road safety and vulnerable road users in low- and middle...

Road Safety and Vulnerable Road Users in Low- and Middle-Income Countries

Monday, April 9, 201811:00 AM – 1:00 PM ET

TRANSPORTATION RESEARCH BOARDWORLD ROAD ASSOCIATION (PIARC)

The Transportation Research Board has met the standards and

requirements of the Registered Continuing Education Providers Program.

Credit earned on completion of this program will be reported to RCEP. A

certificate of completion will be issued to participants that have registered

and attended the entire session. As such, it does not include content that

may be deemed or construed to be an approval or endorsement by RCEP.

Purpose

Discuss perspectives from around the world about vulnerable road users, human factors, and road safety.

Learning ObjectivesAt the end of this webinar, you will be able to:

• Describe human factors guidelines for a safer human-road interface

• Discuss fundamental safety topics that affect vulnerable road users

• Describe road safety practices outlined in the PIARC Road Safety Manual

PIARC TRB joint webinarApril 2018

Establishing and disseminating knowledge worldwidePatrick Malléjacq, Secretary General, PIARC

What is PIARC

What is PIARCAddressing members’ expectations

• Non-political, non-profit association established in 1909• Aim: promote international cooperation on issues related

to roads and road transport• Consultative Status on the Economical and Social Council of

United Nations• With its broad membership and geographic diversity, the

vision of the World Road Association is to become:“The world leader in the exchange of knowledge on roads and

road transport policy and practices within the context of integrated, sustainable transport.”

• Recognised for the quality of our outputs

World Wide Knowledge exchange:The core of PIARC

• Aimed at practitioners more than research• PIARC mobilises international road and transport experts:

• We provide the network• Ad-hoc dialogue among peers• Showcasing national achievements• Learning from others• Building networks• Joint work towards commonly-agreed deliverables

• International dialogue is more necessary than ever• Efficient and Cost effective• Cf. FHWA report « Leading on the international stage » (2016)

• Our outputs are open to all and widely accessible:• Reports, Online tools, Workshops, Seminars, Congresses…

Extensive membership base

• 121 National governments are members of the Association

• Members from a total of 140 countries• Regional authorities• Public and private members: industry, research etc.• Individual members

• More than 1 200 experts are currently mobilisedin our working groups

42 National Committees

Objectives:• Facilitate national

exchanges on roads and road transport

• Promote the work of PIARC

• Liaise with national experts and issues

• Algeria, Argentina, Australia (Austroads ), Austria,• Belgium, Benin, Burkina Faso,

• Cameroon, Canada, Canada-Quebec, Chile, Congo, Czech Republic,

• Dominican Republic,• Ecuador,• France,• Germany, Greece, Hungary,• India, Ireland, Italy, Japan,• Madagascar, Malaysia, Mali, Mexico, Mongolia,

Morocco,• New Zealand (Austroads ),• Paraguay, Poland, Portugal, Romania,

• Senegal, Slovak Republic, Slovenia, South Korea, Spain, Switzerland,

• United Kingdom, United States (AASHTO), Uruguay

PIARC andLow and Middle income countries

• This is part of our “DNA”• Several processes are implemented:

• Include possible specific needs of low and middle income countries (LMICs) in the terms of reference of the Association (Strategic Plan)

• Involve experts from LMICs in the activities of the Technical Committees

• Organise International PIARC seminars in low and middle income countries

• Establish regional working groups• Budget support is available from PIARC

Numerous and diverse outputs

Downloadable pdf files

Available for free at www.piarc.org

• Cycle 2012-2015:

• 40 technical reports wereproduced by the TechnicalCommittees

• Being published

• Cycle 2016-2019: 54 new reports

PIARC reports

http://www.piarc.org/fr/publications/rapports-techniques/?catalog-topic=general&catalog-size=10&catalog-sort=date&catalog-offset=0&=OK

Services available:

• Knowledge Base• Virtual Library• Online road dictionary• Congress proceedings• Detailed information on the Association and its

activities• Etc.

