Você está na página 1de 66

Special Issue September, 2012

September, 2012

INSIGHTS & ANALYSIS

ROAD SAFETY IN INDIA

India Transport Portal, 2012


0 India Transport Portal

Special Issue September, 2012

Table of contents
Click on the article you wish to read to reach it directly. Click on the link back to table of contents at the end of each article to come back at the articles list.

Articles:

Road safety management The lack of road safety cost Intelligent Traffic System Improvement in road construction Improvement in automotive technology

p.2 p.7 p.10 p14 p.18

Interviews:

We need to finalize the Action Plan International Road Federation - Mr. K. K. Kapila, Chairman p.23

Fatalities are in the most productive age group people Central Research Road Institute Dr. S. Gangopadhyay, Director p.26

Road Safety is a corporate issue Confederation of Indian Industry Institute of Quality Mr. N. Kumar, President p.29

Road deaths are treated as statistics Institute of Road Traffic Eduction - Dr. Rohit Baluja, President p.34

Financial allocation alone is insufficient Karnataka Government Advisor - Prof. M.N Sreehari p.38

We are once again found napping ArriveSAFE Mr. Harman S. Sidhu, Founder p.42

Transport matters are off the mind of the Government India Confederation of Goods Vehicle Owners Association - Mr. Chittranjan Dass, Secretary Gal p.48

People become aware when you penalize them Center for Environmental Planning and Technology - Pr. Talat Munshi, Associate Professor p.49

Corporates must create road safety awareness GlobalTHEN - Mr. Ram Badrinathan, CEO p.51

There is no road safety even in distant horizon Intercontinental Consultants & Technocrats Pvt. Ltd. Pr. P.K. Sikdar, President p.57

Credits

1 India Transport Portal

Special Issue September, 2012

Road safety management

Road safety management

Looking at why India desperately needs road safety management programs. What is the role of the Government in this? What are the cities initiatives? Looking at corporate houses, NGOs and how these bodies work together and share the responsibility of organizing road safety management.

The urgent need for road safety management in India In the first Global Status Report on Road Safety, the World Health Organization (WHO) identified road accidents as the biggest killers across the world, which will assume an endemic proposition by 2030. The problem is more acute with low and middle-income level countries as they contribute to around 90% of deaths arising out of road fatalities. The worst news for India is that, the country has been identified by WHO as the worldwide leader in road deaths. More deaths happen in India due to road accidents than even the more populous China. According to September 2011 reports generated by the National Crime Record Bureau (NCRB) of Government of India road accidents in the country have increased by 5.5% compared to 2009. Out of the unnatural causes of accidental deaths, road fatalities have the highest share of about 37%. Table 1 clearly shows that from 2006-10, the percentage of road deaths in the overall accidental deaths due to unnatural causes, has shown an upward trend except for the FY 2009 where it was marginally higher than that of 2010. Table 2 (page 3) shows that with the increasing number of vehicles between 2006 and 2010, the numbers of road accidents on Indian roads also increased. The need for a robust and sound Road Safety Management programme in India is quite unquestionable. The Indian Government and its several bodies like the State Traffic Police Department, assume the most important role in this regard. The Government is also working with

More deaths happen in India due to road accidents than even the more populous China.

Table 1: Accidental deaths and road accidents


No. of accidental deaths Year 2006 2007 2008 2009 2010 Road accidents 1,05,725 1,14,59 1,18,239 1,26,896 1,33,938 Total un-natural 2,93,202 3,15,641 3,18,316 3,34,766 3,59,583 Share of road accidents deaths in unnatural total death (%) 36.1 36.3 37.1 37.9 37.2

several agencies and bodies including global organizations like the WHO, World Bank etc. Initiatives have poured in from other arenas as well, like NGOs, and there have been concrete efforts made by the corporate houses in the country.

Source: National Crime Records Bureau, 2011 Report

2 India Transport Portal

Special Issue September, 2012

Road safety management According to road safety consultant Samir Pathak, around 80 % of road accidents are down to the drivers fault. Every day around 350 people die in India due to such negligent behavior. To put a cap on the rising number of fatalities occurring due to drivers fault, Government of India has Nb. Of vehicles ('000) Road accidents 405 decided to set up 10 modern driving Training Schools costing Rs 140 crores. The schools, known as Institute of Driving 400 395 390 Training and Research (IDTR), with most modern facilities will be set up in different states to produce competent drivers. This initiative will maybe stem the illegal driving schools that mushroomed in India. According to a report of Express India, in 2011, out of the thirty three driving schools in Chandigarh only nine had a valid license. Even the Times of India reported that in Lucknow, only 20 schools had license but the unlicensed category is much higher and that is also in the case in cities like Delhi. These motor driving schools steer clear of all mandates of the Regional Transport Office (RTO) and openly disregard the regulations of the Motor Vehicles Act. It is mandatory for the driving schools in India to procure a valid license from the State Transport Authority (STA) and also to register themselves with the Registration and Licensing Authority (RLA). The drivers coming out of these schools are naturally incompetent, untrained and have no concern for the safety of others. With this in mind, it is imperative to curb these wrong practices immediately. A very important step towards this direction was taken in Mumbai recently when the Western Regional Transport Office in Andheri introduced a new system of driving tests that made the licensing test stricter. In an interview to DNA, Deputy Regional Transport officer Bharat Kalaskar remarked that these measures would keep the roads safer by keeping bad drivers off the streets. Such initiatives are truly welcome as the first steps to ensure road safety to curb the dominance of illegal driving schools in India. Road Safety Programme with World Bank The Sundar Committee Report on Road Safety and Traffic Management (2007) highlighted the urgent need to integrate safety measures in the road development programme of India. Accordingly, the Indian Government launched a road safety campaign in with the World Bank. This project funded

Table 2: Number of vehicles and road accidents 140 000 120 000 100 000 80 000 410 60 000 40 000 20 000 0 2006 2007 2008 2009 2010 Source: National Crime Records Bureau, 2011 Report 430 425 420 415

Around 80 % of road accidents are down to the driver(s) fault. Every day around 350 people die in India due to such negligent behavior.

3 India Transport Portal

Special Issue September, 2012

Road safety management by the World Bank Global Safety Facility (GRSF), aimed to bring into effect the International Road Assessment Program (IRAP). Under this project, more than 3,000 km of National and State Highways for states such as Assam, Gujarat and Karnataka were brought under the purview of assessment and inspection. In association with the Ministry of Road Transport & Highways and Public Works Department of the concerned states, this IRAP project attempted to improve the conditions of high-risk roads to make them safer for commuting. The use of the latest digital imaging technology on these stretches is also one of the agendas of this project. This will provide better help in road safety management and will also bring down the percentage of road deaths and injuries. State Traffic Polices Initiatives At State Level, the responsibility of the Traffic police in road safety management and educating citizens on road safety is of cardinal importance. Bangalore Traffic Police is equipped with modern technological facilities like a Traffic Automation Centre, Traffic Interceptor Vehicles etc. They also have Blackberry phones at their disposal so that the repeated

Overloaded cargo vehicles are a big

offenders can be tracked easily. Again, Delhi Traffic Police Department has established Road Safety Cell to generate awareness on safety norms from the grass root level. Other initiatives include educational awareness programmes in collaboration with schools across the State to prevent unsafe road conditions, running of safety awareness advertisements in movie halls, organization of Street Plays, quiz, distribution of literature on road safety etc. Enforcement of Laws Stricter enforcement of road safety management plans has made its way in the countrys law book. The Government of India has in its recent Parliamentary Session passed bills for tighter enforcement of the existing Motor Vehicles Act. Penalties have been increased for not wearing seat belts or helmets, jumping traffic lights, using mobile phones and driving under alcoholic influence. Beside penalties, drunk driving will result in imprisonment for up to two years. In addition, serial offenders will be hit with higher penalties and longer prison sentences. There has also been a major crackdown on truck overloading. Overloaded cargo vehicles are a big factor in road fatalities, besides hampering road infrastructure. In 2005, the Supreme Court of India issued dictates to the State Governments stating vehicles must only carry the recommended load as per the rules of the Central 4

factor

in

road

fatalities,

besides

hampering road infrastructure.

India Transport Portal

Special Issue September, 2012

Road safety management Motor Vehicles Act. Further, in January 2012 the Ministry of Highways ordered the National Highways Authority of India (NHAI) to crackdown on overloaded trucks and to issue an action taken report to keep track of them. Criminal actions against the offenders have also been ordered. For better investment in road safety campaigns, tax exemption laws have also been proposed by Parkash Singh Badal, Chief Minister of Punjab, which will give considerable exemptions to NGOs, corporate and media houses investing in such programmes. Road safety projects in cities In 2010, a consortium of partners from the UN Road Safety Collaboration received funding from The Bloomberg Family Foundation to expand road safety to 10 low- or middleincome countries (RS10 project). In 2012, they decided to extend the project in Ludhiana and Bathinda. A WHO representative in India and technical officer Road Safety & Injury Prevention visited the city for initial meetings with the stake holders. Dr. Kamaljeet Soi, Vice Chairman, Punjab State Road Safety Council said he organized meetings

Corporate initiatives in this domain have

of local NGOs and police officials with Dr. Almqvist Sverker, WHO representative to know the ground realities in Ludhiana. An enforcement plan was discussed which included creating check points, dividing city in various zones, day to day monitoring of drunken driving and enforcement drive. Another initiative is about to begin in Pune. Radio jingles on road safety and traffic discipline will soon be displayed on radio channels. The traffic branch of the city police has created these audio messages with the help of various corporate units, agencies and local artistes. Corporate or Private and NGO Efforts 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 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 with various corporate organizations and has launched a Defensive Driving Course (DDC) Training module with Mumbais Traffic Police. The main purpose of the module 5

often been launched in association with


Government initiatives.

India Transport Portal

Special Issue September, 2012

Road safety management 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 organisations like Save Life Foundation, ArriveSAFE (see our interview), 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. Words: India Transport Portal

There are many non-profit organizations in India that have directed their efforts and have actively participated in road safety management in the country.

Back to table of contents

6 India Transport Portal

Special Issue September, 2012

Economic aspect of road safety

Economic aspect of road safety


The other aspect of lack of road safety

The other side of road safety: what is the scenario

Road traffic injuries, according to World Health Organization (WHO) statistics, are one of the prime causes of deaths across the world. Currently placed in ninth position, road accidents are expected to acquire a leading position within a decade, surpassing even HIV and cancer. It is no wonder that road fatalities are described as global epidemics. Besides the emotional and humanitarian aspects of road accidents, there is an economic side that can hardly be ignored. Lack of road safety can have a negative impact on the economy of a country and on its overall economic development. A 2008 estimate from the World Health Organization (WHO) has pegged global economic costs arising out of road crashes to around $518 billion and the contribution of low income countries to this cost is placed around $65 billion. A study conducted by the World Bank estimated that high income countries spend around 1% of their Gross National Product (GNP) on expenses relating to road injuries with the figure going up to 1.5% and 2% in the case of middle and low income countries respectively. This implies that developing countries face a loss of around $100 billion per year due to road accidents. According to the World Bank, this figure is twice the figure of total assistance that developing countries generally receive at a worldwide level. The serious ramifications of this loss on the socioeconomic growth of developing countries are unquestionable. The Indian scenario The scenario in India is even worse. According to the latest report by the National Crime Records Bureau (NCRB), out of the 4,61,757 traffic accidents reported in India during 2010, 4,30,654 comprised of road accidents. In that year, around 1,30,000 people were killed due to accidents on roads. This implies that every hour around 15 people become victims of

in India in terms of road accidents and how much


India spends on road accidents? What costs fall under road accident expenses? How has it affected the Indian economy? Which challenges need to be overcome to create safe road conditions?

Every hour around 15 people become


victims of road accidents in India.
India Transport Portal

road accidents in the country. Data from the NCRB clearly reveals that out of the total accidental deaths that happened

Special Issue September, 2012 By road accident By rail-road & other railway accident By poisoning 12,6 2,4 3 5,4 By sudden deaths 6,5 By natural causes 7,1 6,3 7,3 7,3 7,3 By falls By electrocution Source: National Crime Records Bureau, 2011 Report By other un-natural causes By causes not known By drowning 34,8 By fire

Economic aspect of road safety in India across 2010, the majority came from road accidents which amounted to around 34.8%. These facts are an unfortunate daily reality on Indian roads. Thus, the lack of road safety on Indian roads leads to the loss of lives, causing emotional trauma as well as economic issues. How road accidents affect the economy Road accidents cost the economy of the country dearly in many respects. There are important heads that come under these expenses like infrastructural cost, administrative expenses that pertain to the Governments spending on properties damaged due to accidents and compensation as well as rehabilitation of the victims.

Table 1: Percentage share of various causes of accidental deaths during 2010 in India

Spending on health care services comprise a big chunk of the expenses. This includes first-aid to victims, providing support to transfer the victim to hospital within the key one hour period and helping in post-crash emergency support. Besides, there is a loss of household services as the economy loses out on the taxes of the earnings of the deceased victims and there is a loss of income for the survivors of the victims family. Overall, due to the lack of road safety the financial resources of the country are heavily affected. Indias expenses on road accidents and the implications Across 2001-03, the Planning Commission of India undertook a study of the economic expenses of road accidents in India. The study concluded that expenses arising out of these for the year 1999-2000, cost the Indian economy a staggering 55, 000 crore rupees (approximately $10 billion). It occupied a total share of 3% of the countrys Gross Domestic product (GDP). Recently, the International Road Federation (IRF), a non-profit organization, revealed the countrys present cost of road accidents. The IRF has shown that the estimates from the Planning Commission have now almost doubled. India now spends a whopping 1 lakh crore rupees ($20 billion) every year due to the lack of road safety. This figure is quite alarming for the economy of a developing country like India. According to estimates presented by the WHO, $20 billion could have helped in developmental programmes in the country like food provisions for 50% of the nations malnourished children. Expenses incurred due to road accidents are essentially sunk costs that generate no returns as the money lost cannot be used for any productive purposes. 8 India Transport Portal

India spends 20 billion every year due to the lack of road safety. This amount is

equivalent of food provisions for 50% of


the nations malnourished children.

Special Issue September, 2012 Challenges ahead

Economic aspect of road safety

Outdated penalty structure practiced in

the capital of India is one of the main


reasons why offenders are not deterred from flouting road safety rules.

