Road Condition
The motor driver must know road condition and drive accordingly. He must know human
being and his natural tendency, behavior on the road. He must know about children, handicapped
people, senior citizens, and there ability. Physical and mental fitness leads to any good
performance including driving.
11.2.2 Good Health
Good health leads to good mental health and automatically the person thinks positively and
action or work output is also positive, good and ideal. Irregular lunch and dinner, over food dose,
lack of proper rest and lack of night proper sleep creates health problems. And one can’t do any
work including driving properly and safe. And any mistake can be corrected but the mistake
while driving leads to accidents and it can’t be corrected again because first mistake could be
your last mistake while driving. Steering is not meant for daring.
Bad habits of the drivers and they must give up them
50%
Accidents take place due to non use of seatbelt.
75%
Fatal accidents can be avoided by using seatbelt.
42%
Drivers drive over speeding.
31%
Drivers drive dangerously.
37%
Drivers stop the vehicle using urgent brake.
39%
Drivers change gear suddenly without using clutch.
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30%
27%
12%
12%
Drivers don’t use proper gear for proper speed.
Drivers use clutch as a foot rest.
Drivers use clutch before using brakes.
Drivers use engine on at signal for one or two minutes and while stopping and
talking with friends along the road
11.2.3 Life Style for Good Physical and Mental Condition
Change your life style for the sake of your safety and others some youth write on the back
side of motor cycle ‘Tumchysati Kaypan’, ‘I follow my rule and I won’t change them’ this slogan
is an invitation to accident. All drivers should get up early, start your journey early, drive slowly
and reach safely at your destiny, among your family members . Follow Government Motor
vehicle rules. It is better Mr. late than late Mr. ........ ‘Agar bachenge to khabar padhenge, agar
nahi bache to khabar banenge.
11.2.4 Safety improvement in vehicle design increases risk taking
capacity among the road users.
Increase in safety in improvements with modern technology increases risk. As speed
increases risk also increases for last 40 years night driving an ST bus, Volve bus, Ratrani bus
have increased the number of accident and also severity. Within 24 hours traffic during night is
only 25% but number of accidents during night is 45% Strictly avoid night driving and journey .
For Volve bus and Ratrani bus driver well experienced 25 years driving experience and his age is
65 years but he is dangerous because his eye sight is weak so for Ratrani bus up to 50 or 55 years
driver is good and not above that. Now Activa and other motor cycle have special braking system
for front wheel and it is risky.
As per motor vehicle act maximum speed limit is as under
Private car
no speed limit.
All transport vehicles
65 kmph.
Motor cycle
50 kmph.
Animals carrying vehicle
24 kmph.
Heavy vehicles over sized
40 kmph. 20 kmph.
Toing vehicle20 kmph.
If the procession is going along the road all vehicles 25 kmph .
Fire Bridged vehicle
50 kmph.
School bus
40 kmph in metro city.
School bus
50 kmph in other city.
30 all vehicles must not over speed about 30.
As per new act 2014
80 kmph for certain heavy vehicle.
Tractor
10 kmph.
Though speed limit is given as above but new drivers, if the tires are not good, if it is raining
if you are driving during night if the road condition is bad you should follow less speed than
permitted above.
11.3 ‘Check Your Progress’ Questions
Answer the questions by (
) tic marking to the given correct answer from given
multiple alternative Answers 4 MARKS each (100)
Qu 1.
Your main aim while driving any vehicle is
a) To reach as early as possible
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b) To reach destiny safe, speedily and early
c) To reach safe and early
Qu.2. Children can guess/ can’t guess the speed of the vehicle
Qu.3. While driving the driver acts as bellow.
Sees thinks and acts /thinks sees and acts/acts thinks and sees
Qu.4. Our mental health depends upon good food/good food and exercise/ body hygiene
Qu5. While driving along narrow lane if you see a ball coming before your vehicle
a) You should with the speed your driving
b) You should stop
c) You should reduce speed and go cautious.
Qu.6. Unless your physical health is good
a) You can’t drive safely
b) You can drive safely
c) You can’t drive at all
Qu.7. There is huge struggle, fighting and quarrel you are involved in
a) After that immediately you start driving.
b) After 10 minutes you start driving.
c) After 20 minutes you start driving.
Qu.8. Which driving is best and safe
a) Night driving on highway
b) Hilly driving during night
c) Day driving on Highway
Qu.9. During your night long driving, for your good health
a. You can take heavy dinner
b. You must take light dinner
c. You must take tea or coffee only
Qu.10. You are sitting near driver, which other vehicle is more risky?
a. Transport Car
b. Private Car
Qu.11. If a man walks on Zebra Crossing, he has started two or three steps at this place.
a. You can go fast before the man
b. You must slow down and go.
c. You must slow down and stop till the man crosses the road
Qu. 12. If there are no footpaths along the road, pedestrians must walk
a. Along the right side of the road.
b. Along the left side of the road.
c. Along any side of the road.
Qu.13. As per Motor Vehicle Act, max. speed limit for transport vehicle is
a. 50 kmph
b. 80 kmph
c. 65 kmph
Qu.14. You are driving along school building, having zebra crossing at the gate.
a. You must not horn there.
b. You must not horn except danger.
c. You can horn there.
Qu.15. As per Motor Vehicle Act, private car has max. speed limits
a. 80 kmph
b. 100 kmph
c. no speed limit.
Qu.16 - While driving any motor vehicle
a. You must think your safety
b. You must think others safety
c. You must think your and other safety.
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Qu.17 - Which fruit/fruits are very ideal and best for our health
a. Water mealon b.
Mango c. Apple
Qu.18 - Junk food and bakery food products are ___ for our good health.
a. Best
b. Good
c. Better
d. None of above
Qu.19 - You can’t drive safely even if,
a. Your mental and physical condition is not good
b. Your mental condition is not good
c. Your physical condition is not good.
Qu.20 - You can save fuel by driving car
a. In neutral gear at decent
b. By switching off motor engine at decent.
c. By driving in low gear at decent.
Qu.21 - What is the braking distance if your vehicle is at 60 km. speed and road which is good in
all respect.
a. 23 Meters (75 Feet)
b. 53 Meter (175 Feet)
d. 36 Meter (118 Feet)
Qu.22 - Which vehicle driver is more dangerous for all.
a. Tractor Driver
b. Bus Driver c. Car Driver
Qu.23 - During long journey 400 km., when should driver stop and take rest ?
a. For meal
b. For filling fuel
c. After every 2 hrs.
Qu.24 - Which motor driver need not have driving license?
a. Tractor
b. Motor Vehicle for building and maintenance of the road,
c. Road roller with tire wheel
Qu.25 - What is educational qualification to get transport motor driving license ?
a. S.S.C. (Std. 10) b. H.S.C. (Std. 12)
c.
Std. 8th
11.4 Summary
Driver is the most responsible and more than 75% accident due to drivers. His physical
fitness, mental health is responsible for accident. Also traffic education, physical and mental
health must be fit for road safety. Ideal food, good habits, cleanliness, this thing need to physical
and mental health’s. Ultimately leads to any good action and driving. All road users especially
motor vehicle drivers must be educated. Since 2007 for getting, transport, LMV, TR, Min.
education, Std. 8th passed is essential.
Educated person thinks well then illiterate. He considers co-operates others. His daily
behaviors should be regular, good manners and good habits. Modern technology increases, risk.
The driver must know speed limits of different vehicles. Also he must know Motor Vehicle Act,
some rules and penalties for offences. He must be educated about road marking, traffic road
signs, Education, enforcement, road engineering and encouragement should be practiced well by
the concerned authorities, owner by police Department and R.T.O. Department by N.G.O.
11.5 Glossary
80 kmph : 80 Kilometers per hour
Pedestrians : Person walking along roads or on footpaths or on zebra crossing
MVA : Motor Vehicle Act.
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Mental : Concerning to brain good or bad mental status.
Physical : Body status relating to person.
Human : A man women or person
Human Factor : Nature, qualities, natural tendency of people.
11.6 Answer to ‘Check Your Progress’
Qu 1. - c)
To reach safe and early
Qu.2. - Children can guess/ can’t guess the speed the vehicle
Qu.3. While driving the driver acts as bellow.
Sees, thinks, and acts, / thinks sees and acts / acts thinks and sees
Qu.4. Our mental health depends upon good food / good food and exercise / body hygiene
Qu5. c) You should reduce speed and go cautiously.
Qu.6. a) You can’t drive safely
Qu.7. c) After 20 minutes you start driving.
Qu.8. c) Day driving on Highway
Qu.9. b) You must take light dinner
Qu.10 b) Private Car
Qu.11 c) You must slow down and stop till the man crosses the road
Qu. 12. a) Along the right side of the road.
Qu.13 c) 65 kmph
Qu.14 b) You must not horn except danger.
Qu.15 c) no speed limit.
Qu.16 c) You must think your and other safety.
Qu.17 c) Apple
Qu.18 d) None of above
Qu.19 a) Your mental and physical condition is not good
Qu.20 c) By driving in low gear at decent.
Qu.21 b) 16-18 Years
Qu.22 a) Tractor Driver
Qu.23 c) After every 2 hrs.
Qu.24 b) Motor Vehicle used for building and maintenance of the road
Qu.25 c) Std. 8th madhukar shambade Ex. commandant shambdemhdukar@gmail.com
11.7 Question for Practice
Full Name : _____________________________________________
Answer the questions by ( ) tic marking to the given correct answer from given multiple
alternatives Answers MARKS 100 10 Marks each
Que 1 What is safe activity during earthquake listen, watch, run / drop, cover, hold
Que 2 For fire fighting to electric instrument it is not safe to use dust/ water /sand
Que 3 What should people do during earthquake in cinema theater run / sit quietly / shout
loudly
Que 4 Pedestrians should wear white / black / yellow dress during night for safety
Que 5 We should not use mobile phone during raining / during thunder in the sky / during
very hot day
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Que 6 When there are footh paths along the road pedestrians should walk along
right / left / any side of the road.
Que 7 What basic things required for fire water, air, heat / oxygen, heat, material
Que 8 We should listen to Trangestor /radio news after earthquake is over
Que 9 It is safer & better to learn singing / swimming / computer typing.
Que 10 Help line 1099 / 1091/ 1098 is for women for children’s safety during any calamity
or disaster
Question Paper Setter :- Madhukar Shembade Satara 9423260251 EX- COMMANDANT
RSP
11.8 Additional Reading
1. Surakshit Vahatuk Mitra, Rahadari Niyam Margadarshak – By Madhukar Shembade – Road
safety patrol and civil defence, Ex-commandant, Satara (Retd.) Contact Mob.–9423260251
Rs. 160/2. Vahan Mitra – By Bharat Kalaskar
3. Nagari Sanrakshan & Vahatuk Suraksha, Hand book std. 9 by S.S.C. and H.S.C. State
Education Board, Bamburda, Pune-4
4. Nagari Sanrakshan & Vahatuk Suraksha, Hand book std. 10 by S.S.C. and H.S.C. State
Education Board, Bamburda, Pune-4
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Unit 12 : Incidents of Vehicle Fire
12.0 Objectives
In this unit you will be able to :
• Basic of Fire & Extinguishing Method
• Types of Vehicles & their Fuels.