An extensive website:www.piarc.org

• Technical Dictionary of Road Terms

• Mainly: English, French, German, Portuguese, and Spanish

• Plus 32 other languages• 8th edition• Online, free of charge

Online road dictionary

• Exchange of knowledge with and in low- and middle-income countries

• 26 seminars and 7 workshops organised during the 2012-2015cycle

• Presentations are available online via the PIARC Website

• New seminars and workshops planned during the 2016-2019cycle

Opening session with Minister of Highways of IndiaReducing carbon footprint in road constructionJoint PIARC/IRC Int seminar. Delhi 17-19 Feb. 2011

International Seminars

• Quarterly magazine• Articles cover emerging road and road transport issues• English, French and Spanish• Print and online distribution• 5,700 copies, readership in more than 140 countries• Online version: routesroadsmag.piarc.org

Routes / Roads

Online Manuals :Easy access to knowledge

• Four online manuals have been developed by the Association:

• Road safety• Road network operations and ITS• Road Tunnels• Asset management

• Two more are planned• Comprehensive, state-of-the-art references• Easy and attractive to use:

• Free of charge• Case studies• Links to detailed technical material and other

references• Can be downloaded and printed in chapters

Software

• HDM-4• The primary tool for the analysis, planning,

management and appraisal of road maintenance, improvements and investment decisions

• Developed with numerous stakeholders• Distributed through HDMGlobal

• DG-QRAM• Tool for managing dangerous goods

transport in tunnels• Distributed by PIARC

• Maintenance and roads operations in winter

• 1969 – 1st Congress in Berchtesgaden, Germany

• A congress every four years Seefeld 1994Luleå 1998

Sapporo 2002Turin-Sestrières 2006

Québec 2010Andorra 2014

Gdańsk 2018Calgary 2022

International Winter Road Congresses

• 1908 – 1st World Road Congress in Paris, France

• A congress every four years

• Share knowledge and experiences on roads androad transportation Brussels 1987

Marrakech 1991Montréal 1995

Kuala Lumpur 1999Durban 2003

Paris 2007Mexico City 2011

Seoul 2015Abu Dhabi 2019

World Road Congresses

A Strategic Plan guides our activities

Strategic Plan for 2016-2019

• The Association’s activities are guided by a 4-year StrategicPlan

• The new Plan covers the period 2016-2019

• It has been prepared through an in-depth process under the leadership of the Strategic Planning Commission – chaired by Jeff Paniati (USA)

• It was formally approved by the Association’s Council in Seoul in November 2015

Our Expert structures

• Technical Committees• Constituted for the full four years

• « Task Forces »:• Are allowed more flexibility; 2-year activity cycles; cover new topics

and analyze their future relevance for roads; reasonably small groups

• « Special Projects »:• Outsourced by the SG; development of high-level, short documents

that are not within the near-term capacity of the Technical Committeesor Task Forces to complete

• « Regional Task Forces »:• Address topics of particular interest to certain regions, especially those

with many developing countries

2016-2019 Themes

• 5 Strategic Themes• A. Management and Finance• B. Access and Mobility• C. Safety• D. Infrastructure• E. Climate Change, Environment and Disasters

• Continuation of several lines of traditional work• With an elevation of environment-related issues

• 18 Technical Committees and 4 Task Forces• Including the Terminology Committee

• In each case the Strategic Plan establishes functions, topicsto be addressed and expected results

2016 – 2019 Strategic plan

A. Management and finance

B. Access and mobility

C. Safety D. Infrastructure E. CC-Environment- Disasters

A.1 Performance of transportadministrations

A.2 Road transport systemeconomics and social development

A.3 Riskmanagement

B.1 Road Network Operations / ITS

B.2 Winter services

B.3Sustainable multimodality in urban areas

B.4 Freight

C.1 Nationalroad safetypolicies and programs

C.2 Design and operations of safer roadinfrastructure

D.1 Assetmanagement

D.2 Pavements

D.3 Bridges

D.4 Rural roadsand earthworks

D.5 Road tunnels operations

E.1 Adaptation strategies / Resilience

E.2 Environmentconsiderations in road projects and operations

E.3 Disastermanagement

A.1 InnovativefinancingA.2 CoordinatingNational and Subnational adm.

B.1Road design & infrastructurefor innovativesolutions

C.1Infrastructuresecurity

PIARC and road safety

PIARC Online Road Safety Manual:A comprehensive resource

• http://roadsafety.piarc.org/en

• Designed to help countries at every stage of infrastructure development fulfil road safety objectives

• It includes new thinking on road safety and offers a clear argument on why adopting a Safe System approach is crucial for your country

• A comprehensive, state-of-the-art international reference document and a “living’” tool that can assist all countries in fulfilling key objectives

• The Road Safety Manual has been acknowledged in United Nations' resolution A/70/L.44 on road safety

