Regd. No.

18808/69
VOL. No. LI | NO.4 JANUARY-MARCH 2021

INDUSTRIAL SAFE TY CHRONICLE

SPECIAL ISSUE
ROAD SAFETY

SPEED LIMIT
40

NATIONAL SAFETY COUNCIL

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 INDUSTRIAL SAFE TYCHRONICLE

CONTENT Vol No.- LI

No- 4
January-
March, 2021

Editorial Board
Editorial 5
Director General
Lalit R. Gabhane
India’s 1st ever National Championship Chief Editor & Director General
on Safe Speed Driving
Rama Shankar Pandey 11 Members
Dr. S. P. Garg
Advisor (HSE) & Former Executive Director
GAIL (India), Ltd, Noida
Road Safety Issues for National
Highways Dr. T. Rajgopal
Santosh Sidhaye 15 Vice President
Global Medical & Occupational Health
Hindustan Unilever Ltd, Mumbai

Road Readiness - Is it just a Phrase Dr. Vijay Kulkarni

Mohan Subramanian 29 Vice President, EHS, CSR
Shapoorji Pallonji Infrastructure Capital
Co., Ltd, Mumbai
4E’s Concept in Road Infrastructure
Chief Editor
Industry to Reduce the Road Accidents Lalit R. Gabhane, DG, NSC
Anilkumar Shimpi 36
Editor
A. Y. Sundkar, Director, NSC

Road Safety in Transportation of

Hazardous Chemicals. Edited printed & published by National
SafetyCouncil at Plot No- 98/A, Institutional
Srinivasu Metlapalli 50 Area,Sector 15, CBD Belapur, Navi Mumbai-
400614. The National Safety Council does not
necessarily subscribe to the view expressed in
Profiling of Road Accidents 59 this journal.

Disclamer
Readers are recommended to make
appropriate enquires & seek necessary advice
Causes of Road Accidents 70 before entering into any commitment in
relation to any advertisement published in this
publication. NSC does not vouch for any claims
made by the advertise of products & services.
Good Samaritan 82 NSC shall not be held liable for any
consequences, in the event of such claims not
honoured by the advertise.

Free To all NSC members

Tel: 022 2752 2894(D), 2757 9924, Fax: 022 2757 6411
Mail: chronicle@nsc.org.in Website: https://nsc.org.in

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 EDITORIAL
Dear Readers,

Road safety continues to be a major developmental issue, a public

health concern and a leading cause of death and injury across the
world, killing more than 1.35 million globally as reported in the Global
Status report on Road Safety 2018. As per the Road Accident Report for
2019, published by the Ministry of Road Transport & Highways, Govt. of
India, a total of 4,49,002 accidents took place in the country during the
year 2019, leading to 1,51,113 deaths and 4,51,361 injuries.

There are acts, well-defined rules and enforcement mechanism in place. However, the public
awareness on road safety needs to be improved. Every citizen needs to understand responsibilities
towards road safety and join hands to make road journey accidents free. A month-long campaign
"National Road Safety Month" was observed from 18th January to 17th February 2021 with a theme
"Sadak Suraksha- Jeevan Raksha" (सड़क सुरक्षा जीवन रक्षा) across India, under the guidance of the
Ministry of Road Transport & Highways, Govt. of India.

National Safety Council supplements the government’s efforts and promotes the Road Safety
Campaign among its members and patrons across India every year. It is heartening to note that,
our members are very enthusiastically supporting the campaign and spreading awareness on
road safety among their employees and nearby communities. During this month-long campaign,
various activities were undertaken by many organisations including the launch of a film on road
safety, flag-off rallies, giving away of awards for Road Safety, etc. State Governments, PSU’s,
private organisations, insurance companies also participated in the campaign by organising
training programmes, poster competitions & essay writing competitions, etc.

A novel initiative was launched by an NGO, “Drive Smart Drive Safe” titled “Safe Speed Challenge”
in a format of National Road Safety Championship Challenge of all-women team. It was flagged
off on 18th January from Amristar and ended at Kanyakumari on 29th January 2021 travelling about
3500 km across the country. The objective of this campaign was not only to induce behavioural
shift amongst masses but to also encourage Corporate’s, Industry Associations, NGOs, and Civic
Bodies to come together & take Safe Speed Challenge Championship, for the noble cause of
reducing road deaths. We have included about this challenge championship in the article “India’s
1st ever National Championship on Safe Speed Driving”.

I am delighted to present this January-March 2021 issue of the “Industrial Safety Chronicle” as a
special issue on Road Safety to mark the National Road Safety campaign. In this issue, we have
provided various interesting articles on road safety contributed by experts. They include Road
Safety Issues for National Highways; 4E’s Concept in Road Infrastructure Industry to Reduce the
Road Accidents; Road Safety in Transportation of hazardous chemicals. A road accidents statistic
with the causes from the Report on Road Accidents in India 2019 is also provided in this issue.

Hope readers may find this issue informative and useful.

Lalit R. Gabhane
Director General & Chief Editor
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INDIA’S 1st EVER NATIONAL
CHAMPIONSHIP ON SAFE
SPEED DRIVING
The loss of life on Indian roads has been a stag-
gering 1.5 lakhs every year and millions are left
immobilised for life due to absolutely no fault of
theirs at times. The menace of road death has
been far greater than the combined menace of
natural calamities and terrorism. Yet this remains
the least prioritised topic in our day to day lives.
A single terror attack makes us all raise our voices
and hold candle march, protests yet 415 people
not coming back to their homes everyday hardly
makes any eye balls roll. It is therefore important
that every individual feels the need to inculcate
safe driving habits and not just hope that the
other person on the road will spare us. It is not an
act of God but understanding the science
behind right driving and making changes in
driving behaviour.
Believing in “Sadak Suraksha – Jeevan Raksha “,
NGO, Drive Smart Drive Safe, along with FICCI,
SIAM & other like-minded organisations like
National Safety Council (NSC), launched an
Innovative & Participative Mass Campaign on
Road Safety, titled Safe Speed Challenge in a
format of National Road Safety Championship
Challenge. The campaign started during the
Ministry’s 1st ever National Road Safety Month
and was flagged off on January 18th by Hon’ble
Ministers Shri Rajnath Singh Ji & Shri Nitin
Gadkari Ji.
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Rama Shankar Pandey
MD - Hella India Lighting Ltd. Email:-
& President, CWC, Drive ramashankar.pandey@hella.com
presidentcwc@club2s.com
Smart Drive Safe
An All-Women Team of Challengers went on a
never before mission from Amritsar to
Kanyakumari in India’s 1st ever National
Championship on Safe Driving.
These women took the challenge to be part of
24x7 Live-On-Camera National Championship of
Safe Driving, defeating 3.5 lakh potholes and
road risks on Indian roads. These Challengers
drove to Kanyakumari via Amritsar, Chandigarh,
Delhi, Jaipur, Udaipur, Vadodara, Mumbai, Goa,
Mangalore, Kozhikode/Calicut & Trivandram.
The Rally reached its final destination
Kanyakumari on 29th January after travelling
3500 km across the country demonstrating safe
speed & safe distance throughout the journey,
driving in Convoy style maintaining Traffic
Distancing format and Safe Speed & Safe
Distance between the vehicles and became
“Role-Model” for all Road Users. The rally was Live
all throughout with Speed & location tracking.
The objective of this campaign was not only to
induce behavioural shift amongst masses but to
also encourage Corporate’s, Industry
Associations, NGOs, and Civic Bodies to come
together & take Safe Speed Challenge
Championship, for the noble cause of reducing
road deaths.
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The campaign also aimed to start a sustainable
chain of nationwide activities, which will not
only make people aware & transform their
behaviour on roads, but will also lead to alerting
& assisting drivers directly on road, saving many
lives directly and training them silently while
participating in a National championship. The
Theme of the campaign was Speed
Management, as it being the most critical Life
Saving intervention identified during The 3rd
Global Ministerial Conference on Road Safety
and being on the top of the Stockholm
Declarations 12 point Agenda under the pillar of
Safe Road Users to achieve reduction of Road
Traffic Deaths & injuries by 50% before 2030.
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The rally further motivated Citizens to join
National Championship across the country as a
Popular Game to learn Speed management
themselves, through a Mobile App Voice Alerts.
Anyone could download India Against Road
Crash App to participate or Register for the
Challenge on www.indiaagainstroadcrash.org,
take a 8 Point Road Safety Pledge, receive
instant Participation Certificate & Challenge
their Friends & Family by tagging them on
social media and drive safely during Road
Safety month, while using the App. to slow
down when alerted for any safety hazard and in
the process score Safe Speed Miles in
Kilometres to Win the championship & take the
Trophy home.

The Challenge was also kept open for
organisations & Teams to participate & top
Organisations had their “Leader board” visibility
separately, other than Individuals for grabbing
attention to top the table. The App Users got free
access to 3.5 Lacs AI generated Road Risk Voice
Alerts & optional Personalized Driving Score. Top
100 scorers were eligible to receive innovative
SOS key which would help in case of an
emergency and Top 1000 app scorers were
eligible to receive 3 months free road side
assistance for breakdowns. First time ever a
National Recognition was given on Driving Safe.
On Completion of 1000 Safe Speed Miles,
Participants will were eligible to receive
personalized non-cloneable Champion Trophy
Sticker for their vehicle signed by Hon’ble
Minister, Mr Nitin Gadkari, Ministry of Road
Transport & Highways, Govt. of India.
India’s transportation and economic lifeline
depends on Trucks and Lorry’s. According to the
latest accident report released by Ministry of
Road Transport and Highways for the year 2018,
National Highways which comprise of 1.94
percent of total road network, accounted for 30.2
per cent of total road accidents and 35.7 per cent
of deaths in 2018. State Highways which account
for 2.97% of the road length accounted for 25.2
percent and 26.8 percent of accidents and deaths
respectively. A total of 57,441 accidents were
reported involving Trucks/Lorry’s out of which
23,868 were fatal and 51,166 people were injured.
Road Safety, therefore, for this segment becomes
important. The safer they travel the safer are the
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goods they carry and in turn make the highways
safer for themselves and other road users.
Understanding this, the campaign also reached
out to commercial vehicle drivers by rewarding
them for driving safe. The aim was to sensitise
truck drivers on road safety by motivating them
to take 8 Point Road Safety Pledge and then
download the app and receive incentives for
Safe Speed Miles earned during their daily drive.
Top 10 drivers received health insurance benefits
& first 100 commercial drivers clocking 5000kms
of safe miles in a month received 500 rupees
Paytm vouchers.
The IARC platform had also started first ever 24
hours live TV Channel only on Road safety which
beamed Road Safety messages from morning
till evening on www.indiaagainstroadcrash.org
and on various social media handles of all
collaborating organizations. Everyday experts
from world over joined & discussed various
aspects of road safety including engineering,
education, enforcement, and emergency
medical services, successfully engaging
audience with every 2 hours Quiz show on road
safety and the winners received multiple
rewards and recognition.
A talk show every night at 10 PM during this road
safety month was also conducted. The host of
the show was Mr Ravinder Gautam and the
Show had the women Challengers as Panellist
along with other road safety experts. The Show
talked about road fatalities, statistics, and issues
related to safer vehicle, infrastructure, dash
cams, and life of accident victims, insurance
claim for victims and many other topics.
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The campaign had an overall outreach of 5.13
million with over 30K pledge certificate
downloads and 2.2k app users. It had an
overwhelming number of 23k Road Safety Quiz
takers along with 12k live TV viewers.
Against Road Crash which is built together with
many like-minded organisations to collectively
fight Deaths on Indian Roads, through
awareness, trainings & self-enforcement, across
Organisational ecosystem.

The campaign had Principal Sponsor as
Mahindra & Associate Sponsor as ZF Wabco &
Hella India Lighting. The campaign is also
supported by NSCI, ASDC, FADA, ACMA, IGCC,
AITWA & AIMA on a collaborative platform India
If all as citizens, government bodies, corporate
and society understand the importance of road
safety and take steps together we will surely
make our nation a better and safer place to live
in.

*****

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ROAD SAFETY ISSUES FOR Santosh Shidhaye Email:

NATIONAL HIGHWAYS Construction Sector info@sesma.co.in
Sustainability & Safety Expert

Roads are the lifeline of Indian economy. During the design stage and the
Developing and fourlaning National Highways in construction stage compliance to the
mission mode has been one of the top priorities provisions of Indian Road Congress (IRC)
of the Ministry of Road Transport and Highways codes should be observed. There are specific
(MoRTH). Increasing length of roads has seen codes of practice for Road markings (IRC:35),
increasing number of road accidents. In 2018, Road signs (IRC:67), Road Delineators
more than 1.5 lac people lost their life in road (IRC:79), Sight distance on rural highways
accidents. Many of these people were in their (IRC:66), etc. In addition, there IRC guidelines
productive years in the age group of 20 to 50 for pavement, curves, installation of traffic
years. National highways, though only about 2% signals, etc. which are important from safety
of road length cause 30% of the road accidents on National Highways.
and 36% of the fatalities. MoRTH has
b) At construction phase, diversions on live
acknowledged the importance of preventing the roads, improper lane separation, unmarked
road accident. As seen in the attached bar chart, speed breakers, pot holes, missing road
even though the length of roads is increasing, signages, etc. are primary reasons for road
number of accidents is declining since 2015. accidents.
Innovative initiatives such as a cricket
tournament of legendary players was recently IRC – SP – 55: 2001 provides Guidelines for
arranged to attract public attention to the issue Safety in road construction. These guidelines
of road accidents. Road safety week is observed aim at minimum closure of a road during
from January 11 to 17 everywhere in India to expansion and other road construction
generate awareness among the drivers, works. Guidelines include safety zoning
pedestrians and other road users. during lane separation, distances for warning
signs and position of flag men with respect to
the work zone.
600 c) At operations stage, maintaining proper
499.63 497.63 501.42
signages indicating merging roads, cross
500 486.38 490.38 486.48 489.4

sections, curve, possibility of land slide,

479.22 484.7 480.65
460.92 464.91
467.04
499
Number of road accidents in thousands

439.26

400 possibility of wild animals on the carriageway,

no parking on the shoulders, etc. are critical
300
in prevention of road accidents. At times,
200 visibility of signage is compromised by
foliage growth which needs to be trimmed.
100
Worn out lane painting, worn out rumble
0 strips, worn out reflector tapes on signages
and crash barriers are some other causes of
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Factors Affecting Road Safety: road accidents. Oil spills and lose soil on
carriageway cause several accidents
At design stage, it is road geometry, involving two and three wheelers at
a) horizontal and vertical curves, camber,
operation stage.
gradient, alignment cutting through
human settlements and nature of terrain d) Road traffic in India has peculiar
e.g. hairpin bends on hilly terrain could characteristics with reference to the size,
have bearing on the possibility of road shape, aerodynamic features and design
accident.
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speed. In many stretches of national
highways, two, three, four wheelers
share carriageway with the multi axle
goods carriers leading to accidents.
e) Wrong side driving by not only two and
three wheelers but even tractor trolleys
significantly compromise safety on
roads.
f) On a National Highway, breaking of
median to create unscientific opening
without lane separation or any signage
or indication invites fatal accidents at
such spots.
g) Bright glowing signs by restaurants,
petrol pumps and shops; incorrect entry
and exit from highway to these
commercial establishments, gross
violations of ‘Highway Development
Zone’ have caused many accidents due
to sudden slowing of vehicles, sudden
entry on the main carriageway and
distractions.
h) Drivers’ physical and mental condition is
another factor causing accidents. Long
route drivers in a hurry to deliver the
goods and return, driving for hours
together without a reliever, driving at
early morning hours without sound
sleep, loneliness due to staying away
from home for several days, taking
passengers in the driver’s cabin f or extra
earning that causes distraction and off
course drunken driving all cause
accidents on the highways.
Every stakeholder group such as Ministry of
Road Transport and Highways (MoRTH) and
related agencies, road developers and
operators, road users and the community along
the road has responsibility to ensure that the
road accidents and related deaths are
minimized.
Legal Provisions:
Road accidents are medico-legal in nature.
Unlike in say the United States of America,
where paramedics of 911 service are the first to
reach the victim of a road crash, in India in most
of the cases, police team reaches the victim
before the medical team.
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Provisions of the Indian Penal code 279, 304A,
336 to 338 etc. and provisions of the Motor
Vehicle Act 1988 provided more prominent role
to a police officer than a doctor in case of a road
accident. This is because, penalizing the culprit
was considered more important than saving life
of a victim. Fortunately, this is changing with
the new Motor Vehicle Act enacted recently in
India.
The Motor Vehicles (Amendment) Act, 2019
which was presented in the parliament in 2016
and passed after dragging over three years has
several provisions pertaining to the road
accident and the accident victims. On 1st
September 2019, the Motor Vehicles
(Amendment) Act, 2019 came into effect
nationally, with the objective to create an
enabling framework to improve road safety in
India.
In my view the single most important provision
of the new Act is under section 134A which
provides protection to those who help victims
of the road accidents from any civil or criminal
action. Earlier, people used to hesitate helping
accident victims fearing that the police will
blame them to be responsible for the injuries of
the victim or that they may have to make
rounds of the police station or the court as a
witness. This provision has increased possibility
of road victims getting first aid within the
golden hour of the accident.
Another important provision is under the
section 162 and section 164 which provides for
making necessary rules to direct the insurance
companies to authorise cashless treatment to
the victim. Thus, the hospitals have assurance
that they will get paid for the treatment which
is very important in getting the road accident
victim necessary medical treatment.
Faulty design of curvature, camber, pavement
and other aspects of road geometry and road
physiology may be a cause of road accidents.
This may cause multiple road accidents in the
stretch where there is design fault. The 2019 Act,
under section 198 puts the onus of rectification
of such faulty road design on the developer and
contractors who built the road.
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Thus, the new legislation has progressive and

necessary provisions for both prevention of road Head on Collision
accidents as well as for minimising damage to
the victim of road accident. Wrong side driving or incorrect
overtaking
Black Spots:
Locations where frequent accidents occur is
called ‘Black Spot’. Road accident Black Spot on
National Highways is defined as a stretch of 500 Side swipe
m on NH in which 5 road accidents occurred in
3 calendar years involving fatalities and
grievous injuries or 10 fatalities took place (it Incorrect overtaking
could be in a single accident also) in 3 calendar
years. It is mandatory to send Black Spot data
on chainage, number of accidents with
fatalities and grievous injuries, number of
fatalities to the Traffic Research Wing (TRW) of Skidding
MoRTH by road developer or local police.
Reasons for frequent accidents at the Black Lose sand on carriageway or oil spills or
Spot sites are analyzed to check if road snow/ ice formation on road
geometry, signages and indication is
appropriate. Whether accidents took place due
to driver’s mistakes and reasons why mistakes
happened at a particular location. Remedial
measures ranging from foot over bridge, grade
Overturning
separator to removal of commercial
Vehicle overturning on side or turtle due
establishments within 100 m from the Right of
to over speeding or improper loading of
Way (RoW) boundary of the highway on either
cargo
side have been implemented at several black
spots.