• Identifying the Risk Area
• Causes of Fire
• Potential Hazards to consider when fighting a vehicle fire
• Sizing Up & Attack
• Handling Emergency Incidents
• Role of Fire Officer
• Identifying the Hazards & Hazchem Code
• Know the emergency procedure in case of accidents. (emergency rescue techniques)
• Some Tools & Equipments to handle vehicle accidents.
12.1 Introduction
Recent years in our country there is a phenomenal increase of road traffic. The number of
vehicles carrying passengers, goods and hazardous chemicals has also increased. The increase of
traffic has also led to an increase of road accidents. Some accidents involving hazardous material
had catastrophic effect causing huge loss of property and life. Fire Services are called upon to
attend these accidents. The complexity of the accidents has made it imperative to develop a
systematic and efficient system be developed so that these accidents can be dealt with efficiently
and effectively In this context, we have tried to formulate the system which can be effective on
accidents happening on various roads involving human life and the immediate dangers to others
due to involvement of various chemicals that are transported daily within the city limit other than
National Highways. The main users being industries, these are often located nearby the city limits
thus causing immediate dangers to human life.
In India, we have democracy which runs on the principles laid down in our Constitution.
Article 47, 48, 49 lay down the responsibility of the Government to protection of Public Health,
Protection of Environment and Noise Treatments. As on today, 70,000 chemicals have been
identified for industrial and domestic applications and there is addition of 3000 chemicals per
year. More than 3500 chemicals have been classified and listed in Central Motor Vehicles Rules.
According to their risk factor like flammable, toxic, corrosive, explosive, etc., refined products
such as LPG, Propane, Diesel, Kerosene, Naphtha etc. are the major contributors in chemical
transportation along with Chore Alkali products like Chlorine, Caustic Soda and Hydrochloric
Acid. The important chemicals like Ethylene, Di-chloride, Acryl nitrite, Styrene, Acetic Acid, and
Benzene also contribute to major Tank Lorry transportation loads. Road transport is a favorite
mode for more than 80% of the bulk chemicals. There is also major transportation of flammable
solids like Sulphur, White/Yellow Phosphorus, Magnesium powder, etc.
Today numbers of various kinds of vehicles are driven on the various roads of our country
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not only carrying passengers but also various hazards material are transported from one point to
the other. No one has thought much about what could be possible hazard one can face if Tanker
carrying Flammable Gas or Toxic Gas gets turned over in the city limits area and that too in the
Mid- Night hours.
In India, there are about 3 lakh accidents in 1 year. In 2011, there were 1,42,000 deaths and
102 million people were injured in road accidents. This results in direct economic losses to the
tune of 700 cores and national loss amounting to 55000 cores. Consequences are disastrous when
vehicle involving is carrying Hazardous goods.
Inspite of being the most vital sectors of our economy, transportation is the most neglected
sector. The unplanned and unhealthy location of Industries, the condition of the roads, (which
includes 32000 KM of national highways) the types of vehicles plying, the brand-profile of
person behind the wheel and the indifference of the manufacturing companies all contribute to the
phenomena of “development anarchy” on roads or the time bombs on the wheels. Maharashtra is
the first state in India which has introduced certain regulation for the transportation of hazardous
chemicals and goods by road transport. Since large number of tanker and vehicles have to carry
hazardous substances, it is necessary to take special precaution to avoid loss of life and property.
In view of this, additional permit conditions on the vehicles used for carrying hazardous
substances have been incorporated. These vehicles are required to prominently display labels and
information regarding the hazardous material being transported. The additional permit condition
and the resolutions related to this permit condition are based on the recommendations of the
committee of U.N. Experts and these recommendations are accepted by almost all developed
countries. The additional condition to permit transportation of hazardous substances are attached
by Maharashtra state in Maharashtra Motor Vehicles Rules 1958 and were subsequently adopted
by Central Government in Central Motor Vehicles Rules 1989.
Though this unit particular talks about Vehicle fire than we will also be discussing the
rescue of person trapped inside the vehicle. One cannot predict when the vehicle will catch fire. It
is not that accident vehicle will not catch fire. For. Eg. LPG Bullet involved in the accident may
for certain period lay there without catching fire but if any wrongs steps are taken during
retrieving fire can occur and thus one also has to be know the ways to rescue person trapped in
accident as well as to handle the vehicle involved in fire. In essence, the growing need for multi
agency and multi functional involvement in incidents/emergencies has increased the need for a
single standard management system that can be used by all emergency responding agencies.
Some of the factors, which affect emergency management and influence the need for such
standardized system are listed as below. (Note that all of these may not apply to every incident)
• Multi jurisdictional incidents
• Language and Cultural difference
• Shortages of resources requiring greater use of mutual aid
• Accountability requiring standard incident management system
• Greater life and property loss risk from natural and human caused disasters
• Sophisticated media coverage demanding immediate answers
12.2 Content Details
12.2.1 Basic of Fire & Method of Extinguishment
Generally speaking, Fire is a phenomenon which emits light, heat, smoke and after that
residue of carbon (ash) is left behind. Scientifically speaking Fire is a is a chemical process that
involves oxidation sufficient to produce heat or light, i.e. combustion is an exothermic reaction.
12.2.1.1 Triangle Of Combustion
All combustion process involve three important factors :
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1. A combustible material or fuel must be present.
2. Oxygen, either from air or from some other Oxygen, supplying substance must be
present.
3. Heat (a portion of the two materials must be heated to a temperature at which
combustion will be initiated).
HEAT
FUEL
OXYGEN
1. Fuel: The fuel aspect of the fire triangle involves fuel in gaseous or vapour form, although
the fuel may be solid, liquid or gas at ambient temperature and pressure. The fuel’s volatility
is important to its combustibility.
Eg. of
Solid Fuel : Wood, Paper, plastic, Cotton
Liquid Fuel: Petrol, Diesel, Kerosene
Gas: LPG, Methane, Propane
2. Heat: The heat element of the fire triangle recognized the energy input from the initiation and
continuation of the diffusion flame combustion process.
Every substances required small amount of heat which is known as Ignition temperature.
Ignition temperature is the minimum temperature required to ignite that substance.
The source of heat can be any one of the following:
• Open Flames
• Arc
• Spark
• Hot Surfaces
• Friction
• Process Over Heating
• Electrical Faults
• Static Discharge
• Lightning
• Chemical Reactions
• Compression
• Smoking
3. Oxygen: Like any other living being, fire also requires oxygen to live. One of the main factor
for fire to sustain is the Oxygen which is always present in the air. Oxygen can also be
obtained from Oxidising agent. These can be obtained from following
• Air
• Pure Oxygen (O2 )
• Inorganic Acid (H2so4, Hno3)
• Peroxides
• Nitrate (Kno3, Nano3)
• Chlorate (Nacl03, Kclo3 )
• Permanganate (Kmno4)
• Dichromate (K2cr2o7)
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•
•
Nitrite (Nano2)
Halides (F, Cl, Br)
12.2.1.2 Method of Extinction
As three factors are required for fire to light up, similarly if we remove any one of the three
factors, fire can be extinguished. The method of extinguishing fire are as follows.
1. Starvation: Fire grows from small to large as long as it gets food (fuel). If we deprive
fire from the food (fuel), it will die and get extinguished. For eg. just imagine few paper,
clothes, furniture etc getting caught in fire and if we just remove the un-burn material,
the fire will not get any fuel for further burning.
2. Smothering: You might had the experience that if a lady is preparing something in fry
pan and oil gets heated and catches fire. The first reaction of the lady will be just put a
frying pan cover on the pan. This is nothing but supplying the oxygen supply to the fire
which is called as Smothering.
3. Cooling: It is always not possible to cut-off the fuel supply or just cut the oxygen
supply off. For eg, If there is wild bush / grass fire. How does one expect to cut off the
remaining vegetation or how to supply the oxygen which is always present in the
atmosphere. The best remedy is to lower the temperature (heat – the third factor) and
this can be simply done by applying water on fire which is called as Cooling.
12.2.2 Types of Vehicles & their Fuels
In India we have most of the vehicles either running on Diesel or Petrol. But now-a-days we
also have vehicles running on gas bas such as CNG. The latest introduction of Nano has also
brought in to electrical operated vehicles. Thus, one need to understand the basic hazards and the
location of tank & the capacity of fuels in the vehicles. Petrol is more hazardous than diesel, thus
one has to be more careful while dealing with petrol run vehicle. On the other hand one needs to
understand the gas based vehicles such as CNG are basically stored on the rear side of the
vehicle. And if the vehicle is involved in fire, chances of explosions are higher than to that of
vehicle either run on Liquid or Electrical.
LOCATING THE LPG OR CNG FUEL CONTAINERS
In most LPG or CNG vehicles, containers will be found in the trunk area, under the side
panel of a van or school bus, on the frame, or in the bed of a pick up truck. Expect a majority of
the vehicles to be owned by a fleet service such as buses, taxi cabs, or utility companies.
12.2.3 Identifying the Risk Area
As stated earlier, the major risk includes the fuel and the type and quantity of the fuel. One
needs to clearly understand the location of the fuel. During any incident / accident one should
immediately identify if the fuel is leaking due to vehicle involved in the accident. If so, first step
should be taken to ensure that leakage is stopped, if not, controlled.
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12.2.4 Causes
A motor vehicle contains many types of flammable materials, including flammable liquids
like gasoline and oil as well as solid combustibles such as hose. Fuel leaks from ruptured fuel
lines also can rapidly ignite.
Vehicles house multiple potential sources of ignition including electrical devices that may
short circuit, hot exhaust systems, and modern car devices such as air bag detonators.
It is often the case in accidental auto fires that the bulk of the fire is (at least initially)
contained in the engine compartment of the vehicle. In most vehicles, the passenger compartment
is protected from engine compartment fire by a firewall. However, in case of arson, the fire does
not always start in the interior or spread there.
12.2.5 Potential Hazards to Consider when Fighting a Vehicle Fire
Some Safety Considerations
a) Smoke Flame, and toxic gases
Today cars contain not only more fabric than their predecessors, but there is a vast increase
in the amount of plastic material being used in newer cars. There is also an increase in the usage
of rubber tubes and high pressure hoses. Unfortunately, what is being considered safer and more
comfortable for the consumer equates to increased danger for today's firefighters. A large
percentage of the new materials being used in cars today are hazardous to human beings when
those materials become ignited.
b) Batteries
In older vehicles when one disconnected the battery cable the electrical hazard was under
control. Today manufacturers are using a back-up power supply known as a capacitor.
Unfortunately, these devices can sometimes hold a back-up charge for up to 30 minutes.
One should still remove the battery cables if possible after the fire is under control.
Disconnect the negative terminal of the battery first. A point to consider is that batteries in
today's cars are not only found under the hood but they also can be found in the wheel wells,
under the seat or in the trunk. Gas-electric hybrid vehicles have batteries powerful enough to
electrocute a person. In most cases the powerful batteries are not grounded to the frame, so there
is little danger someone could be electrocuted simply by touching a wrecked car.
c) Energy Absorbing bumpers
•
•
On cars of the 70's and 80's the energy absorbing bumpers took the form of a piston,
charged with an inert gas and a cylinder filled with hydraulic fluid. These pistons that
are activated with an inert gas can become a projectile during a fire if the temperature
around them is elevated high enough.