More than a decade has passed, since the report generated by the Planning Commission has come out but the situation has far from improved. Where developed countries have significantly brought down the menace of road fatalities, Indias position on the issue has only become worst. According to the chairperson of the IRF K.K. Kapila (see our interview), Government sources are not unaware of these figures and estimates. In fact, in his opinion, India lacks the political will to solve the crisis. This seems true if one looks at the meager penalties that are being imposed on offenders for flouting traffic rules on roads. The table below shows the various penalties given for some of the major offences caused by unsafe road conditions and that heavily contributes to injuries and deaths on roads. The table clearly shows the outdated penalty structure practiced in the capital of India. This is one of the main reasons why offenders are not deterred from flouting road safety rules. This point has also been reiterated by Delhis Joint Commissioner of Police (Traffic) Satyendra Garg. In his opinion archaic penalties and outdated rules of Motor Vehicles Act of 1988 are largely responsible for the disregard of road safety regulations amongst citizens. Developed countries could significantly bring down the incidents of road accidents thanks to active measures undertaken by the Government and robust traffic management systems. In the Indian context, such steps are also required. For road safety management programmes, the Government must pump up its financial support and the funding requirement in this arena should be considered a priority. Expenses on ensuring safe road conditions should not be viewed as expenditures by the Government. They are indeed investments that will guarantee long term

Table 1: Road traffic fines


Offence description No Overtaking One w ay Violation Violation of Yellow line Carrying High/Long Load Without Know ledge of Traffic rules Carrying passenger in goods vehicle Using High Beam Over Speed Red light Jumping Violation of mandatory signs ( one w ay no right turn no left turn no horn ) Driving left hand drive w ithout indicator Driving w ithout helmet (Rider or Pillow Rider) Not using seat belt Using mobile phone w hile driving Driving w ithout license Driving by minor Source: Delhi traffic police w ebsite Penal section 6RR/177MVA RRR17(1)/177MVA 18(||)RRR119/177MVA RRR 29/177 MVA RRR33/177 MVA DMVR 84(2)/177MVA 112(4)(A)&(C) 177MVA 112/183(1)MVA 119/177 MVA 119/177 MVA 120/177 MVA 129/177 MVA CMVR 138(3)/177 MVA 184 MVA 3/181 MVA 4/181 MVA

Amount Rs. 100 Rs. 100 Rs. 100 Rs. 100 Rs. 100 Rs. 100 Rs. 100 Rs. 400 Rs. 100 Rs. 100 Rs. 100 Rs. 100 Rs. 100 Rs. 1000 Rs. 500 Rs. 500

returns and benefits, unlike expenses incurred from road accidents. According to a research conducted by the Transport Research Laboratory on Socio-economic aspects of road accidents in developing countries, investment in road safety programmes can reduce a nations cost on road accidents by 5%. For that, however, only the best and the most appropriate road safety improvement measures should be introduced. Words: India Transport Portal Back to table of contents

9 India Transport Portal

Special Issue September, 2012

Intelligent Traffic Systems

Intelligent traffic systems


The importance of intelligent traffic systems in India: how does this system work? Which cities in India have adopted this system? What is the cost of the operation? What are the results of such road safety devices?
The efficiency of Intelligent Traffic Systems in India The growth of the Indian economy has spawned an urban population with a high income level. This has led to increased motorization on Indian roads. The increasing number of vehicles coupled with a high population fabric has contributed to severe congestion problems throughout the country. Indias road infrastructures are often not equipped to deal with the heavy traffic flow, which in turn creates unsafe road conditions. No wonder India holds the highest number of road fatalities (according to a World Health Organization Report). Every year death toll rises with increasing numbers of road accidents. In 2011, the Union Health Ministry along with the Ministry of Road Highways and Surface Transport stated that around 1.6 lakh people were killed in India due to road accidents in 2010. This number has increased by 30,000 compared to the 2009 statistics. One of the important ways of improving safety on Indian roads is to have a sound traffic management system: a modern system that can monitor, manage as well as enforce traffic rules efficiently. As a result, the Intelligent Traffic system was introduced in India. Operation of Intelligent Traffic System The Intelligent Traffic System is an electronic sensor based traffic management system that does not require any manual help and can operate traffic signals automatically based on the number of vehicles on the road at a particular time. Roads with such systems have sensor lights to assess the vehicular density before switching to the green or red lights. Various detectors determine the load, weight and sound of the vehicles on road. This does not only make traffic management easier but it reduces standing time for commuters as well. The reason being is that if the light is green at a certain crossroad, chances are, the light will also be green at the next crossroad. Due to 10 India Transport Portal

Roads with such systems have sensor lights to assess the vehicular density before switching to the green or red lights. Various detectors determine the

load, weight and sound of the vehicles on


road.

Special Issue September, 2012

Intelligent Traffic Systems reduced standing time at busy intersections, pollution levels are also expected to drop. The system also allows for electronic recognition of number plates to identify offending vehicles and immediate challans (fines) can be issued to the vehicles in question. This system also involves the installation of CCTV cameras that can monitor traffic-related crimes like speeding, unauthorized parking, jumping of signals or any other violations of traffic norms. CCTV footage can be later used to prosecute the culprits. Real time information on traffic issues can be obtained through this system. With this in mind, an Intelligent Traffic system can not only relieve Indian roads from heavy congestion issues, but it also helps to enforce road safety rules in a more efficient manner eventually impacted positively on the number of road accidents. Which cities have adopted Intelligent Traffic systems and what were the financial costs? Many urban Indian cities have embraced the implementation of an Intelligent Traffic system. Indias IT capital Bangalore, where the roads are notorious for congestion, was one of the first few Indian cities to adopt such a system. The first indigenously produced Vehicle Actuated System (VA) developed by Kerela Electronic Development Corporation (Keltron) was taken by Bangalore Traffic Police. An investment worth rupees 1.2 crore (2,23,200 USD) was ploughed into this project with an initial order for 20 VA systems that were deployed in the busy traffic intersection of Bangalore city. Keltron-developed CCTV cameras have also been installed in Pune since 2008 as part of the implementation of their Intelligent Traffic system. A whopping 15.46 crore rupees (28,75,560 USD) investment has been pumped for this installation project that started in 2008. In 2007, Brihanmumbai Municipal Corporation (BMC) launched the project for an Intelligent Traffic system in Mumbai. The Intelligent Area Traffic Control system, an ambitious scheme under the World Banks Mumbai Urban Transport Project (MUTP) which was set to introduce this system in 53 traffic junctions in the first phase of the project, followed by 249 more junctions. 49 crore rupees (91,14,000 USD) was projected as the initial cost for the implementation of this system. Ahmedabad too has embraced the Intelligent Traffic system in a bid to synchronize the citys growing traffic menace. In 2011, a joint effort was undertaken by Ahmedabad Municipal Corporation and Ahmedabad Traffic Department to implement this system on the citys roads.

An Intelligent Traffic system can not only relieve Indian roads from heavy

congestion issues, but it also helps to


enforce road safety rules in a more efficient manner.

11 India Transport Portal

Special Issue September, 2012

Intelligent Traffic Systems In the capital city of Delhi, the Intelligent Traffic Management System was introduced before the Common Wealth Games. The Governments committee on Economic Affairs sanctioned in 2009 a sum of 200 crore rupees (3,72,00,000 USD) for the successful implementation of the project. Routes leading to the Games sites were brought under the purview of this system. 55 roads covering a stretch of 217,96 km along with 200 intersections were brought under this IT driven system. Live monitoring of traffic along with the installation of high resolution cameras were the high points of this system. For the implementation of the Project, Delhi Traffic Police tied up with RITES along with a German firm. The need to streamline Delhis traffic signals through a modern traffic system even after the Games, was evident as highlighted by Lt Governor Tejendra Khannas urge to introduce Intelligent Traffic systems in other parts of the city, similar to what has already been done in the Bus Rapid Corridor of South Delhi. Implementation problems faced by Intelligent Traffic Systems

Implementations of the projects have not always been very fruitful. In Mumbai, for instance, one year after the launch of the system, only four out of the scheduled 53 traffic junctions saw successful

Although, India has taken the correct step by shifting towards Intelligent Traffic Systems, implementations of the projects have not always been very fruitful. In Mumbai, for instance, one year after the launch of the system, only four out of the scheduled 53 traffic junctions saw successful installations. Pune, even after spending 15.46 crore rupees (28,75,560 USD), is still waiting for the project to be completed. A tug of war between Pune Municipal Corporation and Pune Traffic Police has emerged on the question of issuance of challans. This has arisen as a result of petty differences over this issue: the Intelligent Traffic system is now being used to monitor mainly rubbish collections, octroi (local tax) posts and water works in the city. The Deputy Commissioner of Police in Pune stated that since the system is controlled by Pune Municipal Corporation, even after capturing traffic irregularities, the traffic department does not receive the relevant camera feed. The issue of challans is now finally going to be solved as private players have been roped in to settle the differences. In Delhi the project was also on hold for ages. Even after repeatedly missed deadlines, the project was delayed because until 2010, suitable bidders to fulfill the project could not be determined. Such problems only dampen the overall purpose for which the system has been introduced in the first place.

installations.

12 India Transport Portal

Special Issue September, 2012 Future direction

Intelligent Traffic Systems

The implementation of an Intelligent

Transport System is mainly focused on


urban Indian cities. Small cities also suffer from heavy traffic congestion and high road accidents levels.

Currently, the implementation of an Intelligent Transport System is mainly focused on urban Indian cities. Small cities also suffer from heavy traffic congestion and high road accidents levels. Statistics published by the National Crime Records Bureau in September 2011 clearly support this. Thus, if India wants to implement comprehensive road safety programmes, Intelligent Traffic systems should also be introduced in smaller cities. The systems would then adjust to the needs of individual cities to put in place the most suitable format for each. There is still a long way for India to go on this matter, but the country has shown willingness and heavily invested in these systems to try and tackle its extreme roadrelated issues. Words: India Transport Portal Back to table of contents

Rate of accidental deaths in cities w ith rate higuer than parent state, in 2010 No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 City Pune Nasik Indore Meerut Nagpur Rajkot Vijayaw ada Jaipur Jabalpur Delhi (city) Surat Bengaluru Vishakhapatnam Agra Varanasi Faridabad Kanpur Allahbad Asansol Vadodara Jamshedpur Ludhiana Amritsar Kochi Patna Lucknow Rate in city 101,8 99,7 89,9 86,9 86,4 82,2 70,7 68,5 64,8 60,3 59,8 59,7 58,4 57,6 57,5 53,6 53 51,9 51,1 49,3 45,9 39,1 32,7 31,6 29,3 24,3 Rate in parent state 58,3 58,3 49,4 15,4 58,3 42,8 37,5 34,2 49,4 48,2 42,8 41,1 37,5 15,4 15,4 46,3 15,4 15,4 20,1 42,8 18,5 30,1 30,1 30,5 10,5 15,4

Source: National Crime Records Bureau, 2011 Report

13 India Transport Portal

Special Issue September, 2012

Technical aspect of road construction

Improvement in road construction


Bad road engineering and improper signals can
Bad roads and lack of appropriate signals cause road accidents In January 2012, India woke up to the chilling news of a bus mishap on Saha-Sahabad road near Ambala that took the lives of 14 school children. Although, thick fog was put down as the main cause for the disaster, this incident highlighted the dire need of improved safety features in road engineering. If the Highway had reflective markings and was designed to make travel safe under foggy conditions, the head-on collision could have been avoided. Indian roads are often referred to as killer roads as they are notoriously famous for eliciting nightmarish experiences. Improper road markings coupled with bad maintenance and faulty constructions create road accidents and have contributed to the country being at the top of the table when it comes to road death statistics. It is true that in a bid to reduce costs of making highways, safety features like underpasses, flyovers, service lanes etc. are being compromised or altogether overlooked. The truth of the situation can be gauged from the views of Mr. A.P. Bahadur, former Chief Engineer, Ministry of Road Transport and Highways when he pointed out, that to keep budget under control, the National Highway project between Delhi and Agra was deprived of several vital safety features. The situation is however not without hope as concrete steps have been initiated to salvage the country from this crisis. In cities like Bangalore, plans for making road engineering safer were undertaken as early as 2006. In the Chief Ministers 10 Point Programme, plans like junction redesigns that will widen intersections, asphalting for smooth surface of the road, improvement in design of medians that separate traffic from opposite sides were conceptualized.

cause

accidents:

what

are

the

measures

undertaken to make road designs safe? What are the technical improvements in the arena of signals? How is managed the road maintenance?

Improper road markings coupled with


bad maintenance and faulty constructions create road accidents and have

contributed to the country being at the top of the table when it comes to road death statistics.

14 India Transport Portal

Special Issue September, 2012

Technical aspect of road construction Measures to improve road construction Workshop on road safety in road designs

One of the most vital steps undertaken in 2011 by the Ministry of Road Transport and Highways department was the launch of a workshop on Consideration of Road Safety in Design of Road Projects. The National Highways Authority of India along with Indian Roads Congress (IRC) were behind this workshop knowledge aimed among at discussing and sharing design technical road engineers, consultants,

contractors and planners on issues like the design of roads with safety in mind, audits on road safety, the incorporation of safety norms in work zones of projects pertaining to road construction etc. Further, the need to opt for safe road design has been highlighted by the Union Minister Dr. C.P. Joshi when he remarked that, road design should not be an ad-hoc generalization to justify adopting some inferior and unsafe features to save money. Undertaking road safety audits

One of the most vital steps undertaken was the launch of a workshop. Its goal was to discuss and share technical

The implementation of a Road Safety Audit (RSA) was another

knowledge among road engineers, design consultants and planners on issues like road design with safety in mind,

crucial step taken by the Government towards safer road designs. Identification of deficiencies in road engineering formed the most important plan of this audit project. RSAs will also prove vital for suggesting corrective measures are required in the building design of the roads. Many developed countries have successfully deployed this method to counter road accidents. According to DR. Nisha Mittal, Head of Traffic Engineering & Safety at Central Road Research Institute (CRRI - see our interview), Road Safety Audit (RSA) is a proven methodology for ensuring that various safety deficiencies and designs are reviewed at appropriate stage in a cost-effective way. In 2003, CRRI prepared the first guideline of Road Safety Audit that was revised again in 2009. Finally, in 2010, IRC adopted these guidelines that besides outlining the stages and processes of RSA highlighted the norms of safe road engineering. Points like present the traffic scenario, non-motorized traffic, safety issues of Highway corridors as well as rural roads were to be considered while constructing roads. For this purpose, the NHAI also set up a Road Safety Unit.

incorporation of safety norms in work zones etc.

15 India Transport Portal

Special Issue September, 2012

Technical aspect of road construction The Government has made substantial plans to implement RSAs in all parts of the country between the 2010 and 2013 at an estimated cost of 420 lakh rupees. As part of this project, 1000 engineers were to be trained and they would not only provide suggestions in the design of roads but will also review existing projects and identify construction errors so as to make roads compatible with safety rules. Private developers have also been instructed by the Government that while designing roads, safety features like service roads, pedestrian crossings, cattle crossings, and truck and bus bays must be included. Measures to improve signaling Another aspect of designing roads with safety in mind is to have to appropriate road markings. It is also imperative to have working traffic signals that can direct the motorists as well as the pedestrians safely. In 2011, Save Pune Traffic Movement (SPTM) submitted a report to Pune Municipal Corporation. The report highlighted the faults of the traffic signal system of the city which included the lack of signals at proper locations, inadequate visibility of signals from stop lines, shortage of time for crossing the road for pedestrians etc. These suggestions were accepted by the concerned authorities. In many parts of the country, technical improvements for traffic signal systems have been introduced. For example, in February 2012 in Kolkata, the drive to upgrade manual traffic signals into automatic signal system was launched in the Salt lake area to give respite to the citys IT hub, Sector V from excessive congestion. In cities like Bangalore, Delhi, Pune Intelligent Traffic systems, sensor based electronic signal systems have been introduced. Bangalore has also launched Bangalore Traffic Improvement Project BTARC 2011. Chief agendas of this project involve improvements in road markings, signage as well as that of the traffic signal through Vehicle Actuated system. In Delhi before the implementation of the Intelligent Traffic system, a strong drive for maintenance and repair of existing signals and blinkers was undertaken in 2009. This plan included fresh tenders from contractors for this purpose and strict enforcement of penalty clauses was included in case the signal remained defunct beyond the prescribed time limit. According to new clauses, minor faults in traffic signals have to be repaired by the contractors within six hours whereas for major ones, a two day time period was made mandatory. A computerized fault monitoring system was also introduced to keep a strict check on the maintenance process.