Different Types of Road Accidents:

Pedestrian Hit
Accident may involve two vehicles, multiple
vehicles or just a single vehicle. Persons injured
While crossing or walking on shoulders
in the accident could be persons from within
the vehicle including the drivers and/or the
passengers or the pedestrians or all of them.
Different types of road accidents are listed
below: Vehicle Hitting
Crash Barrier or tree
Rear End Collision Out of control due to mechanical fault
or driver’s mistake
Front vehicle suddenly slowing down or
rear vehicle speeding

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Different Reasons of Road Accidents & Remedies:

In Cabin Causes
Cause Reason
Driver’s fault Judgemental error on part of the
driver while driving
Driving under influence Inf luence of alcohol or drugs,
inf luence of sickness like fever
Drowsy driving Lack of sleep and drowsing on
wheel
Not using Safety Device Not using safety device such as
seat belt of PPE such as helmet
Out of Cabin Causes
Over speeding Due to excessive speed, driver
may lose control causing accident
Mechanical Defect Poorly maintained vehicle may
cause brake failure or another
def ect
Tyre Burst Excess friction on concrete road
in summer may cause tyre burst
Parking without indicator Parking on left lane without retro-
ref lecting indicator or hazard light
may cause rear hit by another
vehicle in same lane
Stray Animals Stray animals such as dogs, cattle
coming on carriageway may
cause accident
Suggested Remedy
Periodic training and revalidation
of license
Breath analyser checking every
50 km sponsored by insurance
companies
Mandatory reliever driver for
destinations 500 km away
Out of cabin indicator blinker for
not wearing seat belt
Speed governor on all public
passenger and good transport
vehicles
Yearly check for all public
passenger and good transport
vehicles by RTO and yearly
maintenance certificate from
private garages for private
vehicles
Tyre rotation and annual check-
up and compulsory replacement
of tyres at 40000 km run
Road Petrol Vehicle to provide
ref lector indicator for a charge if
the driver does not have one
Generation of awareness among
local community appealing them
not to let lose their cattle on NH

Innovative Good Practices for b) Use of rumble strip, retro-reflective

Road Safety: tapes, movable LED signs, Cat’s eyes,
different types of delineators, proper
illumination at intersections is already in
a) Use of computer application for safe ride practice. However, now designers are
by the application user. This application, going beyond these practices. Motor
when switched on before a ride, traces Vehicle Act has been amended in 2019
location of the vehicle using GPS. If SOS which has several safety related
button is pressed by the user, it sends provisions.
signal to the nearest police station
giving location of the application user. In
case of toll road, the project developer
can also be looped in. Emergency
contact number of the application
subscriber is alerted in case of
emergency through this application.
Emergency services in the vicinity of the
accident spot, such as ambulance and
towing crane are also alerted through
this application.

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c) Center line rumble strips, profile
marking, 3d pedestrian crosswalk, visual
effect median where RoW width does
not allow physical median on the road
are some of the innovative road
markings being used for safety.
To prevent such accident, smart poles are
installed on either side of the hair pin.
These poles sense vehicle on one side and
provides audio-visual indication to the
vehicle on the other side.

h) Detect – Read – Flash – Honk (DRFH)

Ref: https://mymodernmet.com/3d-crosswalk-iceland
d) Mobile applications have been put to
use on drivers’ phone which
continuously tracks driver’s movement
through GPS and provides SOS signal to
the pre-fed contact in case of road
emergency.
e) Pixel differential cameras have been
installed at Black Spots and critical cross
sections which can help in
reconstruction of accident scenario after
the incident. It will be useful to identify
the culprit in case of accident and also
facilitate identification of most safe and
appropriate preventive safety action.
system also has been successfully
deployed in places where driver’s view of
the other side is compromised due to
some reason or the other.
i) Behavioural safety practices which are
based on principles of Cognitive
Neuroscience and Behavioural
Economics are being adopted by the
road makers primarily to reduce
accidents caused by human errors.
Following behavioural Architecture
Interventions for road safety have been
practiced.

f) AI powered device fitted in the driver

cabin is being used to scan driver’s eyes
in real time to catch traces of fatigue. If
the driver’s eyelids close for
pre-designed time (a second or two), it
will sound alarm and vibrate driver’s
seat.
Receding white lines to enhance the
g) Smart Pole Doppler Radar System for
perception of speeding thereby
Hairpin Bends: HP Lubricants and Leo
reducing speed non consciously.
Burnett India jointly experimented with
this concept on NH1 in Jammu &
Use of profile marking on the boundary
Kashmir. In hilly terrain, suddenly
of the carriageway or for median
encountering a vehicle in opposite
marking.
direction may lead to an accident.

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Use Action Consequences board to Targeting passengers through visuals

convey the consequences of bad
driving behaviour.
Use human images repeatedly to
enhance safety messages to road users.
Human images trigger mirror neurons
which enable drivers to empathise.
Synaptic connections become stronger
with repetition.
displayed attoll plazas, toilets and food
joints along the highway. Visuals asking
right questions such as “Does your
driver need tea break to avoid
fatigue?”or “Has your driver slept well
last night?”.

Innovative psychological and technological

interventions to prevent loss of valuable lives
on road will be available as the importance of
road safety gain momentum. However, no
Use of self-explaining roads to give
technology can ever replace importance of
feedback and manage the risk
vehicle maintenance and driver’s discipline in
perception both drivers and
preventing road accidents.
pedestrians.
Building memories of accident in *****
villages using cartoons, caricatures and
maps showing accident spots.

NSC’s SAFETY POSTERS

For more details, please visit https://nsc.org.in or write to safetypromotion@nsc.org.in

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 INDUSTRIAL SAFE TY CHRONICLE

ROAD READINESS - Mohan Subramaniam

IS IT JUST A PHRASE ? Transmitr Sewa Foundation, Email:
Navi-Mumbai mohan@transmitr.in

Abstract:

The article focusses to highlight certain lacunas

in the various ministries and what prevents
them from working in tandem thereby NOT
leading to synergies. How inter departmental
ministry’s rules and regulations needs to be on a
common platform and why is it that they work
in isolation, without consulting each other is a
matter to ponder. Safe transportation of Cargo
by Road mainly ‘Hazardous goods’ warrants a
The truckers always in pressure to meet deadlines
cumulative effort of various sectors working
together for a common goal or rather they In the mid-eighties a lorry driver’s complete
function in unison for betterment. Ground level body as well as posture was constantly on the
indulgence and the influence of herd mentality ‘sway’ as we witnessed only two axle truck
thereby not leading to safe practices is while commutingor motoring, single roads,
highlighted here. By relying on a single ruling manual steering in the trucks. Would have the
but not conforming to Road worthiness is being driver felt drowsy in that era ? Very less chance
reported in this synopsis. Ineffective compared to today’s luxury like, highways
administration can increase the gap between which is six lanes coupled with powerful
legislation and enforcement is opined by the engine trucks as well tested technology in the
author. Besides ineffective administration, the vehicles not forgetting ergonomic seating & of
article touches upon accidents, training needs course inbuilt ‘power steering’ to control the
and overcoming challenges. wheels.

Objectives of this Caption :

Introduction:
Some general features of the Freight Road Causes of accidents reported
Transport sector : (Occupational transport accidents
The sector is characterized by many smaller freight and psychological factors)
booking companies and predominantly Lack of SOPs in the Road
outsourcing of trucks, as own fleet is sometimes Transport Industry
not able to cater to cargo movement. Not all drivers
Capturing competency of driver
have standard and regular working hours as there is
pilot in a particular class of vehicle
always a tussle between ban to night driving and
NO ENTRY time.
Training needs

Training needs to be adapted to the rapidly

changing working conditions (including covid Attaining the unattainable and
overcoming challenges
protocols), vehicle features undergoing changes.
There should be a specific KRA covering urgent Technology can drive the
and continuous training for ground level staff and if business, but can it provision all
kinds of complex environments?
need be, include motor malliks (owners) also.

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INDUSTRIAL SAFE TY CHRONICLE

Transport Sector –
A Result of Hard or Smart Work? :

The transport sector is a result of hard (& not

smart) work and, it is the driver’s choice that
equally matters when it comes to investment in a
capital equipment. Even with technology in place
this sector has maximum human intervention.

The chief thing to note in this respect is that they

Source :Freight Tiger.
(driver pilots) face sudden hindrances and to
avoid these they adopt several precautions or So where is the question of over speeding or
self-invented measures to counter enroute rushing when your truck’s average speed is in
problems. single digit ?

The buses today travel at an average speed of

Road Transport a State Subject : 85-95 Kms per hour and yes, they carry a lot of
cargo in terms of tonnage than people.
Drivers need-based demand in their profession is
to focus on two points of caution in their Road
Passenger’s plan the night meals in such a way
trip, one is losing on incentives if not reached on
so that they reach their destination in twilight
time to unload cargo and the second is on how to
but usually when a Bus starts at 12 midnight
avoid ‘NO ENTRY’ in the urban or city –
(say Chennai to Hosur) it can surprise you to
destination.
alight at or before 4:00 am.
Going forward, this can be a deviation from the
State wise rule applies to speed of the motor
ban on night driving, a fact which also the owner
vehicles while passing through the state.
-vendor transporter is aware of.
Blackspots is an available data so is it not
possible to align this with our trip sheet ?
So, what is the average speed for freight trucks in
India? Do we have a data available ?
The GPS mounted on trucks should be aligned
Can we assume the average speed for a multi axle, to state wise declared BLACKSPOTS.
or a tractor trailer (articulated) truck to be 35 - 45
kms per hour or 45-50 kms per hour?

A Research Reveals the following :

In the figure below overall average speed column
includes loading and unloading time (refer 3rd
column), it considers loading time and unloading
time to come up with an effective distance
travelled per day. These averages across
routes/commodities/truck types.

India’s national highways have ‘black spots’.

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 INDUSTRIAL SAFE TY CHRONICLE

Please find below a data on BLACKSPOTS for a particular state (25 in Maharashtra) as per Ministry of
Road Transport Guidelines.
Name of the District Location of accidents NH No. of Reasons for frequent accidents
Sr no. including chainage (km No. fatalities

1 Thane/Manor Kude to Sativali 8 46 Chowk Zig Zag Road

2 Thane/Ghoti Old kasara Ghat 3 46 S Curve and Steep Slope
3 Satara/Karad Malkapur 4 40 Steep Slope
4 Pune/Khandala Waksai 4 36 Narrow Road
5 Jalgaon/Paldhi Serve Town Chowk 6 36 Road Junction
6 Jalgaon/Paldhi Wadjai Nala 6 32 Narrow Bridge
7 Thane/Manor SaykhedHawali 8 32 Sharp Curve
8 Pune/Wadgaon Wadgaon Fata 4 27 Sharp Curve& Narrow road
9 Satara/Karad Kashil 4 26 Steep Slope
10 Thane/Shahapur Kalambe 3 26 Sharp Curve& Steep slope
11 Thane/Charoti Amboli 8 22 Road Crossing Junction
12 Raigad/Mahad SukeliPhata 17 22 Steep Slope and Curve
13 Satara/Karad Masur Fata 4 21 Chowk on Sharp Curve
14 Osmanabad/Naldurga Naldurga Ghat 9 19 Narrow Bridge , Steep Slope and
Curve
15 Jalgaon/Paldhi Eklagna Gaon 6 18 Narrow Bridge
16 Jalgaon/Paldhi Avtar Dhaba 6 18 Narrow Bridge
17 Thane/Shahapur Umbarmali 3 17 Railway Over Bridge
18 Pune/Wadgaon Kamshet 4 17 Sharp Curve and Chowk
19 Thane/Charoti Warwada 8 15 Chowk
20 Pune/Vadgaon Center Chowk(Dehu Road) 4 15 Narrow Junction & Chowk
21 Nagpur/Ramtek Vadoda 6 13 ‘T’ Junction
22 Osmanabad/Naldurga Malup Shivar 211 12 Sharp Curve Narrow Bridge
23 Kolhapur/Ujalaiwadi Topgaon to Kasar Wadi 4 11 ‘T’ Junction and Steep Slope
24 Raigad/Palaspe Jeetegaon 17 10 Sharp Curve
25 Buldhana/Malkapur Dasarkhed 6 9 Sharp Curve
(Source – MoRTH)
reason for accident so all trucks specially
Road Vs. Truck – Designs : dangerous or inflammable goods carrying
trucks should anticipate accident hazards due
The construction /dimensions etc. of trucks is not to
commensurate to the road engineering and this roadworks. In our country roads are constructed
can lead to situations that can contribute to by L&T but repaired by contractors. Selecting
collisions. trucks according to the usage is an important
factor to minimize fuel consumption. Every
Driving mistakes by raw HGV drivers are mostly manufacturer is trying to design trucks that are
due to lack of training in upgraded trucks with weight-less. Experts feel weight-less vehicles
nil transition protocols. with same body and engine provide higher
efficiency than heavy weight commercial
The OEM’s supply the trucks with requisite vehicles- aeronautical engineering is it?
headlights and lighting systems. Our
present-day drivers change the bulb for better OEMs are designing vehicles by using
illumination from 55/60 watts to 100/120 watts aerodynamics (study of air motion with moving
without realizing the risks of dazzling Lights . objects). Research reveals that 3 % to 5 % of fuel
efficiency is minimized by roof -mounted goods
By the way, does the Central Motor Vehicle or cargo boxes. Besides wind is also considered
regulations (CMVR) support this trend? certainly to be a deterrent when it comes to fuel
not! There are detailed specifications on lighting management. To reiterate, is all of this
in CMVR, are they being flouted? – the answer is feature(s)commensurate to our road
YES. Enforcement is a lapse. engineering? Today NHAI is on a nationwide
spree in Road construction.
Road repairing on major highways can be a

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collisions the effects could be dramatic and for

Unsafe Driving: that reason the ministry of Road Transport insists
on the CMVR Syllabus training to ‘Commercial
There could be many causes for Road accidents, Vehicle Drivers’ by recognized Govt. Institutions.
but the common ones are because of
undertaking distracting or demanding tasks. Addressing the Issues or
Nowadays the trucks need to be necessarily in Recommendations
the last lane where all kinds of slow-moving
vehicles are also seen. Proper loading and Hazchem or Hazmat Training through
securing of cargo (avoid unbalanced load) can Authorised Institutes or DTI’s
minimize accidents ,for example: in coil (Driver Training Institute):
movement due to improper lashings can lead to
There is a detailed syllabus as per CMVR-9 and
mishaps. One of the ways to avoid
institutes authorised by the Govt. (only) impart
miscalculations in driving would be to plan trips
three days training as well as one day’s refresher
according to weather, competency of pilot to
course thereby making the Lorry drivereligible
motor a particular class of vehicle and road
to move hazardous goods by Road.
conditions. Similarly sensitizing drivers on blind
spots (refer sample list as above) as there could
be smaller motor vehicles on the road or
highway. Further it is important to educate
drivers on the consequences of pilferage or fuel
theft activities within a company.

Loss of Control :

Case studies reveal that loss of control of loaded

trucks specially articulated (tractor trailer) is
because of driving round a bend and regaining
to get back on the road after sliding off on to the
verge. Braking and steering is another reason
for incidents. So, a proper routing and
scheduling of the trip leading to stringent SOPs
can minimize crashes. For a new driver or a
driver used to a different class of vehicle, should
accompany the regular driver as Co-driver for a
few weeks/months before he takes over the
wheels of the on-contract truck.
Dangerous Substances Loaded
in Trucks :
Drivers should be appraised of what goods they
ferry. Truck drivers may be required to carry
goods which themselves pose an additional
hazard to the driver. Dangerous substances
moved by tanker lorries pose various risks.
Factors to improve motoring of such vehicles
may include a more stringent training of drivers
of tanker trucks carrying flammable substances,
display of signages forvehicles, road and traffic
environment etc., Such loaded trucks if met
with
(‘Please note : Motorists are likely to carry other
inflammables too, like ‘Avarice, Ego, Anger sobe
cautious.’)
This knowledge deliverance directs the driver to
transport all hazardous materials – Solids, Liquids
and Gases. Here all kinds of risks would be
demonstrated by Govt. authorised training
institutes, as also covering CMVR - 9 and rule - 129
to 137. Post this three-day training for drivers who
would transport hazardous goods by trucks, the
loop is complete only after endorsement of such
‘class of vehicle’ being noted in the ‘driving
licence’ of the driver pilot. The institute would
facilitate this noting in the DL with due expiry
details by issuing a letter to the concerned RTO
to this effect (undergone training with DL no) .A
trainer should be well versed in the areas of PSV
(Protective safety valve) and hydrotesting
aspects of Gas transportation (degassing also) so
that drivers are appraised on the maintenance
(Care) of the same – at least they should know
how to carryout or execute the same.
‘Beware of Fictitious Training Certificates’.