Never approach a vehicle from the front or rear, as they may have an energy absorbing
bumper that can burst explosively and send a 50 pound bumper around 200 feet.
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d) Catalytic Converters
Catalytic converters can reach temperatures of 2 to 3 thousand degrees. This area of the
vehicle should not be touched by an individual. Even after the vehicle is shut down the extreme
heat will remain in the converter for some time.
e) Exploding Tyres, Sharp objects, Glass
Do not stand by any tire that is engulfed in flame. Elevated temperatures can cause tyres to
explode.
f) Exposures
Always check for near-by vehicles or structures, overhead wires, or the proximity of other
first responders or spectators that may require pulling a second line for additional protection.
g) Fuel Tank (gasoline, diesel, propane, CNG)
Alternative fuels like hydrogen, compressed propane, compressed natural gas.
Some new cars are using ABS plastic fuel tanks. These tanks can fail and expel the
remaining fuel on the ground.
h) Combustible metals, high pressure hoses, gas struts
Struts are hydraulic supports used to help hold up car hoods and hatchbacks. A superheated strut under the hood or trunk of a burning car can explode, blasting a one-inch cylinder
through the vehicle's body and into anything in its way.
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Most new cars use magnesium in the interior of the car. This can cause a problem during a
fire when water is applied.
"Pre-tensioning" seat belts, which use a charge of gunpowder to yank against an occupant
during impact, can explode in the hands of the one working to cut someone free.
Up until the 2007 models, companies currently selling hybrids, have marked high-voltage
parts with blaze orange.
Starting with the 2007 models the manufacturers are using blaze orange to identify highvoltage hybrid electric cables, bright blue and bright yellow for the medium-voltage electrical
system. Some hybrid vehicles use two different colors for their high and medium voltage
electrical system on the same vehicle.
Do not cut any cord or car part that is colored blaze orange, bright blue or
bright yellow.
A retractable roll-bar that springs up behind the seats in some convertibles can cause serious
injuries to an unsuspecting person trying to help in the event of any incident.
Metal detonators tucked into rooftops to inflate side curtain airbags can go off like missiles
if cut into by rescuers, firing into the cabin of the vehicle.
i) Engine Fires
If the engine compartment is involved in fire, it is very likely that fuel or other combustible
fluids (brake, oil, etc.) are contributing to it. Therefore, you may need to apply foam or a
foaming/wetting agent to effectively suppress it, and control runoff to prevent environmental
damage or a running fuel fire.
If the vehicle runs on an alternative fuel, such as LP gas, natural gas or ethanol, the risk to
firefighter safety is potentially greater than it would be with gasoline or diesel fuel. Be sure to
familiarize yourself with gas shutoff valve locations, if you can reach them with minimal risk,
when dealing with LP or natural gas fuels in a vehicle.
Even if you extinguish a fuel fire with a hoseline, you’ll likely need to cool the vehicle and
surrounding area to prevent any leaking fuel from re-igniting.
12.2.6 Sizing Up & Attack
Proper and complete size up
•
•
•
•
•
•
•
As you approach the scene use the same size up procedures as you would any fire.
Are there victims trapped in the vehicle(s).
Take a moment and determine the make, model, and construction of the involved
vehicle. This will help identify fuels used, if passive or active passenger restraints are
installed, whether shock-absorbing bumpers or gas-loaded struts are present, or if
magnesium or other metals may be involved.
Determine if involvement is in the engine compartment, passenger area, or trunk, or
maybe all three. Are fuels leaking out that need special attention? Will the water
supply be adequate for total extinguishment?
Exposures such as near-by vehicles or structures, overhead wires, or the proximity of
other first responders or spectators may require pulling a second line for additional
protection. Also if spectators or traffic are a concern, now is the time to place the call
for traffic control to the scene.
Keep safety in mind at all times. Even though placement of the apparatus should
position the attack crew up wind and up-hill from the fire, in some cases Breathing
Apparatus and full protective clothing are mandatory.
This should be the time to determine if additional fire fighting equipment may be
needed.
Road Safety : 184
Fire Engine placement at the scene
•
•
•
The positioning of the fire engine on the Interstate, or a busy highway should be in a
shielding position to support the safety of the crew.
The positioning of the fire engine in a parking lot or non-traveled road should be in a
manner in which the engine does not box itself in and become an exposure.
The positioning of the engine should take into consideration the front and rear bumpers
of the vehicle. Remember a bumper can explode outward around 200 feet.
Stay Upwind and Uphill
•
•
•
You can always pick up hill, you cannot always pick up wind.
In the event of a fuel spillage you do not want that fuel agent progressing down the hill
toward the fire-fighters. If at all possible, attack the fire from the up hill position.
The officer should monitor the fire. Is there a flammable fuel leaking from the vehicle?
The hose line may have to sweep under the vehicle pushing the fuel away and
ultimately, a dry chemical extinguisher may be required for full extinguishment of the
fire.
Protection in place of trapped victims
•
Fire fighters may have to use a hose line to protect accident victims until rescue
personnel can remove them from the vehicle.
Traffic Control and Flow
•
•
•
Smoke from the fire may flow in the direction of the passing traffic. This may obscure
the vision of oncoming traffic and cause vehicles to swerve, stop, or try to take evasive
action.
Always be aware of the traffic flow pattern and always expect the unexpected vehicle
bearing down on you. This can happen even after traffic control officers seem to have
the moving traffic under control.
YOUR SAFETY is a main concern at the scene. Always try to be aware of what is
happening around you.
Road Safety : 185
Attacking the Fire
Like many other types of fires, it’s usually beneficial to start your attack on the fire from the
unburned side to protect the exposed space. Attempt to contain fires in engine compartments to
the engine compartment. The same goes for fires in the trunk. There’s almost always a “firewall”
between the engine and passenger compartments, which can greatly assist in containing the fire to
the engine compartment; however, there’s no such containment feature between the trunk and the
passenger compartment. In fact, many cars actually have fold-down rear seats, opening the trunk
into the passenger compartment. This can more easily allow fire to spread from the trunk area
into the passenger compartment. Remember: Just like a home, vehicle occupants may leave
valuables inside the car—often in the trunk—that you may be able to salvage for them. The
trunk’s contents might also provide their own hazards.
Most would agree that it’s beneficial to extinguish a vehicle fire as quickly as possible,
because it reduces the potential for possible injuries and further damage to the vehicle and
exposures. There’s little to be saved on a well-involved vehicle, and there can be a lot of risk
involved during a fire in a larger vehicle. Remember, more and more car parts—including parts in
the engine compartment—are made of various plastics. They burn hot, and give off a variety of
gases, many of which can be poisonous, so it is always advisable to wear your full protective
equipment including Breathing Apparatus Set.
When using a hoseline, use the full distance provided by the stream. If you must get in
close, it’s generally beneficial to attack from the corners to avoid potential hazards, such as
rocketing struts, which may launch from the front, rear or sides.
Consider knocking down the fire and allowing it to cool a bit prior to finishing the job. Take
your time, because heat on parts such as airbags and other newer devices may cause them to
ignite or deploy, which could result in injuries. Also consider using a piercing nozzle through the
hood, or bending a portion of the hood up to cool the engine before you decide to pop open the
hood. Some suggest attacking through the headlights, although this may not always give you
good access to the engine compartment.
Cool the vehicle from a distance first. Use fog if needed as you move closer.
If it is an engine or rear compartment fire, the first attack team should attack the fire from 45
degrees at an angle toward the front or rear of the vehicle. Fire fighters should not get themselves
in a position in front of a 50 pound bumper that can explode outward around 200 feet.
Road Safety : 186
If the engine compartment is not opened or can not be opened, the attack team should attack
the fire through a wheel well or hit the front of the car through the grill area with a straight stream
pattern. This will knock the fire down until the car is opened up.
When opening up the engine compartment, open it up from the side of the vehicle without
getting yourself in front of the bumper and be cautious of exploding tires along with ruptured fuel
tanks.
Remember after opening the hood or trunk of a vehicle, use an axe, pry bar, halligan tool,
etc. to make sure the hood does not close on a fire fighter during overhaul of the vehicle.
If it happens to be an interior compartment fire, fire fighters should work the fire from the
side. If additional fire fighters are on scene, they should take on the responsibility of opening up
the car whether it is an engine or interior compartment fire.
The trunk of the vehicle should always be opened whether it is an engine compartment or
interior compartment fire to look for any other issues, which may be of concern.
Completely overhaul the vehicle to make sure there are no hot spots left to ignite later.
Always Expect the unexpected
12.2.6 Handling Emergency Incidents
If the vehicle is not on fire and no obvious leak is detected, stabilize and secure the vehicle
by setting the brake, utilizing wheel chocks or other forms of cribbing as needed. Then turn off
the vehicle's ignition and turn the gas cylinder valve handle to the “off” position.
Road Safety : 187
If the vehicle is on fire or a leak is detected, do not approach the vehicle. Secure the scene
with non-sparking markers or cones. DO NOT USE FLARES!
Approaching the CNG or LPG vehicle that is leaking fuel or on fire should only be
attempted when wearing proper clothing and self-contained breathing apparatus. If you do not
have the proper protective gear, equipment and training to deal with fire or HazMat emergencies,
do not approach the vehicle. Remember, in most cases, an alternative-fueled vehicle in a crash
should not require a HazMat response.
The greatest hazard of the LPG containers exposed to fire or extreme heat is BLEVE
(boiling liquid/expanding vapor explosion). However, a CNG container exposed to fire can also
fail, releasing dangerous amounts of fuel and/or flame. When LPG fuel containers become
compromised, the fuel converts from a liquid to a vapor that could rapidly produce a sizeable
vapor cloud which may ignite and flash back to the fuel source.
12.2.7 Role of Fire Officer
Normally, the first responder in any incident is general public. If any incident / accident
happen the general public tries to help the accident effected person. But sometimes this can be
dangerous as more often the helping person can be more harmful while rescuing the victim. In
any accident, chances of hurting the spinal cord, collar bone is too much high. But considering
the infrastructure facility available with us, one cannot just be spectator and wait for police or fire
brigade to turn up, if the vehicle has also caught fire.
In most of the cases in India, the call about the vehicles involved is mostly received by
Police, especially in rural area. By the time, these calls are received more or less damage is
already done to vehicle. If the vehicle is small like car etc, then initially those are already handled
by public or by police. If the vehicle is large such as Bus, help from the public can be taken as
number of casualty is involved. But if the vehicle is carrying hazardous goods or chemicals, then
it is much better that case be left to Fire Officer.
During such time, Fire Officer has to be more cautious and should be able to take the
prompt decision.
He should
Think about:
1) Location
2) Number & Types of vehicles
3) Entrapment?
4) HAZMAT!
5) Electrical Lines down?