In Delhi, a strong drive for maintenance and repair of existing signals and blinkers was undertaken. This plan included fresh

tenders from contractors for this purpose


and strict enforcement of penalty clauses was included in case the signal remained defunct beyond the prescribed time limit.

16 India Transport Portal

Special Issue September, 2012

Technical aspect of road construction ITS has also made its way in the country. With Mysore, other cities are also catching up with the system. As part of the implementation of the ITS in the city of Hyderabad, Andhra Pradesh State Road Transport Corporation (APSRTC) along with GHMC and Traffic Police joined forces in April 2012, to promote better management of traffic in the city. Lane makings on all city roads, creation of bus lanes with adequate road signs were some of the agenda points of this project which was to be funded by Japan International Cooperative Agency (JICA). Road maintenance management The State Highways, Major District and Rural Roads are the responsibility of the Governments in the respective states. The Public Works Department and other state agencies take care of all the roads and highways maintenance of a state except the five national highways. The Department of Rural Development has adopted a number of schemes for the development of the backward rural areas of India. One such programme is the Pradhan Mantri Gram Sadak Yojana which was launched in 2000. Under this scheme, the responsibility for maintenance of roads falls to the village panchayats. The Central Government is primarily responsible for the maintenance of National Highways (1.7% of the road network carrying 40% of the traffic). The Ministry of Road Transport and Highways adheres to the agency system to maintain National Highways and the NHAI is the nodal agency which undertakes maintenance of greater parts of the highways network. Most of the roads and highways in India are in dire need of adequate maintenance. The extent of work involved in the maintenance is enormous and unfortunately the funds available are inadequate to meet the requirements. It is estimated that India would require approximately an annual funding of $1.3 billion to maintain its highways network. This is about three times the amount that is currently being spent. The inadequate maintenance funding is also the case for both, national and state highways. There are positive signs that the Government is taking steps in its role in improving road construction and traffic signal systems. But the funding needs to be significantly increased. Comprehensive incorporation of safety norms and features in these areas will eventually help bring down the number of road accidents, and related injuries and deaths, across the entire country. Words: India Transport Portal Back to table of contents

The extent of work involved in the maintenance is enormous but the funds available are inadequate to meet the

requirements. India would require an


annual funding of $1.3 billion to maintain its highways network. This is three times the amount that is currently being spent.

17 India Transport Portal

Special Issue September, 2012

Automotive Technology

Improvement in automotive technology


Looking at automotive technology in India: what
Recently, India has made its mark in the worlds automobile market. In 2010, the country achieved the distinction of being one of the worlds fastest growing car markets. In the sale of passenger vehicles, India is ahead of developed countries like USA, UK, Brazil, Japan etc. and is only behind China. There is, however, an ugly side to this automobile boom. India has also the worst rate of traffic accidents in the world. According to the first Global Status Report on Road Safety by the World Health Organization, India leads the world in deaths arising out of road accidents and one of the reasons behind this trend is attributed to the increasing number of cars on Indian roads. Opposing views on this issue have emerged from automobile manufacturers like Tata Motors. According to the company, car makers are now quite focused on making safe cars. Irrespective of whether increased motorization has contributed to growing road fatalities, the fact remains that there has been a boom in the number of cars. Thus, automotive technologies in cars that help increase safe driving conditions are very important and can help counteract the impact of human negligence and infrastructural shortcomings. Automotive technologies in cars and their technical evolutions Nowadays, car manufacturers install a host of safety features in their cars that can encourage safe driving conditions and at the same time protect passengers from injuries, whether minor or life-threatening. Such automotive technologies also do not put the lives of other commuters at risk. There are a host of such technological features available in cars that can increase the drivers safety and limit the potential damage caused by road accidents: Seat belts

have been the recent technical improvements


regarding safety devices related to cars? What are the standard norms for these features in the country and how has it affected road safety?

According to Tata Motors, car makers

are now quite focused on making safe


cars.
India Transport Portal

The most basic, yet primary safety feature in a car is the seat belt. Wearing a seat belt can bring down road accident related mortality rates by a substantial 40-50%. Due to the high 18

Special Issue September, 2012

Automotive Technology impact nature of accidents, passengers, often get killed or suffer injuries due to ejection from the vehicle. This can be avoided through this safety harness. Seat belts also help prevent passengers from hitting the dashboard or windshield. Seat belts are now technically more advanced allowing passengers to remain still on their seats upon high impact or allow them to slow down along with the momentum of the car in a controlled manner. Over the years the wear of seat belts has become compulsory in most countries, decreasing the number of road accidents related deaths. Airbags

The presence of frontal airbags can reduce road fatalities by 20 to 40% in the event of a crash. An airbag is essentially, a cushion that inflates upon impact providing a layer between the passengers of the car and the vehicles hard interiors. They are equipped with crash sensors that decide whether the impact is strong enough to deploy the airbags. Typically, on the driver side the airbag features in the middle of the steering wheel whereas the front passenger seat airbag is positioned above the glove box. Earlier cars used to have only front side airbags but now with technological improvements, cars come packed with up to six side airbags providing protection from every angle. Hyundais Fluidic Verna, for example, has been equipped with this extensive feature. Anti-Lock Braking System (ABS)

Over the years the wear of seat belts has become compulsory in most countries, decreasing the number of road accidents related deaths.

This is an important feature that imparts safe drive conditions, especially on wet roads. ABS prevents wheels from locking up and stops the vehicle from skidding. It allows the driver to have better control over the wheels and loss of traction is also reduced. These days, these breaking systems are also being fitted with an electronic brake force distribution system that enhances a cars performance on skid prone areas as it helps release adequate stopping power to the wheels. Electronic Stability Control (ESC)

ESC is a computerised safety automotive technology that helps to keep the car under control, thereby reducing accidents arising out of car skids. ESC comes equipped with sensors that detect whether the cars direction is in congruence with the steering angle. If not, the electronic stability control will apply brakes or make the engine slow down so that the steering input is manoeuvred according to the drivers will. Cars like the Tata Aria come with this safety feature.

19 India Transport Portal

Special Issue September, 2012 Adaptive Cruise Control

Automotive Technology

This feature is key when creating safe road conditions. It not only prevents accidents but also improves the mileage of the car. Adaptive Cruise Control is an upgraded version of Cruise Control that is conventionally fitted in cars. It helps to manoeuvre the car according to the flow of the traffic. Most importantly, this control enables the driver to keep a safe gap with the vehicle ahead. It slows the engine automatically, in case over speeding occurs. Other safety technologies There are many other important automotive technologies available. Fog lamps, for example are extremely useful in areas where visibility is poor. This is the case in cities like Delhi, where during the winter season there is practically no visibility because of fog. Crumple zone is another feature that helps absorb the impact within the front part of the car, and prevent diversion of the crash energy within the car.

One of the most important safety devices regarding road safety is tyres because they are the only link between the car and the road.

Another technique that modern cars come with is the reverse parking sensor. This sensor identifies and alerts the driver about nearby obstacles while parking. Active Head Restraint is another safety technology that gives support to the head, in case the vehicle is hit from behind. It consists of pressure plates and a pivot system that play integral roles in keeping the heads of the rear passengers firmly against the seats. The importance of tyres regarding road safety One of the most important safety devices regarding road safety is tyres because they are the only link between the car and the road. Road safety is the hallmark of radial tyres along with fuel efficiency and enhanced mileage. Michelin, one of the largest tyre manufacturers in the world, revolutionized tyre technology with the introduction of radial tyres in1946. During motion, all plies, regardless of the angle when stationary, are at right angles to the direction of travel. Flexible sidewalls, spiral layers and other engineering incorporated into radial tyres contribute to the radials success and reliability: Lower heat generation: due to their innovative architecture, radial tyres generate less heat when travelling at high speeds. This makes the tyres safer for travelling as the chances of a burst tyre are reduced,

20 India Transport Portal

Special Issue September, 2012 -

Automotive Technology Safer ride: radial tyres offer a safer ride as they provide a more stable contact with the surface of the road when travelling, Increased maneuverability: radial tyres provide better maneuverability and smaller slip angle on roads due to their unique design and engineering, Better tractive and braking grip: due to greater area of contact patch, the ground pressure is slightly lower and more evenly distributed. That leads to greater safety, Better riding comfort: this is because of greater flexibility and suppleness of the sidewall which can easily accommodate the dumping vibration. A flexible sidewall helps to protect the inside of the tyre and also provides a comfortable ride. The bumps on the road feel smoother and the ride becomes less tiring for the driver, More resistance to bruise impact or impact.

French manufacturer Michelin that supplies tubeless radial tyres for passenger cars has come up with special tyres in the TBR sector like XDE2 XDY3, XZE2 & XZY3 that are designed with technologies especially suited to Indian roads. Along the same line, Goodyear launched the GT3 radial tyre that is equipped with Bubble Blade TM tread block design taking safety to a different level. Speaking to India Transport Portal, Rupesh Shah, Head of Business Units - Butyl Rubber, Performance Butadiene Rubber explained that roughly 5 percent of all accidents could be avoided with better tires: In 2010, a study by Professor Horst Wildermann of the Technical University of Munich estimated that high-quality tires improve road grip and handling and can reduce braking distance by 50 percent. Also, in 30 percent of all road accidents resulting in personal injuries, the collision speed and the severity of resulting injuries could be reduced with high-quality tires. Safety feature norms in India All of these safety technologies are available in cars that are sold in India but, unfortunately, safety norms are largely neglected in the country. According to the countrys legislations, it is only mandatory to have seat belts in cars that are sold here. The other safety features do not figure in the majority of cars, unlike their European counterparts. These features are only available in high end models at an additional cost. The airbag, although a primary safety technology, is not available in most cars on Indian roads. In the USA since 1998, it is mandatory to have at least two airbags in the car. In India, no such things exist. 21 India Transport Portal

French supplies

manufacturer tubeless

Michelin tyres

that for

radial

passenger cars has come up with special tyres in the TBR sector that are designed with technologies especially suited to Indian roads.

Special Issue September, 2012

Automotive Technology Apathy of strict legislations on the part of Government coupled with Indian buyers reluctance to pay extra have Truck/lorry largely compromised safety norms on Indian roads. This is really unfortunate if one looks at the statistics published by Bus 20 Tempo/vans Car / SUV Words: India Transport Portal 9,7 Three wheeler Two wheeler Back to table of contents National Crime Record Bureau. In 2010, car accident related deaths represent a considerable figure of 16.6%.

Road accident deaths by type of vehicles (%)

9,4 9,1 2,4

21,1

6,3

Bicycle Pedestrian Others

5,4

16,6

Source: National Crime Records Bureau, 2011 Report

22 India Transport Portal

Special Issue September, 2012

International Road Federation

We need to finalize the Action Plan

Mr. K. K. Kapila speaks about the road safety situation in India and how the International Road Federation of which he is the Chairman is leading towards better road safety achievements.

India Transport Portal: As the Chairman of the International Road Federation, you are at the forefront of the road safety issue. What is your comment on the todays situation? Mr. K. K. Kapila: The road safety situation in India is very grim. More than 1,42,000 people died on Indian roads in 2011. This is as far as official statistics go; actually the numbers would be still higher. Unfortunately this does not get the attention it deserves from the various stakeholders. The United Nations passed a resolution launching the Decade of Action Plan on 11th of May 2011 under which all nations were supposed to prepare an Action Plan encompassing the 5 Pillars of Road Safety to reduce road accidents in the world by 50% by the end of 2020. In India, unfortunately, the Action Plan is yet to be announced. I have personally written to the Chief Secretaries of all the State Governments forwarding a Draft Action Plan, with the request to kindly finalize and firm it up at the earliest so that we can first exercise a check on the road accidents deaths, and thereafter start reducing the numbers. A number of NGOs are working in this field. Some of them are from the general public who died in road accidents and their families have formed NGOs and taken upon themselves to work in the field of road safety. IRF is trying to coordinate their effort by bringing them onto its fold and assist in directing such efforts so that maximum results are achieved. Unfortunately, the Corporates are doing very little in this direction except for Maruti Limited, Hundai and a few more in a very limited way. A lot more needs to be done

IRF is trying to coordinate NGOs efforts.

by the Corporates who can definitely assist in this noble task.

23 India Transport Portal

Special Issue September, 2012

International Road Federation India Transport Portal: How would you improve the way to tackle road safety issue? Mr. K. K. Kapila: To improve the road safety management in India, we need to finalize the Action Plan and work on it in a coordinated manner. The tasks under the Action Plan need to be monitored on a regular basis at a higher level and no impediments should be allowed in its way. The road safety management would in totality be a function of 4 Es i.e.: Engineering, Education, Enforcement and Emergency Care. As far as Engineering is concerned, a lot of work has already been done with regard to what measures need to be adopted to make the roads forgiving. Guidelines in this regard were issued by the Ministry of Road Transport & Highways in April 2010, on the basis of recommendations of the 4th IRF Regional Conference. Strict enforcement of these guidelines will help in removing the deficiencies existing in the roads and help build safer and forgiving roads. As far as laws are concerned, the Motor Vehicle Act and Rules are under review, however, what is important is that the current rules and laws should be strictly adhered to, and their enforcement ought to be a priority.

The current rules and laws should be

strictly adhered to, and their enforcement


ought to be a priority.

India Transport Portal: There is a lack of road safety awareness. How could it be addressed? Mr. K. K. Kapila: The best way to augment and spread road safety awareness is through messages and by showing short promos on television network, providing big hoardings at important locations and screen short Road Safety films in cinema halls before a commercial film is screened. We also need to highlight that the economic cost of road accidents is a mindboggling figure of rupees one lac crore per year besides the cost of 1,44,000 families directly affected by the deaths and many more who are indirectly affected from the trauma of accident, deaths. Besides these 5 lac people get injured and many of them suffer from permanent injuries. The magnitude of the problem needs to be brought out lucidly in the public view so as to touch their hearts thereby motivate everyone to think in terms of contributing his bit towards the cause of road safety.

24 India Transport Portal

Special Issue September, 2012

International Road Federation India Transport Portal: Road safety is a global issue, so which priorities do we need to focus on? Mr. K. K. Kapila: Top priority needs to be accorded to issuance of driving licenses. Adequate care must be exercised to ensure that a person being given a driving license is trained in a proper driving school and has acquired sufficient knowledge of handling of vehicle, knows all the road signs, has been rightly groomed and after passing the tests prescribed for the appropriate category is granted the license. In the case of commercial drivers, it should be also ensured that they have been trained in first-aid trauma care, which is necessary in accordance with the Motor Vehicle Rules. India Transport Portal: As the chairman of the IRF, you are well positioned to benchmark countries. What kind of best practices would you enable in India? Mr. K. K. Kapila: The best practice which we need to bring in India is that we must carry out road safety audits on the roads to bring out the deficiencies in the road system for making them forgiving. We need to take up these works on priority to remove the deficiencies. For the new road construction work in the country, Road Safety Audits should be carried out at the design stage and necessary corrections made in the design itself. This should be followed by audit at the construction stage as well as during operation and maintenance. If we address the concerns which emerge in the road safety audits, we will be able to provide safer and sustainable roads which are the need of hour. India Transport Portal: You are also the Chairman of ICT Group Companies (infrastructure projects). How to balance the need for road development and making them safer? Mr. K. K. Kapila: In this connection, I would like to mention that we are aiming to build only safe and sustainable roads. Building unsafe roads is a much bigger loss to the nation than just developing roads without caring for road safety. It needs to be appreciated that road safety component in roads is not more than 10% of the cost of the road work. If we cut such works, we are building roads which would entail an increase in road accidents which ultimately costs substantially more to the nation than the investment on safety measures. Besides, if we do not provide the requisite road safety measures, we will be increasing the trauma of the masses; thus hurting the Aam Admi the most, for whom all political parties proposes to be working for, yet they show little or no concern about road safety. Back to table of contents

The best practice which we need to bring

in India is that we must carry out Road


Safety Audits to bring out the

deficiencies.