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Occupational Transport Accidents
on Site :
Ways to address this can be as follows -
Driver’s responsibility is towards loading and
unloading of trucks, coupling and uncoupling
of trailers and proper maintenance of the Asset.
Operational checks should not be ignored. The
marshals and security services should escort
the driver properly with due instructions, to the
loading point and drivers need to be in proper
attire. Specially for forklift operations both the
operators (driver and forklift operator) should
work in cooperation. Temporary workers should
work under special supervision in the loading
and unloading related tasks specially where
there exists confined space issues and
entry/exit. Controls in transport companies as
well manufacturing facilities to be intensified
as and when they experience incidents and
laying impetus on proper usage of PPEs. At the
loading point – Drivers can also suffer
headache, dizziness or nausea when exposed to
vapors’ while loading of chemicals, so proper
care to be taken and even more so during
COVID-19 situation. It is important to prevent
allergic reactions and chemical burns due to
transportation of hot and high temperature
materials like bitumeneven .
The Logistic Policy :
Ways to address this can be as follows -
Currently the Logistics Division of the Ministry
of Commerce & Industry, Govt of India is in the
process of releasing the National Logistics
Policy (NLP). One of the key elements of this
NLP should be the thrust on truck driver
employment and empowerment (DEEP). Hope
this exercise is being done protecting the cause
of the interested parties . In our legislation there
is truly little or no stakeholder consultation.
We wish the department all the very best in
rolling out a user-friendly NLP (National
Logistics Policy under the leadership of the
Special secretary appointed.
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Different Ministries following Rules
which is in Isolation :
MoRTH( Ministry of Road Transport & Highways)
& DPIIT ( Department for Promotion of Industry
and Internal Trade), are not in a common
platform, as per the author of this article.
‘PESO’ (Petroleum and Explosives Safety
Organisation) which comes under the ‘Industry
Ministry’ has a policy for transportation of
certain Hazardous goods which is not
conforming to other ministry norms – namely
the CMVR -1989 guidelines. For e.g. : CMVR has
classifies Ammonium Nitrate as HAZARDOUS.
A couple of RTIs to the concerned authorities by
the author gave only standard replies to the
query which is as under:
Here we refer to the movement of Hazardous
goods by road in which a consigner or licence
holder (manufacturer) of such materials would
be forced to rely upon on a single guideline
which does not reflect an iota of ’ Road safety’at
all. Yes, we are debating on the clash between
CMVR -1989 and the Ammonium Nitrate Rules
-2012.
Companies producing Ammonium Nitrate
which is Hazardous and there would be the
need to outsource transportation of such
materials (vide transport vendors) and naturally
or by default it is presently being followed as per
guidelines stipulated in the AMMONIUM
NITRATE Rules- 2012, thereby ignoring the CMVR
-1989 (Central Motor Vehicles Rules, 1989).
The Ammonium Nitrate Rules 2012, we are sure
does not restrict to follow other State or Central
Govt. rules.
The CMVR -1989 Regulates Transportation
of Hazardous Materials as per
Rule – 9 & Rules - 129 to 137.
It is observed that manufacturers or Consigners
of Ammonium Nitrate are NOT insisting upon
Transporters to follow the above mentioned
CMVR -1989 guidelines, thereby flouting safety
norms.
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Mere verification of the driver details is what is
mentioned in the Ammonium Nitrate Rules
2012, and Road Transporters as well as
Consigners /Chemical Companies
(manufacturers / Licence holders of Ammonium
Nitrate) are simply relying on this ruling
superseding other Ministry guidelines.
The Present Arrangement does not
Specify or Conform to the CMVR
Guidelines.
If PESO has any provision or else if there is a
stipulation in the Ammonium Nitrate
Rules-2012 (or its amendments) which deviates
, exempts or is liberal/flexible with CMVR -1989
(rule -9 , and rules - 129 to 137), the same has to
be in black and white.
Further the material (specially Ammonium
Nitrate dry) calls for ‘spill handling techniques’
or ‘spill handling procedures’ specially while
loading / unloading in trucks that cater to ‘first
and last mile’ deliveries, offcourse in dedicated
and contractual commercial vehicles.
It is of paramount importance that in the areas
of hazardous goods movement, Ammonium
Nitrate Rules 2012 and CMVR -1989 (rule -9 and
rules - 129 to 137) COMBINE should be of great
help to enhance safety and saving lives of living
beings.
One would be definitely eager to find out what
provision or information that is available in the
Ammonium Nitrate Rules 2012, whereby we
need not conform to CMVR -1989 (rule -9 , and
rules - 129 to 137).
As mentioned above Mohan Subramaniam is on
an RTI spree to get the correct information. His
research on the ruling by PESO which does not
even insist upon dedicated trucks for AN
transportation, would only amplifythe need
that we go all out (extra mile) in the areas of
safe transportation as the other counties have
gone far ahead in this regard.
We also doubt if FAI (Fertilizer Association of
India) has suggested any template of SOPs for
the transportation and storage from inbound
side and packaging on the outbound for
distribution angle pan India for the
above-mentioned dangerous goods.
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The Retro Fitments in Current Vehicles
Vs. New Models.
The Ministry from time to time is introducing
compulsory fitment in new vehicles and also
provision for retro fitment by giving ample time
to follow suit. For example it was necessary for
commercial vehicles to have AIS approved GPS
and was made compulsory and now as per GSR
148 (E)air bagis compulsory for all vehicles
manufactured after the 1st Day of April’2021 in the
case of new models, and 31st day of August’ 2021
in the case of existing models shall be fitted with
airbag for the person occupying the front seat,
other than the driver and the requirement for such
airbag shall be as per AIS 145, as amended from
time to time , till the corresponding Bureau of
Indian Standards (BIS) specifications are notified
under the Bureau of Indian Standards Act 2016 (11
of 2016).
The Ministry is ensuring all ways to safety
compliance but we as citizens are we going that
extra mile? Even educated class convey the
non-usage of seat belt as there would be no
checking in that area of commute, so are we
fastening seat belt for the sake of the checking
authorities? .
Role of Trainers :
The drivers are of the firm opinion (herd
mentality) that their present bound practices
are good for motoring, so let’s liberate them
from this bondage vide proper counselling.
OEMS also now and then introduce newer range
within a short span of having released a
particular variant & does not realize that the
drivers are the same and adaptability can be
topic for debate.
You can legislate anything, but enforcement is
the key to achieve the desired objectives.
Trainers should be able to demonstrate the
reduced braking and evasive abilities to prevent
collisions under such circumstances.
OEMs are noticed discussing more on their
product rather than speaking on safety during
sessions on Road Safety or defensive driving
workshops.
 INDUSTRIAL SAFE TY CHRONICLE

Hence the need for continuous counselling to
the unorganized sector and the weakest supply
chain link (drivers/co-drivers/cleaners or helpers).
The Road Safety Mandate :
So how do we go about seeking Road Safety
related inspiration ?
The Ministry should emphasize equally on other
aspects relating to Road mishaps for example
the compulsory Fastags would ease traffic at
Tolls.
In the Road safety mandate stakeholders should
go one step further and address issues with
authorities relating to congestion, robbery, and
theft of cargo. Schools and colleges should take
active part because today’s youth would be
tomorrow’s safety mascot. The most common
pointer is on HELMETS AND SEAT BELTS, but we
should go beyond.
For instance, the RSW (Road Safety Week) needs
to cover demonstration of Sticker standards in
Hazardous Goods carrying trucks. Further
cautioning on Black spots as well sponsored
workshops to Truck drivers on safe practices are
a few suggestions. RSW is not for completing an
exercise by ‘tick marking’ but should be viewed
as an opportunity to discuss – debate & direct
safety on highways – it is observed such road
shows or events are being city centric
predominantly. Road safety week or month by
the Ministry, should ensure demonstration of
accessible, affordable and climate friendly
transport to all .
Conclusion :
Is there really shortage of lorry drivers or are we
speaking of experienced driver’s shortage?When
it comes to driver cooperation and involvement a
lot depends on attitude, imparting training and
instructions and also fitness. In short, they
should be trained to JIT (Just In Time) principles
without safety being regarded as a tradeoff.
Road safety has to be inculcated at academic
stages of a youth’s life. A well-planned strategy
must be implemented in getting the educated
also to this profession – are the OEMs ready for
this? – we leave it to the readers to answer this.
Corporates should not rely on the vendors and
call it their responsibility when it comes to safe
and economical Road Transportation. So also,
Transporters should view Road Safety not only
as Customer service but a step forward
substantiating it as Customer delight. MORTH is
constructing roads @ 34-35 km a day, oh it’s a
good sign ending this caption with a good note.
Author’s Profile:
The author of this article is a serious stakeholder
in the field of Safety, especially for the Supply
Chain sector.
Mohan Subramaniam – Director at ‘ Transmitr
Sewa Foundation’, Navi-Mumbai depicts keen
interests in the world of safety and believes that
the biggest stakeholder as far movement of
materials is concerned is the ENVIRONMENT.
Road Logistics is dear to him and as usual he
has given his views on ‘Lorry Driver
pilot’behaviour, attitude, and their age-old
practices. His group focusses on the
unorganized sectorrefining &skilling. Mohan’s
NGO is into Education, Training and Mentoring
besides student interaction and internship with
the Industry. The group is appreciated by
Educational Institutions, NGOs, Corporates and
Fleet Owners who are keen in skilling & wellness
programs. He is of the opinion that the
challenge in the Road Logistics is primarily
moving the material from one place to another
with least downtime. His thoughts on the
subject are his personal views. There is no
mention of accident statistics or causalities
numbering as the same is available on the
internet. This is worth reading & Mr. Mohan
Subramaniam can be reached at
mohan@transmitr.in.
*****

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4 E’S CONCEPT IN
ROAD INFRASTRUCTURE TO Anilkumar Shimpi Email:-
anil.shimpi@ashoka

REDUCE THE ROAD ACCIDENTS (AGM-HSE & Group MR for concessions.com

IMS & GHG, Ashoka Buildcon Ltd., Nashik.

its maintenance Safety being a leading national

Concept of Safety: highway infrastructure organization in India.
Safety is the state of being "safe", the condition
of being protected from harm or other A Road accident is a serious problem throughout
non-desirable outcomes. Safety can also refer to the world, in social, health and economic terms.
the control of recognized hazards in order to The research done in 2018 on Indian road
achieve an acceptable level of risk. accidents estimates that 1,41,526 deaths every
year, 388 people are killed per day, it Means 16
Safety is the condition of being protected from Deaths per Hour and 1 Death in 4 Second on our
or unlikely to cause danger, risk, or injury. Indian Roads. The scale of the problem in
developing countries is mainly due to a high
Safety is a state of being protected from degree of motorization & roads. To reduce the
potential harm or something that has been road accident we have studied various aspects
designed to protect and prevent harm. An and finally came on 4 E’s Concept during road
example of safety is a seat belt or use of safety maintenance.
helmet.
To study the road accident statistic, we have
Safety is very vast subject, in each activity, in developed in house Road accident software,
each process, in each services safety is linked which give us the graphical interpretation on
with Man, Machine, Material and Methodology.It Driver’s details; Road type; Road Geometry;
can just summaries as follows: Vehicle types such as Heavy Motor Vehicle, Light
Motor Vehicle; time of Accidents and
Domestic Safety: Which take care about basic Environmental Factor of day and so .
household related risk and control measure. 4 E’s Concept - We studied various road
accidents and categories in the three aspects
Industrial Safety: This deals with factory, Man (Driver), Motor (Vehicle) and Road and then
process, machines, chemicals, material, this linked to our four E Concept i.e.
ergonomics and finally production.

Office Safety: Which take cares of office staff

Engineering
from ergonomics, stress management,
illumination management, fire, lift
management,etc.

There are various types of safety subject such as

Education
Construction Safety, Chemical
SafetyWarehouse Safety, Fire Safety, Electrical
Safety, Road Safety, Port Safety, Aviation
Safety, etc, and every industry have their own Enforcement
best safety practices.

As per the statistics, road accidents and

fatalities trend are increasing. We would like
Emergency Services
share our experience in Road construction and

36
Jan. - Mar. 2021
 Description
Concept
Description
Concept Engineering: Road & Automobile Engineering
Engineering: Road & Automobile Engineering
Description
INDUSTRIAL SAFE TY CHRONICLE
Concept
Description
Concept Engineering: Road:-& Automobile Engineering
4’s Concept
4 E’sin Road
Detail: Engineering
Engineering: Road:-& Automobile Engineering Description
Concept Road Engineering
• Construct the Safe Roads ; Description
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Engineering :-
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and method (Considering of gradient and
Concept Road Engineering :-
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Construct the
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; alignment ) ;
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Use the Road
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method) ;(Considering of gradient and
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pedestrians/cyclists one Month
use such facilities like Training
should be taken
pedestrian by each
crossings, driver. etc. and that they do not become potential
subways
Pedestrians:-Make
• hazards to safety; sure that pedestrians/cyclists use such facilities like 37
OctJan.- Dec - Mar.20202021
pedestrianInvestigation
• Collision crossings, subways and Researchetc. and should
that they be do not become
studied potentialanalysis,
the root-cause
 Enforcement : Government Agency
Enforcement : Government Agency
Enforcement : Government Agency
INDUSTRIAL SAFE•TY Guideand help the road users unfamiliar with the specific rules and regulations;
CHRONICLE
• Guideand help the road
Highway Patrolling: theusers unfamiliar traffic
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should taken by each driver.
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•Emergency Services sure that pedestrians/cyclists use such facilities like
Emergency
Services After the Accident,
pedestrian
Emergency Services we need
crossings, to utilize
subways theand
etc. Golden Hours
that they doand
not Save
becomethepotential
life road user.
Emergency
Services After
Hence,the Accident,
Emergency
hazards we need to utilize the Golden Hours and Save the
Response Team is ready for 24X7 to take care accidents
to safety; life road and
user.
fully
Services After
Hence,the
equipped Accident,
Emergency
• Collision we need
Response
with Investigation
Trained to
Staff andutilize
Team
and the
Machines
Research Golden
is ready
such
should Hours
24X7 and
for Patrolling Save
to take
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be studied the
care life road
accidents
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the user.
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equippedEmergency
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and Response
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to be communicated through the paper & magazines for 24X7 to
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equipped
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and Trained
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• Unauthorized parking : should be barred such Patrolling Van, Rashak Van,
Ambulance and Hydra.
• Over loading : should be barred

The main thrust of accident prevention and control across the world has been on 4 E's viz. (i)
Engineering, (ii) Education; (ii) Enforcement; and (iv) Emergency services of road accident victims
Emergency Services
Emergency
Services After the Accident, we need to utilize the Golden Hours and Save the life road user.
Hence, Emergency Response Team is ready for 24X7 to take care accidents and fully
equipped with Trained Staff and Machines such Patrolling Van, Rashak Van,
Ambulance and Hydra.

1) Engineering:
To reduce the road accidents Engineering will first priority which will reduces more accidents by
using the engineering control. Road Accident will reduce by using the two engineering field i.e
Road Accident and Automobile Engineering. Both the sector are contributing to reduce the
accidents.

1. Road Engineering: Before construction of National Highway or State Highway means at the
design stage only if road accident spots are identified with proper remedial engineering control
road accident spot will reduce and one day it will become zero.

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Road Engineering - Design

Geometric Design Intersections and Crossings

. Detailed information necessary to enable
designers to develop coordinated road
alignments that allow safe operation of the
design traffic at the required speed.
. Horizontal and vertical road alignments
. Curves, transitions, super-elevation and
side friction
. Gradients and vertical curves
. Cross sectional elements - lanes, shoulders,
batters, kerbs, medians Tunnels and
bridges.
Intersections and Crossings
. An introduction to the various types of
crossings that can be encountered within
the road reserve, in the urban and rural
environments, including:
. Rural and urban situations
. Rail crossings
. Sight distance
. Pedestrian and cyclist crossings.
Unsignalised and Signalised Intersections
. Provides design practice and procedures
at unsignalised intersections, and covers:
Sight distance
. Pedestrian and cyclist treatments
. Lighting and landscaping
. Public transport considerations
Roundabouts
. Covers design objectives and
considerations associated with
roundabout design, including:
. Speeds and deflection
. Gradient and drainage issues
. Pedestrians and cyclists movements and
. treatments
. Pavement markings and signage
. Lighting and landscaping

Road Side design, Safety And Barriers Interchanges

Roadside design covers the area from the . Describes design procedures and
outside edge of the shoulder or kerb and the principles, and deals with:
road reservation boundary:
. Structures
. Accommodation of median strips . Design speeds
. Road furniture utilities . Sight distance, horizontal and vertical
. Roadway lighting pedestrian facilities alignment
. Bicycle facilities, landscaping . Lighting, landscaping and street furniture.
. Noise attenuation structures
. Architectural features, rest areas
. Roadside hazards and clear zones Drainage Design
. Rest areas, emergency phones and service . Designing road drainage systems:
centres environmental factors
. Runaway vehicle facilities . Treatment of stormwater runoff
. Procedures and design of safety barriers . Requirements of the local planning
. Barrier performance standards authorities
. Selection and design of longitudinal barriers
Bridge approaches.

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2) Education:
Why road safety education is important?
The draft National Safety Policy has emphasised
the importance and necessity of Road Safety
Education as recommended by Sunder
committee as under:-
Road safety knowledge and awareness will be
created amongst the population through
education, training and publicity campaigns.
Road Safety Education will also focus on school
children and college going students, while road
safety campaigns will be used to propagate good
road safety practices among the community. The
government will encourage all professionals
associated with road design, road construction,
road network management, traffic management
and law enforcement to attain adequate
knowledge of road safety issues.
In a nutshell, the reasons for Road Safety
Education are:-
1)
Roads in developing countries are often
more unsafe than roads in developed
countries and traffic safety problems faced by
children is often greater in the developing
world.
2)
Absence of traffic education can leave
children exposed to unnecessary risks.
3)
To provide the necessary framework for the
acquisition and percolation of safety knowl-
edge and skills.
4)
These include decision making skills and the
identification and assessment of risks and
strategies to reduce these risks.

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5) A large quantity of the local public and drivers

were trained across the country at all the
To prepare children for different tasks at highway projects and various awareness
each stage of their increasingly independent programs were conducted for the local
use of the road network, and later, as adults. community of the people.

More than 5,00,000 local public were educated

6) during the awareness campaigns till date.

To provide the basis for improving road user Handbills are distributed to the road user
behaviour over time. drivers and at the local market places and safety
posters were displayed at the toll plaza and
awareness videos were also displayed to all the
people at various project locations.
Ashoka Buildcon Limited has taken various
efforts with respect to the road safety education
Quiz programs regarding road safety were
at all the project locations and many initiatives
conducted for the students and the road users
and awareness programs were conducted for
and gifts were also distributed to them as a
the road safety education to the common
motivational factor.
people. School and college students were
targeted on a large scale as they are the future
Bike rallies were organized to spread awareness
of the country and future road users, so as a
to the local people an d indulge them in road
motto to spread awareness to the youth of the
safety campaigns.
nation schools and colleges students across the
country were trained regarding road safety.
Initiative programs such as “Chai Par Baath “
More than 2, 00,000 school and college students
have been organised for the drivers and road
across the country have been educated on road
safety awareness videos have been displayed at
safety awareness programs till date.
the truck terminals and a large number of
drivers have been educated on road safety.