6) Number of Patients
He should
Dispatch
- exact Location of accident
- number of vehicles
- number injured and/or still in vehicles
While Enroute, he should be able to understand:
- evidence of power outage, street lights and homes dark, traffic signals out
- the lack of opposing traffic
Approaching Scene, he should identify:
- Fumes, vapors, clouds
- Patients lying on ground
Road Safety : 188
- Wires, broken poles
- Cop Canary
- Run-off in Gutters
- Vehicles
- Possible Patients
- Entrapped patients
- By-Standers
- Traffic Conditions
Apparatus Positioning:
- BLOCK TRAFFIC, protect the rescuers
- Leave access for medical units responding
- Hazard/Mitigation
Your Vehicle
- Turn off excessive lights
- Use your traffic cones
- Your attire should be reflective! BE SEEN.
When Approaching Vehicle
1) Engine Running?
2) Lights On?
3) Wipers Working?
4) Visual leakage or Smell of Gasoline?
5) Angle of Wheels?
First Things First
Like every type of incident, the first-arriving officer or company must conduct a size-up of
the situation: Is the vehicle well involved, with little left to save, or is just a portion of the vehicle
burning, with the opportunity to prevent fire spread? Is the fire exposing other cars or an adjacent
building? Is the vehicle carrying anything hazardous, or are there unusually hazardous fuels, such
as LPG, natural gas or hydrogen? Are there features, such as solar-powered equipment,
combustible metal parts or extra hybrid batteries, on the vehicle?
Is there someone in or around the car who needs to be protected from fire exposure? If
someone is trapped or being exposed to the fire, you’ve got to hustle to protect them. Overall, the
size-up must occur quickly so that decisions can be made and tactics can be determined and
employed.
Things to Remember:
Here are just a few important items to remember when at the scene of a vehicle fire:
• If you have access to a reference book or computer software that gives you information
on vehicle hazards, use it. If you can’t get the vehicle identification number, get the make
and model, and if police are close by, have them run the license plate to get the year of
the vehicle. That will provide you with information on fuel tank location(s) and capacity,
battery location, air bag locations and other general hazard information.
• Put a wheel chock under the wheel to prevent the car from rolling.
• If the car is still running and you can reach the key, turn off the engine.
• Beware of combustible metals on vehicles, such as magnesium, lithium, titanium and
others used in engine blocks, steering wheels, rims and other parts. When ignited, these
materials give off white smoke and a distinct white flame that can intensify when hit with
Road Safety : 189
•
water. Eventually, with heavy water application or a direct smooth-bore stream, you’ll
likely be able to extinguish these materials. But do so from a distance to avoid exposure
to the burning metal pieces, which can burn right through turnout gear.
Just about anything you can imagine, legal and illegal, may be carried in vehicles. In
some parts of the world, car bombs are a routine issue. Although not common here, the
thought should at least give you some pause the next time you rush to get next to a
burning car.
A Final Word
Vehicle fires happen often, more often than you may be aware of, and their hazards can be
deadly. Approach vehicle fires cautiously, and generally use the full reach of your tools to knock
down the fire. Once the fire is knocked down, gently move in for the overhaul phase, making sure
everything is adequately cooled off before tearing things apart. Look carefully through the rubble
for anything suspicious or salvageable.
12.3 Hazchem Code
Introduction
The rapid increase of population, modernisation and industrialisation of the world, the trade
between countries has increased and to meet global market competition, the transportation of
dangerous goods by rail, road and ship has increased.
The accident cases during transportation is also on the rise. To prevent the impact of such
accident, it has become very important that a safe system be developed. This system should be
such that the first responders get information regarding the danger of the chemical involved and
the emergency action to be taken initially and efficiently.
This is achieved by marking and labeling of vehicles carrying dangerous goods.
As per Rule 137 of Central Motor Vehicles Rules 1989, the dangerous goods are labeled.
Their significance and code is as follows:
These are classified as under
Class
Particulars
1.
Explosives
2.
Gases
3.
Flammable liquids
4.
Flammable solids
5.
Oxidising Substances; organic peroxides
6.
Poisonous (Toxic) and infectious substances
7.
Radioactive material
8.
Corrosive substances
Colours are signified as follows:
•
•
•
•
•
•
Orange
: Explosives
Red
: Flammable
Green : Non-flammable, Non-toxic
White : Toxic, Infectious
Blue
: Water sensitive
Yellow
: Oxidising, Organic Peroxides
Road Safety : 190
The Classification are done as follows
Class 1.
Explosives
Symbol (exploding bomb) : Black
Background : Orange
Class 2.
Gases, compressed, liquefied, dissolved under
pressure or deeply refrigerated.
EXPLOSIVES
1
2.1 Non-flammable gases
FLAMMABLE
GAS
2
Symbol (gas cylinder) : Black or White
Background : Green
2.2
Inflammable gases
NON FLAMMABLE
COMPRESSED
GAS
2
Symbol (Flame) : Black or White
Background : Red
2.3
Poison (toxic) gases
Symbol (skull and crossbones) : Black
Background : White
Class 3.
FLAMMABLE
Symbol (flame) : Black or White
Background : Red
3
Class 4.
Flammable
Solid
4
Inflammable Liquids
4.1
Inflammable solids, substances liable
to spontaneous combustion;
substances which, on contact with
water, emit inflammable gases.
Inflammable solids
Symbol (Flame) : Black
Background : White with vertical
red stripes
Road Safety : 191
4.2
Substances liable to
spontaneous combustion
Symbol (flame) : Black
Background : Upper half white
Spontaneously
Combustible
4
4.3
Substances which, on contact with
water, emit inflammable gases
Symbol (flame) : Black or White
DANGEROUS
WHEN WHITE
4
Background : Blue
5. Oxidizing substances and organic peroxides.
5.1 Oxidizing substances
OXIDIZING
AGENT
Symbol (flame over circle) : Black
Background : Yellow
5.2 Organic Peroxides
ORGANIC
PEROXIDE
Symbol (flame over circle) : Black
Background : Yellow
Class 6.
6.1
Poisonous (toxic) substances
and infectious substances.
Poisonous (toxic) substances
POISON
Symbol: (skull & cross bone): Black
Background: White
Road Safety : 192
6.2
Harmful substances
Symbol (St. Andrew's cross over a
ear of wheat): Black
HARMFUL
STOW AWAY FROM
FOOD STUFF
Background
6.3
INFECTIOUS
SUBSTANCES
:
White
Infectious Substances
Symbol (Three crescents
superimposed on a circle) : Black
Background
: White
Class 7. Radioactive Substances
Symbol (3 segments of circle – a number and
lettering of the Class Label) : Black
Background
: White
Class 8. Corrosives
Symbol (liquids spilling from two glass vessels and
attacking a hand and a metal): Black
Background : Upper half white
Lower half black
Road Safety : 193
12.4 Tremcard
TREMCARD stands for - “Transport Emergency Card”.
As per statutory requirement, vehicle carrying dangerous goods has to carry a TREM Card.
This card contains detailed instruction on fire, spillage or leakage and action to be taken to deal
with such emergencies. This card is provided with consigner/supplier and carried by the driver in
his cabin.
Tremcard - Sample
12.5 Hazchem Code & its Importance to Firefighter
The number of dangerous goods which a fire fighter might face during an incident is
immense. They can be of different form and a variety of hazards. If a fire fighter has to cope
safely and efficiently with such an incident, he has to obtain reliable information on the spot.
Hazchem code provides this information.
Road Safety : 194
HAZCHEM CODE
The HAZCHEM Coding System is an initial response
response emergency action code. It provides
information vital to emergency services to enable them to stabilise the incident scene during the
early stages of an incident. The Code is displayed on emergency information panels on transport
vehicles and on signs onn buildings.
12.5.1 Information Given By Hazchem Code
The Hazchem Code consists of a number from 1 to 4 and any one of the letters
P,R,S,T,W,X,Y,Z
1. The number signify the extinguishing media to be used VIZ-JETS,
VIZ JETS, FOG, FOAM, DRY
AGENTS
2. The letters signify four
ur aspects viz
i Method of controlling spillage
a) By Diluting
b) By Containing
ii) Personal Protective Equipment to be worn by Fire Fighters.
iii) Reactive Nature of the Chemical
iv) Need for Evacuation.
The Hazchem Scale is as follows:
Road Safety : 195
12.6 Emergency Rescue Techniques
12.6.1 Cordon off the Accident Area
Cordon off the area immediately which tends to be of immediate danger to the life & safety
of the public in large. An Area of 05 to 10 Meter radius around the accident to be cordoned off
and all the equipments and accessories meant to carry out fire fighting and rescue work should be
placed in this area.
You should designate a responsible point within the 10 Meter Circle of the accident
where you can dump all loose parts and parts that have been removed.
12.6.2 Precaution on Arrival
If the Police have not cordon off the area yet, create a safe working environment by
cordoning off the area so that passing traffic does not become a hazard to your rescue teams.
This can be achieved by parking the Rescue Vehicle/Hazmat/ Ambulance in the so called
“fend off” position and placing traffic beacons and lamps to make road user aware of the
accident scene.
12.6.3 Task Assignment
Task assignment is necessary for good, systematic, quick and safe rescue at the accident
site.
Every personnel indicated in Team Management have their task assigned and these should
be carried out as per the prescribed manner.
12.6.4 Removing the Victims
To remove the victim without any unnecessary twisting and movement which could cause
further injury you need to create space. To achieve this you need to dismantle the vehicle in a
systematic way.
A victim should never be moved before he or she has received trauma treatment. Only in the
case of life threatening situation for the victim and / or the rescuers may you disregard this
procedure.
In most traffic accidents the speed of the extrication of the victim takes second place to good
patient care. The prevention of further injuries is more important than speed. Think of life saving
actions.
12.6 5 Injuries sustained in an Overturned Vehicle.
When a vehicle has rolled over because of impact on the front, rear or on the side, you must
not only take into account the injury that has happened due to it but also injuries which are likely
to occur initially from the impact.
12.6.6 Neutralize the Electrical System
The electrical system should be neutralized by disconnecting the battery cables. You
should remove the negative pole first and then the positive pole.
Think about the electrical windows and locks which will rendered useless if the
electrical system does not work this means cutting the cables is not recommended.
12.6.7 Selection of Special Rescue Gears.
Selection: Proper selection of all special rescue gears must be done as per the
incident demand.
Deployment: Proper deployment of the all the special gears selected should be done
Road Safety : 196
Placing: Placing of all the gears which has been received should be done
12.7 Special Equipment
The Special Equipments which may be needed are Cutter, Spreader, Rams, Jacks, Air Bags
etc.
The most hydraulic rescue equipments used and their details are as given below.
1.
Spreader
The spreader is used in a cabin deformed in an accident to spread it open and to release
victims who are trapped there or for removing jammed doors jammed by the accident.
For Operating the Spreader following guidelines to be followed
• Look for a secure point to place it on either of the material to be spread. If necessary use
a crowbar to widen the area so as to be able to get the spreader in.
• The tips of the spreader should be placed as deeply as possible into the material to get a
better grip.
• During the spreading, material could become partially free. Use cribbing to stabilize it
where it seems necessary.
• Make sure that spreader tips have a secure gripping point.