Mr. K. K. Kapila has done bachelor of civil engineering from M.B.M. Engineering College. He is a fellow of Institution of Engineers and a Chartered Civil Engineer. Mr. Kapila held the position of Deputy Director in International Airport Authority of India up to August 1985 before setting up ICT Pvt. Ltd. Mr. Kapila is Chairman and Managing Director of ICT Group Companies. ICT Group is a multidisciplinary firm of international consultants, providing comprehensive professional consultancy services, for all facets of infrastructure projects. He is the first non-European unanimously elected Chairman of International Road Federation (IRF). Under the able stewardship of Mr. Kapila, IRF India Chapter has conducted Five Regional Conferences covering various aspects related to Road Safety. The IRF India Chapter with the support of the Ministry of Road Transport & Highways has embarked on the National Mission of reducing road fatalities by 50% by the year 2012. He has authored a large number of papers published in various journals and is the recipient of a several awards.

25 India Transport Portal

Special Issue September, 2012

Central Road Research Institute

Fatalities are in the most productive age group people


Dr. S. Gangopadhyay is director of the Central Road Research Institute. He presents us two road safety management strategies that have to be initiated and led by the Government: Road Safety Audits and Traffic Calming Techniques.
Dr. S. Gangopadhyay: Road Safety situation in India today is quite dismal with official figures of around 1,30,000 fatalities. Around 10% worlds fatalities occur on Indian roads with just 1% of worlds vehicle ownership. The most disturbing aspect is that it is occurring to the most productive age group people (15-45 years). The most vulnerable groups are the pedestrians, cyclists and twowheeler riders around 70 to 90% of the total victims of road fatalities and these groups are invariably poor also. The attention it should have received from all stakeholders was awfully lacking up to some years back, say 3-4 years. Only lipservice was going on. However, this being the road safety action Decade (2011-2020) globally, now the Government has realized its importance. Some awareness is being generated but the actions in some concrete form have to be framed and implemented. India Transport Portal: How is it possible to improve the situation? Dr. S. Gangopadhyay: The road safety management has to be improved. Sundar Committee in its report has provided this in detail. The eleven points road safety policy framed earlier by Road ministry will have to be adopted and implemented at national level. All the states should also make and implement road safety action plans suited to their local needs and environment. As road safety personnel are awfully lacking, capacity building in this field has to be given due priority. NGOs workings in road safety field have to be roped in. India Transport Portal: What looks like a typical road victim and how is evolving the need for road safety management?

The most vulnerable groups are the pedestrians, cyclists and two-wheeler riders around 70 to 90% of the total victims of road fatalities and these groups are invariably poor also.
India Transport Portal

26

Special Issue September, 2012

Central Road Research Institute The road safety awareness can best be generated when it touches the heart of a person. People have to be sensitized both emotionally and with facts and figures on road safety. The best way is to make it mandatory for private popular channels on TV to broadcast 30 seconds to 1 minute films on road safety and also in cinema halls. India Transport Portal: What could be a successful strategy for India in order to tackle road safety issues? Dr. S. Gangopadhyay: Road safety is a global issue. However, the countries which were able to bring down fatalities did so when their Prime Minister or Presidents i.e. top management people owned it. Two strategies which can work in India are Road Safety Audits and Traffic Calming Techniques. Under Road Safety Audits, all roads new or existing are audited from safety point of view taking into account all types of road users. These are done at six stages i.e.: (i) (ii) (iii) (iv) (v) (vi) Feasibility stage, Preliminary design stage, Detailed design stage, Construction stage, Pre-opening stage, For existing roads, if it is done at earlier Stage better results it will provide. RSA provides forgiving roads i.e. even if the road users make mistakes, severity is tried to be minimized. Traffic calming techniques include: (1) (2) (3) (4) (5) Speed breakers or humps, Road narrowing or chicanes, Pedestrian facilities, Landscaping and environmental features, Speed limits and signs.

Countries which were able to bring down fatalities did so when their Prime Minister or Presidents i.e. top management people owned it.

As in India, traffic segregation is not done in the desired way, different road users share the same road space and so speed differential is increasing. It has made the lives of pedestrians and cyclists quite risky. So in my view these two measures will have to be given top priority. India Transport Portal: You are Director of the Central Road Research Institute. What are your main initiatives / successes regarding road safety? Dr. S. Gangopadhyay: In CRRI, exclusive road safety division was created as early as in 1986 realizing the importance of road safety. This division is doing R&D on each and every aspect of road safety e.g. design aspects of safe roads, driver 27 India Transport Portal

Special Issue September, 2012

Central Road Research Institute testing, studies on vulnerable road users i.e. pedestrians, cyclists, two wheelers, truck & bus drivers etc. Studies on targeted road user behavior like road rage, drinking & driving hazards of distracted driving, use of mobile phones while driving etc. Testing of SPG drivers, testing of retro-reflectivity of road signs, High Security Registration Plates (HSRP) etc. CRRI is also providing consultancy services to MOSRTH, NHAI, PWD, LDA, ADA, private industry people etc. It is also providing training to highway professionals, enforcement agencies, commercial drivers etc. The main initiates / success regarding road safety are:

Dr. Subhamay Gangopadhyay is Director of the Central Road Research Institute. He has graduated in Civil Engineering (B.E.) from University of Calcutta and obtained post graduate degree in Transportation System Engineering from IIT, Kanpur. Dr. Gangopadhyay obtained M.Sc. & Ph.D. from the University of New Brunswick, Canada. He has more than 32 years experience in area of traffic engineering & transport planning, regional and urban travel demand modeling traffic flow theory and capacity analysis, road traffic safety, urban traffic congestion and environmental impact of road transport. He has coordinated wide range of traffic and transportation studies covering many cities in India. He has successfully carried out a number of significant projects i.e., comprehensive traffic and transportation study for various cities, urban road traffic and air pollution in major metropolitan cities in India, evaluation of benefits after implementation of Delhi metro and application of Intelligent Transport System in Delhi. Dr. Gangopadhyay is a Member of Technical sub group of Delhi Development Authority and in many other committees of Delhi and Central Government. He is also Chairman of IRC, IMRA, committee and Chairman of IRC, Materials Accreditation Committee and life member of Institute of Urban Transport. Dr. Gangopadhyay has published more than 55 research papers and about 50 technical reports.

(i) (ii) (iii) (iv) (v) (vi) (vii)

Manual on safety in road design for MOSRTH, 1998, Road safety audit manual adopted by IRC as Road Safety Audit Manual IRC-88, Traffic management studies for different cities, Road safety audit studies for national highways, expressways, state highways, MDRs, ODRs etc., Intelligent Transport Systems, Safety issues for vulnerable road users, Film on no mobile when mobile.

These are some of the broad areas covered under Road Safety India Transport Portal: What are the latest trends regarding design, construction and maintenance of roads (in order to secure them and make them safer)? Dr. S. Gangopadhyay: The latest trends regarding design and construction of roads for making them safer is the decision of the Government to make it mandatory that all Public Private Partnership (PPP) projects will have to be compulsorily audited from safety point of view. NHAI has allotted many such projects and has appointed safety consultants. CRRI has also to audit around 1200 km of national highways at design and construction stages. Earlier only externally funded projects used to be safety audited. However, our initial experience suggests that it is a long way to go. RSA is not understood properly and required road safety auditors are not there in the country. CRRI is offering regular as well as customized training programmes on the subject. We hope it will make a difference as it is the motive of CRRI to provide a pair of safety eyes to the practicing engineers and highway professionals. Back to table of contents

28 India Transport Portal

Special Issue September, 2012

Confederation of Indian Industry - Institute of Quality

Road Safety is a corporate issue


Mr. N. Kumar is Chairman of the Confederation of Indian Industry Institute of Quality. He explains us how corporates could and should be involved in a massive road safety initiative led by his organization.
India Transport Portal: According to you, what is the situation regarding the road safety in India, today? Does it get the attention that it deserved from all stakeholders? Mr. N. Kumar: The recent statistics reveals that almost 1.42 lakh people were killed on Indian road crashes in 2011. This is an increase over 80,000 from 2010. In 2009 the road accident fatalities recorded 1.25 lakhs and 1.34 lakhs in 2010. The Ministry of Road Transport & Highways is also in the process of planning a Road Safety Action Plan. The Action Plan would be expected to recognize the need for a coherent, multi-sectorial and integrated approach. It envisages several concrete initiatives to be taken up to upgrade vehicle safety standards, to bring about improvement in driving license system, accidents data collection and evolution system launching capacity building programmes. Recognizing the vital importance of quick medical assistance, the Ministry of Road Transport and Highways under the Scheme National Highways Accident Relief Service Scheme has provided hundreds of cranes and ambulances to states, UTs and NGOs for relief and rescue measures. The Ministry has a scheme for establishment of trauma care facilities along national highways to provide the competent medical assistance within the shortest possible time. India is signatory to the decade for action declaration by the United Nations to reduce death 50% by 2020. India Transport Portal: According to some studies, road traffic injuries are in 2004 the ninth cause for disease or injury.

Recognizing the vital importance of quick medical assistance, the Ministry of Road Transport and Highways has provided hundreds of cranes and ambulances to states, UTs and NGO for relief and rescue measures.

Forecasts predict road traffic injuries will rank fifth in 2030. Road safety future seems gloomy Mr. N. Kumar: The road safety challenges and opportunities are high in India since the accidents ratio is comparatively increasing; vehicle volume is also increasing every year. ISO 39001 is launched on road traffic management; hence the seriousness on road safety is now taken up by the corporates as a requirement rather than a CSR activity. The road safety initiative is to make the passenger (people moving people)

29 India Transport Portal

Special Issue September, 2012

Confederation of Indian Industry - Institute of Quality and goods (people moving goods) transportation safe in India. Therefore Safe Fleets program propose to develop Indian industry towards safe fleet operations through training and consulting approach. The program involves adoption of the voluntary code for implementing Road Transport Safety Management System (RTSMS), which includes elements such as driver management, vehicle management, journey management and contractor management. This voluntary code shall be included in the ISO 39001 standard during RTSMS development with corporates. India Transport Portal: Besides emotional/humanitarian

aspects, what is the economic cost of the lack of road safety in India? Mr. N. Kumar: India has a rural road network of over 3,000,000 km, and urban roads total more than 250,000 km. The national highways, with a total length of 65,569 km, serve as the arterial network across the country. Roads carry about 61% of the freight and 85% of the passenger traffic. Highways total about 66,000 km (2% of all roads) and carry 40% of the road traffic. With more than 40 million vehicles using Indias roads, therefore are taking a great toll, killing over 140,000 people each year, with over one third of a million victims requiring hospital treatment. The current scenario of commercial accidents are more than 60% in India and 60% of breadwinners are killed in these accidents. These crashes not only cause considerable suffering, they also have a major impact on the countrys economy, costing more than 3 per cents of Indias GDP every year. India Transport Portal: Under Road Safety Initiative, CII Institute of Quality launched an initiative called Safe Fleets. Present us of this initiative? Mr. N. Kumar: CII - Institute of Quality is an international center of excellence for training and development on all aspects of competitiveness through quality. CII - Institute of Quality has been promoting TQM, business excellence, TPM, lean, business excellence and many other initiatives which are of great importance to Indian industry. To support the industry on additional areas such as road safety initiative, road safety program called Safe Fleets, was initiated with an aim of promoting the road safety as a management system. This is a systematic step by step approach towards safer roads basically by the users, one of the main stake holders of a big picture.

The Program involves adoption of the voluntary code for implementing Road Transport Safety Management System,

which includes elements such as driver


management, vehicle management,

journey management and contractor management.

30 India Transport Portal

Special Issue September, 2012

Confederation of Indian Industry - Institute of Quality To make this together with mass movement, CII-IQ Shell and GRSP (Global Road Safety Partnership) and other likeminded organizations are working for spreading this movement in India. The vision of Safe Fleets is to make a significant contribution in the corporate world to achieve a sustainable reduction of the unacceptable toll of deaths and injuries from road crashes in India. The objectives were as follows when we began: Voluntary partnership formed between CII, Shell and GRSP for promoting road safety, A comprehensive programme to build road safety management capability among corporates and transporters, Creation of road transportation safety management curriculum (voluntary standard) to enhance the longterm capacity of institutions, The corporates that have successfully implemented the Safe Fleets programme to be invited to share their best practices, Representatives of Government, NGOs, road traffic experts and other stakeholders to be involved in this initiative for the long-term sustainability of the initiative.

The vision of Safe fleets is to make a significant contribution in the corporate

world to achieve a sustainable reduction


of the unacceptable toll of deaths and injuries from road crashes in India.

Some of the key results achieved by the team are as follows in the last 3 years: Signed a MoU with Government of Karnataka for road safety initiatives in Karnataka. Transport dept. of other state Govts. such as Delhi, Tamil Nadu & Maharashtra have also shown interest on this initiative to join our Safe Fleets program, Voluntary code for people moving people was launched in 2010 at our IQ Anniversary day and voluntary code for people moving cargo is now ready for launch, More than 30 organizations have signed up to Safe Fleets and accepted the voluntary standard which widens our current influence is approximately on 2500 vehicles across Bangalore, Hyderabad, Chennai and Delhi, Study report on mines transportation at Hospet and Bellary a joint initiative of Govt. of Karnataka for improvement, Organized many Safe Fleets open programs; showcased at few related exhibitions and many inhouse programmes for promotion of road safety across Bangalore, Mumbai and Delhi, To reduce the commercial transport accidents and to support Safety in goods transportation, CII-Institute of Quality initiated and prepared a voluntary standard for goods transportation industry. This is with 31

India Transport Portal

Special Issue September, 2012

Confederation of Indian Industry - Institute of Quality the support and suggestions and of corporates, on a

transporters,

associations

legislators

common forum and evolved a voluntary road safety standard for the transportation of goods, The value added voluntary code was developed with the brainstorming sessions in Bangalore, Mumbai and Delhi with many stake holders like regulators, transporters, corporate houses etc. This voluntary code consists of 4 main quadrants namely Driver Management, Contractor Management, Vehicle Management and Journey Management which leads to the road safety management system, Creating awareness and working on the same line, CII-IQ organized many awareness seminars and conferences to take the initiative further and to spread the message of road safety activities. CII- IQ has recently organized a core committee with representatives from likeminded corporates and road safety experts from India to discuss and consider a concrete road safety action plan in India. During the meeting we arrived at a strong and motivated action plan on the joint leadership of the participated organizations. We will move forward on the agenda with corporates support on this initiative. India Transport Portal: This initiative aims to tackle the transport/logistics industry in India among corporates and transporters. Is it the only priority according to you? Mr. N. Kumar: Fatigue and road user behavior is the top priority to be addressed. More than 70 lakhs trucks are plying on the highways and there are not much of basic amenities such as toilets, drinking water, rest places, bathing facilities, recreation places, truck parking places with proper security for the drivers, even if they are there, they are inadequate on the Indian national highways. These drivers are subjected to stress and fatigue leading to more road accidents. The truck drivers are crucial to implement traffic rules. There is dearth of truck driving schools in India which is why the drivers lack basic knowledge on road safety. Indian logistics sector badly needs skilled workers. For example, a recent study done by Confederation of Indian Industry road freight segment shows that nearly 51 million truck drivers would be needed by 2015. The estimates indicate that currently India has approximately 3 million truck drivers for medium and heavy commercial vehicles. Even if 50 per cent of all drivers in India are to be trained, almost 125 institutes of the size and scale of the existing in Namakkal will be required in the next 7-8 years.