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Ashoka Buildcon Limited has started the road

safety campaign from the year 2012 and it’s been
continued for every year till date.With each year
we have improved and made the campaign even
bigger and better. in the year 2020, we had
organized an initiative “India Speaks for Road
Safety Contest “

India is one of the most affected when it comes

to road accidents. We at Ashoka Buildcon
Limited believe that law enforcement alone
cannot be a solution to the problem. The citizens
will have to step forward and contribute to
developing road safety culture in the country.

The belief inspired us to initiate a nationwide

effort to invite suggestions from people on the
topic “How road safety can be improved in
India”? The effort was shaped into a contest and
was aptly named INDIA SPEAKS FOR ROAD
SAFETY. The mode of participation was an
on-line portal that allowed instant submission of
entry.We are delighted that the nation has
responded to the contest with such enthusiasm.

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Ashoka Buildcon have set a Guinness World Record by conducting their 600th Road Safety Aware-
ness Lesson in Nashik, which has set the record for ‘Largest Road Safety Lesson’.

3) Enforcement:

In an effort to reduce the road accidents and

ensure safe road to the road users Ashoka
Buildcon Limited decided to provide speed
guns to the road patrolling police team at the
highways to monitor the over speeding vehicles
at the roads. This will help the police team to
closely monitor the over speeding vehicles at
the roads and identify them. This will as a result
reduce the over speeding of the vehicles and
accidents will be reduced. Around 50 nos. of
speed radar guns have been distributed to the
local police team at the projects till date.

Alcohol testing devices have also been provided

to the police team to identify the drunken
vehicle drivers and it will also help in
enforcement of the laws of road safety. More
than 100 nos. of alcohol metres have been
distributed to the local police patrolling teams
across the highway projects. Police teams are
always invited to the helmet compulsory bike
rallies and with the help of the local police
teams, bike rallies are conducted .

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Ashoka Buildcon Limited Team across several
highways in the country had met the road
patrolling police team and handed over them the
speed guns and alcohol testing devices as a joint
measure started to work towards identifying the
over speedy vehicles in the highways.
Ashoka Buildcon Limited has made various
efforts in conducting road safety audits, by the
internal team. A schedule for the road safety
audit has been prepared and the road safety
audits have been conducted at all the projects
and highways.

Various safety guidelines are discussed with the The some of the recommendations of the road
police team and the RTO officials and safety safety audits conducted by Ashoka Buildcon
guidelines are communicated to the road users Limited are as follows:-
and instructed them to implement it. Various
road safety rules are enforced for the road users 1) Provision of stopping site distance,
in the highway to provide a safe and accident signage, shoulder width, delineators,
free highways. pedestrian railings, crash barriers, cat eye,
edge marking, chevron marking, lane
Conducting Road Safety Audits marking, etc.
The Indian Road Congress (IRC) has published
comprehensive Road Safety Manual. Efforts are 2) Improvement of junctions, culvert para-
being made to follow the same in totality in pets, Improving the night visibility, safety
majority of the projects being undertaken under measures for pedestrians, rest areas,
the mega flagship scheme NHDP. However, due culvert protection in median
to limited availability of resources and the
consequential compulsion to spread the 3) Improving the safety provisions in the Hot
spots, Removal of encroachments, closure
resources thinly and majority of the balance
of unauthorized median openings, remov-
National Highways Network to keep them in
al of unauthorized hoardings, prevent
traffic worthy conditions poses major difficulties
unauthorized parking.
in adhering to these guidelines for non- NHDP
NH network. It needs to be ascertained that the
Road Safety Manual evolves continuously based
on the experiences gained, lessons learnt,
State-of-Art practices and keeping in view the
changing environment.

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After the road safety Audits, the safety measures in the highways are implemented as per the
recommendations of the road safety audit team. This is a regular practise and is followed in all the
highway projects.

4) Emergency Services:
Till date the emergency service team across all
Ashoka Buildcon Limited has taken various the projects have attended more than 50, 000
efforts to provide the emergency services in the accidents and emergencies at various locations.
highway projects, the emergency service team
comprises of patrolling staff, ambulance aid We have also developed online portal for
team, and incident management team. We have reporting of accidents at the highways.
provided road patrolling vehicle and the
patrolling staff are engaged in continuous All staff are aware about Emergency Medical
monitoring of the highway and work on the Service.
removal of unauthorised parking, obstruction in
the highways, removal of unauthorised Staffs are well aware and possess
hoardings and banners hence creating a safer
1)
first aid skills
road for the road users. Our paramedical team is
very competent and available 24x7 for handling
the incidents. Adequate number of first aiders 2)
We have made the provision of Hydra crane with
all types of lifting equipment such as wire ropes,
Provision of appropriate & safe transport
web slings, hydraulic jacks etc and it is available 3) for injured patient in the form of road
24x7 for the attending the accident and provide
ambulances.
emergency support to the people. Other tan
these emergency call booths are provided at
various locations across the highway and Trained & competent para medical
emergency numbers are displayed, on attending staffs are present in the ambulance and 4)
the call the emergency service team immediately attend the injured person
reaches the location to attend the victims.
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We have handled many emergency situations
and controlled it at a limited time period. There
have been emergencies such as gas tanker
accidents in the highway where there was
seepage of gas and it was a hazard to the local
people in the surrounding area. It was
immediately controlled by our emergency
service team and later the local police and
disaster management team were also
engaged in the emergency spot.
The emergency team was well aware of the
hazards of hazardous chemical leakage and
very competent in handling the situation, and
it was controlled and no harm was done to the
local public.
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The emergency service team conducts night
patrolling on daily basis, and many incidents
have been handled by the team reason being
that safety of the road users has been a top
priority for the company and as a effort to
reduce the road accidents, the emergency
service team has been working tirelessly day
and night to provide a safe road to the road
users.
Conclusion:
Road accidents are unfortunately increasing in
India, and the majority of these accidents are
caused by bad road infrastructure and human
fault. Road Authorities and Engineering
organizations are researching, planning and
implementing the best Engineering control on
Indian Roads.
Ashoka Buildcon Ltdhas achieved reduction in 47
% of Road Accident and 25 % of road fatalities on
its operated National highways in last five years
by implementation of 4E Concept.
Systematic Planning of 4E concept by the
National Highway Developers can reduce road
accidents India as follows:
1. Engineering – Identify the Road infrastructure
concerns and accident prone locations through
road safety audits and implement the suggestive
measures such as upgrading of road
infrastructures, speed calming measures,
display of warning signs and provision of public
utilities such as Foot-over Bridge, Bus and Truck
Lay-bay etc. Timely Maintenance of road such as
Pot-Holes, Median Tree Cutting, Junction
Maintenance, Road Marking, Cat-Eyes
maintenance, street Lights etc.

2. Education - Road Safety Awareness for the
road users through participation programs, road
safety as a part of educational curriculum and
safety educational parks which improve the
awareness, enhance skills of driving, speed
control mechanism and respect to road
marking and road signage.
3. Enforcement – Implement the contractual
and regulatory measures in coordination with
the Authorities for safe use of road, legal
awareness and surveillance through CCTV on
violation system throughout the highway
stretch.
4. Emergency Services - stringent
implementation of highway patrolling services,
Trained & efficient staff for handling potential
emergencies like Cyclones, extreme weathers,
Chemical spillage, gas tanker leakages, Public
Transport etc and easy access for road users by
display of Emergency numbers and
uninterrupted monitoring of road movement.
Proper Use of Golden Hours after Accident will
reduce the chance of fatality. Emergency
Service should be equipped with all type of tools
such megaphone, hydraulic jack, crane, cutting
machine, Fire extinguisher and Emergency
lights etc.
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References:
1. Wikipedia, (2012). "List of Countries by Traffic-Related Death
Rate", http://en.wikipedia.org
2. National Road safety Strategy in India 2010-2014
3. Al-Madani, H. (2013). "Fatal crashes in GCC countries:
comparative analysis with EU countries for three decades".
Safety and security engineering.,134, 471-482
4. (http://www.coloradodot.info/library/traffic/traffic-manuals-
guidelines/lane-close-work-zone-safety)
5. https://www.google.co.in/?gfe_rd=cr&ei=UrKoVpH2EKaW8Q
fxjbLYDQ&gws_rd=ssl#q=highway+maintenance+safety+pr
esentation
6. Indian Road Federation Statistics on Road Accidents
7. MUTCD – Manual on Uniform Traffic Control Devices
8. https://www.osha.gov/doc/highway_workzones/mutcd/6c_t
emporary.html#Figure VI-1. Component parts of a
temporary traffic control zone,
9. Indian Road Congress IRC Code SP 55:2016,
10. Shrikant R. Marathe, Chairman‐ Working Group on Road
Safety‐ Engineering Report of Working Group on 4 ‘E’s of
Road Safety‐ Engineering (Vehicles) Submitted to Ministry
of Road Transport & Highways, Government of India,
Year-2011
*****
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ROAD SAFETY IN Metlapalli Srinivasu Email:

TRANSPORTATION OF Sr. General Manager-Corp HSE & Srinivasu.
HAZARDOUS CHEMICALS Sustainability, Hetero Labs Ltd, Metlapalli@
heterodrugs.com
Hyderabad.

Hazard types are segregated into nine basic

Introduction:
classes represented numerically. Many of these
classes are further separated into divisions and
The rapid increase in the transportation of
subdivisions according to appropriate criteria.
hazardous chemicals has enhanced the accident
potential during transit. In transit, the goods
In India to manage accidents in transportation of
would subject to impact, vibration, compression
hazardous chemicals “The Central Motor Vehicles
and other adverse effects and exposure to
Rules 1989” have been framed.
harmful environment. The other factors such as
improper packing of the contents, poor storage The UN International Classification System
may also lead to release of chemicals to the is given below: 1.1 Explosives with a mass explosion hazard
environment resulting in emergencies like fire, 1.2 Explosives with a projection hazard
explosion, toxic release, etc. Apart from pollution 1.3 Explosives with predominantly fire hazard
of land, water and air, such emergencies have CLASS 1 Explosives
1.4 Explosives with no significant blast hazard

potential to cause injuries and death, property 1.5 Very insensitive explosives

damage and environmental degradation. 1.6 Extremely insensitive explosive articles

Availability of information on the hazards and 2.1 Non Flammable Gases

control measures at the time of emergency is CLASS 2 Gases 2.2 Flammable Gases

vital for minimizing the effect of such accidents. 2.3 Poison Gases

This module is intended to provide the first-hand 3.1 Flashpoint below - 18°C (0°F)

knowledge about the hazard information system CLASS 3 Flammable liquids

3.2 Flashpoint - 18°C and above but less than
23°C (73°F)
as implemented in India and its status of 3.3 Flashpoint of 23°C and up to 61°C (141°F)
implementation. Flammable solids, 4.1 Flammable Solids
spontaneously combustible
Hazard Information Systems: CLASS 4 materials, and materials 4.2 Spontaneously combustible materials
that are dangerous when
wet 4.3 Materials that are dangerous when wet

The movement of hazardous substances by any Oxidizers and organic 5.1 Oxidisers
CLASS 5
mode of transport, presents in general, a greater peroxides 5.2 Organic Peroxides

risk of accidental release. It is due to absence of Poisonous 6.1 Poisonous Materials

CLASS 6
the availability of appropriate information on and Etiologic (infectious) 6.2 Harmful Substances

transport accidents. The need for essential Materials 6.3 Etiologic (Infectious) Materials

information to be clearly displayed in transport CLASS 7 Radioactive materials

emergency has always been accepted by both CLASS 8 Corrosives

industry and the emergency services. The basis CLASS 9 Miscellaneous hazardous materials

of many emergency information systems

adopted in various parts of the world has been a
combination of hazard classification and United
Nations substance identification.
U.N. Classification for Hazard
& Substance Identification:
The classification of chemical hazards as
recommended by the UN Committee of Experts
on the Transport of Dangerous Goods has been
widely adopted for transport of hazardous
chemicals for all modes of transport.
The Globally Harmonized System
For Hazard Communication:
The pictogram, hazard-warning diamonds may
also bear an approved inscription quoting the
hazard and/ or the United Nations hazard class
number. The basic principle, however, is that the
shape, colour and pictogram convey a clear
message of danger, thus overcoming language
difficulties. With international acceptance, the
value of such labelling system when displayed on
vehicles and packages is clear because:

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1) It provides a warning to the general public to 2) In an accidental situation the emergency

keep away. services are provided with an indication of the
primary hazard likely to be encountered.

Subclass 1.1 Subclass 1.2 Subclass 1.3 Subclass 4.1 Subclass 4.2 Subclass 4.3
Explosive with a mass Explosive with a severe Explosive with a fire Flammable Solids Spontaneously Dangerous when wet
explosion hazard projection hazard Combustible solids

Subclass 1.4 Subclass 1.5 Subclass 1.4

Minor fire or An insensitive sub- Extremely
projection hazard tance with a mass insensitive articles Subclass 5.1 Subclass 5.2
explosion hazard Oxidizing agent Organic peroxide
oxidizing agent

Subclass 2.1 Subclass 2.2 Subclass 2.3 Subclass 6.1 Subclass 6.6
Flammable Gas Non-Flammable Gas Poisonous Gases Poison Biohazard

Hazchem:

Hazchem is a warning plate system used for

vehicles transporting hazardous substances, and
on storage facilities. The top-left section of the
plate gives the Emergency Action Code (EAC)
telling the fire brigade what actions to take if
Flammable Liquid

there is an accident or fire. The middle-left

section containing a 4-digit number gives the UN
Substance Identification Number describing the Specialist Advice

material. The lower-left section gives the

telephone number that should be called if
special advice is needed. The warning symbol in
the top right indicates the general hazard class of
the material. The bottom-right of the plate carries
a company logo or name.
A sample Hazchem plate

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HazChem Fire Suppression: Examples:

Use foam or dry agent, substance reacts violently is explosive, BA
3 Y E
use is essential, evacuate vicinity, contain spill.
The number leading the EAC indicates the type
of fire-suppressing agent that should be used to 3 Y E
Use foam or dry agent, substance reacts violently is explosive, Use
BA if fire present, evacuate vicinity, contain spill.
prevent or extinguish a fire caused by the
chemical. 2 R
Use fog, foam or dry agent, substance is not violent, use full PPE,
dilute spill.

Number Action 4 X
Use dry agent only, substance is not violent, full PPE essential,
contain spill.

Use jets, fog, foam or dry agent; BA for fire only; evacuate vicinity;

1)
1 S E
Coarse water spray dilute spill.

Transportation of goods of

2)
dangerous or hazardous nature:
Water fog or fine spray
(Rule 129 of the Central Motor Vehicle
Rules, 1989)
3) Foam Every goods carriage carrying dangerous or
hazardous goods shall display a distinct mark
of the class label appropriate to the type of

4) Dry agent-never water dangerous or hazardous goods.

Every package containing dangerous or

hazardous goods shall display the distinct
HazChem safety parameters:
class labels appropriate to the type of
Each EAC contains at least one letter, which dangerous or hazardous goods.
determines which category the chemical falls
under, and which also highlights the violence of In the case of packages containing goods
the chemical (i.e. likelihood to spontaneously which represent more than one hazard, such
combust, explode etc.), what personal protective packages shall display distinct labels to
equipment to use while working around the indicate the hazards.
chemical and what action to take when
disposing of the chemical. Every goods carriage carrying goods of
dangerous or hazardous nature shall be fitted
Substance
Category Violence Protection with a techograph, an instrument to record
control
the lapse of running time of the motor vehicle;
P
V Full
time speed maintained, acceleration and
R declaration etc., and a spark arrester.
S BA

S
V
BA for fire only
Manner of display of class labels:
Dilute
T BA (Rule 130 of the Central Motor Vehicle
T BA for fire only Rules, 1989)
W The class label shall be so positioned that the size
V Full
X
of the label is at angle of 45 degrees to the
vertical and the size of such label shall not be of
Y V BA
less than 25 mm square which may be divided
Y BA for fire only into two portions, the upper half portion being
Z BA Contain reserved for the pictorial symbol and the lower
half for the test.
Z BA for fire only