• Do not place your body between the spreader and the material you are spreading as you
could be injured.
A spreader can be used for many purposes such as pushing a vehicle seat backwards or
forwards, lifting a dashboard, pulling away a steering column or squeezing the dash or for the
forced removal of a door.
2.
Cutters
Most cutters can cut a steel rod of 12mm. they are primarily used to cut through door
hinges, roof posts or for strategic weakening of the foot well and for cutting the pillar for dash
roll.
For Operating the Cutter following guidelines to be followed
• Place the cutter tips around the material to be cut. Be aware that due to the high forces
which are generated by the cutter it might twist as it cuts, if this happen, stop the cut and
reposition the tool.
• After you have finished the cut, do not yank the tool out of the material but reverse the
handle control and open the blades.
• Due to damage from the accident, a lot of energy can be present within the material being
cut. Beware of this and ensure you are not injured by the material as it is being cut.
• Due to power of the cutter, the blades can pull the tool around to the position of least
resistance and this might trap a part of you against the wreck.
• Always cut around steel in the notch closet to the hinges of the blades.
3.
Ramming
The rams are mostly used to create additional space when a spreader has reached its
maximum stroke. This might be to lift or support the dented roof of a rolled over vehicle. Specific
actions such as a dashboard roll up or pushing out the front of a flat nosed vehicle are also
situations in which rams have proven to be very useful.
For Operating the Cutter following guidelines to be followed
• Look for a secure place to place the tips of the ram.
• Place a support under the sill and ensure the other end of the ram is set.
• Always use relief cuts to ensure that the material you intend to press forward tears at the
Road Safety : 197
•
•
4.
position you have chosen.
Push the material apart and to ensure it cannot come back to its original position, always
place a wedge into the relief cut.
Ensure that there is no side loading as this could damage the tool.
Jacks
Jacks are used to lift or stabilize objects. Hydraulic jacks are operated with a hand pump.
Lifting stroke is limited but lifting power is mostly high.
5.
Winch
The winch on a vehicle can be used for pulling objects or stabilizing unstable or sliding
objects.
The pulling away objects can be used for example when a car is trapped under a heavy
goods vehicle. If the heavy goods vehicle is stabilized and lifted, the car can be pulled out with a
winch.
An example of stabilization is securing a vehicle which threatens to slide into a ditch. By
mounting the winch between a stable point such as tree and the vehicle to be stabilized, you can
tighten the steel wire so securing the object and minimizing the danger.
General Technical Assistancetools/Equipment For Road Accident
While carrying out various rescue work involving various hazards of different types of
vehicles various conventional and highly sophisticated technical equipments are needed. A brief
list of equipments so provided is enlisted herein below :
Sr.
Description
No.
1.
Fire Fighting Tool Box
2.
Electrician Tool Box
3.
Small Gears
4.
Chain Saws
5.
Chain Saws/Multi Purpose
6.
Electrical Tools
7.
Cutting Torches
8.
Multi Purpose Resume Tools
9.
Drill Breaker
12.
Universal Pulling Devices
11.
Hydraulic Tools
12.
Hydraulic Hand Pumps
13.
Hydraulic Power Units
12.
Hydraulic Distribution Valve
15.
Hydraulic Rescue Cylinders
16.
Hydraulic Lifting Sets
17.
Hydraulic Telescopic Ram
18.
Hydraulic Lifting Sets
19.
Hydraulic Cutter Sets
20.
Lifting Bags
21.
Leak Sealing Bags
22.
Leak Sealing Paste
23.
Ventilating and Extracting Units
Road Safety : 198
12.8 Case study
Case 1
Benzene Tanker Incident at Sion, Mumbai
•
•
•
•
•
27th January 2004, one Benzene TL Of 20 KL cap loaded Ex BPCR Mahul met with an
accident around 23.30 hrs near Sion crossing, Mumbai.
Tank lorry & product was completely gutted in the resulting fire.
4 auto rickshaws, 2/3 Cars / Taxis also got gutted.
Nearby buildings affected by fire blaze
The driver got injuries on both the legs.
Chronological Order of Events
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
The said tank lorry entered BPCR north gate around 11.30 hrs. on 27.1.2004.
The fire extinguisher and flame trap of the lorry were checked at the gate by the security.
Prior to entry of TL, the validity of the explosive license & calibration certificate were
checked by planning officer.
Filling order was issued for loading Benzene.
The driver was with the transporter for one year & carried valid driving license with RTO
endorsement for carrying hazardous goods.
The gantry officer on duty checked that the main switch is in off position & earthing wire
is connected properly and arranged Benzene loading in the tank lorry.
After completion of loading operations the invoice was prepared.
The lorry left the refinery premises around 12.20 hrs.
The lorry proceeded towards Western Express Highway in the night. The route followed
to Delhi is Western Express Highway, Gujarat, Rajasthan and Delhi.
As per the driver’s version, he was on his way to the Western Express Highway. At
about 2330 hours, while taking a right turn below Sion flyover, he suddenly saw a family
riding on a motorcycle on the left side of the lorry. In order to avoid an accident, he
applied brake and swerved to his right, which led to the lorry losing balance and
toppling to the cleaner’s side. The product started leaking out and the lorry caught fire.
Mumbai Fire Brigade reached the site within ten minutes and started dousing the fire.
About sixteen fire tenders reached the spot from different areas of Mumbai.
The area was cordoned off by police and traffic was diverted by other routes.
The residents of the nearby buildings were evacuated after the blaze spread to an
apartment block nearby.
The Chief Fire Officer of Mumbai requested BPCR at 0330 hours on 28.1.04 over
telephone for assistance in providing foam to fight the fire. Immediately, refinery rushed
foam in jerry cans and handed over the same to Mumbai Fire Brigade.
The fire was extinguished at around 1130 hours on 28.1.04. The burnt lorry was towed
away.
The driver sustained fracture and other injuries and was hospitalised. There was no loss
of life.
Possible Causes of Accident
•
•
The sudden decision of the driver to apply brake and swerve to the right could have
caused the lorry to lose balance.
The product started oozing out of the lorry and the dragging of the vehicle along the
road provided a source of ignition setting the product and the lorry on fire.
Road Safety : 199
•
The driver was at a comparatively higher speed than he should be at a turning.
Case 2:
LPG Tanker Fire on Nashik Road
A tanker carrying Liquefied Petroleum Gas (LPG) turned turtle on the Mumbai-Agra
highway (NH-3) near Kasara Ghat on Thursday. The accident that took place in morning led to a
virtual standstill of the highway traffic through the day. The traffic could be normalized only by
evening.
According to the police, the tanker was coming from Khopoli when it overturned at
Kumbharmali village, causing a traffic jam that spanned a 30-kilometre stretch with over 2,000
heavy vehicles headed both to and fro Mumbai left stranded since morning.
Police and fire brigade officials were forced to stall traffic movement, as they feared that the
LPG in the tanker could trigger a blast “that could affect an area of approximately six-kilometere
radius,”
In fact, panic spread soon after the accident as the tanker caught fire and fire engines from
Kalyan, Bhiwandi, and Shahapur had to be rushed to the spot to bring the fire under control. It
took over seven hours to get the fire under control. From the nature of the accident, it seems that
sudden brakes were applied that must have toppled the truck, which went skidding on the road.
This must have caused friction leading to the fire.
The traffic movement was diverted from Shahapur towards Vasind and from there people
used the Murbad road to go towards Nashik.
At around 3 pm, the tanker was opened so that LPG could be released into the air while the
vehicle moved aside for the facilitating traffic.
There were around 30 fire officers from Kalyan, Bhiwandi and Shahapur. The tanker had
more than seven tons of LPG in it,
Case 3:
Bus Fire in Panvel
Twenty-two students, on their way to school suffered burn injuries when their bus caught
fire in Panvel on Thursday morning. Seven students are seriously injured with over or near 50%
burns. Among them, two are critical.
Road Safety : 200
The fire started at around 6.50 am in the rear of the minibus, which was on its way to the
CKT High School with 38 students. The students injured seriously were seated in the last rows.
The reason for the fire is not clear, although there was a leakage in the diesel pipe.
12.9 ‘Check Your Progress’ Questions
Q.1) Match the symbol with category of material.
1. Explosives
a)
2. Gases
b)
3. Flammable Liquids
background green
c)
4. Flammable Solids
d)
5. Oxidizing Substances
e)
6. Toxic & Infectious Substances
f)
7. Radioactive Material
background red
g)
8. Corrosives
h)
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Q.2) Which of the following are essential requirements with vehicle carrying hazardous goods.
Write Yes or No to in front of appropriate answer.
1 Stove & Matchbox
2 Fire Fighter
3 Water Tanker of 500 liters
4 TREM CARD
5 Fire Extinguishers
6 Rescue Tools
7 Spark Arrester
Q. 3) Answer in One Line
1. What are the three factors required to start fire?
2. What are the three method to stop fire?
Q.4) Arrange according to the sequence of operation in case leakage of LPG Tanker
a) Identify Product
b) Approach with care
c) Respond
d) Secure the area
e) Assess the situation
Q.5) Match the proper controlled application to be used to the number given on Information
Panel
1
a) Contain Spillage
3
b) Dry Agent
4
c) Evacuation
W
d) Foam
E
e) Water jet
12.10 Summary
To improve road safety in general and safe transportation of hazardous goods by road in
particular, it is important that the consignor, the consignee, the hauler, the vehicle driver and all
of the concerned authorities do their best to achieve this goal as they have a social obligation and
responsibility. These agencies can make a concerted effort on an ongoing basis so that we can
have comparable road safety standards as in the developed countries.
In this unit we have understood the probable cause of vehicle, the safety parameters when
has to consider while handling the vehicle fire, the importance of Hazmet code and necessary
steps to be taken in handling the vehicle fire.
Fast growing Industrilisation has also developed a need for proper handling and disposal of
hazardous waste. Its transportation required documentation for proper handling of chemicals
involved in fire.
12.11 Answers to ‘Check Your Progress’
Q.1)
1d
2c
3g
4a
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5f
6e
7h
8b
Q.2)
1 No
2 NO
3 NO
4 YES
5 YES
6 NO
7 YES
Q. 3)
1. Fuel, Oxygen & Heat
2. Starvation, Smothering & Cooling
Q.4) d-b-a-e-c
Q.5) 1-e, 3-d, 4-b, W-a, E-c
12.11 Questions for Practice
1.
2.
3.
4.
What are the causes of Vehicle Fire?
What potential hazards should one looked for while dealing vehicle fire?
Explain your course of action when attending fire involved in vehicle?
As a Fire Officer what points shall be taken in to consideration while handling vehicle
fire?
5. Explain the importance of Hazchem Code?
6. Explain the details given on Information Panel given on the vehicle.
12.12 Additional Reading
1.
2.
3.
4.