A recent study done by Confederation of Indian Industry road freight segment shows that nearly 51 million truck drivers would be needed by 2015.

32 India Transport Portal

Special Issue September, 2012

Confederation of Indian Industry - Institute of Quality India Transport Portal: The truck sector in India is highly fragmented. Most of the drivers own their trucks and only 6% of companies have more than 20 trucks. Without strong Government regulations, it should be difficult to promote and spread road safety awareness among transporters Mr. N. Kumar: The ratio of accidents involving goods/freight carrier in India is about 23% by type of motor vehicle as per typical data available with research wing Ministry of Road Transport and Highways. CII-IQ works with corporates, transporters and fleet operators on this initiative. CII-IQ conducted fleet operators awareness programs involving bus operators, taxi operators, and truck operators etc. to take a pledge on this initiative to create safer roads. CII-IQ also works with All India motor congress truckers association on this initiative. Further to spread the message of road safety activities, with truckers community road safety Initiative was showcased in the Namakkal transport show Fiesta 2011and International Special Vehicles show at Hyderabad in March 2011. Namakkal being the Hub for the truckers this initiative was showcased in the Namakkal transport show which was very successful. India Transport Portal: As you focus on corporates and their best practices, could you give some examples of successful initiatives that have been enabled among corporates? Mr. N. Kumar: CII - Institute of Quality has conducted programmes in many corporates such as Thomson Reuters, Infosys, Wipro, Sequel Logistics and many more. This has resulted influencing more than 3500 vehicles of these corporates including passenger and goods transportation. Successful implementation of fleet safety requires a top-down management approach. The companys policy must not only reflect the importance of fleet safety but also the commitment of the management. The fleet safety must be fully integrated in the organization and management systems. It needs to become an integral part of the companys culture and be one of the key drivers for continuous performance improvement through the implementation of key performance indicators. The top management should demonstrate visible leadership and commitment to road safety to the whole organization including its transport contractors and all stakeholders. Managers must accept individual responsibility and accountability for effective communication, support and implementation of organizations road safety management systems, policies and requirements. Back to table of contents

The companys policy must not only

reflect the importance of fleet safety but


also the commitment of the management. It needs to become an integral part of the companys culture and be one of the key drivers for continuous performance

improvement.

Mr. N. Kumar is the Vice Chairman of Sanmar, a family owned conglomerate. He is also the Honorary Consul General of Greece in Chennai. He is on the board of various public companies and carries with him vast experience in the sphere of technology, management and finance. As a spokesman of Industry and Trade, Mr. Kumar was past President of Confederation of Indian Industry (CII) and has participated in various other apex bodies. He is Chairman of the Confederation of Indian Industry - Institute for Quality. The Institute is launching Safe Fleets, a massive Road Safety initiative which involves corporates. Mr. Kumar is an engineering graduate from Anna University, Chennai.

33 India Transport Portal

Special Issue September, 2012

Institute of Road Traffic Education

Road deaths are treated as statistics


Roads and highways could be some No Mans Lands but it is not to mention the Dr. Rohit Baluja Institute of Road Traffic Education: the first citizen's initiative to improve traffic conditions.
India Transport Portal: According to you, how is the road safety situation evolving in India? You have been critical with regard to the Government initiatives. Do you see encouraging developments? Dr. Rohit Baluja: The road safety situation in India is nothing short of a crisis. With staggering 1,40,000 deaths and an estimated 1.8 million serious injuries in 2011, these figures are rising at 5.5% annually. Most unfortunately, at the moment I do not see any encouraging developments to scientifically tackle this grave issue. India Transport Portal: You claim for an update of the Indian Motor Vehicles Act and to compel with the UN Convention of 1968. What kind of amendment would you like to be adopted? Dr. Rohit Baluja: The UN Conventions of 1949 and 1968 provide the basis of uniformity and need based suggested legislation through a comprehensive partnered document worked together by over 40 developed nations. These have been now supported by resolutions which provide further guidelines based upon which the member nations can amend their legislations as well as standards related to traffic control devices. In Indian context: The Central Motor Vehicles Rules and the Rules of the Rules Regulations along with the standards defined by the IRC should be ratified to the conventions as per Indian conditions and requirements. India Transport Portal: According to you, what should be the best way / argument to spread awareness regarding road safety (economic cost, emotional/humanitarian etc.)? Dr. Rohit Baluja: Road deaths and injuries are treated by the bureaucratic and political leadership as statistics. Behind each statistic is a human being and behind each person is a

Behind each statistic is a human being

shattered family. It is important for each person who is a decision maker in any of the respective fields of transportation, roads, vehicle, health, enforcement, oil industry and insurance should try to imagine the pain and agony faced by victims of road crashes, and then takes requisite decisions. 34

and behind each person is a shattered


family.
India Transport Portal

Special Issue September, 2012

Institute of Road Traffic Education India Transport Portal: Road safety is a global issue: driver behavior, safety devices, road design, traffic signalization etc. According to you, what is the top priority? Dr. Rohit Baluja: Road safety is a global issue alright, but should begin as the basic issue for each city, district, state and country. There can be no prioritization: to begin with I would like to clarify that road safety in isolation has no bearing. Roads are unsafe due to inadequacies in the following domains: legislation and standards to begin with. Then follows the basis of traffic engineering, the need based and scientific application of which forms the safe movement of traffic. If drivers are not trained and assessed in a desired manner, it simply amounts to handing over arms to untrained persons. To ensure that the traffic moves as per stipulated legislations and codes, the importance of enforcement is supreme. So that after crashes have occurred, the victims are saved from serious and fatal injuries the area of rescue, first aid, and trauma care are crucial. India Transport Portal: A vast majority of Indian crash fatalities are vulnerable road users. How to improve a better humanroad interface? There is a rising trend towards technical answers such as Intelligent Traffic System or safety devices.

Road safety is a global issue, but should begin as the basic issue for each city, district, state and country. There can be no prioritization: To begin with I would like to clarify that Road safety in isolation has no bearing.

Dr. Rohit Baluja: ITS is the way forward for all motorized nations. However it is important to understand that before the ITS is applied, it is important to ensure that the roads are properly traffic engineered. ITS is taking the twentieth step, wherein all other steps from one to nineteen of traffic engineering and safety audits must be first put in place. Yes, 86 % of road crash causalities are those of the vulnerable road users. These are primarily because of poor and inadequate infrastructure and lack of strategic enforcement. Effective remedial measures to prevent road crashes can only be initiated once the factual causes and consequences behind such crashes are known. This can only happen when the road crashes are scientifically investigated. Road Safety begins from such data and information, which is major handicap in Indian conditions.

35 India Transport Portal

Special Issue September, 2012

Institute of Road Traffic Education India Transport Portal: Please present us the Institute of Road Traffic Education and your main achievements / Initiatives? Dr. Rohit Baluja: The Institute of Road Traffic Education (IRTE) a research based not-for-profit organization, has embarked on the mission of capacity building of traffic management organizations across the developing world. These organizations may be both in Government or private sector who deal with the domains of road crash investigation, traffic engineering, development of legislation and standards, driver training and assessment and post-crash management. Inspired by the successful research based successful initiatives which include: Journey Risk Management (JRM), Enforcement Technology Vehicles (Interceptors), Mobile Crash Investigation Laboratory (CrashLab), Students Traffic Volunteers Scholarship Scheme (STVS), road safety education programme for schools (School Conclave), highway literacy programme, interactive bottom up approach in driver training, training systems in road crash investigation, the IRTE has now set up the College of Traffic Management (CTM) in the NCR Delhi. This College has four working schools namely: School for Traffic Engineering, School of Enforcement, School of Driver Training, School of Public Health and Road Safety, and has now become the focal point for sharing and learning in all the areas. These investments by IRTE are no short of sowing seeds of the development of safety management of roads for the future. Trees take time to grow, and when they fully mature, they provide shelter and fruits for generations ahead. India Transport Portal: What is your feedback regarding the driver trainings you offer? Do you feel there is road safety awareness among drivers / truckers / transport corporates? Dr. Rohit Baluja: The driver training programmes offered by the IRTE are fully based upon the research being carried out by our traffic engineering and enforcement schools. The tools, systems and modules have been developed on a bottom-upapproach. IRTEs in-depth research on camera has adequately revealed that non-standard and non-uniform road geometrics and faulty traffic engineering systems on our highways and urban roads has led to a fall in road user behavior which is adequately demonstrated by the large extent of serious violations of the road in related the legislation. are Since still the enforcement systems country largely

IRTEs in-depth research on camera has adequately revealed that non-standard and non-uniform road geometrics and faulty traffic engineering systems on our highways and urban roads has led to a fall in road user behavior.

rudimentary, traffic violations to the large extent are not recognized by the enforcement agency which is the police.

36 India Transport Portal

Special Issue September, 2012

Institute of Road Traffic Education The bottom-up approach has been defined by IRTE as understanding the cause of violations through scientific research - including video recording, accident investigation, safety audits of roads and related environments, interviews of drivers and road user - and integrating the research findings with standards and legislation to develop tools and systems of training to meet the needs of drivers in different categories. All our systems are duly audited. Each training programme is also supported by pre and post assessments to ensure that both the employed drivers and those who drive their own vehicles understand the aspects of legislation and defensive driving in the conditions and domain they drive. There is no doubt that road safety awareness has much increased of each driver who has been trained by the IRTE. Back to table of contents

Dr. Rohit Baluja is the President of the Institute of Road Traffic Education (IRTE). He has a doctorate in civil engineering from the University of Birmingham. He is a member of the United Nations Road Safety Collaboration representing India, as well a Member of the Commission for Global Road safety representing Asia. He is contributing towards training and capacity building in the areas of traffic policing, accident investigation, driver training, traffic engineering and road safety management. IRTE is a non-profit organization that was the first recipient of the National Award for Road Safety by the Government of India.

37 India Transport Portal

Special Issue September, 2012

Karnataka Government advisor

Financial allocation alone is insufficient


Prof. M.N. Sreehari gives us his academics insights on road safety issues. He also told us what he learnt from the Karnataka initiatives he used to enhance as a Government Advisor.
Prof. M.N. Sreehari: India witnesses the highest number of road crash deaths in the world and the number of such incidents is growing at an alarming rate. Traffic management to mitigate accidents requires attention from several collective entities such as planners, decision makers and citizens. Although the number of vehicles on Indian roads is not high the main cause for accidents can be attributed to rash and negligent driving, haphazard driving habits, and careless attitude towards other road users such as bicyclists and pedestrians. Due to this, the accidents are on rise and can only deteriorate with the increase in number of vehicle and speed. While Government agencies have earmarked adequate finances to plan and practice road safety initiatives, it however has not percolated enough to make any positive impact. It appears that the proposed measure to mitigate accidents are not focused and dealt at the micro-level. In fact, a good portion of the total GDP (about 3 to 5 percent) goes towards preventing road crashes. Financial allocation alone is insufficient but requires a collective effort in planning, study & research of road safety measures, public awareness and involvement of NGOs are critical in alleviating traffic issues. India Transport Portal: What kind of measures should be taken in order to improve the situation? ? India Transport Portal: As an academic, how would you comment the road safety situation in India today?

Public awareness and involvement of NGOs are critical in alleviating traffic issues.

Prof. M.N. Sreehari: In order to see any major improvement in road safety there is a strong need for co-operation of all stake holders that includes Government & non-Government agencies. It is judicious for the Government agencies to allocate small budget to take preemptive measures and

India Transport Portal

22

Special Issue September, 2012

Karnataka Government advisor enforce them rather than spending large amount towards compensation, social costs and other in-tangible costs. In addition, non-Government agencies can contribute in the enforcement phase by introducing measures such as traffic awareness, training and education, which can significantly improve the overall system. Government agencies can bring in additional laws and regulations to improve quality of drivers behind wheels. For instance, it can regulate quality of drivers through issuance of driving licenses: permit users that are well trained and educated about road safety rather than issuing driving permits based on simple tests. Additional measures must be put in place to ensure quality of existing drivers is maintained. For instance, every year classes and tests must be conducted mandatorily for public vehicle drivers and once in five years for others. Secondly, the classes and training material must be updated regularly to cover advancements in technology. For example drivers must be educated about the impact of using cell phones and texting while driving on road safety. Third, mandatory vehicle inspection must be administered

Mandatory vehicle inspection must be

once in two years to determine the health of vehicles. Fourth, enforcement of regulations through cancellation of license, levying heavy fines, additional traffic classes, and community service to offenders are the needed in India. On a longer plan, other measures like ensuring good road surface condition, adequate and appropriate road sign will reduce the number of accidents. Also allocating additional resources to enforcing authorities can mitigate accidents. Good driving habits and road safety education program must be conducted periodically and repeatedly by Government and NGOs for target age group of 18 to 30 years of drivers as they cause almost 55 percent of accidents.

administered once in two years to


determine the health of vehicles.

India Transport Portal: How to spread road safety awareness?

Prof. M.N. Sreehari: Road safety awareness programmes must include case studies that can be narrated preferably from those involved in a collision. This may involve perspectives from the victim, individual causing the accident and enforcement officer investigating the collision. Informative traffic collision awareness information must be communicated to the public through theatres, training programs, advertisements, and social networking websites.