E Consider evacuation

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Responsibility of the consignor for safe
transport of dangerous or hazardous
goods (Rule 131 of the Central Motor
Vehicle Rules, 1989)
The consignor has to ensure the following points:
The goods carriage has a valid registration to
carry the hazardous goods.
The vehicle is equipped with necessary
First-aid, Safety equipment and antidotes as
may be necessary.
The transporter or owner of the goods
carriage has full and adequate information
about the dangerous or hazardous goods
being transported.
The driver of the goods carriage is trained in
handling the dangers posed during transport
of such goods.
Every consignor shall supply to the owner of
the goods carriage full and adequate
information about the dangerous or
hazardous goods, being transported as to
enable such owner and its driver:
To make aware of the safety rules for
transportation of hazardous materials.
To make aware of the risks created by such
goods to health or safety of any person.
Responsibility of the transporter or
owner of goods carriage
(Rule 132 of the Central Motor Vehicle
Rules, 1989)
1) It shall be the responsibility of the owner or
transporter to ensure the following
The goods carriage has valid registration and
permit and is safe for the transportation of
the said goods.
The Vehicle is equipped with necessary
First-Aid, Safety equipment, tool box and
antidotes as may be necessary to contain any
accident.
2) The owner or transporter should satisfy
himself that the information given by the
consignor is full and accurate.
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The owner or transporter should ensure that
the driver being deputed for transportation is
trained to handle and transport such
hazardous materials.
4) The owner of the goods carriage carrying
dangerous or hazardous goods and the
consignor of such goods shall lay down the
route for each trip.
5) The owner of the goods carriage should
ensure that the driver holds a driving Licence
as per provisions of Rule 9 of the Central
Motor Vehicle Rules.
As per Rule 9 the driver should have the ability to
read and write at least one Indian language
specified in VII Schedule of the Constitution and
English language.
The driver should have successfully passed a
course connected with the transport of
hazardous goods.
Responsibility of the driver
(Rule 133 of the Central Motor Vehicle
Rules, 1989)
It is the responsibility of the driver to keep all
information provided to him in writing i.e., in the
form TREM CARD (Transport Emergency Card).
This is to be kept in the driver cabin and is
available at all times while hazardous material
related to it is being transported.
Driver to be instructed
(Rule 135 of the Central Motor Vehicle
Rules, 1989)
The owner of every goods carriage transporting
dangerous or hazardous goods shall ensure to
the satisfaction of the consignor that the driver
of the goods carriage has received adequate
instructions and training to enable him to
understand the nature of the goods being
transported, by him, the nature of the risks
raising out of such goods, precautions he should
take while the goods carriage is in motion or
stationary and the action he has to in case of any
emergency.
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Driver to report to the police station The United Nations class number for the
about accidents dangerous goods in letters not less than
(Rule 136 of the Central Motor Vehicle 100mm high.
Rules, 1989)
The class label of the dangerous or hazardous
The driver of a goods carriage transporting any
goods in the size of not less than 250mm
dangerous or hazardous goods shall, on the
square.
occurrence of an accident involving any
dangerous or hazardous goods transported by
The name and telephone number of the
his carriage, report forthwith to the nearest
emergency services to be contacted in the
police station and also inform the owner of the
event of fire or any other accident in letters
goods carriage or the transporter regarding the
and numerals that are not less than 50mm
accident.
high and the name and telephone number of
Emergency information panel the consignor of the dangerous or hazardous
(Rule 134 of the Central Motor Vehicle goods or of some other person from whom
Rules, 1989) expert information and advice can be
obtained concerning the measures that
It is essential for every hazardous material carrier
should be taken in the event of emergency.
to display correctly the emergency information
panel.
Places for fixing emergency information panels
on vehicles and dimensions.
Emergency information panel should be legibly
and conspicuously marked in each of the three EMERGENCY INFORMATION PANELS

places specified. So that the emergency

information panel faces to each side of the TRUCK
carriage and to its rear and such panel shall
BACK SIDE FRONT
contain the following information viz., CLASS LABEL

TANKER

BACK SIDE FRONT

EMERGENCY INFORMATION PANELS

Places for Fixing Panels

800

(Class Label)
135 Correct Techical Name
(a)
10 (c)
UN No. --
120
15 (b)
5 600
HAZCHEM --
120 (Susbsidiary
15 (c) Risk Label)
10
In Emergency Dial Specialist Advice
(f)
180 (15)
30 (d)

10
10 10
380 390

(All dimensions are expressed in millimeters)

The correct technical name of the dangerous Dimensions of Emergency Information panels
or hazardous goods in letters not less than
50mm high.

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Quantitative Risk Assessment: What can go wrong?

The basic form of a quantitative risk assessment
(QRA) is provided with explanation of each step
to show the common form of all QRA processes,
regardless of whether it is being used to
evaluate the safety during the Transportation of
Chemicals/Hazardous Materials with follow
basic steps.
At the highest level, QRA is the process of
quantifying the risks associated with an activity.
The result of a QRA is an estimate of risk in a
context-specific unit that can be used by
decision-makers to determine whether the
benefits of the activity are worth the quantified
risk, make risk-based regulatory decisions, and
to prioritize risk mitigation strategies.
The classical definition of risk assessment is the
process used to answer the following questions:
1.What can go wrong?
2.What is the likelihood it will go wrong?
3.If it does go wrong, what are the consequences?
Graphical representation of
the QRA process:
The first step in QRA process is to define the
scope of the assessment. This step sets limits on
what is included in the consideration of “What
can go wrong?” Once the scope is defined, the
plausible scenarios within that scope are
identified. A scenario is a sequence of events
that, if they occurred, could lead to the undesired
consequence. This step in the QRA process is an
important point at which to consider
uncertainty. Depending on the complexity of the
system or process being analyzed in the QRA, it
may not be obvious if the analyst(s) failed to
identify a plausible scenario. A conscious effort
should be made in the analysis to establish that
“What can go wrong?” is adequately answered
with the scenario set.
What is the likelihood it will go wrong?
The remaining steps in the QRA analysis are
applied to the identified scenarios to determine
the likelihood of occurrence of each scenario and
the magnitude of the resulting consequences.
Data collection broadly refers to many of the
methods that can be applied to establish the
technical basis for the likelihood and
consequences. All the data collected in this
process is used to estimate the frequency of the
events that define the scenarios leading to
consequence. This establishes “What is the
likelihood it will go wrong?”

If it does go wrong, what are the

Scope Defination consequences?
Collected data is applied to estimate the
Define Scenario consequences for each scenario. Depending on
the analysis, these consequences may be human
Data Collection losses (e.g., injuries, deaths, illnesses, etc.) or
monetary/economic losses. Consequence is an
essential component of risk because it
establishes the potential cost of the ultimate
Evaluation decision. Likelihood and consequence together
Estimate the Treatment of
Potential Likelihood Uncertainty define the risk estimate from the QRA, which is
Consequences
commonly presented as individual risk, societal
risk, or industry specific risk (e.g., radiation
exposure). Considerable judgment may be
involved in decision-making based on risk
Evaluate Risks
results. One aid to assist in such decision making
is a quantitative measure of the acceptable risk
Risks or Risk Criteria
Regulatory
values.
Decisions

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A list of common data required was compiled in Packaging and Labelling. -

below Table from the survey of risk
methodologies pertaining to transportation of
hazardous materials.
Compiled list of data requirements for
hazardous materials transport risk
methodologies
.Quality of hazardous materials per shipment
.Annual hazardous material shipment
.Package hazardous material capacity
Commodity
.Size of release , Package design
Data
.Chemical-specific characteristics Chemical-
Specific hazards
.Package pressure and temperature
.Traffic density,
.Speed Route characteristics
Route Data .Route length, Route conditions
.Time of day, Weather/wind Visibility
.Population density
Any occupier handling hazardous or other
wastes and operator of the treatment, storage
and disposal facility shall ensure that the
hazardous and other wastes are packaged in a
manner suitable for safe handling, storage and
transport as per the guidelines issued by the
Central Pollution Control Board from time to
time. The labelling shall be done as per Form 8
of HW (M&H) Rules 2016. The label shall be of
non-washable material, weather proof and
easily visible.
Note:
1. Background colour of label – fluorescent
yellow.
2. The word, ‘HAZARDOUS WASTES’ and
‘HANDLE WITH CARE’ to be prominent and
written in red, in Hindi, English and in
vernacular language.
3. The word ‘OTHER WASTES’ to be written
prominently in orange, in Hindi, English and
in vernacular language.

.Mode of transport
4. Label should be of non-washable material
.Age of carrier, Carrier condition, Carrier history and weather proof.
Carrier
Data .Human factors
Transportation of hazardous & other
.Accident cause wastes.-
The transport of the hazardous and other waste
.Train length
shall be in accordance with the provisions of
.Point of derailment these rules and the rules made by the Central
Government under the Motor Vehicles Act, 1988
Rail .Hazardous materials placement in train and the guidelines issued by the Central
Specific
Human factors Pollution Control Board from time to time in
Data
this regard.
.Accident cause
.Number of yards visited The occupier shall provide the transporter with
the relevant information in Form 9 of HW
(M&H) Rules 2016, regarding the hazardous
Packaging, Labelling & Transport of nature of the wastes and measures to be taken
Hazardous & other waste: in case of an emergency and shall label the
hazardous and other wastes containers as per
Hazardous and Other Wastes Form 8 of HW (M&H) Rules 2016.
(Management and Transboundary
Movement) Rules, 2016 [HW (M&H)
Rules 2016]

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FORM 8 – LABELLING OF CONTAINERS OF HAZADOUS AND OTHER WASTE

FORM 8

LABELLING OF CONTAINERSOF HAZARDOUS AND OTHER WASTE

Handle with care

[See rules 17 (1) and 18 (2)]

Waste category and characteristics as per part C Incompatible wastes and substances………………
of schedules II and III of these rules……………….

Total quantity…………………………. Date of storage

Physical State of the waste (Solid/Semi-solid/liquid):

Sender’s name and address Receiver’s name and address

Phone……………… Phone………………

E-mail……………… E-mail………………

Tel. and Fax No………….. Tel. and Fax No…………..

Contacts person…………………… Contacts person……………………

In case of emergency please Contact…………………..

FORM 9 – TRANSPORT EMERGENCY (TREM) CARD

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Manifest system (Movement Document) for hazardous and other waste to be

used (HW (M&H) Rules 2016.
The sender of the waste shall prepare seven copies of the manifest in Form 10 comprising of colour
code indicated below and all seven copies shall be signed by the sender:
Copy number with colour code Purpose

To be forwarded by the sender to the State Pollution Control

Copy 1 (White)
Board after signing all the seven copies.

To be retained by the sender after taking signature on it from the

Copy 2 (Yellow) transporter and the rest of the five signed copies to be carried by
the transporter

To be retained by the receiver (actual user or treatment storage

Copy 3 (Pink) and disposal facility operator) after receiving the waste and the
remaining four copies are to be duly signed by the receiver.

To be handed over to the transporter by the receiver after

Copy 4 (Orange)
accepting waste.

Copy 5 (Green) To be sent by the receiver to the State Pollution Control Board

Copy 6 (Blue) To be sent by the receiver to the sender

To be sent by the receiver to the State Pollution Control Board of

Copy 7 (Grey)
the sender in case the sender is in another State.

References:

. The Central Motor Vehicle Rules, 1989.

. Hazardous and Other Wastes (Management and Transboundary Movement) Rules, 2016
. Transport Department, Government of Telangana Website - Transportation of Hazardous Substances
. UN international classification system for Hazard and substance identification

*****
NSC SAFETY POSTERS

For More Details,

Please Visit:
https://nsc.org.in
or
Write to:
safetypromotion@
nsc.org.in

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PROFILING OF ROAD By Road Catergory, Type of Impacting Vehicle,

ACCIDENTS Type of Collision, Age of Victim, Gender &
Road User Category

Road safety continues to be a major 1.0 Profiling Accidents & Deaths by Road
developmental issue, a public health concern Category
and a leading cause of death and injury across
1.1 The position in terms of the number of
the world, killing more than 1.35 million globally
accidents, number of persons killed and
as reported in the Global Status report on Road
those injured by the category of Roads in 2019
Safety 2018 with 90% of these casualties taking
is given in chart 1.1 below:
place in the developing countries and 11% alone
being accounted for by India. As per the Report 1.2 It will be seen from above that National
on Road accidents in India 2019, the accident Highways which comprises of 2.03 percent of
related deaths in India in 2019 were 1,51,113 in total road network accounted for 30.6 percent
number. It is indeed a matter of great concern of total road accidents and 35.7 percent of
that despite the continuing efforts of the deaths in 2019. State Highways which account
Government in this regard and stake holder for 3.01% of the road length accounted for 24.3
commitments for halving fatalities, India have percent and 25.5 percent of accidents and
not been able to register significant progress on deaths respectively. Other Roads which
this front. constitute about 95% of the total roads were
responsible for the balance 45% of accidents
This article profiles road accidents by road and 39% deaths, respectively.
category, type of impacting vehicle, type of
collision, age of victim, gender and road user
category.
Chart1.1: Number of accidents, Number of persons killed and those injured by the category of Roads
in 2019.

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1.3 Highways (both National and State) which
accounted for about 5% of total road network
witnessed a disproportionately large share of
accidents of 55 % and accident related killings
of 61% during the year 2019 and naturally
become the focus of our attention.
1.4 The trends of road accidents, persons killed
and persons injured during the period 2015 to
2019 by road category are presented in Table
1.1.
annual growth rate (CAGR*) of 0.90 percent,
persons killed increased at a CAGR of 1.28
percent and persons injured decreased at a
CAGR of 1.37%. State Highways on the other
hand have registered a negative growth rate
in all three categories during this period.
*Compound annual growth rate is a business
and investing specific term for the geometric
progression ratio that provides a constant
rate of return over the time period.

CAGR(ti,tf)= (Vf/Vi)(1/tf-ti) -1
1.5 The data in Table 1.1 on National highways
reveals that between 2015 and 2019, road whereVi is the initial value, Vf is the final value,
accidents have decreased @ Compound and tf is the final year &ti is the initial year.

Table 1.1: Trends of Road accidents, person killed and injured by road category during 2015 to 2019
Year National Highways State Highways Other Roads Total all roads
(including Expressways)

Road Persons Persons Road Persons Persons Road Persons Persons Road Persons Persons
Accidents killed Injured Accidents killed Injured Accidents killed Injured Accidents killed Injured

2015 1,42,268 51,204 1,45,341 1,20,518 40,863 1,31,809 2,38,637 54,066 2,23,129 5,01,423 1,46,133 5,00,279

2016 1,42,359 52,075 1,46,286 1,21,655 42,067 1,27,470 2,16,638 56,643 2,20,868 4,80,652 1,50,785 4,94,624

2017 1,41,466 53,181 1,42,622 1,16,158 39,812 1,19,582 2,07,286 54,920 2,08,771 4,64,910 1,47,913 4,70,975

2018 1,40,843 54,046 1,40,622 1,17,570 40,580 1,21,579 2,08,631 56,791 2,07,217 4,67,044 1,51,417 4,69,418

2019 1,37,191 53,872 1,37,549 1,08,976 38,472 1,11,831 2,02,835 58,769 2,01,981 4,49,002 1,51,113 4,51,361

CAGR -0.90 1.28 -1.37 -2.49 -1.50 -4.03 -3.98 2.11 -2.46 -2.72 0.84 -2.54
2015-
2019

1.6 Table 1.2 below provides the long-run trend over the period 2008 to 2019 of the relative share of
road categories i.e National Highways, State Highways and Other Roads in Accidents, persons
killed and injured at the All India level.

Table 1.2: Share of road categories in road accidents, number of person killed and injured during the
last 10 years.

Year National Highways State Highways Other Roads

Road Persons Persons Road Persons Persons Road Persons Persons
Accidents Killed Injured Accidents Killed Injured Accidents Killed Injured
2008 28.5 35.6 28.6 25.6 28.4 27.5 45.9 36 43.9
2009 29.3 36 29.6 23.8 27.1 25.5 46.9 36.9 44.9
2010 30 36.1 31.3 24.5 27.3 26 45.5 36.6 42.7
2011 30.1 37.1 30.5 24.6 27.4 26.1 45.3 35.5 43.4
2012 29.1 35.3 30.1 24.2 27.3 25.9 46.7 37.4 44
2013 28.1 33.2 28.9 25.6 29.6 27.6 46.3 37.2 43.5
2014 28.2 34.1 29.9 25.2 29.1 26.8 46.6 36.8 43.3
2015 28.4 35 29.1 24 28 26.3 47.6 37 44.6

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Year National Highways State Highways Other Roads

Road Persons Persons Road Persons Persons Road Persons Persons
Accidents Killed Injured Accidents Killed Injured Accidents Killed Injured
2016 29.6 34.5 29.6 25.3 27.9 25.8 45.1 37.6 44.6
2017 30.4 35.9 30.3 25 26.9 25.4 44.6 37.1 44.3
2018 30.2 35.7 30.0 25.2 26.8 25.9 44.7 37.5 44.1
2019 29.4 35.7 30.5 24.3 25.5 24.8 45.2 38.9 44.7

It may be noted from the above table that the
share of different categories of roads in the
number of accidents, persons killed and
injured has remained virtually stable,
fluctuating over very small margins over the
years.
1.7 Given the large share of National Highways in
accident related deaths of about 35.7% in
2018 & 2019, the Supreme Court Committee
desired to have greater detail in terms of
accidents and related deaths happening on
National highways jurisdiction wise i.e. by the
category of accidents/deaths happening on
National highways falling under the
administrative control of NHAI, on National
highways falling under the administrative
control of State PWDs and on National 1.9 The details of road user category wise road
highways falling under the administrative
control of other Departments. Accordingly,
additional information was called from States
for the calendar year 2019 for these categories
Road user wise and by the type of violation
experienced on these segments.
1.8 The summary of Road Accidents and Road
Accident related deaths on different
categories of NH is presented in Table 1.3(a)
below.
The data in above Table reveals that National
Highways under NHAI account for 64
percent of road accident and 66 percent of
road accident related deaths followed by
National Highways falling under State PWD
which account for nearly 28 percent of road
accidents and 25 percent of Road Accident
deaths. The remaining 8 percent accidents
and 9 percent Road Accident deaths are
accounted for by National Highways under
other Departments.
accident deaths on different categories of NH
is presented in Table 1.3(b)

Table 1.3(a): Road Accidents and Road Accident related deaths on different categories of NH
during 2019

Sl. No. Categories of NH Total Road accident

Accidents Fatalities
1 National highway under NHAI 87,966 35,605
Share in Total 64.12 66.09
2 National highway Under State PWD 38,352 13,495
Share in Total 27.96 25.05
3 National highway under Other Departments 10,873 4,772

Share in Total 7.93 8.86

4 Total 1,37,191 53,872

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Table 1.3(b): Road user category wise Road Accident deaths on different categories of NH
during 2019

Road-user category Road Accident Road Accident Road Accident Total Road
deaths on NH deaths on NH under deaths on NH Accident
under NHAI State PWD under other deaths on NH
Departments

Pedestrian 4,957 2,313 479 7,749

share in Total 13.9 17.1 10 14.4
Bicycles 1050 472 146 1,668
share in Total 2.9 3.5 3.1 3.1
Two-wheelers 12,447 4,294 1,142 17,883
share in Total 35 31.8 23.9 33.2
Auto-Rickshaws 1,420 591 222 2233
share in Total 4 4.4 4.7 4.1
Cars, Taxis, Vans & 6,612 2,703 1,283 10,598
LMVs
share in Total 18.6 20 26.9 19.7
Trucks/Lorries 3,793 1,335 498 5,626
share in Total 10.7 9.9 10.4 10.4
Buses 1,746 727 504 2,977
share in Total 4.9 5.4 10.6 5.5
Other Motor Vehicles 451 180 130 761
(including e-rickshaw)
share in Total 1.3 1.3 2.7 1.4
Others (Animals drawn 3,129 880 368 4,377
vehicle, cycle rickshaws,
hand carts,
& other persons)

share in Total 8.8 6.5 7.7 8.1

Total 35,605 13,495 4,772 53,872

The data in table 1.3(b) reveals that Two wheelers categories for National Highways as a whole
account for 35% of total road accident deaths on and accordingly requisite change in the
National Highways falling under NHAI, followed design of the road/speed etc that may be
by cars, taxis, Vans & LMVs (18.6%) and warranted needs to be initiated by all the
pedestrians(13.9%) followed by share of Trucks of controlling agencies.
(10.7%) and share of buses of (4.9%) and share of 1.10 The details of road accident related deaths
bicycles at (2.9%) . These are not very different on different categories of National Highways
from the percentage share for these road user because of traffic rule violations is
presented in Table 1.3(c).