`Motor Vehicle Act 1988, Central Motor Vehicle Rule 1989
Explosive Act
National Chemical Management Profile - www.cpcb.nic.in
www.nidm.org.nic.in
Statutes Applicable are:
• The Motor Vehicles Act, 1988 (MVA)
• The Central Motor Vehicles Rules, 1989 (CMVR)
• The Explosives Act, 1884 (EA)
• The Explosives Rule, 2008 (ER)
• Static & Mobile Pressure Vessels Rule, 1981 (SMPVR)
• The Gas Cylinder Rules, 2004 (GCR)
• The Petroleum Act, 1934 (PA)
• The Petroleum Rules, 2002 (PR)
• The Public Liability Insurance Act, 1991 (PLIA)
• The Public Liability Insurance Rules, 1991 (PLIR)
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Unit 13 : Career Opportunities
13.0 Objectives
On completing the final unit, you can:
• Identifying Road Safety as an career opportunity
• Know the job opportunities currently existing in road safety
• Identify and pursue new career opportunities with comprehensive knowledge of road
safety
• Understand how private-public partnership programs will enhance career opportunities
• Pursue careers spanning in road/vehicle safety design and audits
13.1 Introduction
Vehicles on the roads are increasing day by day. The need to travel faster creates fleets of
vehicles designed to respond quickly and carry passengers to destinations inaccessible by public
transport. At the same time, industries are moving to locations where new roads are built
connecting villages and towns. Movement of goods increases load on roads making it necessary
for governments to sustain them and the infrastructure. A circle is formed having positive effects
in terms of creating opportunities for careers in road transportation and safety.
Road safety becomes an important issue with the objective to reduce number of accidents
taking place on increasing number of roads. According to a report published by the World Health
Organisation in conjunction with the World Bank, road traffic injuries were major causes of death
in the year 2002; but more importantly, if appropriate measures are not taken to curb accident
rates, fatalities in road accidents will surpass epidemic diseases like malaria and AIDS and will
become the third-most challenging issue for governments and the general public after unipolar
major depression and ischaemic heart disease.
Sadly, for every death on the road, another 30 to 45 injuries take place causing some form of
permanent disability and put enormous load of sufferers and their families. With road traffic
injuries costing developing countries approximately 2% of Gross Domestic Product (GDP),
burden is on developmental costs forcing governments to increase safety measures and create
awareness among road users about the need to follow structured ways of usage.
In this context, opportunities arise in many ways for individuals willing to participate in
educational programs, enforcement procedures, understanding and investigating behaviour of
motorists and pedestrians, road safety audits, designing and implementing safety improvements
through road and vehicle design, journey risk management, and ensuring safety of individuals and
groups on the road.
Opportunities are opening up with the private and public sectors forming partnerships to
initiate road safety measures beneficial to both. Businesses realise increased productivity, as
people face less dangers while travelling to work and focus better without tension. Governments
find partnerships beneficial in engaging a wide spectrum of people willing to understand and
participate in systemic solutions offered at work places and homes.
The media also plays an important role in conveying road safety messages across to the
general public. Global road safety partnerships are developed increasing scope to cross
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geographical barriers in pursuit of lucrative careers. Expertise gathered through learning practical
aspects of road safety and implementing them in known areas are now useful in facing new
challenges evolving in transportation of people and goods.
13.2 Content Details
13.2.1 Opportunities in Road Safety - Overview
Car safety ratings have brought forth a new breed of vehicles with emphasis on increasing
collision worthiness. New cars are equipped with sturdier front and side panels to withstand
impact. Designers realise the importance of creating protective gear around the vehicles not just
to protect the driver but also to reduce effects of impact on pedestrians and cyclists. It provides
opportunity for engineers with a keen sense of social service to develop designing skills in areas
where it matters the most.
At the same time, growing traffic indicates the need to develop professionals who could
monitor, analyse, and audit flow of traffic leading to lesser accidents taking place on our roads
and highways. Participation of private enterprises in the field of road safety has created many
opportunities for professionals to combine an educational background with structured employee
programs ensuring safe passage to and from work, educate employees in areas like defensive
driving, and become the focal point of attention when it comes to road safety and transportation.
Highways and interiors need Highway Patrols, but they also need many candidates to
provide assistance in different ways to cope with increasing traffic. For example, care centres and
international schools are moving to remote corners of our country and have the basic need to
provide safe passage to children and pensioners found within these centres. They need a
professional with safe driving skills, knowledge of the area, communication skills, and one
possessing a protective yet caring nature for individuals who respond positively to people in
command of the situation.
The shift towards people moving towards public transport instead of using private vehicles
takes its own time, which brings us to the scenario where vehicles on the roads are increasing all
the time. Designing traffic routes is just one aspect of road safety. Opportunities arise for people
looking at regulating and monitoring traffic. Psychological factors play an important role in
inducing accidents, which is why intricate details like evaluating risk of accident on the road are
important not just to the general public but also to every industry looking for higher productivity
from their employees.
Road safety officers are capable of serving a definite number of people with physical
limitations curbing movement and ability to resolve delicate issues in different forms on the road.
It creates opportunities for many more officers being employed by the government as well as
private sector in areas where joint participation is warranted. State governments will look to
employ experts in program evaluation and planning, data collection and analysis, and safety
engineering.
The different sectors must be studied in more detail to get a better idea of how new
opportunities arise all the time in the field of national and international road safety. Drunk driving
is dangerous for the driver and general public. Sophisticated methods must be used to analyse
blood alcohol standards, conduct enforcement campaigns, gauge driver education and public
information. State police special squads may be needed to intercept and gather vital information
about impaired drivers.
Goods and passenger road transport safety must be ensured, which is where fleet
management techniques are useful. It may include different types of inspections, limiting driving
hours, specific design elements for highway-based trucks including larger guardrails, shoulder
rumble strips, and barriers.
State laws are in place for mandatory use of seatbelts creating many avenues for active
safety features to be designed. The private sector is involved in funding and running campaigns to
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design better vehicles. Campaigns are run to publicise benefits of road and vehicle safety. People
with Civil and Transport Engineering, Transport & City planning backgrounds are vital links in a
highway agency maintaining safety of roads. Examples of road safety professionals include patrol
officers dedicated to traffic safety, road safety engineers, staff of Government highway safety
offices, safety data analysts, safety regulators, safety program developers and evaluators, EMS
doctors and Paramedical Staff.
Other occupations also have an important bearing on traffic including traffic engineers.
Maintenance engineers handle day-to-day responsibilities critical to sustain road safety. For
example, they may be responsible for clearing roads of landslide debris, snow and ice, maintain
surfaces on pavements, guardrails, drainage, and lighting systems getting guidance from the chief
engineer also person working with road monitoring authorities like Highway Patrol.
Auxiliary services are also part of the Transportation division/ Industrial Safety division/
Industrial Relation department in relation to Occupational Hazards and may employ specialists in
information technology, program management, human capital, finance, transportation industry
specialist, transportation specialist, legal, planning, and other admin/event support workforce.
Budgetary constraints may create a new breed of road safety professionals employed by the
private sector but directly coordinating with government and public sector officials to ensure road
safety at different junctures at the local level under the PPP model or on Annual Maintenance
Contract.
13.2.2 Focus on Road Safety by Indian and Multinational Companies
Around one-third vehicles in developing countries are being used for work-related journeys.
It should therefore not be surprising that employees face higher risk of accidents while travelling
to and from work. If an employee loses a colleague of many years due to accident, it causes
enormous stress. Companies lose millions trying to make up for lost productivity. The concept of
fleet safety management is therefore an important topic taken up by Indian and Multinational
companies. Several measures are in place to ensure safety of employees by offering transportation
through company buses.
The concept of safe fleets was officially launched on 9th May 2009 during the Anniversary
Day function of the Confederation of Indian industries, Institute of Quality (CII IQ) in Bangalore.
Two programmes initiated were PMP (People Moving People) programme i.e. Passenger
Transport Sector and PMG (People Moving Goods) programme. Though the program was
initiated by Shell, stakeholders increased over time including traffic police, driving training
agencies, transporters, transport specialists, government carriers including local and interstate bus
services, facility managers and safety managers from different industries and civil society were
invited to forums to discuss issues and concerns surrounding road transport safety leading to the
formation of an effective road transport safety management system. The system also constitutes
vehicle management, driver management, journey management, and vendor management.
Joint endeavours are commonly taking place in developing countries with the rising
population bringing Indian and multinational companies together in an effort to increase safety in
business activities. More opportunities are seen arising as companies in the public sector mingle
more openly with civil society to manage risks on the roads. Private companies are seeing this as
an opportunity to create a stable business while participating in development programmes.
More and more foreign companies believe in sharing expertise with other countries, and
road safety is a major enterprise allowing them to create a brand encouraging public safety and
more importantly addressing the highly sensitive environmental issue and seeing it as a chance to
bring social reforms by implementing local government guidelines. Success in achieving safety
goals within an enterprise or business is measurable and therefore gives opportunity for more
companies to follow suit and overcome challenges within their enterprise as well. BIS, Hubert
Ebner, Cairn India, IRTE, Arrive Safe are some of the early birds.
Economic development of local body involves individuals participating at different levels.
Linking business partnerships and intermediaries to serve small enterprises becomes need of the
hour. Participation of private enterprises is therefore needed to show signs of visible development
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at the grass-root level. Private companies are taking up road safety as a means to make profits
while finding ways to joint venture with international entities.
The Global Road Safety Partnership (GRSP) was set up in 1999 by the World Bank to
enable the business community, governments, and civil society to come together and improve
conditions for road safety worldwide. Safety-related companies were already in existence at the
time and prompted the World Bank to create an international partnership program wherein private
companies could come together and participate in government programs in other countries as a
business venture.
Learning and knowledge products are offered by GRSP including guidelines and website
development, documents, new material on guidelines, and courses including technical papers on
in-country road safety management to managing national planning processes. The public, private,
and non-profit sectors involved in GRSP are expected to contribute their expertise and resources
to initiatives regarding safer roads, safer road users, and safer vehicles.
Companies that have become involved in GRS include auto, product services, extra
activities, and soft drinks sectors. Some big enterprises involved in road safety partnerships with
GRSP include:
3M - The world leader in reflective mater is a founding member of GRSP and considers
road safety as a core business activity with focus on the philanthropic approach.
General Motors (GM) - The world leader in manufacture of cars and trucks has been
instrumental in developing a comprehensive “before-during-after” safety model for vehicles to
understand and address crashes.
Shell – Another major company carries oil and gas on the roads and has identified road
accidents as costly and risky for business. The main initiative is to maintain global road transport
standards for its employees and contractors.
Volkswagon (VW) – It has brought programme Safer Brain for safety of pedestrian.
Partnership Building
Several opportunities for employment are visible due to the private sector identifying
several road safety issues directly affecting normal working. Here are some areas where
established Indian and multinational companies are keen on ensuring high standards of safety.
• Maximum safety standards must be ensured in transportation of highly inflammable
chemicals, oil, and gas in order to reduce risk to driver, carrier, and environment. Local
and International oil and gas companies have training centres to accomplish road safety
initiatives.
• Diversified technology industries always need safer roads to market new generation
goods.
• The beverage industry has to ensure safe delivery of products with guaranteed supplies.
For example, milk delivery must be done daily at a specified time.
• The construction industry has to ensure safety of workers and transport of materials.
• Banking and insurance sectors have to undertake responsibility of paying out on
accidents and required to bear the burden of insurance. Promoting Road Safety
programme by them will reduce the number and amount of claim. These programmes
may include Defensive Driving or Funding for Infrastructure for Traffic Management or
Effective Enforcement.