39 India Transport Portal

Special Issue September, 2012

Karnataka Government advisor The message of road safety must be conveyed emotionally on humanitarian grounds which has higher rate of information decimation and comprehension. Citizen participation in local traffic management programs must be encouraged. In addition, traffic safety must be taught and inculcated in schools and university education. Every road user thinks that he is always right and the mistake is from the other road user as he fails to perceive his mistakes. Drivers are most time agnostic and do not consider the economic loss, loss to life, property etc., which are secondary to him. India Transport Portal: As an advisor to Government of Karnataka, could you present us some road safety initiatives that are managed in Karnataka? Prof. M.N. Sreehari: As an advisor to Government, I am involved in implementing and carrying out number of road safety awareness programs like, safe route to schools, safe vehicle and safer roads carried out successfully with a marked success. Being the founder chairman for Traffic Engineers & Safety Trainers (TEST), an NGO working with the motto Reach Home Safe, educated more than four lakh road users and drivers of all class of vehicles. Results from these programs were positive. I also have authored, perhaps the first of its kind in India, a road safety manual in the year 1999. B-TRAC (an initiative from Bangalore Traffic Police) is very much effective and a self-imposed traffic warden organization was initiated. This program is highly effective in carrying out various road safety programs which includes education and enforcement. In traffic control and management there is a need to introduce ITS (Intelligent Transportation System). To validate the effectiveness it is very important to carry out before and after studies (BAA). This will help to understand the effectiveness of the program for its validation, fine tune or moderate procedures. Educating the rural population on road safety at primary teaching schools and at adult level programs is in practice. Over all these programs practiced in Karnataka is yielding satisfactory levels and justified by the reduction in the number of accidents and its rate over the years. Though this number cannot be brought to zero it can however keep a check on the collision rate with increase in vehicular growth. Safe roads and zero accidents, though is almost impossible to reach, but moving towards this goal is always a positive note. I am sure Karnataka is reaching this goal in a systematic way, although slowly, it has a long way to go. 40

There is a need to introduce ITS. To validate the effectiveness it is very important to carry out before and after

studies (BAA). This will help to understand


the effectiveness of the program for its validation, procedures. fine tune or moderate

India Transport Portal

Special Issue September, 2012

Karnataka Government advisor India Transport Portal: Road safety is a global issue that includes several aspects. Does it need a global approach? Prof. M.N Sreehari: Road safety is no doubt a global issue and also a challenge. Every city or urban area has its own indigenous methods to achieve satisfactory levels through local area traffic management initiatives. One of the main and most un-predictable road safety issues is the driver behavior, which is situational and may vary significantly in a population. This one is really challenging as most of the accidents are attributed to this factor. A driver may behave normal and follow all rules and regulations during the test to obtain the license, but while driving due to his pre-occupied mental status, violates all regulations in spite of knowing it is wrong. This results in accidents and many times he will not survive to understand the mistake. This phenomenon is a threat to road safety. It is estimated that more than 90% of road crashes are due to human error in spite of qualifying the driving test to obtain the license. This mismatch of behavior while driving and while obtaining license do cause accidents. Due to this problem, there is a need for automation using ITS, design to suit & build the vehicles including vehicle dynamics and tire technology. The road grip factor is very important during an accident while applying brakes. Road attributes including geometry, surface condition,

Prof. M.N. Sreehari is working as Professor for Post-graduate studies for Highway Technology. Previously, he was working at MSR Institute of Technology as professor before joining to RV College of Engineering, Bangalore. In the year 2004, he became the advisor to Government of Karnataka, for traffic, transportation & infrastructure & an expert member to Bangalore infrastructure development. He has been an advisor to Government of Maharashtra and Government of Goa for mono-rail project for Road connectivity works under JnNURM schemes respectively. He has worked as traffic engineering advisor & consultant. In the year 2000 he started Consortia of Infrastructure Engineers, serving consultancy services in traffic & transportation engineering & has been the chief executive officer of this organization presently. He is the founder chairman of the NGO Traffic Engineers & Safety Trainers. He also is member of bodies like Institution of Engineers, Indian Roads Congress, Indian Road Transport, Indian Society of Technical education etc. Prof.M.N. Sreehari has received several awards & honors.

together with intelligent traffic control & management are the solutions to mitigate the accident rate and prevention of accidents. In my opinion an intelligent vehicle to manage and control all the even and odd situations while driving is very important so as to absolve all the errors of the driver to prevent an accident. Back to table of contents

41 India Transport Portal

Special Issue September, 2012

ArriveSAFE

We are once again found napping


Mr. Harman Singh Sidhu is well positioned to speak about road safety. With his NonIndia Transport Portal: Last year, you explained that road safety has not been getting the attention that it deserved but that situation was changing. Do you confirm that latest developments are on an encouraging trend? Mr. S. Sidhu: Sadly it still is not the case. Compare it with Indian preparations for the Olympics Games, we all very well know that our contingent goes there as a resigned force. It reflects in our body language and every time the scenario remains just the same. One of the most populous county and still we just get a medal or two. This forsake attitude has influenced our behavior and the same reflects on our approach towards Road Safety. On 11 May 2011, the Decade of Action for Road Safety 20112020 was launched in more than 100 countries, with one goal: to prevent five million road traffic deaths globally by 2020. Moving from the Global Plan for the Decade to national action, the many countries (e.g. have taken Mexico, measures the towards improving road safety, either by developing national plans for Decade Australia, Philippines); introducing new laws (e.g. Chile, China, France, Honduras); or increasing enforcement of existing legislation (e.g. Brazil, Cambodia, the Russian Federation), among other concrete actions. The recent UN General Assembly resolution on global road safety sponsored by more than 80 countries gives further impetus to the Decade by calling on countries to implement road safety activities in each of the five pillars of the Global Plan. While globally the commitment has been intensified, we are

Government Organization, ArriveSAFE, he is constantly fighting to improve road conditions.

Except for one forsake closed-door meeting of hundred odd people nothing

once again found napping. More than one year has gone and we still have to put a plan in place. Probably, we think a decade is a long time because we are a country used to fiveyear plans. Except for one forsake closed-door meeting of hundred odd people nothing has happened.

has happened.

42 India Transport Portal

Special Issue September, 2012

ArriveSAFE Deaths due to road accidents in the country have increased by 2.2% during 2011 over 2010. The graph could sadly go further up with increased number of vehicles being pushed on to the road and the new wider roads facilitating vehicles to move faster. India has just one per cent of the worlds vehicles but ten per cent of the worlds traffic crashes and Indias dubious distinction of highest road crash fatalities in the world are two most frequently used phrases by the media, both Indian and International but this doesnt scare us. There are some encouraging signs; like the pilot of RS10 project in Jalandhar, Punjab and Hyderabad, Andhra Pradesh has started to pay off. The World Health Organization, Global Road Safety Partnership with ArriveSAFE as their local partners and John Hopkins University through the Ministry of Health and Family Welfare, Government of India, is implementing the Bloomberg Philanthropies funded project. In Jalandhar, the program is aimed to check drunken driving and speeding and in Hyderabad the objective is to encourage use of helmets and check drunken driving. The road casualties have been brought down to half in nearly one year, which is a very clear indicator that we can save lives if we work with a goal in mind. India Transport Portal: According to you, what would be the best way to improve the road safety situation? Mr. S. Sidhu: Once again, I would like to remind, its the Decade of Action for Road Safety. The agencies like WHO, GRSP, World Bank under the UN Road Safety Collaboration have painstakingly worked on Good Practices Manuals and they are sharing it for free. All we need to do is follow the trodden path and it cannot get simpler than that. These manuals provide detailed information ranging from macro practical guidance for strengthening country road safety institutional and management capacity to micro increased helmet use level. Road traffic injuries are predictable and preventable.

The agencies like WHO, GRSP, World Bank under the UN Road Safety

Collaboration have worked on Good Practices Manuals. All we need to do is follow the trodden path and it cannot get simpler than that.

Experience suggests that an adequately funded lead agency and a national plan or strategy with measureable targets is crucial components of a sustainable response to road safety. The Five Pillars of Road Safety clearly define the interventions that work. This include incorporating road safety features into land-use, urban planning and transport planning; designing safer roads; improving the safety features of vehicles; promoting public transport; effective enforcement by the traffic police and improving post-crash care for victims of road crashes.

43 India Transport Portal

Special Issue September, 2012

ArriveSAFE Public awareness campaigns funded by the corporate world and supported by NGOs would also play an important role in supporting the enforcement of legislative measures, by increasing awareness amongst the road users. Traffic safety is a complex and multidimensional problem and needs broad knowledge to be dealt with. It is high time that we have a separate Ministry of Road Safety or a powerful dedicated and result oriented agency at the National level that coordinates with all the concerned stakeholders. At the same time, some of the interventions are very basic and no special expertise is needed in implementing them. Isnt it criminal, a hearing-impaired school bus driver happens to be a habitual rash driver, the students report to the school principal but still he continues with his job? He overtakes a vehicle on an unmanned railway crossing and the bus is hit by a train killing four girls aged between 10-14. Now, after the damage is done the Deputy Commissioner promises stern action. As usual, nothing would happen and everyone would go scot-free after an enquiry. We need the will to improve with a top down approach.

It is high time that we have a separate Ministry of Road Safety or a powerful dedicated and result oriented agency at the National level all.

India Transport Portal: Please explain us what is the ArriveSAFE role in this issue? How are you working with other NGOs and stakeholders? Mr. S. Sidhu: I have firsthand experience of a Road Traffic Injury for nearly 16 years that left me confined to a wheelchair and have seen the world change around me. I consider myself lucky to have survived this life altering crash. ArriveSAFE came into being because I want everyone arrives home safe every day. Imagine! A daily wageworker, a father of four walks down to his place of work and saves every possible rupee to send his kids to school. One day he is crushed by a speeding truck and is crippled, loses his work, takes loan for treatment but dies after 3 months. He leaves behind a traumatized family buried under the pressure of loan repayment. His wife cannot feed the children forget about their education. They are forced to work as child labor, hence all dream shattered. This is happening with some family every few minute in our country. See this at a macro level; 2-3% of GDPs is lost just due to these avoidable road crashes. A cut on road crashes with the identified and tested cost efficient interventions can definitely make us a stronger economy.

44 India Transport Portal

Special Issue September, 2012 Some of the projects we are working on:

ArriveSAFE

1) RS10 project - The Bloomberg Philanthropies has funded the consortium of WHO (World Health Organization), GRSP (Global Road Safety Partnership), John Hopkins University, World Bank and EMBARQ to expand road safety to 10 low- or middleincome countries. Dubbed the Road Safety in 10 Countries Project (or RS10 for short), this initiative will include a road traffic injury prevention component in 10 countries: Brazil, Cambodia, China, Egypt, India, Kenya, Mexico, Russian Federation, Turkey and Viet Nam. Additionally, it focuses on trauma care in India and Kenya. The five-year project started in 2010 and would run till 2014. The pilot project is being done in Jalandhar, Punjab with focus on reducing drunken driving and speeding and in Hyderabad for reducing drunken driving and increasing helmet wearing, through capacity building among law enforcement officials and social marketing campaigns. We are working with these International agencies in Punjab to implement the project. 2) Data Collection on Road Crashes - As reaffirmed in the "First

We have developed a road crash data collection with an automated evaluation

Global Ministerial Conference on Road Safety" in Moscow, data led approach is required to focus on targeted interventions and to know their results. We are upgrading the existing system to improve on the crash data collection system.

system for PRBDB (Punjab Roads and


Bridges Development Board). Shortly, the Punjab Police can start using the system.
We have developed a road crash data collection with an automated evaluation system for PRBDB (Punjab Roads and Bridges Development Board), a World Bank funded project. Shortly, we will be starting training sessions for the Punjab Police so they can start using the system. 3) Strengthening Enforcement We are working closely with the police units so the information of traffic violations and traffic violators is analyzed not just collected. This helps us lobby with the police authorities to focus more on offences like over speeding, drunken-driving etc. that cause danger to the road users than on offences like not carrying driving license. This would ultimately result in lesser crashes. 4) Educating License Seekers It is a well-known fact that we do not have any easy-to-understand quality educational content and a non-existent theoretical and practical testing system. We are working with the Haryana Police is strengthening the licensing system by developing and delivering multimedia lectures on safe and responsible driving. After the knowledge is imparted to these would-be drivers their knowledge level is tested through computerized multiple choice questions to ensure they are good enough to go for the road test. 45 India Transport Portal

Special Issue September, 2012

ArriveSAFE 5) Advocacy and awareness campaigns - To draw the attention of decision makers, especially politicians and public in general. We meet politicians in India and countries like Canada having a sizable population of people of Indian origin so road safety is given the importance it deserves: Making helmets mandatory for women riders of twowheelers, Issuing tickets (challans) to drivers if they are using vehicles with weak/old tyres, without using side mirrors, Removal of liquor vends set-up along the roads, Improved public transport system, Giving lectures and presentations on road safety to the staff of corporate houses. Developing road safety campaigns for corporate houses so they can implement/run them in the localities or villages around their plants. Studying the "good practices manuals" on road safety developed by organizations like GRSP, FIA Foundation and WHO. Further, to plan and coordinate how these practices can be implemented seamlessly to the existing Indian system. India Transport Portal: According to you, what should be the

Demonstrating the need of victims and their families for economic, legal and

emotional support inspired the media to


keep covering the impact of road

best way and argument in order to spread awareness regarding road safety (economic cost, emotional/humanitarian etc.)? Mr. S. Sidhu: It is a mix of all these, economic, social, physical, psychological and emotional devastation resulting from the avoidable road crashes taking place every minute on our roads. While quantitative information and data analysis are vital to describe the scale and cost of death and injury to the planners, the emotional toll of road traffic crashes upon victims and their families helps in garnering public support to the cause. Combined, they deepen awareness of the impact and repercussions of road traffic crashes and will provide a powerful and effective tool to inspire change. Demonstrating the need of victims and their families for economic, legal and emotional support inspired the media to keep covering the impact of road crashes. This also motivates victims and their families to create a forum for global activism on road safety.

crashes.

46 India Transport Portal

Special Issue September, 2012

ArriveSAFE India Transport Portal: According to you what should be the Government priorities? Mr. S. Sidhu: Road safety, a multidimensional issue needs an orchestrated action from all the stakeholders. I feel the top priority should be given to the issues that can be addressed the quickest. Making roads safe should be high on the agenda because even if the road users make a mistake, the road is forgiving not punishing. Just yesterday, there was a news item Unmarked speed breaker kills birthday boy. Even the lowest level official of the concerned department [Municipal Corporation] in this case would know that it should be marked. Indians have just moved on to cars in the last few years and they are unaware of how important the condition of vehicle is for their safety. Ensuring good health of tyres, usage of side and rear view mirrors, using restraints like seat belts, child safety seats, helmets and improved visibility can save many lives and it takes no time but gives assured results. Combining Road Safety and Environment, I feel switching on to Green Tyres that reduce carbon emission and improve safety because of low rolling resistance and road grip would be one good step forward. The Government should make it mandatory. Back to table of contents

Harman Singh Sidhu has dedicated his life for the cause of Road Safety and his work has been recognized by various National and International organizations like the World Health Organization and United Nations. ArriveSAFE is a registered Non-Government Organization and has been working to improve key aspects of Road Safety in India. It started its operations from Chandigarh in 2003. ArriveSAFE emerged out of Harman Singh Sidhus harrowing personal experience of a road crash in 1996 and living in constant pain since then. The sudden emptiness and a strong desire that the same doesn't happen to anyone else moved him to work in the field of Road Safety. ArriveSAFE since then has grown from a one man initiative to an organization supported by many likeminded persons having concern for Road Safety.

47 India Transport Portal

Special Issue September, 2012

India Confederation of Goods Vehicles Owners Association

Transport matters are off the mind of the Government


Mr. Chittranjan DASS secretary general, AICOGOA, claims for a better Government involvement in order to help the trucking sector to adopt road safety technologies. Comments gathered by India Transport Portal.
The road safety situation in India is terrible. Across the spectrum the sensitivity towards safety on roads is deficient. Road Safety management should begin with syllabus based training as a pre-requisite for grant of driving license for any motorized vehicle, be it two wheeler, three wheeler, cars or commercial vehicles. During initial period of say first decade, training of drivers has to be the job of the Government. Instead of NGOs the ITIs across the country should be utilized for this job. Given the characteristics and capabilities of organizations like ours there is not much scope for playing significant pro-active role regarding road safety. Advocacy, we find, is the tool

Users in India have been starved of radial technology out of design.

available to us which we are using to the hilt, without minding for the outcome. The road transport sector, in common perception, is

constituted of common carriers, which are the focus area for any activity designed to improve the image of this sector. Truck owners and their crew are like poor neighbors and necessary evils. Ideal would have been to concentrate on training of drivers, carrying for their living style and emoluments, integrating the fragmented fleet of trucks.

Mr. Chittranjan Dass is Director of the SAARC Centre for Transport Studies and Editor of the SAARC Journal of Transport. He holds the positions of the Secretary General of the All India Confederation of Goods Vehicle Owners Association, Secretary of the All India Operators Confederation and President of the SHAH SOCIETY for Highways Amenity & Healthcare. He was previously Secretary General of the All India Motor Transport Congress.