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Table 1.3 (c): Road Accidents and

Emergency Road Accident deaths on different categories of NH by Traffic
Services
Emergency
rule violations during 2019.
Services After the Accident,
Emergency we need to utilize the Golden Hours and Save the life road user.
Services
S. Traffic rules violation NH under NHAI NH under State NH under other
Emergency Hence, Emergency Response Team is ready for 24X7 to take care accidents and fully
No PWD departments
Services After the Accident,
equipped we need
with Trained to utilize
Staff and the Golden
Machines Hours andVan,
such Patrolling Save the lifeVan,
Rashak road user.
Accidents Fatalities Accidents Fatalities Accidents Fatalities
Hence, Emergency
Ambulance and Hydra. Response Team is ready for 24X7 to take care accidents and fully
i Over-speedingequipped with Trained Staff and 64,680 25,054 26,743 8,530
Machines such Patrolling Van, Rashak Van, 6,871 2,982
Ambulance and Hydra.
% share of total 73.5 70.4 69.7 63.2 63.2 62.5
ii Drunken driving/consumption of alcohol & 3,053 1,550 1,321 584 748 242
drug

% share of total 3.5 4.4 3.4 4.3 6.9 5.1

iii Driving on wrong side/ Lane indiscipline 4,464 1,825 1,878 657 734 244

% share of total 5.1 5.1 4.9 4.9 6.8 5.1

iv Jumping red light 543 139 298 93 143 34
% share of total 0.6 0.4 0.8 0.7 1.3 0.7
v Use of mobile phone 2,311 1,009 942 423 407 153
% share of total 2.6 2.8 2.5 3.1 3.7 3.2
vi others 12,915 6,028 7,170 3,208 1,970 1,117
% share of total 14.7 16.9 18.7 23.8 18.1 23.4
vii Total 87,966 35,605 38,352 13,495 10,873 4,772

It may be seen from the data in table 1.3(c) that
over-speeding accounts for the maximum share
ofroad accident and road accident deaths (ranging
between 63% to 74% for accidents and between
62% to 70% for road accident deaths) on all the
categories of National Highways and thus follows
the trend seen on all India basis.
Driving on wrong side/lane discipline and drunken
driving are the other two traffic rule violations
which together account nearly 10% to 12% of road
accident and 9 % to 10% of road accident deaths on
different categories of National Highways.
Table 2.4: Persons killed in Accidents Classified by the type of impacting vehicles (Crime Vehicle by
Victim vehicle) during 2019.
2.0 Road Accidents by Type of Vehicles
Involved
2.1 Though the road length has grown @ 3.9% per
annum, the use of personalized vehicles has
grown @ 10.1% during the period 2007 to 2017.
As a result, the existing stock of roads is
becoming increasingly inadequate to cater to
the large number of vehicles plying on the
roads. The level of vulnerability of road-users to
accidents is consequently increasing as the
same road space is being shared among wide
variety of motorized, and non-motorized
vehicles and pedestrians.
2.2 Table 2.4 below provides Persons killed in
Accidents Classified by the type of impacting
vehicles (Crime Vehicle by Victim vehicle).

Crime Vehicle 1. 2. Two 3. Auto 4. 5. 6. 7. Other 8. 9. Total

Bicycles Wheelers Rickshaws Cars, Trucks/ Buses Non- Others
Taxis, Lorries motorized
Victim/Victim Vans vehicle
Vehicle & (E-
LMV rickshaw
etc.)

1. Pedestrian 195 6,934 1,312 6,458 4,318 2,050 487 4,104 25,858

% share 0.8 26.8 5.1 25 16.7 7.9 1.9 15.9 17

2. Bicycles 128 941 280 954 802 623 140 328 4,196

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Crime Vehicle 1. 2. Two 3. Auto 4. 5. 6. 7. Other 8. 9. Total

Bicycles Wheelers Rickshaws Cars, Trucks/ Buses Non- Others
Taxis, Lorries motorized
Victim/Victim Vans vehicle
Vehicle & (E-
LMV rickshaw
etc.)

% share
1. Pedestrian 195 3.1 6,93422.4 1,312 6.7 22.7
6,458 19.1
4,318 14.8
2,050 487 3.3 7.8
4,104 25,858 3
3.Two
% share 968 0.8 19,190
26.8 2,520 5.1 12,480
25 10,723
16.7 4,080
7.9 1,386 1.9 4,789
15.9 56,13617
Wheelers
2. Bicycles 128 1.7 941 34.2 280 4.5 954
22.2 80219.1 6237.3 140 2.5 328
8.5 4,196 37
% share

4.Auto 88 694 1,370 1,651 1,393 709 269 481 6,655

Rickshaws
% share 1.3 10.4 20.6 24.8 20.9 10.7 4 7.2 4

5.Cars, Taxis, Vans & 269 3,015 778 10,267 4,833 2,181 617 1,940 23,900
LMV
% share 1.1 12.6 3.3 43 20.2 9.1 2.6 8.1 16

6.Trucks/ Lorries 151 1,757 401 1,765 6,103 1,893 342 1,120 13,532

% share 1.1 13 3 13 45.1 14 2.5 8.3 9

7.Buses 83 953 266 822 1,868 1,616 280 641 6,529

%share 1.3 14.6 4.1 12.6 28.6 24.8 4.3 9.8 4

8. Other Non- motorized 87 624 198 508 391 278 628 351 3,065
vehicle (E- rickshaw etc.)

2.8 20.4 6.5 16.6 12.8 9.1 20.5 11.5 2

9. Others 83 2,105 535 1,674 1,546 1,364 1,064 2,871 11,242

0.7 18.7 4.8 14.9 13.8 12.1 9.5 25.5 7

Total 2,052 36,213 7,660 36,579 31,977 14,794 5,213 16,625 1,51,113

%share 1 24 5 24 21 10 3 11 100

2.3 According to Table 2.4 above, the number of the three leading crime vehicles responsible
Pedestrians killed by different categories of include two wheelers (34.2%), Cars, Taxis, Vans
crime vehicles in 2019 was 25,858 which is 17 & LMV (22.2%) and Trucks & Lorries (19.1%).
percent of the total road accident deaths.
The leading three crime vehicles in terms of 2.6 The table above also reveals that as many as
share of pedestrians killed are Two wheelers 23,900 occupants of cars, taxis, Vans and LMV
(26.8%), Cars, Taxis, Vans & LMV (25%) and which is 16% of the total got killed in 2019 with
Trucks & Lorries (16.7%) . collision with cars, taxis, Vans and trucks
accounting for a share of 43 percent followed
2.4 Cyclists accounted for 3 % of those killed with by Trucks/Lorries (20.2%) and Two wheelers
the major killer categories responsible for (12.6%).
their killing being Cars, Taxis, Vans & LMV
(22.7%) and Trucks & Lorries (19.1%) and Two 2.7 Graphic presentation of the share of persons
Wheelers being 22.4%. killed by type of Victim/Victim vehicle as
given above is displayed in Chart 1.2 below
2.5 The number of victims on two wheelers killed
were 56,136 which is around 37% of the total
road accident deaths. In terms of percentage
share,

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Chart 1.2: Share of persons killed in 2019 by victim/vehicle categories

2.8 It will be seen from above that during the Motor Vehicle Act passed by the Parliament in
calendar year 2019, two wheelers accounted 2019.
for the highest share of 37 per cent of the 2.9 As far as accident related killings by crime
total persons killed followed &pedestrian vehicle are concerned, it will be seen from
(17%) followed by car/jeep/van/taxi (16 %). Table 2.4 above that during the calendar year
Accordingly, helmet wearing has been made 2019, two wheelers as well as car/jeep/van/taxi
mandatory and increased penalties imposed accounted for the highest share of 24 per cent
for violation of this provision in the Amended each of the total persons killed followed by
Trucks/Lorries of 21% and Buses of 10%.
3.0 Road Accidents By Type Of Collision:
Table 3.1: Road accidents by type of collision- 2019 vis-à-vis 2018
Type of collision 2018 2019 % change in 2019 over 2018
No of Persons Persons No of Persons Persons No of Persons Persons
accidents killed injured accidents killed injured accidents killed injured
Hit and 69,822 28,619 61,988 69,621 29,354 61,751 -0.3 2.6 -0.4
Run
% share 14.9 18.9 13.2 15.5 19.4 13.7
With parked 13,565 4,780 12,895 13,317 5,086 12,652 -1.8 6.4 -1.9
Vehicle

% share 2.9 3.2 2.7 3 3.4 2.8

Hit from 88,765 25,801 89,386 89,923 27,765 90,430 1.3 7.6 1.2
Back
% share 19 17 19 20 18.4 20
Hit from side 58,774 15,477 59,754 57,987 16,342 58,728 -1.3 5.6 -1.7

% share 12.6 10.2 12.7 12.9 10.8 13

Run of 19,319 7,731 21,328 19,055 8,419 19,321 -1.4 8.9 -9.4
Road
% share 4.1 5.1 4.5 4.2 5.6 4.3
Fixed object 13,924 4,623 14,259 14,507 5,739 14,227 4.2 24.1 -0.2

% share 3 3.1 3 3.2 3.8 3.2

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Type of collision 2018 2019 % change in 2019 over 2018

No of Persons Persons No of Persons Persons No of Persons Persons
accidents killed injured accidents killed injured accidents killed injured
Vehicle
Hit and overturn 25,619
69,822 9,548
28,619 28,410
61,988 23,314
69,621 9,011
29,354 26,002
61,751 -9
-0.3 -5.6
2.6 -8.5
-0.4
Run
% share
% share 5.5
14.9 6.3
18.9 6.1
13.2 5.2
15.5 19.46 5.8
13.7
Head on collision
With parked 97,816
13,565 29,646
4,780 1,05,757
12,895 87,452
13,317 26,772
5,086 97,349
12,652 -10.6
-1.8 -9.7
6.4 -8.0
-1.9
Vehicle
% share 20.9 19.6 22.5 19.5 17.7 21.6
Others*
% share 79,440 2.9 25,192 3.2 75,641 2.7 73,826 3 22,625 3.4 70,901 2.8 -7.1 -10.2 -6.3
%
Hitshare
from 88,765 17 25,80116.6 89,38616.1 89,92316.4 27,765 15 90,43015.7 1.3 7.6 1.2
Back
Total 4,67,044 1,51,417 4,69,418 4,49,002 1,51,113 4,51,361 -3.9 -0.2 -3.8
% share 19 17 19 20 18.4 20
3.1 The details
Hit from side of accidents,
58,774 person59,754
15,477 killed and
57,987 weather
16,342 or 58,728
worn pavement.
-1.3 Head-on-1.7collisions
5.6
injured, classified according to Type of are known to occur on roads with narrow lanes,
% share 12.6 10.2 12.7 12.9 10.8 13
collision for the year 2018
19,319 7,731
and 2019 are
21,328 19,055
sharp
8,419
curves, no separation
19,321 -1.4 8.9
of lanes
-9.4
for the
Run of
summarized
Road in Table 3.1. opposing traffic and high volumes of traffic.
3.2 The details presented in Table 3.1 above Normally, the roads with the greatest risk of
% share 4.1 5.1 4.5 4.2 5.6 4.3
Fixed object 13,924 4,623 14,259 14,507 head-on
5,739 14,227
collision are4.2 busy 24.1 -0.2
single-carriageway
reveals that “Hit and run” accounted for
thelargest
% share share of 19.43 % of the3.1 total persons
3 roads outside
3.2 3.8 urban
3.2 areas where speeds are
killed in 2019, even registering an increase highest. The greatest risk reduction in terms of
overthe previous year of 2.6%. The MVA 2019 head-on collision comes through the separation
provides for enhanced rates of Rs 2,00,000 of oncoming traffic, through the insertion of a
onthe death of a victim in Hit and Run as median separation.
against Rs 25,000 earlier.
Other categories like “Run” off the Road could
The category of Hit and run was followed by happen due to loss of control by the driverdue to
“Hit from the Back” accounting for 18.4% excessive or inappropriate speed, distraction,
ofthe total persons killed, followed by “Head misjudging a curve, attempting to avoid colliding
on collision”, accounting for 17.7% of with another road user or an animal.
personskilled in 2019. A hit from the back or a
rear-end collision occurs when a vehicle The category which registered the maximum
crashesinto the one in front of it. Common increase in terms of persons killed in 2019was
factors contributing to rear-end collisions collision with “fixed objects”. In the year 2019, in
includedriver's inattention or distraction, terms of persons killed the most significant
tailgating (back to back) at junctions, panic decrease was in the category “Head on collision”
stops, andreduced traction due to wet (-9.7%).

4.0 Road Accidents by Age Profile of Fatal Victims

4.1 The age profile of accident related deaths during the years 2017 to 2019 are presented inTable 4.1
below:

Table 4.1: Age profile of road accident related deaths during 2017 to 2019
Age-group Number of Persons killed %-age change in %-age change in
2018 over 2017 2019 over 2018
2017 2018 2019
Less than 18 9,408 9,977 11,168 6.05 11.94
% Share in total 6.4 6.6 7.4
18-25 34,244 32,777 33,206 -4.28 1.31
% Share in total 23.2 21.6 22
25-35 39,549 39,960 39,023 1.04 -2.34
% Share in total 26.7 26.4 25.8

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Age-group Number of Persons killed %-age change in %-age change in

2018 over 2017 2019 over 2018
2017 2018 2019
Less
35-45than 18 9,408
32,788 9,977
32,672 11,168
32,509 6.05
-0.35 11.94
-0.5
% Share
% Share in
in total
total 22.2
6.4 21.6
6.6 21.5
7.4
45-60 22,462 22,798 22,612 1.5 -0.82
18-25 34,244 32,777 33,206 -4.28 1.31
% Share in total 15.2 15.1 15
% Share60in total
Above 9,384 23.2 9,075 21.6 9,004 22 -3.29 -0.78
% Share in total
25-35 39,549 6.3 39,960 6 39,023 6 1.04 -2.34
Age not known 78 4,158 3,591 5,230.77 -13.64
% Share in total 26.7 26.4 25.8
% Share in total 0.1 2.7 2.4
Total 1,47,913 1,51,417 1,51,113 2.37 -0.2

The data in Table 4.1 reveals that road accident 5.0 Road Accidents By Road-User
victims largely constitute young people in the Category
age groups of 18 - 25, 25 - 35 and 35 - 45 and this 5.1 This section examines persons killed in road
age profile has remained the same in all the
accidents in India during 2019 in terms of
threeyears i.e. 2017, 2018 and 2019 under scoring
road-user categories. A road-user is one who
major implications on economic cost of road
uses a road for movement or transportation as
accidents, apart from their emotional and
a pedestrian or cyclist or motorist (driver and
psychological impact. During 2019, like the
passenger). Data on road-user wise accident
previous two years young adults in the age
victims helps in highlighting vulnerable
group of 18 - 45 years accounted for nearly 69.3
categories which in turn require special
percent of road accident victims. The working
attention. The degree of vulnerability to the
age group of 18 - 60 accounted for a share of
impact of road crash differs among different
84.3 percent in the total road accident deaths.
road user categories. Pedestrians and cyclists
Graphical presentation of age profile wise share
are considered to be the most vulnerable road
in road accidents victims is presented in Chart
user category. The summary is presented in
1.3.
Table 5.1.

Chart 1.3: Age profile of road accident related deaths in 2019

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Table 5.1: Comparison of Persons killed in road accidents in terms of road usercategories- 2018 & 2019
Road-user category Persons killed Persons killed %-age change
2018 2019 2019/ 2018
Pedestrian 22,656 25,858 14.13
share in Total 15 17.1
Bicycles 3,673 4,196 14.24
share in Total 2.4 2.8
Two -wheelers* 55,336 56,136 1.45
share in Total 36.5 37.1
Auto-Rickshaws 6,629 6655 0.39
share in Total 4.4 4.4
Cars, Taxis, Vans & LMVs 25,115 23,900 -3.99
share in Total 16.6 15.8
Trucks/Lorries 15,150 13,532 -10.68
share in Total 10 9
Buses 8,164 6,529 -20.03
share in Total 5.4 4.3
Other Motor Vehicles 11,109 3,065 -72.41
(including e-rickshaw)
share in Total 7.3 2
Others (Animals drawn vehicle, 3,585 11,242 213.58
cycle rickshaws, hand carts, &
other persons)

share in Total 2.4 7.4

Total 1,51,417 1,51,113 -0.2

5.2 The data in Table 5.1 reveals that amongst
the road user categories, two-wheelers with
ashare of 37% constitute the largest number
of road accident deaths (56,136) in 2019,
justas in the previous year. Cars, taxis, Vans & 5.4 Truck and Lorries account for a share of 9.0
LMVs are next highest contributor with a
shareof 16 percent though their absolute
numbers and percentage share in the total
road usercategory has declined as compared
to 2018.
5.3 The number of pedestrians killed in road
accidents has increased from 22,656 in 2018
to 25,858 in 2019 which is an increase of
about 14.13
per cent. Further, Pedestriansaccounted for
17.1% and Cyclists contributed to another 2.8%
of the Road Users killed in2019.
percent in total person killed in 2019 with
itsshare and as well as the absolute numbers
of deaths having declined in 2019 as
comparedto 2018. Similarly, the absolute
number and share of Buses, Other motor
vehicles (including e-rickshaw) have also
declined in 2019 as compared to 2018.
However, theshare of Auto-Rickshaws has
increased marginal in 2019 as compared to
2018.