• Consumer devices like cell phones must be delivered to remote corners.
• Tourism departments have to ensure safe transport of tourists to different sites as well as
create a positive image to increase number of visitors.
• International companies have developed ability to mobilise extra funds in different
countries to work with their local subsidiaries using common marketing communication
and branding skills to encourage good publicity campaigns in implementing road safety
initiatives.
• International companies bring in world-standard research capabilities and facilities to
conduct research on road safety.
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Agribusiness/forestry needs maximum road safety to transport heavy materials from
forests in remote areas and need improved roads. Safety of Tractor trolley – movement of
goods from farms to market, sugar factories and vis-à-vis
• Railways – Safety of vehicles on unguarded and guarded railway crossing, restriction of
heights, while passing through under passes of railway lines
• Policy dialogue and rulemaking – The need to participate in public programs ensuring
vehicle and roadworthiness is recognized and spurred private companies to participate in
anticorruption campaigns and law enforcement including speed, blood-alcohol limits, and
vehicle maintenance.
• We already see private sector creating road safety frameworks in core business areas like
creating leaders within the company to practice safe driving, implementing safety in cellphone usage, and consumption of alcohol; community investment in philanthropy
wherein the private sector conducts save driving campaigns sharing business skills,
assessment skills and often donating expertise in areas like training and awareness-raising
programmes. An example is starting campaigns for seat belt usage and defensive driving
techniques.
• The overall benefit is a total systems approach to tackle road safety issues that cannot be
resolved by one sector in isolation. Another important advantage is to remove stigma
attached to corporates known to conduct business solely for the purpose of making
profits.
Besides Indian companies, the Global Road Safety Partnership initiative includes business
partners like Bridgestone, BP, Chevron Corporation, Honda, Michelin, Nestlé, Renault SAS,
Shell, Total, Toyota, and Zurich Insurance Group, many of which already have businesses in
India. It provides great opportunity for more international companies to enter India through the
road safety enterprise. The government of India encourages GRSP, which gives Indian companies
as well as multinationals the chance to form corporate partnerships thereby increasing
employment opportunities in road safety.
•
13.2.3 Driver Management Centre (DMC)
Road safety policy compliance is an important aspect of road safety management.
Consistency in maintaining and strengthening the compliance process occurs when all
participants are actively involved. The Driver Management Centre is essentially a central location
sharing information with all participants including compliance updates and helps keep track of
vehicle condition, driver attitude and behaviour before the journey starts.
Here is a complete list of functions maintained by the Driving Management Centre.
• Induction of drivers, their training, and medical check-ups.
• Conducting in-house training to analyse driver behaviour, offer on-road coaching, and
conduct assessments.
• Pre vehicle checks before they depart on journeys.
• Maintain trip records and alerts to help preventive maintenance programs.
• Help out in village action plans or VAPs.
• Prepare quality reports and analysis to prepare global positioning system (GPS), vehicle
tracking system (VTS), tachograph, voyage data recorder (VDR), and other equipment
for upgrades.
• Maintain records of driver violations gathering feedback from other drivers.
• Keep all documents up to date. Maintain an alert system to indicate vehicle, driver, route,
lorry, tanker, and cargo document validity.
• Ensure complete toolbox availability in the vehicle
• Maintain records of averted accidents and other incidents.
• Share information on journeys risks and modifications made for the same.
• Maintain complete management information system reports.
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Maintain and share driver appraisal reports based on recorded history.
In India, the Institute of Road safety and Fleet Management (IRSFM) coordinates with
industries helping them in conducting research, setting benchmarks for various activities, and
upgrading driving standards through its well-maintained Driver Management Centre.
For example, a dedicated counsellor is available at the centre to coordinate with drivers and
fleet supervisors on a daily basis performing different activities in order to achieve optimum
safety standards in delivery of people and goods. Drivers are therefore motivated to follow
guidelines and adapt to similar procedures at their respective companies.
•
13.2.4 Defensive Driving Training (DDT)
Skill of only manoeuvring a motor vehicle is not enough to drive safely on public road.
Road is shared by other vehicles and other road users including pedestrian and non-motorised
Transport. Improved roads and upgraded vehicle techniques tempts human being to take risks in
driving by driving with higher speeds. Tailgating, using mobile while driving, abrupt lane
changing, turning without reducing speeds are some of the risky actions. Human is required to be
alerted for the effect of such risks which require change in behaviour and this is carried out by
teaching Defensive Driving Techniques. Defensive driving has become a mission for many large
and small companies keen on maintaining discipline among employees in a positive manner and
ensuring physical and emotional well-being. A defensive driving training program is meant to
offer drivers with or without driving licence the means to understand how safe driving is
conducted on the roads. Sectors actively participating in defensive driving programs include
construction, paper, cement, telecom, electrical, farming, hotels, information technology, water
resources, refinery, airline, chemical, tyre, and automobile industries.
Several tips for save driving are offered through different forums including understanding of
road signs, maintaining safe distance between vehicles, ensuring proper maintenance of vehicles,
avoid drinking while driving, keeping manageable vehicles, constantly learning defensive
techniques to ensure safety, and following all rules and regulations. Training is needed in all these
aspects and more, which creates many opportunities for employment among road safety
professionals keen on imparting knowledge to drivers and owners of different types of vehicles.
For instance, several private entities maintaining fleets of vehicles realise the need to train
their drivers in defensive driving techniques. Courses are often undertaken by executives and selfdriven car owners, professional drivers, tractor and trailer professional drivers, school bus drivers,
transit mixer drivers, hazardous goods drivers, tipper drivers, forklift drivers, airport ramp
maintenance teams, and two wheeler drivers. Emergency services vehicle drivers undergoing
defensive driving techniques include ambulance drivers, firefighting vehicles, and police
vehicles.
Innovative training institutes give importance to hiring qualified road safety instructors
capable of teaching specific courses aimed at:
• Two-wheeler riders learning to avoid dangerous situations and develop save riding skills.
• Light motor vehicle (LMV) drivers like car owners and employees for making them
accustomed to organizational requirements.
• Heavy motor vehicle (HMV) drivers needing special training on how to keep a cool
temperament, be polite, avoid fatigue, and organise driving schedules in favour of driving
during the day.
• Special equipment drivers including forklift drivers, crane operators, making them aware
of industry safety standards, maintenance and operation schedules.
• Hazardous material transportation drivers, teaching them a complete course specified
under the Central Motor Vehicle Act of 1989.
• Conducting special courses for bus, taxi, and rickshaw drivers to teach them etiquette in
public, etc.
• Teaching professionals to audit results obtained from different courses.
Certification is issued by qualified professionals to individuals and drivers on completing
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different courses, some of which are recognised by the National Safety Council.
13.2.5 Journey Risk Management (JRM)
Journey Risk Management (JRM) is a specialised field involving a scientific road safety
audit recorded via camera. With the help of JRM, the following can be achieved.
• Create a digital reproduction of a road network as per customer needs.
• Conduct surveys on traffic routes, record and analyse accidents and potential accident
risk areas.
• Generate maps on different facilities and services including emergency services,
transportation support, education institutions, hotels and other forms of accommodation,
allocated safe parking places, petrol stations, public utilities, recreational facilities,
restaurants, banks, and ATMs.
Functions performed under JRM include assessing road conditions, duration of journey,
terrain, climate, visibility, security, traffic density, animal control, population density, accident
frequency, environment, communications, and emergency support.
The basic routine is using police records on accidents, road user interviews, and patterns
involved in road usage, awareness, enforcement, environment, and other details to determine risk
existing to drivers on any route and then providing necessary support and information to ensure
safe passage or categorise specific routes under different risk areas according to colour code
ratings.
For the purpose, a special survey vehicle known as CrashLab has been designed and
equipped with recording devices, GPS systems, cameras in different directions, laptops, and laserspeed measurement systems. Results are neatly composed into what is known as the Journey
Management Plan, a detailed report containing photographs, maps, analysis, and risk ratings.
Employment scope in JRM
Individual drivers and road users keen on performing the specialist task can qualify to do
so.
• Fleet management units of corporates and industries appoint specialists to ensure safe
transportation of employees and goods. Hazard perception is studied in detail and
information passed out to drivers likely to encounter such dangerous chemicals during
transportation.
• Road maintenance agencies appoint specialist to complete audit requirements.
• Use information technology to reduce downtime of vehicles and corresponding repairs.
• Quality conscious companies strive to improve image, and JRM is the ideal step towards
preserving overall corporate culture creating many opportunities in new areas of road
safety and information technology within companies.
In India, JRM was first established at IRTE in partnership with Castrol India and reached
several companies including ACC Cements and Cairn India. Basically, information from police
stations, traffic assistance centres, public places, hospitals and banks are gathered and recorded.
•
13.2.6 Escort Team Member
Many opportunities arise in support of fleet transport across different terrains and
conditions. Escort team members are provided important functions like security, convoy escort,
journey management for medical teams in ambulances and other emergency vehicles, and social
service escorts. Unique functions are performed often to avoid emergencies. Some important
functions of an escort team member are listed:
• Conduct transport operations to transfer personnel between different employee locations.
• Perform security functions and execute detailed plans to ensure the journey safety. Some
functions may include VIP protection, setting up traffic control points, surveillance,
mobile vehicle warfare, and crowd control.
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•
•
•
•
•
•
Execute mobile security functions and coordinate between advanced vehicles, security
convoy, and other functions.
Offer advice on security and personal protective equipment.
Maintain records of operations, maintenance, personnel, and property.
Take part in planning and instituting tactical decisions with guidance from team leader.
Supervise and take care of dependent users; for example, monitoring and taking care of
children in schools and day-care centres, supporting assisted care patients through the
journey to and from social centres.
Ambulance support escorts have specialised jobs assisting nursing staff to load and
unload patients, ensuring quick adherence to vehicle speed regulations, undertaking
vehicle checks and maintaining logs, liaising with healthcare professionals to assist
patients, reporting accidents and clinical incidence in conjunction with line managers,
protecting confidential and sensitive information like patient records, using road safety
policies to ensure a safe environment throughout.
13.2.7 Accident Investigation/Trauma Care Team Member
Less than 30% cases of collision and serious road accidents are recorded in India making the
job of an accident investigation and trauma care team member vitally important. Scientific
investigation is needed to find real causes and consequences of serious accidents.
The accident investigation/trauma team member knows the different work processes and
procedures, understands and uses established investigative techniques, and fulfils the following
functions:
• Investigates cause of accident and suggests ways to prevent recurrence of similar
accidents.
• Determines accident cost
• Prepares detailed investigation reports including sketches, photographs, videos, witness
statements, recommendations, and follow-ups in conjunction with established norms laid
down by the team leader or chief investigator.
• Fulfils legal requirements.
• Processes compensation claims of sufferers.
• Ensures compliance with road safety regulations.
• Basic on-scene accident investigation, which includes the team member responding to
calls and arriving at the accident scene, protecting the accident area, and beginning
preliminary investigations.