Road transport matters like vehicle or tyre technology etc. are off the mind of the Government. Oligopoly of domestic tyre makers rules the roost. Users in India have been starved of radial technology out of design. No wonder thus the ideal radial tyres could not be readily available to truckers in India till date. From consumers point of view it is irrelevant who manufactured the radial tyres which they are hankering for over the decades since this technology was introduced. Back to table of contents

48 India Transport Portal

Special Issue September, 2012

Center for Environmental Planning and Technology

People become aware when you penalize them


Mr. Talat Munshi, Associate Professor at the Center for Environmental Planning and
Mr. Talat Munshi: Most India cities suffer because of several reasons. Firstly, the poor regulations of road spaces and activities along the roads, second being inefficient and inadequate provision and maintenance of the road infrastructure especially for the pedestrian and for bicycles, often considered as victim modes. Third they also suffer the design and supply of transport systems are not inclusive and lack understanding of travel behavior and habits of individuals. For the above mentioned reason, in India we see that activities spill over on the public spaces, as a result the peripheral road space meant for pedestrian and bicycle use is used for private purposes as often extension of restaurants, parking of motorized vehicles. As a result pedestrian and bicycle users are forced to mix with other faster modes of travel. The result is that India has India Transport Portal: What is the situation regarding road space management in India and how it is shared by all users?

Technology explains how important it is for road safety to better think the road sharing

management. He claims for strengthening the road access in order to give greater

responsibilities to road users.

Individual

travel

behavior

is

not

heterogeneous mix of traffic that ranges from pedestrians to heavy truck, a condition that is obviously not safe for pedestrian and bicycle users and other individual who use non-motorized to travel or transport goods. Individual travel behavior is not accounted for when we design streets; it has been observed that mostly people, especially women and children find it safe to walk when informal activities are present along the road, which is an analogy to my earlier statement.

accounted for when we design streets; it has been observed that mostly people, especially women and children find it safe to walk when informal activities are present along the road.

49 India Transport Portal

Special Issue September, 2012

Center for Environmental Planning and Technology What I feel is that Government, NGOs etc. are not doing enough; everyone has their own agenda and therefore they implement strategies accordingly. The NGOs want to protect the street venders and the Government is interested in capital intensive projects that do not necessarily solve core issues related to safety on Indian roads. India Transport Portal: So there is a need for a better road sharing between all users? Mr. Talat Munshi: In my view the solution lies in inclusive developments which understand the need for activities along the roads, accounts from it in its design and moreover design of street does not allow mixing of extremes like buses with pedestrian movements on the same street. Therefore, either buses should have segregated routes, or the pedestrians or bicyclist should have separate routes. Small amount of mixing is desirable as it a self-regulator of speed, but it is essential to separate the victim modes from large size motorized vehicles. Laws will have to be enacted so that road space meant for pedestrians are respected and these public spaces are not used for private purposes. I recommend that Donald Shoups parking model for parking should be used in Indian context. Though it might be difficult to implement, individual who use public spaces for parking and other private purpose should pay the market price (highest bidder) for the location. This would include space allocated for hawkers in an inclusive street plan. Most Indian roads are not safe because vehicles speeds varies anywhere between 5 km/hr to 50-60 km/hr, therefore the upper speed should strictly regulated. In addition there should be a lower speed limit for each road, so that traffic flows on India roads are laminar. The last most important point is that the exam for issuing driving license should be strict and difficult; an individual who qualifies for driving a motorized vehicle should be aware of all traffic rules including traffic movement priorities at junctions. India Transport Portal: Do you claim for a strengthened road access? Mr. Talat Munshi: People become aware when you penalize them, so the best way to spread awareness would be to make issuing of driving license difficult and expensive, also the penalties for serious traffic offense like accidents, rash driving should be made very strict and involve suspension of license and mandatory counseling.

The

solution

lies

in

inclusive

developments which understand the need for activities along the roads, accounts

from it in its design and moreover design


of street does not allow mixing of extremes like buses with pedestrian movements on the same street.

50 India Transport Portal

Special Issue September, 2012

Center for Environmental Planning and Technology Parking charges as stated earlier can be used to manage demand which will automatically regulate congestion. Parking violation should be charged and the charged penalty should have enough dis-utility, so that the person does not violate rules again. India Transport Portal: As academics you must give huge importance to education, training and formation. Do you think there is a place to learn road safety fundamentals at school? Mr. Talat Munshi: Yes, I do think it is important to start teaching early. I consider traffic sense and behavior as part of moral science and the concepts of traffic safety should be drilled properly into kid right from an early age. Kids should be bold enough point out correct traffic behavior to their friends, school van driver and even parents. Back to table of contents

Mr. Talat Munshi is Associate Professor at the Faculty of Planning and Public Policy at CEPT University. He teaches graduate students subjects on transport planning/modeling and urban economics. Prior to this position he was an Associate Fellow and Area Convener at Centre for Urban Systems and Infrastructure at The Energy and Resources Institute (TERI). He also worked at the International Institute for Geo-information Technology and Earth Observation (ITC) in The Netherlands as Lecturer in Transport Planning where apart from academics he was involved in restructuring of the Geoinformation Management Course. His research interests include working on interface between urban planning and transport and use geo-information application tools to understand the relation. Before becoming an academic, he worked in local urban Government, dealing with local area planning, institutional reforms and project planning for infrastructure projects.

51 India Transport Portal

Special Issue September, 2012

GlobalTHEN

Corporates must create road safety awareness


Mr. Ram Badrinathan, CEO of GlobalTHEN presents us Pawan Ko Kahin Dekha Kya?; a driver sensitization learning campaign based on
India Transport Portal: How would you describe the road safety situation in India today? Does it get the attention that it deserved from all stakeholders (Government, NGOs, corporates, citizens etc.)? Mr. Ram Badrinathan: Road safety is emerging as a major social concern in the country. The statistics are mind boggling with an average mortality rate of 100,000 persons dying in road accidents. According to a survey from WHO, each year road traffic injuries take away lives of 1.2 million men, women, and children around the globe and injure many more. The death toll is on the higher side for the countries where pedestrians, motorcyclists and passengers are vulnerable and vehicles lack the safety norms, like India. Let's peek into some India related facts: 85% of all road accident deaths occur in developing countries and nearly half in the Asia-Pacific region, India accounts for about 10 per cent of road accident fatalities worldwide, An estimated 12,75,000 persons are grievously injured on the road every year, Road safety expense occupied a total share of 3% of the countrys Gross Domestic product (GDP), Professionalism in driver training is absent, proportion of untrained drivers is continually on the rise and a positive driving culture is lacking. It surely does not get the attention that is required and deserved. On the basis of the above stats, it is evident that road safety needs to be addressed as a serious concern in our country and methods to spread awareness about the same have to be established.

OmndiDEL. This project is an engaging program for chauffeurs that aims to transform the way they think and work in order to create road safety awareness.

Road safety surely does not get the attention that is required and deserved. It needs to be addressed as a serious concern in our country and methods to spread awareness about the same have to be established.

52 India Transport Portal

Special Issue September, 2012

GlobalTHEN India Transport Portal: How would you improve the road safety management in India and especially the road safety awareness? Mr. Ram Badrinathan: The first area of concern in our country is not the awareness about road safety, rather the awareness of the laws related to it. This unawareness is not only on the part of the public, but also the law keepers themselves. The Government and public servants need to ensure that road safety management is an important as well as sensitive issue. We can undertake various measures such as awareness campaigns for our traffic police along with the general public. This will help both parties involved in getting to know the others view and take on the issue of road safety. Corporates also play a very big role in creating awareness about this issue as a large chunk of our population is the working class. Trainings such as Pawan, when adopted by corporates for their employees and staff will help in improving road safety management in our country. The best way to spread awareness about this issue is by highlighting the negative aspects of lack of road safety as well

The best way to spread awareness about

as having this endorsed by prominent public personalities, e.g.: Drink and drive campaigns. India Transport Portal: Road safety is a global issue: driver behavior, driving license attribution, safety devices (radial tyres), road design, traffic signalization (Intelligent Traffic System) etc. According to you, what is the top priority? Mr. Ram Badrinathan: All the above mentioned points as well as many more are equally important and essential for overall road safety, however top priority should be given to driver behavior. The reason for this is because all other factors are external and depend as well as vary in different situations as well as places. It is not difficult to correct these issues and with the help of money as well as resources, it can be easily done. This is not the same in the case of human behavior. The way a driver behaves is an internal factor and much more easy to correct. Thus I feel that trainings and awareness about the issue can help drivers change their behavior which will help reduce road accidents and improve the statistics that revolve around road safety.

this issue is by highlighting the negative


aspects of lack of road safety.

53 India Transport Portal

Special Issue September, 2012

GlobalTHEN India Transport Portal: Present us the initiatives your offer regarding road safety with a focus on the Pawan Ko Kahin Dekha Kya: What is it? Mr. Ram Badrinathan: Pawan Ko Kahin Dekha Kya? combines cutting-edge media, technology and physical and pranic practices with a classroom experience. This module uses a mythical character called Pawan, the ultimate driver, to teach chauffeurs everything they need to know. Through the course of the workshop, he will be like a guru to the participants, explaining rights from wrongs in a friendly, non-preachy way. Most importantly the training program is highly engaging, scalable ondemand and economical. To engage with the chauffeurs thoroughly, the entire module has been treated in a filmy way, complete with dialogue and riddles and songs. Issues like punctuality, knowledge, personal hygiene, safety, vehicle hygiene and maintenance, communication & etiquette will all be dealt with in the course of six

The main objective of this training is to ensure that people who are part of the driving profession get the respect they deserve.
-

sessions, 26 activities, group exercises, and a fun filled mix of music, drama and poetry sessions. How does it work? Mr. Ram Badrinathan: The training is designed as a one day workshop aimed at drivers. It is an interactive module that involves, activities and games that keeps all engaged. It not only makes the drivers aware about road safety, dos and donts but also teaches them customer service and acts as a motivational tool as well. Who is it designed for? Mr. Ram Badrinathan: It is designed for drivers in all sectors such as tourist and private taxis, private chauffeurs and any person in the driving profession, be it in the organized or unorganized sector. What are the main objectives? Mr. Ram Badrinathan: The main objective of this training is to ensure that people who are part of the driving profession get the respect they deserve while being involved in a training programme that is highly interactive one-day workshop, designed to train drivers in soft skills, teach them the tenets of customer

54 India Transport Portal

Special Issue September, 2012

GlobalTHEN service and instill in them a sense of dignity. This venture comes as a much needed aid to cab companies, rental car agencies, tourist transport companies, Government agencies, airline, hotel or even private car owners and other such organizations. Chauffeurs in India dont take pride in what they do and for the most part have little respect for themselves and their customers. To fill this gaping void in what is expected of them and what they are currently achieving, we partnered with an education visionary Sourabh J. Sarkar, to deploy an unique approach, OmniDEL. This platform stands for Omni Dimensionally Engaging Learningware. Learning and teaching processes often fail because the teacher fails to engage holistically with the students. Conventional training programs target only the mind, which leads to only partial learning. But humans have many facets such as body, mind, prana (the energetic self) and the spiritual self. The OmniDEL approach blends entertainment and

Chauffeurs in India dont take pride in what they do and for the most part have little respect for themselves and their customers.
-

education, and engages with every aspect of the learner. It inculcates a spirit of participation and of practice, thereby maximizing learning. What is the cost of such programme? Mr. Ram Badrinathan: The average cost per driver for this one day workshop is 800/- INR. This fluctuates depending on the size and scale of the training. What kind of results do you expect? Mr. Ram Badrinathan: In the next 12 months we expect a success metric as mentioned below: Drivers training sold for 20,000 drivers using scalable learning experience, 10,000 individuals sign up for the selling skills and customer service products, We are able to deliver our promise on SKIP model putting skills and knowledge into practice in our three modules, Raise a series A round to build a larger library of TTH focused library, Our products will be converted into other languages (Indian and international) to reach out to more students,

55 India Transport Portal

Special Issue September, 2012

GlobalTHEN Contact done and process initiated for fresher recruitment solution, competency management and skill enhancement for all top travel & tourism company, Contact done and process initiated for marketing program of leading Destination Management Organizations (DMO) both Domestic & International Back to table of contents

Mr. Ram Badrinathan is the founder and CEO of GlobalTHEN. GlobalTHEN is the only learning company focused on creating learning solutions exclusively for the TTH industry. Mr. Badrinathan was previously General Manager, Asia Pacific and Vice President, Learning Solutions of PhoCusWright Inc. Mr. Badrinathan holds a BS in Civil Engineering from the National Institute of Technology, Surat, and an MBA from Hong Kong University of Science and Technology.

56 India Transport Portal

Special Issue September, 2012

International Consultants &Technocrats

There is no road safety even in distant horizon


Pr. P. K. Sikdar, President, International
India Transport Portal: At what stage are we regarding road safety situation? Pr. P. K. Sikdar: The road safety in India is worsening by days and it continues to remain in peril. With 142,000 road deaths, as official statistics published by the Government for 2011, India accounts for more than 10 per cent of global fatality in road crashes. Every day in India hundreds of people meet violent death in road crashes and several thousands receive major injuries, who suffer from life-long disability. Due to large scale under-reporting and police apathy, the true magnitude of the problem, as projected by WHO and others, is much larger. Reckless driving with total indiscipline, traffic offence on high-speed roads and driving under influence of alcohol or drug are some of the major causes of these terrible tragedies. Above all, these cost the nation more than Rupees 100,000 crores annually, which a developing country like India can ill afford. The urgency and real concern on road safety issues are still not seen in the Governments radar. It appears that, due to the diffused nature of the problem, none in the Governments machinery, including the nodal Ministry (MoRT&H) seems to have realized the real criticality of this man-made disaster. In the countries which have successfully controlled this menace, the mission has been led by the topmost leader of the country with full political commitment. With the politics of coalition in India, where there is no consensus on anything. Road safety is nowhere even in distant horizon of policies and programmes for any of the political parties. IRF India Chapter has been spearheading a countrywide campaign with the Government as well as the private sector players by mobilizing opinion and actions for road safety.

Consultants &Technocrats Pvt. LTD and former CRRI director comments the dearth of political impulse regarding road safety, an issue that is one of the worst plagues for India.

The road safety in India is worsening by


days and it continues to remain in peril.
India Transport Portal

57

Special Issue September, 2012

International Consultants &Technocrats The nodal Ministry has accepted the recommendations of IRF for adopting additional engineering measures for satisfying the requirements of 'forgiving roads', and directives have also been issued to implement these measures uniformly in all projects. However, there is hardly anything on ground till date as a result of these efforts, as Government systems are manned by people who are devoid of any urge and sensitivity towards the problem. There are hardly one or two NGOs in the country working on road safety and have been able to make real contributions. But, most of the efforts of NGOs through poorly designed and uncoordinated projects remain with unfulfilled objectives, as majority of these are implemented with lack of scientific planning and design. Similarly, while some of the corporate initiatives for road safety are excellent examples, but the smaller scale and spread of these have not been able to make any impact on the countrywide gigantic problem, which we have. Unless the Government itself champions it, and drives it as a mission like the eradication of polio, the road deaths is likely to be more threatening in coming time than any other epidemic or natural disaster.