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6.0 Gender & Age Profile Of Fatal Road Accident Victims

6.1 The gender-wise comparison in road accident deaths for the last three years i.e. 2017 to2019
(Table 6.1) reveals that the total number of males and females killed during thecalendar year
2019 were 1,29,319 (85.6%) and 21,794 (14.4%), respectively.

Table 6.1: Gender-wise age profile of accident related deaths victims in 2017 to 2019

Age-group 2017 2018 2019 %-age change in %-age change in

2018 over 2017 2019 over 2018

Male Female Male Female Male Female Male Female Male Female
Less than 18 7,443 1,965 7,817 2,160 8,652 2,516 5 9.9 10.7 16.5
% share in total 5.8 9.8 6 10.2 6.7 11.5
18-25 30,148 4,096 28,835 3,942 29,078 4,128 -4.4 -3.8 0.8 4.7
% share in total 23.6 20.4 22.2 18.5 22.5 18.9
25-35 34,728 4,821 34,943 5,017 34,194 4,829 0.6 4.1 -2.1 -3.7
% share in total 27.2 24 26.8 23.6 26.4 22.2
35-45 28,538 4,250 28,210 4,462 27,967 4,542 -1.1 5 -0.9 1.8
% share in total 22.3 21.2 21.7 21 21.6 20.8
45-60 19,235 3,227 19,343 3,455 19,140 3,472 0.6 7.1 -1 0.5
% share in total 15 16.1 14.9 16.2 14.8 15.9
60 and Above 7,696 1,688 7,343 1,732 7,201 1,803 -4.6 2.6 -1.9 4.1
% share in total 6 8.4 5.6 8.1 5.6 8.3
Age not known 67 11 3,653 505 3,087 504 5,352.2 4,490.9 -15.5 -0.2
% share in total 0.1 0.1 2.8 2.4 2.4 2.3
Total 1,27,855 20,058 1,30,144 21,273 1,29,319 21,794 1.8 6.1 -0.6 2.4
Share of male and 86.4 13.6 86 14 85.6 14.4
female

6.2 The data in Table 6.1 also reveals that during the calendar years 2017 to 2019 the share of males
in number of total accident deaths hovered around 85% to 86% while the share of females
hovered around 13-14 percent.

6.3 Age profile and gender-wise share in road accidents related deaths during 2019 is depicted in
Chart 1.4 below

Chart 1.4: Age profile and Gender wise share in road accidents deaths during 2019.

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CAUSES OF ROAD ACCIDENT

Road accidents are multi-causal and are the result of interplay of various factors. These can broadly
be categorized into those relating to (1) Human error, (2) Road environment and (3) Vehicular
condition.
These factors act in an interactive manner to “Traditionally, for any accident or crash, the major causes could

cause road accidents. Any strategy for be ‘driver/human’, ‘road infrastructure’ or ‘vehicle-related
factors’. Sometimes, there might be combinations of these
designing the counter measures for accidents
factors which might lead to accidents. Among these major
should therefore be based on a safe systems factors, ‘driver/human’-related factors or errors dominate,” said
approach which simultaneously recognizes the Nagendra R Velaga, associate professor (transportation systems
importance of traffic legislation for promoting engineering), department of civil engineering, Indian Institute of
safe road user behaviour, safe road designs (lane Technology (IIT), Bombay.

width, shoulder presence, number of lanes, Examples of such human/driver factors include — rash driving,
fatigue/sleep deprivation (particularly for long-haul truck
median, vehicle design, etc) and safe vehicle
drivers), speeding (due to certain reasons like time pressure or
design. time constraints to reach the destination), on-board distractions
(eg: using digital devices such as mobile phones while driving),
1) Human Error: driving under influence of alcohol and drugs, among other, said
Velaga.(PUBLISHED ON OCT 25, 2020 12:13 AM IST in Hindustan
Accidents caused by human error include (i) times for details visit this
link)https://www.hindustantimes.com/mumbai-news/india-had-
cases of accidents caused by traffic rule
most-deaths-in-road-accidents-in-2019-report/story-pikRXxsS4h
violations, (ii) driving without valid driver license
ptNVvf6J2g9O.html
and (iii) non-use of safety devices.

1.1 Traffic Rules Violations

Road accidents during 2018 and 2019 attributable to various types of traffic rules violations is given in
Table 1.1 below & chart 1.1

Table 1.1: Road accidents by type of traffic rules violation during 2018 and 2019
S. Traffic rules violation Number Persons Persons Number Persons Persons % change % change % change
No of Killed injured of Killed injured in in in persons
accidents accidents accidents persons injured in
in 2019 killed in 2019 over
over 2019 over 2018
2018 2018
2018 2019
i Over-speeding 3,10,612 97,588 3,16,421 3,19,028 1,01,723 3,26,850 2.7 4.2 3.3
% share of total 66.5 64.4 67.4 71.1 67.3 72.4
ii Drunken 12,018 4,188 9,944 12,256 5,325 10,564 2.0 27.0 6.0
driving/consumption of
alcohol & drugs
% share of total 2.6 2.8 2.1 2.7 3.5 2.3
iii Driving on wrong side/ 24,781 8,764 24,100 24,431 9,201 24,628 (1.0) 5.0 2.0
Lane indiscipline
% share of total 5.3 5.8 5.1 5.4 6.1 5.5
iv Jumping red light 4,441 1,545 4,126 4,443 1,797 4,006 0.0 16.0 -3.0
% share of total 1 1 0.9 1 1.2 0.9
v Use of mobile phone 9,039 3,707 7,878 10,522 4,945 8,144 16.0 33.0 3.0
% share of total 1.9 2.4 1.7 2.3 3.3 1.8
vi Others* 1,06,150 35,625 1,06,949 78,322 28,122 77,169 -26 -21 -28
% share of total 22.7 23.5 22.8 17.4 18.6 17.1
vii Total 4,67,041 1,51,417 4,69,418 4,49,002 1,51,113 4,51,331 -4 0 -4

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*Others is a residual category for tying up the totals and would include accidents /fatalities
happening on account of reasons other than human error listed above and included under the
category of road environment and vehicular condition.

Chart1.1: Road accidents by type of traffic rules violation during 2018 and 2019

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Please scan above QR code to watch such type road accident.

The data in Table 1.1 reveals that like in 2018, over
speeding is the main violation associated with
accidents, accident related deaths and injuries
in 2019 with over speeding accounting for71.1
percent of the road accidents, 67.3 percent of
total deaths and 72.4 percent of total injuries.
Driving on the wrong side / lane indiscipline is
the second most important cause accounting
for 5.4 percent of the road accidents, 6.1 percent
of total deaths and 5.5 percent of total injuries.
Drunken driving/ consumption of alcohol &
drugs, jumping of red light and use of mobile
phones taken together accounted for 6.0
percent of total accidents and 8.0 per cent of
total deaths. The others category which would
include reasons like road environment, vehicular
condition etc. accounted for almost 17-18% of the
accidents, accident related deaths and injuries.
What is most significant is that in 2019, accidents,
deaths and persons killed on account ofover
speeding, drunken driving, jumping red light
using mobile phone, all registered an increase
compared to 2018 which underlines the need for
stricter enforcement of the Motor Vehicles
Act-2019.
1.2 Driving Without Valid Driver License
Vehicles driven by untrained and unqualified
drivers are a serious traffic hazard and can cause
accidents, death and injuries. Though the
problem is basically an enforcement issue, it
must also be addressed with better facilities and
opportunities for training/skilling and
evaluation/testing.
The details of road accidents involving drivers
without valid license and learner's license is
presented in Table 1.2 & chart 1.2

Table 1.2: Road accidents by type of license – 2017 to 2019.

Type of Licence 2017 2018 2019 % change in % change in

2018 over 2017 2019 over 2018

Valid driving licence 3,71,387 3,45,799 3,23,793 -6.9 -6.4

share of total 79.9 74 72.1
Learner's licence 33,128 23,593 22,209 -28.8 -5.9
share of total 7.1 5.1 4.9

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Type of Licence 2017 2018 2019 % change in % change in

2018 over 2017 2019 over 2018

Valid driving
Without validlicence
licence 3,71,387
48,503 3,45,799
37,585 3,23,793
44,358 -6.9
-22.5 -6.4
18
share of total
% share of total 79.9
10.4 748 72.1
9.9
Learner's
Not knownlicence 33,128
11,892 23,593
60,067 22,209
58,642 -28.8
405.1 -5.9
-2.4
share of total
% share of total 7.1
2.6 5.1
12.9 4.9
13.1
Total 4,64,910 4,67,044 4,49,002 0.5 -3.9

Chart1.2: Road accidents by type of license – 2017 to 2019

The data in Table 1.2 reveals that about 72
% of road accidents involved drivers
holding a valid driver license.

Road accidents involving drivers without

valid driving license increased from
37,585 in 2018 to 44,358 in 2019,
registering an increase of 18% and
accounted for 9.9% of the total accidents.
Accidents involving learner's license
declined from 23,593 in 2018 to 22,209 in
2018 by about 5.9% and accounted for
about 4.9% of the total accidents.
Together accidents without valid driving
license and with learners license account
for 14.8% of accidents.

1.3 Non Use Of Safety Devices – Helmets & Seatbelts

Non usage of safety devices such as helmets and seatbelts do not cause accidents but are critical for
averting fatal and grievous injuries in the event a road accident occurs. As per data received from
States/UTs, the accident related deaths on account of Non-use of Helmets and Seat Belts at the
AllIndia level are summarized in the Table 1.3 below.

Table 1.3: No of persons killed due to non-use of safety devices (helmets and seat belts) during2018 –
2019

Year Helmets Seatbelts

Drivers Passengers Total %age Drivers Passengers Total %age
share in share in
total total
fatalities fatalities
2018 28,250 15,364 43,614 28.8 9,349 15,086 24,435 16.14
2019 30,148 14,518 44,666 29.82 9,562 11,323 20,885 13.82
% age 6.7 -5.51 2.6 29.56 2.28 -24.94 -14.5
change
2019/ 2018

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Non-wearing of helmets by two wheeler riders

caused 44,666 deaths and accounted for 29.82
percent of total road accident deaths in the coun-
try during 2019. The number of drivers killed were
30,148 and the passengers killed were 14,518.
Seatbelts is another safety device which is man-
datory for both the driver and the persons in
vehicles other than two-wheelers and
three-wheelers. In fact, the protection afforded
by airbags now an dated in cars is rendered
ineffective if seat belts are not worn. In 2019, Non
wearing of seat belts was found to be associated
with 20,885 deaths and accounted for 13.82
percent of total road accident deaths in the
country during 2019 involving 9,562 drivers and
11,323 passengers.
2) Road Environment:
The causes related to the category of road envi-
ronment include (i) accidents happening in a
particular geographical area (residential, com-
mercial institutional etc), (ii) those related to the
type of road features including straight, curved,
steep etc, (iii) type of junction & type of traffic
control, (iv) weather condition etc.
2.1 Road Accidents classified by Type of
neighbourhood
Accident by type of neighbourhood ( Resi-
dential area , institutional area and market/
commercial area, open area etc) at the All
India level are summarized in the Table 2.1.

Table 2.1: Accident classified by type of neighbourhood (Residential area, institutional area and mar-
ket/commercial area, open Area etc) at the All India level for 2018-19
Type of Total accidents Persons killed Persons Injured
neighbourhood
2018 2019 %age 2018 2019 %age 2018 2019 %age
change change change
Residential Area 78,678 85,095 8.2 24,913 27,242 9.3 76,873 82,364 7.1
Share in Total(%) 17 19 17 18 16 18
Institutional Area 29,341 31,519 7.4 9,144 9,812 7.3 28,474 30,180 6
Share in Total(%) 6 7 6 7 6 7
Market/ Commercial 64,184 62,751 -2.2 18,460 17,123 -7.2 60,621 59,832 -1.3
area
Share in Total(%) 14 14 12 11 13 13
Open Area 2,20,967 203,001 -8.1 79,696 78,905 -1 2,28,690 2,12,453 -7.1
Share in Total(%) 47 45 53 52 49 47
Others* 73,874 66,636 -9.8 19,204 18,031 -6.1 74,760 66,532 -11
Share in Total(%) 16 15 13 12 16 15
Total 4,67,044 4,49,002 -3.9 1,51,417 1,51,113 -0.2 4,69,418 4,51,361 -3.8

*Any other type of neighbourhood not covered by the above categories

Residential area, institutional area and market/commercial area tend to have higher amounts of traffic
congestion and are more prone to road accidents. However, the data received showed larger share of
accidents and persons killed in open areas in both 2018 and 2019, perhaps as open areas have lower
enforcement presence and may be prone to driving and traffic rule violations.

The largest increases in terms of accidents, killed and injured were recorded in the residential area in
2019 over 2018. Institutional area also recorded an increase in terms of accidents, killed and injured as
compared to 2018. These points to the need for enforcing speed control in these areas. Market/Com-
mercial area and Open Area recorded a decline in accidents, killed and injured in 2019 as compared to
the previous year.

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2.2 Road Accidents classified by road features

Accident by type of Road features at the All India level for 2018-19 are summarized in the Table2.2
below. Table 2.2: Accidents, Persons killed and injuries by road feature – 2018 – 2019

Road feature Number of accidents Persons killed Persons injured

2018 2019 %age 2018 2019 %age 2018 2019 %age change
change change
Straight road 3,06,855 2,93,992 -4.2 96,831 96,624 -0.2 3,08,476 2,98,321 -3.3
Share in Total 65.7 65.5 63.9 63.9 65.7 66.1
Curved road 64,100 60,888 -5 19,996 20,141 0.7 68,878 63,954 -7.1
Share in Total 13.7 13.6 13.2 13.3 14.7 14.2
Bridge 16,125 14,667 -9 5,693 5,553 -2.5 16,782 14,818 -11.7
Share in Total 3.5 3.3 3.8 3.7 3.6 3.3
Culvert 9,183 9,376 2.1 3,192 3,641 14.1 9,365 8,682 -7.3
Share in Total 2 2.1 2.1 2.4 2 1.9
Potholes 4,869 4,775 -1.9 2,015 2,140 6.2 4,108 4,013 -2.3
Share in Total 1 1.1 1.3 1.4 0.9 0.9
Steep grade 6,305 5,631 -10.7 2,433 2,160 -11.2 5,903 5,340 -9.5
Share in Total 1.3 1.3 1.6 1.4 1.3 1.2
Ongoing road works/ 11,539 11,583 0.4 4,288 4,455 3.9 10,154 10,251 1
Under construction
Share in Total 2.5 2.6 2.8 2.9 2.2 2.3
Others* 48,068 48,090 0 16,969 16,399 -3.4 45,752 45,982 0.5
Share in Total 10.3 10.7 11.2 10.9 9.7 10.2
Total 4,67,044 4,49,002 -3.9 1,51,417 1,51,113 -0.2 4,69,418 4,51,361 -3.8

*Any other feature not covered by specific road features given above

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96,624 person killed in 2009 on Straight Road 5,553 person killed in 2019 on Bridge

2,140 person killed in 2009 on Potholes 4,455 person killed in 2019 on road near to
On-going road works/ Under construction

20,141 person killed in2019 on Curved road

3,641 person killed in 2019 on Culvert

2,160 person killed in 2019 on Steep grade

Vehicle speed tends to be high on straight roads

in open areas which corroborate the high
percentage of road accidents, persons killed and
injured (varying in the range of 64 - 66%) on these
roads in both 2018 & 2019.

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The categories which registered an increase in those killed in 2019 include the categories of the
Curved Road, Culvert, potholes and on-going road works/ works under construction and need to be
the focus of attention for the Engineers maintaining these roads at the national/State and local
levels with safety signages installed at the appropriate spots.

2.3 Accidents by road junction type & traffic control

Accident by type of road junction at the All India level for 2018&19 are summarized in the Table
2.3below.

Table 2.3: Accident by type of road junction at the All India level for 2018- 2019

Junction type Number of accidents Persons killed Persons injured

2018 2019 %age 2018 2019 %age 2018 2019 %age
change in change in change in
2019 over 2019 over 2019 over
2018 2018 2018
T-Junction 57,652 43,864 -24 15,608 13,219 -15 55,589 41,587 -25
Share in 12 10 10 9 12 9
Total
Y-Junction 26,220 21,046 -20 7,866 6,725 -15 24,003 19,384 -19
Share in 6 5 5 5 5 4
Total
Four arm 28,125 23,490 -17 7,652 6,769 -12 26,178 20,631 -21
Junction
Share in 6 5 5 5 6 5
Total
Staggered 22,557 22,098 -2 7,921 8,018 1 21,411 20,792 -3
Junction
Share in 5 5 5 5 5 5
Total
Round 20,515 15,000 -27 6,765 4,997 -26 19,193 14,191 -26
about
Junction
Share in 4 3 5 3 4 3
Total
Others* 3,11,975 3,23,504 4 1,05,605 1,11,385 6 3,23,044 3,34,776 4
Share in 67 72 70 74 69 74
Total
Total 4,67,044 4,49,002 -4 1,51,417 1,51,113 0 4,69,418 4,51,361 -4

*any other type not covered by the specified road junctions given above such as junction with greater
than 4 arms, manned and un-manned crossings. Expressways.

13,219 person killed in 2019 on T-Junction 8,018 person killed in 2019 on Staggered
Junction

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6,725 person killed in 2019 on Y-Junction 4,997 person killed in 2019 on Round
about Junction

Road junctions are traffic merging points and 6,769 person killed in 2019 on Four arm
hence are prone to accidents. However, the data Junction
furnished by States/UTs show that only about
28% of the accidents in 2019 took place at various
types of junctions defined in the table above,
with almost 72% of the accidents taking place in
the “others” category. Within the junctions
category, T junction accounts for the largest
share of accidents, persons killed and injured.

All junctions types have different type of traffic

control measures such as traffic light signals,
police controlled signals, Stop sign signals,
flashing signals/blinkers and uncontrolled signals. The All India position with respect to Accidents,
persons killed and injured by type of traffic control is given in Table 2.4 below.