• Advanced accident investigation/trauma care techniques include damage analysis, injury
analysis, considering human factors, technical mapping, reporting roadway dynamics,
and advanced mapping of the accident area.
• The accident reconstruction team members specialises in investigating high-profile cases
involving crime and fatal accidents. It requires understanding of technical equipment
used in reconstructing accident cases leading to systemic and in-depth investigation.
• Forensics road traffic accident investigator is a specialist using scientific and engineering
principles to resolve complex accidents, often of unpredictable nature and requiring focus
as well as technical skills. Ideally, the professional collects evidence from the accident
site, prepares a detailed report including evidence and technical reports, and qualifies to
provide expert advice in a court of law.
• The trauma care team member is proficient in dealing with sufferers of road accidents,
people affected by fatalities due to road accidents, accident witnesses, offenders and
those responsible for accidents.
13.2.8 Safe Vehicle Designer
A safe vehicle is one that reduces occurrence of auto accidents leading to injury and fatality
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on the road. Design of a safe vehicle involves studying safety systems that help avoid crashes in
the first place. The basic structure of a vehicle is designed to absorb maximum energy during a
crash while protecting passengers. Reinforced steel is used to provide greater impact energy.
However, specialised designing aspects are often considered. Several safety systems are already
introduced into modern cars, and the safety designer must be proficient in understanding and
implementing technological advances such as:
• Electronic brake force distribution
• Traction control system (TCS) meant to avoid slipping during acceleration phase
• Electronic stability control (ESC) controlling wheel movements and comparing with the
steering wheel angle to gauge if the vehicle is moving in the intended direction.
• Camera-based technologies, blind spot detection, radar, park assist, and forward collision
warning.
• Designing front and side impact airbags
• Brake pedal safety
• Tightening angles of seat belts during accidents
• Limiting load on drivers through seat belts.
Most companies and businesses looking to hire a safe vehicle designer will want a candidate
with an engineering-related qualification. Having previous experience in engineering design or
motor mechanics is a distinct advantage when seeking vehicle-safety related jobs. Some specialist
safety designers include:
Safety Pedestrian Protection Designer
The specialist ensures pedestrian impact safety attribute performance targets are met in new
vehicle models while fulfilling legislative requirements.
Safety Electronics Engineer
The specialist ensures safety electronic components and systems fulfil all system and
functional requirements and targets in line with legislative requirements.
Active Safety Engineer
The professional is responsible for conducting research, defining, and prototyping
development of technologies; field testing after validating plans for field and bench tests;
designing Driver Assistance System; target specialized test equipment and engineering software
to design, develop and evaluate active safety system performance.
13.2.9 Safe Road Designer (With engineering background)
Safe road designer always design the road on the principle: Road is for the People, not only
for the vehicle. i.e. While designing the road the priorities for the pedestrian and non-motorised
vehicles like cyclist, hand carts, animal driven vehicles are required to be kept in mind. Options
of travel should not be only for safety but for the travel comfort is also required to be kept in
mind.
The Public Works Engineer is involved in engineering works taken up by the government in
several areas:
• Build roads, highways, cycle lanes, water & sewerage lines, drains, and buildings.
• Build bridges over water and railway lines.
• Improve safety with smooth traffic flow.
• Design roundabouts, traffic lights, and islands at busy junctions.
• Plan locations new residential colonies.
• Plan new children's playgrounds.
• Develop sports facilities like gymnasiums, swimming pools, and sports fields.
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•
•
•
•
•
Collect rubbish from parks and homes to maintain cleanliness.
Develop environmental-friendly recycling facilities.
Design beaches with environmental programs for future safety.
Actively participate in rainwater harvesting programs.
Sustain infrastructure safety as per norms.
13.2.10 Driving Instructors, Traffic Marshals, Road Safety Auditors
Driving Instructor
A driving instructor is expected to deliver clear information about traffic rules and
regulations. Also, enough knowledge about motor maintenance, mechanisms, and defensive
driving is needed. The instructor undergoes regular tests and supervision conducted by the Road
Traffic Police Department.
As per The Central Motor Vehicles Rules, 1989, Indian driving instructors should fulfil the
following qualifications:
1. The minimum educational qualification is specified to be 10th standard pass.
2. The applicant should have a minimum of five years driving experience besides
possessing a certificate in motor mechanics/any other qualification in mechanical
engineering from a recognised Central or a State Government institution or recognised
by the State Board of Technical Education.
3. Detailed knowledge about traffic signs specified in the Schedule to the Act and the
regulations made under section 113.
4. Knowledge to explain and demonstrate vehicle component functions to driving learners.
5. Have adequate knowledge of the English language or regional language based on
location of the driving school.
Driving schools, fleet operators, private and public sectors have need for driving instructors
to teach interested candidates and employees.
Traffic Marshals
Also known as Vehicle Banksman, the traffic marshals strives to improve overall safety of
the working environment, especially at locations where vehicles are required to complete
manoeuvers or reverse. They are needed at many vital locations where reversing and overall
control of a vehicle is difficult and must be monitored. Traffic marshals are usually trained to
perform the following activities.
• Planning the manoeuver.
• Helping drivers complete the manoeuver.
• Have sound understanding of management regulations and construction design.
• Has a clear understanding of site limitations before performing risk assessment of the
manoeuvring task.
On the road, traffic marshals are volunteers selected from the general public to help the
traffic police during enforcement drives. Volunteers fully understand the need for road safety and
how traffic laws enforce regulations to sustain safety norms. They are able to answer queries from
traffic offenders booked for offences on the road and ensure complete transparency in the process
of completing the enforcement process.
Road Safety Auditor
Contractors working on roads and highways have little experience of fulfilling road safety
norms. The Road Safety Auditor will be qualified in planning and having the technical expertise
to conduct road safety audits to influence safe road design and network management of existing
infrastructure to ensure safety standards. The auditor is a graduate and should:
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•
•
•
•
•
Be a road safety specialist managing road safety projects including local roads,
motorways, highways, and expressways.
Have thorough knowledge of how to conduct road safety audits, prevention and accident
investigation.
Have knowledge traffic engineering and highway design to be able to contribute in these
areas.
Work with designers, planners, and other safe road design professionals.
Deal with projects and teams involved in planning and analysis of road safety.
Campaigns Officer
Social marketing is an important aspect of informing the general public about safety norms,
and social media content is used to conduct PR initiatives at different levels to educate families
and entire communities on how to avoid accidents on the road.
Road safety campaigns are conducted working with the marketing and communications
division of the local authority to fulfil the need to inform the public. The campaigns officer
prepares different campaigns including press releases and media content and then works with
different communication channels to deliver messages and information on road safety analysis.
Normally corporate sectors deploy safety officers in Industrial Safety but now movement has
been geared up to deploy Road Safety Officer to work with or as Transport Manager. Some of the
companies instead of deploying Road Safety Officer on payroll prefer to give contract as a
consultant. Some of the corporates also deploy road safety consultant for insuring the safety of
their employees and goods by keeping control and guidance for their transport contractors.
Other designations of Road Safety Officers include:
Project Officer - Road Safety
Road Safety Coordinator
Road Safety and Traffic Trainee Technician
Countrywide/ State/ Regional Road Safety Officer
13.3 ‘Check Your Progress’ Questions
1. Road safety employment opportunities increased mainly due to _______________
a) public sector participation.
b) private sector participation.
c) foreign investments.
d) enforcement regulations.
2. The driver management centre focuses on ___________
a) sharing information to reduce risk for drivers on the roads.
b) maintains records on drivers and vehicles.
c) monitors on a day-to-day basis driver behaviour, compliance with preventive
maintenance programs, training and assessment of drivers.
d) provides a toolbox for every fleet vehicle.
3. Defensive driving training is necessary to ________________
a) educate drivers about the latest safety features introduced in vehicles.
b) understand road signs and other safety indicators.
c) give way to ambulances and other emergency vehicles.
d) avoided dangerous situations and develop safe driving skills.
4. To perform journey risk management successfully, we need ____________
a) road safety information on public places.
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b) police records on accidents and other details to determine driver risk and then
provide the means for safe passage.
c) digital reproduction of a road network.
d) audit reports completed by road maintenance agencies.
5. An accident investigation team member _____________
a) demonstrates technical knowledge to complete the investigation.
b) arrives on the crime scene first and completes investigation norms as per standard
procedure.
c) ensures the safety of accident sufferers.
d) coordinates with the road designer to establish cause of accident.
6. A safe vehicle designer has detailed knowledge about ______________
a) interiors of a vehicle
b) safety elements outside the vehicle
c) using technology to develop better safety features
d) using different colours to increase safety
7. The ideal road safety auditor should have ______
a) technical skills
b) detection skills
c) financial skills
d) combination of all the above
13.4 Summary
Road safety is an integral component of development in the country. Every road is supposed
to increase speed at which people and goods are transported from one place to another. The
enormous task of keeping the roads safe for drivers and pedestrians create tremendous
opportunities in old and new sectors to comply with government regulations and safe practices.
Professionals are needed to offer road safety advice, conduct road safety audits, act as regulators
to ensure safety on the roads, and provide ancillary services to the private and public sectors
increasing scope of sustaining safety on the roads, workplace, infrastructure, and environment.
13.5 Glossary
GDP - Gross Domestic Product
PMP - People Moving People Program
GRSP - Global Road Safety Partnership
GPS - Global Positioning System
VAP - Village Action Plan
VTS - Vehicle Tracking System
VDR - Voyage Data Recorder
IRSFM - Institute of Road safety and Fleet Management
JRM - Journey Risk Management
CrashLab - special road survey vehicle
IRTE - Institute of Road Traffic Education
DDT - Defensive Driving Training
TCS - Traction Control System
ESC - Electronic Stability Control
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13.6 Answers to ‘Check Your Progress’
Q 1 - c, 2 – c, 3 – d, 4 – b, 5 – b, 6 – c, 7 - d
13.7 Questions for Practice
1.
2.
3.
4.
5.
What are the new avenues for employment in road safety?
How can communication skills be used to conduct road safety programmes?
How can we use the DMC in our locality?
Where can one develop technical skills for road safety audits?
How can the safety officer increase knowledge about driver behaviour?
13.8 Additional Reading
1.
2.
3.
4.
5.
6.
7.
http://www.irte.com
http://www.crridom.gov.in/
http://www.daedalusadvising.com/Road_Safety_Business_Partnership.pdf
World report on road traffic and injury prevention
Global Status report on Road Safety
ISO 39001
Road Safety Manual by WHO on: (http://www.who.int/roadsafety/projects/manuals/en/)
a) Pedestrian safety: a road safety manual for decision-makers and practitioners (2013)
b) Data systems: a road safety manual for decision-makers and practitioners (2010)
c) Seat-belts and child restraints: a road safety manual for decision-makers and
practitioners (2009)
d) Speed management: a road safety manual for decision-makers and practitioners (2008)
e) Drinking and driving: a road safety manual for decision-makers and practitioners (2007)
f) Helmets: a road safety manual for decision-makers and practitioners (2006)
g) Country Guidelines for the Conduct of Road Safety Management Capacity Reviews and
the Specification of Lead Agency Reforms, Investment Strategies and Safe System
Projects
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