Some of the corporate initiatives for road safety are excellent examples.

India Transport Portal: What about road safety fundings? Pr. P. K. Sikdar: India is required to have an agency like NHTSA (USA) or SNRA (Sweden). Ministry of Road Transport & Highways (Transport Wing) is the nodal Ministry in India to handle road safety matters, but they are not able to plan and programme road safety due to lack of expertise in the Ministry. NHTSA and SNRA are technical bodies with logical budgets to deliver targeted objectives. Recommendation of Sundar Committee for establishment of the Road Safety & Traffic Management Board (can be called RSTMB) was aiming for uniform road safety actions across India. NHAI being an executing agency cannot handle road safety with a national objective, with no expertise at all within it. The Board at national level with its counterparts in the States equipped with appropriate subject experts will only be able to attend to this socio-technical problem, which is to be handled from all angles including the psychology of road users, where there is an urge for indiscipline and violation. For Road Safety to be realized effectively, an independent agency is required with power to implement and fund the road safety projects in a systematic manner with targets.

58 India Transport Portal

Special Issue September, 2012

International Consultants &Technocrats Road safety is just not achieved by policy or policies of the Government alone. It needs many things more beyond policies. It needs uniform adoption of standards aiming for road safety across all agencies and across all projects. Attempt to achieve safety in compartments will not work; it needs to be tagged to funds to implement safety elements in all projects uniformly. That means the requirements of uniform safety standards, which are to be developed as the first step. A huge part of the safety problem in India is rooted to indiscipline and weak enforcement system. The enforcement system is totally ignorant about the causes of the problem, indifferent about the impact of their illiteracy on the matter, starved of funds and shortage of manpower, uses only a primitive system of enforcement, and so on. The rules and regulations for traffic and those specifically focused on road safety are also grossly inadequate in terms of their impact and effect. An overhaul is required there as well. Practically, everything related to road safety needs to be revamped and modernized to realize any difference in the road safety scenario in India. First of all, this problem is to be registered in the radar of the Government as a priority area of

Attempt

to

achieve

safety

in

concern, beyond coalition politics and the insurgency in the country. Creation of a Road Safety Fund is found to be most legitimate in many countries, where there has been better management of road safety. In India, till date there is no initiative taken by the Government to provide required policy, programme and fund for fighting this menace. Even the fines for traffic violations collected by Police, are also treated as revenue to the Government in most states; and that also cannot be pooled to a separate fund for doing road safety related works. Practically, the Government works like a machine, may be blind folded and without application of mind. To create a FUND and to deliver road safety, there has to be leadership from the Government, which is missing in India. The Commission of Global Road Safety (CGRS) suggested to the international funding agencies like World Bank that all road projects must be funded with a provision of 10% allocation for road safety features alone, so that infrastructure may not have any deficiency related to safety. India has its chess on petrol and diesel established since a long time, and the collection is growing every day due to the fast growth of traffic in India. Thousands of crores of rupees is getting collected by this mechanism, for which totally transparent account is not available from the Government.

compartments will not work; it needs to be tagged to funds to implement safety elements in all projects uniformly.

59 India Transport Portal

Special Issue September, 2012

International Consultants &Technocrats A legitimate part, may be 5% only, should come to a Central Road Safety Fund (CRSF). Like many other countries in the world, a reasonable share of the revenue from road must come to this central pool for road safety. The country, at this time, loses Rupees 100,000 crores every year due to road accidents; and by enhancing road safety the country will save from this loss. Planning Commission should have deliberate and planned allocation of at least Rupees 10,000 crores (equivalent to 10% of this loss every year) to the Central Fund every year. In addition, of all fines collected construction for all traffic violations should must be accumulate in this Fund. Also, an amount equivalent to 1-2% road project estimates earmarked for the Central Road Safety Fund. All these sources can pool a huge amount to the CRSF for improving road safety alone. The Central Road Safety Fund (CRSF) should be managed by an independent Board, but with complete transparency. CRSF should allocate funds to the State Boards based on systematically planned projects and taken up with targeted objectives.

The populace of 1.2 billion needs to be exhorted for the culture of road safety with a uniform policy, programme and action.

India Transport Portal: How could the Government go further to improve the situation? Pr. P. K. Sikdar: Given the situation of road safety in India, which is already known to be the worst in the entire world (official statistics of 142,000 road deaths, and actual may be about 2 lakh), a huge effort is required to attack the problem. There are small attempts in many parts of the country; but they cannot be considered even as success stories. The populace of 1.2 billion needs to be exhorted for the culture of road safety with a uniform policy, programme and action. These are to be hierarchically planned, implemented and monitored like projects with delivery schedule and targets to be achieved. No more programmes are required like Employment

Guarantee or any such vague scheme of projects. First of all, the Government and its machineries are to be made aware of the problem and its causes across the board, as the people at the helm of affairs are totally ignorant about the technicalities of the road safety problem. Thus, educating these Government machineries to make them concerned about this problem is the first task. Naturally, the requirement is unbelievably large, but it has to be addressed in a systematic way in the form of a Mission, covering all the basic issues of road safety encompassed in Engineering, Education and Enforcement, which only will make the real difference.

60 India Transport Portal

Special Issue September, 2012

International Consultants &Technocrats Each available system in reference to each of these components of road safety is to be energized with education/awareness, motivation, and funding; and strict monitoring through due measures of accountability should be in place. On top of all these, the additional requirement is to attend to the accident victims by emergency care for saving lives and permanent disabilities due to road accidents. Twelve states have adopted GVK Foundations system of ambulance network through 108 networks. Government is proposing to implement a similar system in Punjab calling it Saving Lives for its most deadly stretch of National Highway from Amritsar to Pathankot. Though it is a good initiative, it is too little for a prosperous state like Punjab with very extensive network of roads and higher vehicle density. The Government is going through a highly ambitious road development programme, and it had a major policy orientation to have most of the projects under PPP. However, as it can be seen in the projects delivered over last one decade, none of the projects is complete with all the features of road safety as required according to the international standards. Multi-lane divided highways are meant for higher speed; why these are not access controlled? And if these are not access controlled, then why all the required ancillary

Multi-lane divided highways are meant

features and details which will ensure higher level of safety, like grade separations for vehicular traffic and non-motorized transport users, are not included? In the interest of making the projects viable for PPP (by keeping the total project cost lower), many of the safety features like service roads, grade separations, and many other facilities, are excluded from the detailed design. Moreover, the projects implemented by Government funds and those implemented through PPP are required to follow different standards, which is very strange, probably only in India. Accidents and fatalities can be brought down by adoption of uniform standards across the board, implementing the complete design (including safety features) even at higher cost. This may need only a longer concession period or a higher viability gap funding. The polity of the country and managers of the programme in the Government have their own objectives and targets, and may be least concerned about the serious fallout (in terms of road safety outcomes) of their project planning and implementation mechanisms. A campaign and awareness drive on this very fact is required urgently. All the design standards/manuals are required to be revamped with strict requirement of safety features and giving priority to safety over all other project viability criteria such as financial and economic.

for higher speed; why these are not access


controlled?

61 India Transport Portal

Special Issue September, 2012

International Consultants &Technocrats The entire country is not fully aware of the dimension of this problem of road safety which kills 142,000 and robs the livelihood of at least 500,000 families every year leading to a loss of Rs. 100,000 crores every year in India. It is a bigger disaster than any of the natural and man-made disaster we have seen or likely to see in our life time. This gigantic human tragedy and sentimental story is required to be told to every Indian suggesting to apply his mind to this problem and be concerned about it. Such effort is likely to bring in a road safety culture in the population, which may eliminate all jingoism and risky behavior of the road users, which are seen everywhere. Discipline, respect for road rules, compassion to fellow road users, are the qualities required in each road user, which can be inculcated through an all-encompassing campaign for road safety. A massive campaign as a mission is required to be launched, similar to that was done for eradicating the Polio virus. Road safety in school curriculum, stringent driver training and licensing regime, 100% enforcement using the available latest technologies, and similar actions in every other element of road transport through scientifically designed and delivered campaign will only make a difference in the present status and its growing perilous trend. Everything flows or gets done through money, which has been

It is a bigger disaster than any of the natural and man-made disaster we have seen or likely to see in our life time. This

gigantic human tragedy and sentimental


story is required to be told to every Indian suggesting to apply his mind to this problem and be concerned about it.

shown as the excuse for not delivering. A non-lapsable fund allocation of Rs. 10,000 crores every year by the Planning Commission (10% equivalent of the total loss made due to road accidents every year) can give us a starter to the hope for changing the road safety situation. This amount is just a peanut in comparison to many other hugely expensive programmes taken up every year by the Government, with much lesser and vague objectives compared to this menace, which hurts the aam admi (pedestrians, cyclists, motorcyclists, etc.) most. Whenever more funds will be required, that can be made available through other channels. India Transport Portal: Road safety is a global issue: what really matters when it is time to take action? Pr. P. K. Sikdar: Road safety is a socio-technical problem with multiple dimensions, and using any one action the desired objectives cannot be reached. Therefore, those nations which have been successful in taming this problem have had multiprong approach and then only managed to contain this dragon. The Government of India also, way back in 2004, itself tried to develop a set of road safety policies as follows:

62 India Transport Portal

Special Issue September, 2012

International Consultants &Technocrats Policy 01: Raising awareness about road safety issues Policy 02: Providing enabling legal, institutional and financial environment Policy 03: Road safety information/database Policy 04: Safer road infrastructure Policy 05: Safer vehicles Policy 06: Safer drivers Policy 07: Safety for vulnerable road users Policy 08: Road traffic safety education and training Policy 09: Traffic enforcement Policy 10: Emergency medical services for road accidents Policy 11: HRD and research for road safety

But, these have only sat and decorated the website, and not seen much action till date as the nodal Ministry did not have anyone to concentrate on this subject until recently. Even the setting up of one person safety unit will not meet any requirement of this problem unmanaged for decades. The Bill for setting up an all-empowering Board to tackle road safety in the country, recommended by Sundar Committee almost five years back, is still languishing for passing in the Parliament. This was to be equivalent of NHTSA of USA or SNRA of Sweden, which could take up every aspect of road safety with targets to be achieved in a time bound manner. It has been indicated above that driver behavior, driving

The in-vehicle safety devices are required in every vehicle to save the occupants in the event of a driver error, as human being is likely to fail even in the safest designs, when it requires complex decision making.

licensing, safety devices (in-vehicle and those for roads), road design standards, traffic signalization (including Intelligent Traffic System) etc., and many others meant for managing, guiding and enforcing traffic rules, are required together to achieve safety in real sense. The road accident data is as much important to analyze and determine the pattern and causes of accidents, which leads to the correction of the road geometry or even the control measures to assist the road users in their use of the road efficiently and safely. Similarly the in-vehicle safety devices are required in every vehicle to save the occupants in the event of a driver error, as human being is likely to fail even in the safest designs, when it requires complex decision making. Also, the victims of an accident require trauma care facility within golden hour to save lives or disabilities. Thus, every aspect of road safety is equally important, and all these make total safety. However, the knowledge of road user about road rules, proper driving skills, and the safe design of roads with its controls, are the first requirements to achieve safety.

63 India Transport Portal

Special Issue September, 2012 India Transport

International Consultants &Technocrats Portal: Intercontinental Consultants and

Prof. P.K. Sikdar is a President at ICT Pvt. Ltd. He has been a Professor of Civil Engineering Department and Dean at Indian Institute of Technology. Dr. Sikdar is Former Director, Central Road Research Institute. Prof. Sikdar has been involved in the teaching, research and R&D management for Road and Road Transport Sector including highway planning and management for more than three decades. He taught in Assam Engineering College, University of Roorkee (Now I.I.T. Roorkee), University of Waterloo, Canada and IIT Bombay. He was a Visiting Faculty in University of Wales, Institute of Science & Technology (UWIST), and Cardiff, U.K. for two years. Professor Sikdar is a Fellow of Institution of Engineers (India), Chartered Institute of Logistics & Transport (CILT) and Indian national Academy of Engineering (INAE). Prof. Sikdar is member of a large number of national and international bodies for policy making and standardization in the road sector including road transport.

Technocrats focus on Infrastructure development. How to balance the need for infrastructure and the road safety? How do you tackle road safety issues at ICT? Pr. P. K. Sikdar: Road safety is built in every aspect of the works/projects delivered by ICT (ICT carries out not only the road sector projects, but also airports, ports, and others). All plans and designs, developed for the clients, are as per the highest standards of the country (and international standards, as required), as per the provisions made in the guidelines, codes, and manuals of the country. In addition to looking into the social, economic, and environmental feasibility of the designed projects, it is also subjected to Road Safety Audit (RSA), if the project has road components, to identify the potential hazards at the stage of design itself. The recommendations of the audit are discussed with the client and implemented in the design, as far as possible, within the scope defined by the client. ICT, through its CSR funding, does many activities with the focus on reduction of accidents and road fatalities in the country. ICT so far has supported the visits of road safety expert to schools for educating the school children on the safe road use behavior. Published road safety messages on national daily for some time; and then this was taken up by the Government through DAVP. Sponsored the production of two 4-minutes long film on road safety theme for showing in the cinema halls across the country; and Government has issued instruction to all states to show such films in cinema halls before showing the normal commercial films. ICT has funded the development of a tablet based accident data collection system called RADaR, which will make the data collection by Traffic Police much easier and comprehensive for all scientific analysis of the data, which were not available till date. Back to table of contents

64 India Transport Portal

Special Issue September, 2012

Credits

More insights on India Transport Portal

India Transport Portal is an online news center covering the most critical industrial issues related to transport markets in India such as fuel savings, carbon emission, road safety and transport innovation.

Road construction data: With our special road construction consultant, Abhishek
Srivastava, we are glad to provide you the most updated and accurate statistics regarding the road construction pace. Stretch, highway, state, length, completion, implementation, annuity, NHDP phase and so many other high valued topics have been gathered in order to monitor the road construction issue. Click here

Professional dedicated business area: -

local to

writers report

are what's

important within the transportation

Event coverage: The India Transport Portal team aims to provide our readers with the
most updated and accurate information regarding transportation issues. In order to do so, we have built up a strong media partnership experience. Our ties up with several tremendous events allow us to be at the heart of the core transportation places and to provide: Experts and key people interviews (corporate, politics, decision makers), Insite event coverage at a privileged place.

Exclusive articles, Exclusive experts interviews, Exclusive events coverage, Transportation news digest.

Whether you are a journalist, a corporate or an association, India Transport Portal aims to connect every stakeholder with the right audience in order to tackle the major transportation challenges that India is facing India Transport Portal provides a tremendous opportunity to make your business highly visible by offering personalized are tailored to commercial fit your

Click here

India Transport Portal Publications: India Transport Portal expertise has been
requested on several issues for the Intertraffic World India (November, 2011) Special Supplement from the publisher of Traffic Technology International. India Transport Portal also released several infographics on issues such as Indian Car Market or Indian Railways Major Achievements. Other infographics will tackle road construction issue. Click here

solutions. Our products and services communication purpose Edited by Digital Bizzline Ltd.,

registered at the Companies House UK: 07301455 Chief Editor: Yves Kengen Deputy: Arnaud Renard Web 2.0: Mathieu Peteers Contact us

Special Issues: A first special issue on radialisation in India (Chinese competition, fuel
savings, road safety, retreading etc.) has been released in April, 2011. It also contains several interviews with key stakeholders. Click here

Back to table of contents

65 India Transport Portal

Você também pode gostar