Table 2.4: Accidents, persons killed and injured by type of traffic control 2018- 2019
Traffic control Number of accidents Persons Killed Persons injured
2018 2019 %age 2018 2019 %age 2018 2019 %age
change in change in change in
2019 2019 over 2019 over
over 2018 2018 2018
Traffic light signal(a) 13,726 9,719 -29.2 3,325 2,839 -14.6 12,468 8,890 -28.7
Share in Total 2.9 2.2 2.2 1.9 2.7 2
Police Controlled(b) 12,793 10,425 -18.5 4,090 3,501 -14.4 11,519 9,254 -19.7
Share in Total 2.7 2.3 2.7 2.3 2.5 2.1
Stop Sign( c) 6,513 6,461 -0.8 2,491 2,439 -2.1 5,665 5,458 -3.7
Share in Total 1.4 1.4 1.6 1.6 1.2 1.2
Flashing 7,904 6,239 -21.1 2,757 2,222 -19.4 7,378 5,494 -25.5
Signal/Blinker(d)

Share in Total 1.7 1.4 1.8 1.5 1.6 1.2

Uncontrolled(e ) ,114 ,133 92,654 -18.8 33,149 28,727 -13.3 1,09,344 87,489 -20
Share in Total 24.4 20.6 21.9 19 23.3 19.4
Sub Total 1,55,069 1,25,498 -19.1 45,812 39,728 -13.3 1,46,374 1,16,585 -20.4
f = a+b+c+d+e
share of subtotal in 33.2 28 30.3 26.3 31.2 25.8
Total
Others 3,11 ,975 3,23,504 3.7 1,05,605 1,11 ,385 5.5 3,23,044 3,34,776 3.6
Share in Total 66.8 72 69.7 73.7 68.8 74.2
Total 4,67,044 4,49,002 -3.9 1,51,417 1,51,113 -0.2 4,69,418 4,51,361 -3.8

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The above table shows that the largest number
of accidents, persons killed and injured took
place on uncontrolled crossings which
accounted for 20.6 of the total accidents, 19.0%
of the people killed and 19.4% of the people
injured in 2019. Further, it is noted that the
maximum reduction on junctions took place
under the category of “Traffic Light Signal” in
the accident category and persons injured
category.
only 17.3 per cent of total road accidents during
2019. Further, both road accidents & number of
accidents related deaths under different weather
conditions have decreased in the year 2019 as
compared to 2018 except for “Foggy &Misty”
category of weather condition. The maximum
increase in road accidents (19.9%) and road
accident deaths (13.2%) has been under the
weather condition “foggy & misty” weather
condition.

2.4 Accidents by weather condition 3) Accidents classified by

Accident reported by type of weather condition Vehicular condition
at the All India level for 2018-19 are summarized in
the Table 2.5 below: The third category of vehicular condition
includes cases of accidents associated with
Weather condition affects road surface
overloading and the age of the vehicles.
condition and the visibility of the motorist,
thereby increasing the chances of mishaps. 3.1 Accidents in over-aged vehicles
Adverse weather conditions such as heavy rain,
Old vehicles are prone to breakdowns and are
thick fog and hail storms make driving riskier as
more prone to malfunction and lack of safety.
visibility reduces and road surface gets slippery.
The summary of road accidents, persons killed
and injuries categorized by age of the vehicles
Table 2.5 below, shows that almost 3/4th of the
involved during 2018 and 2019 is presented in
accidents took place under sunny/clear weather.
Table 3.1
Accidents under adverse weather conditions
such as rainy, foggy and hail/sleet accounted for

Table 2.5: Road accidents by weather condition – 2018- 2019

Weather No of accidents Persons killed Persons injured
condition
2018 2019 %age 2018 2019 %age 2018 2019 %age
change change change

Sunny/clear 3,48,137 3,30,295 -5.1 1,04,883 1,03,765 -1.1 3,56,594 3,39,636 -4.8
Share in Total 74.5 73.6 69.3 68.7 76 75.2
Rainy 44,011 39,825 -9.5 14,590 14,240 -2.4 45,010 39,573 -12.1
Share in Total 9.4 8.9 9.6 9.4 9.6 8.8
Foggy &misty 28,026 33,602 19.9 11,841 13,405 13.2 25,265 30,776 21.8
Share in Total 6 7.5 7.8 8.9 5.4 6.8
Hail/ sleet 4,114 4,043 -1.7 2,123 2,036 -4.1 4,080 3,945 -3.3
Share in Total 0.9 0.9 1.4 1.3 0.9 0.9
Others 42,756 41,237 -3.6 17,980 17,667 -1.7 38,469 37,431 -2.7
Share in Total 9.2 9.2 11.9 11.7 8.2 8.3
Tota l 4,67,044 4,49,002 -3.9 1,51,417 1,51,113 -0.2 4,69,418 4,51,361 -3.8

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Table 3.1 : Accidents classified according to age of impacting vehicle during 2018 - 2019
Age of Impacting Total Accidents Persons killed Persons injured
Vehicles
2018 2019 %age 2018 2019 %age 2018 2019 %age
change change change
in in in
2019 2019 2019
over over over
2018 2018 2018
Less than 5 years 1,65,391 1,55,573 -5.9 49,363 48,979 -0.8 1,71,881 1,62,900 -5.2
% share of total 35.4 34.6 32.6 32.4 36.6 36.1
5-10 years 1,30,486 1,22,251 -6.3 40,145 39,515 -1.6 1,35,253 1,27,490 -5.7
% share of total 27.9 27.2 26.5 26.1 28.8 28.2
10-15 years 61,277 55,944 -8.7 20,608 19,081 -7.4 61,912 57,335 -7.4
% share of total 13.1 12.5 13.6 12.6 13.2 12.7
15 years & above 44,628 49,475 10.9 16,463 18,660 13.3 42,548 45,483 6.9
% share of total 9.6 11 10.9 12.3 9.1 10.1
Age not known 64,946 65,454 0.8 24,740 24,774 0.1 57,524 57,878 0.6
% share of total 13.9 14.6 16.3 16.4 12.3 12.8
Total * 4,67,044 4,49,002 -3.9 1,51,417 1,51,113 -0.2 4,69,418 4,51,361 -3.8

It will be noted from the above that vehicles
10-15 yrs of age, accounted for 12.5% of accidents,
vehicles over 15 years accounted for 11.0 per cent
of total accidents and vehicles with age not
known accounted for another 14.6% of the total
accidents in 2019. Together these categories
accounted for 38.1% of accidents. The last two
categories i.e. vehicles more than 15 years and
age not known also registered the largest
increase in accidents in 2019 over 2018.
Similarly, vehicles 10-15 yrs of age, accounted for
12.6% of accidents related deaths, vehicles of
over 15 years accounted for 12.3 per cent of
accidents related deaths and vehicles with age
not known accounted for another 16.4% of the
total accidents related deaths. Together these
categories accounted for 41.3% of accidents
related deaths. The category 15 years and above
also registered the largest increase in deaths in
2019 over 2018 .
3.2 Overloading
Overloaded trucks are known to cause accidents
due to (i) Truck tyres bursting from excess
weight; (ii) Brakes wearing out due to friction
caused by the overloading; (iii) Road collapses
caused by overloaded trucks; (iv) Roll-over of
trucks caused by the centre of gravity shifting
from overloading; (v) Excess weight adding
momentum to a truck travelling downhill and
severely slowing it down when travelling up an
incline.
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An overloaded truck whose weight is shifted to
the rear of the truck, makes steering much more
difficult; Also, partially loaded tanker trucks
carrying liquids that slosh back and forth, upset
the natural centre of gravity of the truck.
In short, overloaded trucks or those with
improperly secured loads can be a hazard to all
other vehicles on the road. Another frequently
observed feature is vehicles with loads
protruding/hanging posing serious traffic
hazard, risking itself and other road users.
Each state has independent control over the
legal load limits for trucks. Those trucks which
are oversized or over the weight limits are
required to obtain a special permit, display
appropriate caution warnings, drive during
specific hours etc.
The summary of accidents, deaths and injured
caused by overloading is given in the Table 3.2
below. It will be seen that overloaded vehicles
accounted for a share of 7.9% of total accidents,
9.5% of total killed and 8.2% of the injured in 2019.
Further, it will be noted that accidents, accident
related deaths, and injuries caused by
overloading registered a decline in 2019
compared to 2018.
 INDUSTRIAL SAFE TY CHRONICLE

Table: 3.2 Accidents classified according to Load Condition during the calendar year 2018-
2019.

Load condition No of accidents Persons killed Persons injured

2018 2019 %age 2018 2019 %age 2018 2019 %age
change change change
Normally loaded 2,79,135 2,72,875 -2.2 84,063 83,618 -0.5 2,91,614 2,85,595 -2.1
% share of total 59.8 60.8 55.5 55.3 62.1 63.3
Overloaded 47,092 35,578 -24.5 17,981 14,320 -20.4 48,343 36,892 -23.7
/handing
% share of total 10.1 7.9 11.9 9.5 10.3 8.2
Not known 1,40,817 1,40,549 -0.2 49,373 53,175 7.7 1,29,461 1,28,874 -0.5
% share of total 30.2 31.3 32.6 35.2 27.6 28.6
Total 4,67,044 4,49,002 -3.9 1,51,417 1,51,113 -0.2 4,69,418 4,51,361 -3.8

Reference: Road Accidents in India - 2019 published by Ministry of Road Transport & Highways, Govt. of India

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GOOD SAMARITAN
A Good Samaritan is a person
who, in good faith, without
expectation of payment or
reward and without any duty of
care or special relationship,
voluntarily comes forward to
administer immediate assistance
or emergency care to a person
injured in an accident, or crash, or emergency
medical condition, or emergency situation.
What is Good Samaritan Law?
The Good Samaritan Law allows a person,
without expectation of payment or reward
and without any duty of care or special
relationship, voluntarily come forward to
administer immediate assistance or
emergency care to a person injured in an
accident, or crash, or emergency medical
condition. Good Samaritan Law protects Good
Samaritans from harassment on the actions
being taken by them to save the life of the
road accident victims.
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As required under section 134A of the Motor
Vehicles(Amendment) Act 2019, MORTH has
since finalized the Rules for Good Samaritans in
consultation with the Ministry of Law and Justice
and the Rules have been published on 30.9.20.
The inserted a new section 134A, named
"Protection of good Samaritans" which provides
that a GoodSamaritan shall not be liable for any
civil or criminal action for any injury to or death of
the victim of an accident.
Why the need for Good Samaritan law?
India is an unfortunate victim of a large number
of road crash fatalities. Three out of four people in
the country are hesitant to help injured accident
victims on roads due to fear of police harassment,
detention at hospitals, and prolonged legal
formalities. Even if someone wants to help, these
factors stop them from doing so. According to a
National Study conducted by the Save LIFE
foundation and TNS India Pvt. Ltd.
1) 74% of bystanders are unlikely to assist victims
of road accidents
2) 77% of the respondents cited detention at
hospitals and having to pay hospital registration
fees and other charges as reasons not to help.
3) 88% of those bystanders gave the following
reasons for their reluctance: legal hassles,
including repeated police questioning and
multiple court appearances
How did India get a Good Samaritan
Law?
In the last ten years, road crashes have killed over
13 lakh people in India. According to the Law
Commission of India, 50% of these victims died of
preventable injuries and could have been saved if
they had received care on time.
 INDUSTRIAL SAFE TY CHRONICLE

The role of the bystander is critical in providing except after furnishing address by the
emergency care to the victim. Yet, in India, eyewitness only and no question shall be asked
bystanders have been hesitant to help the to such bystander or good Samaritan.
injured for fear of legal
repercussions and The bystander or good Samaritan
procedural hassles. shall be suitably rewarded or
compensated to encourage other
In 2012, a Public Interest citizens to come forward to help
Litigation (PIL) was filed in the road accident victims by the
the Supreme Court of India, authorities in the manner as may be specified by
requesting the Hon'ble the State Governments.
court to safeguard Good
Samaritans who come The bystander or good
forward to help the injured. Samaritan shall not be liable for
any civil and criminal liability. A
Be a Good Samaritan bystander or good Samaritan,
who makes a
Road crashes claimed more phone call to inform the police or emergency
than 200,000 lives in India services for the person lying injured on the road,
alone and contributed to the shall not be compelled to reveal his name and
economic loss of personal details on the phone or in person
approximately 3% GDP.
17 people die every hour on Indian roads and The disclosure of personal
around 4.07 LAC. information, such as name
and contact details of the
As per the reports, good Samaritan shall be made
nearly 50 per cent voluntary and optional
of road fatalities including in the Medico-Legal Case (MLC) Form
would not have provided by hospitals.
happened had
medical attention
been given within The disciplinary or
the first hour. Become a GOOD SAMARITAN departmental action shall be
and help country to reduce this number. initiated by the Government
concerned against public
We should take pledge to save officials who coerce or
someone's life and take it upon as intimidate a bystander or good Samaritan for
our moral duty being a good revealing his name or personal details.
citizen.
In case a bystander or good
Samaritan, who has voluntarily
stated that he is also an
Benefits of becoming a
eye-witness to the accident
Good Samaritan
and is required to be examined for the purposes
of investigation by the police or during the trial,
1) Law Benefits
such bystander or good Samaritan shall be
A bystander or good Samaritan examined on a single occasion and the State
including an eyewitness of a road Government shall develop standard operating
accident may take an injured person to procedures to ensure that bystander or good
the nearest hospital and the bystander Samaritan is not harassed or intimidated.
or good Samaritan should be allowed
to leave immediately
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INDUSTRIAL SAFE TYCHRONICLE
The methods of examination
may either be by way of a
commission under section
284, of the Code of Criminal
Procedure 1973 or formally on
affidavit as per section 296, of the said Code and
Standard Operating Procedures shall be
developed within a period of thirty days from
the date when this notification is issued.
Video conferencing may be used
extensively during the examination of
a bystander or good Samaritan who
are eyewitnesses in order to prevent
harassment and inconvenience to
good Samaritans.
The Ministry of Health and
Family Welfare shall issue
guidelines stating that all
registered public and private
hospitals are not to detain
bystander or good samaritan or
demand payment for registration and
admission costs, unless the good Samaritan is a
family member or relative of the injured and the
injured is to be treated immediately in
pursuance of the order of the Hon’ble Supreme
Court in Pt. Parmanand Katara vs Union of India
& Ors [1989] 4 SCC 286.
Lack of response by a doctor
in an emergency situation
pertaining to road accidents,
where he is expected to
provide care, shall constitute
“Professional Misconduct”,
under Chapter 7 of the Indian
Medical Council (Professional
Conduct, Etiquette and Ethics) Regulation,
2002 and disciplinary action shall be taken
against such doctor under Chapter 8 of the said
Regulations.
All hospitals shall publish a charter
in Hindi, English and the
vernacular language of the State
or Union 4 THE GAZETTE OF INDIA:
EXTRAORDINARY [PART I—SEC. 1]
territory at their entrance to the
effect that they shall not detain bystander or
good Samaritan or ask depositing money from
them for the treatment of a victim.
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In case a bystander or good
Samaritan so desires, the
hospital shall provide an
acknowledgement to such good
Samaritan, confirming that an
injured person was brought to the hospital and
the time and place of such occurrence and the
acknowledgement may be prepared in a
standard format by the State Government and
disseminated to all hospitals in the State for
incentivising the bystander or good Samaritan as
deemed fit by the State Government.
All public and private hospitals shall
implement these guidelines
immediately and in case of
noncompliance or violation of these
guidelines appropriate action shall
be taken by the concerned
authorities.
A letter containing these guidelines
shall be issued by the Central
Government and the State
Government to all Hospitals and
Institutes under their respective
jurisdiction, enclosing a Gazette copy of this
notification and ensure compliance and the
Ministry of Health and Family Welfare and
Ministry of Road Transport and Highways shall
publish advertisements in all national and one
regional newspaper including electronic media
informing the general public of these
guidelines.
2) Social Benefits:
They protect emergency
personnel For example, a
physician pulls over at the scene
of an accident and, through a
sense of civic responsibility,
delivers health care. Can that
physician then be sued if the
injured persons do not survive? Or For example, a
physician may administer a drug to a person in
an emergency without knowing that that person
is allergic to the drug in question. Typically, that
physician would be protected from legal liability
since his or her administering of the drug was
done in order to help the individual.
Jan. - Mar. 2021
 INDUSTRIAL SAFE TYCHRONICLE

The Bill further provides that all

Ensure strangers help
strangers Good Samaritan
laws ensure that people who
are injured and in need of
help receive the help that
they require. Problems such
as the "bystander effect," a psychological effect
where people in large groups are unlikely to
respond to someone in need, create situations
where victims sometimes don't get care in
emergency situations. Good Samaritan laws
ensure people with some legal protection in the
event that something goes wrong when
administering first aid, and in certain states,
compel people with medical training to help an
injured person.
hospitals and clinics provide
emergency medical treatment
without demanding payment for
such treatment. Any hospital or a
clinic cannot deny emergency treatment even if
the family is unable to make the payment.
In case the victim suffers any
physical or mental damage, or
death is caused due to denial
of emergency medical service
by the hospital or clinic, a
penalty of minimum Rs. 10
lakhs can be imposed along with the
cancellation of the license.

Good Samaritan who informs Watch the below inspirational video by

police or emergency service scanning the QR code
regarding an injured person not to
be compelled to reveal his
personal details.

Disciplinary action against

public officials who coerce
Good Samaritan to reveal his
personal details.

3) Personal Benefits:

A Good Samaritan will not be

liable for any civil or criminal
action for any injury or death of
the victim

A Good Samaritan cannot be

compelled to file an FIR or pay any
charges for the treatment of the
victim and cannot be compelled to
stay at the Police Station or
Reference:
Hospital nor give any information
regarding the identity of the https://morth.nic.in/good-samaritan
victim, his own identity, or any other evidence https://gsl.goodsamaritans.in/benefits.html
regarding the accident.
In case if a good Samaritan wants *****
to help in the investigation
process, the benefit is that he will
not be called repeatedly and his
statement will be recorded in a
single hearing.
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APPLICATIONS INVITED FOR

Last date for submitting the Application: 30 June, 2021

For further details: Visit NSC website https://nsc.org.in or

Write to: safetyaward@nsc.org.in
Contact : Awards Division on Tel :022-27522841/ 842
Mr. S.N.Dhamone (9076066001) / Mrs. A. P. Patil (9833327346)

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 AS-7078

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