PIARC Online Road Safety Manual:Free of charge

• http://roadsafety.piarc.org/en

• Free of charge

• Available in English• French and Spanish versions are being developed with

the World Bank

• Key principles for each of the topics are included and discussed in the sections - 3 Main Parts, 12 chapters

• Case studies and links to detailed technical material and other references

• Can be downloaded and printed in chapters

PIARC Online Safety ManualGlobal Steering Committee

• World Health Organization• UNECE, UN Economic Commission for Europe• European Investment Bank• The World Bank• African Development Bank Group• Asian Development Bank• International Transport Forum• CAF, Banco de Desarrollo de América Latina

Strategic Theme Safety 12 recent Technical Reports (2012-2015)

• The Role of Road Engineering in Combatting Driver Distraction and Fatigue Road Safety Risks

• Human factors guidelines for a safer man-road interface• Fixed fire fighting systems in road tunnels: Current practices and

recommendations• Improving safety in road tunnels through real-time

communication with users• Human factors in road design. Review of design standards in

nine countries• Road accident investigation guidelines for road engineers• Comparison of national road safety policies and plans• Road safety inspection guidelines for safety checks of existing

roads• Best practices for road safety campaigns• Improvements in safe working on roads• State of the practice for cost-effectiveness analysis, cost-benefit

analysis and resource allocation• Best practice for road tunnel emergency exercises

Strategic Plan for 2016-2019Six Forthcoming reports

• National Road Safety policies evolution• Road Safety Audit guidelines• Vulnerable road users• Human factors in road design and operations

including driver distraction and fatigue.• Setting credible speed limits• Catalogue of design, operations and maintenance

safety problems and potential countermeasures for LMIC

PIARC Strategic Theme C SafetyMeetings and seminars 2016 - 2019

TC/TF 2nd half2016

1st half 2017

2nd half 2017

1st half 2018

2nd half 2018

1st half 2019

October2019(withWorld Road

Congress)

TC C.1National road

safety policies and programs

Rome Marrakech(Morroco)

(with Workshop)

Teheran(with

Seminar)23-27 Nov 2017

Lisbon(Portugal)

Beijing(with

Seminar )15-19 Oct

2018

USA(tbc)

Abu Dhabi

TC C.2Design and

operations of safer road

infrastructure

Florence

Santiago de Chile

(with Workshop)

Rome06-07Dec 2017

Ottawa(Canada)

April 2018

Beijing(with

Seminar )15-19 Oct

2018

Malaysia(with

Seminar)April 2019

Abu Dhabi

Conclusions

World Wide Knowledge exchange:The core of PIARC

• Aimed at practitioners more than research• PIARC mobilises international road and transport experts:

• We provide the network• Ad-hoc dialogue among peers• Showcasing national achievements• Learning from others• Building networks• Joint work towards commonly-agreed deliverables

• International dialogue is more necessary than ever• Efficient and Cost effective• Cf. FHWA report « Leading on the international stage » (2016)

• Our outputs are open to all and widely accessible:• Reports, Online tools, Workshops, Seminars, Congresses…

Thank you for your attention

[email protected]@PIARC_RoadsWorld Road Association PIARC

Patrick MalléjacqPIARC General [email protected]

PIARC/AIPCR –A Manual for Global Road Safety

National Road Safety Policies and Programs – C1

John Milton, Ph.D., P.E.Chair: Road Safety Manual Task Force

World RoadAssociationMondialeDe La RoutePIARC

Main points

• Why a Road Safety Manual• Structure of the manual• Organization & working structure

Why a Road Safety Manual

• A global crisis of death and serious injury in road crashes

• A largely preventable problem• Safe Systems Approach is recommended for

adoption in all countries• Leadership and institutional capacity are vital

for results• An urgent development priority

Foundation: Safe Systems Approach• Shift from crash prevention in general towards

prevent deaths and injuries• Directly addresses the needs of vulnerable

road users and others• Encourages safety to be designed into

developing road networks rather than being considered an afterthought

Haddon Matrix

FACTORS PHASE HUMAN VEHICLE ENVIRONMENT

Pre-crash Crash Information Roadworthiness Road design and road layout prevention Attitudes Lighting Speed limits

Impairment Braking Pedestrian facilities Police enforcement Handling

Speed management

Crash Injury prevention Use of restraints Occupant restraints Crash-protective roadside objects during the crash Impairment Other safety devices

Crash protective design

Post-crash Life sustaining First-aid skill Ease of access Rescue facilities Access to medics Fire risk Congestion

http://roadsafety piarc org

http://roadsafety.piarc.org/

Chapter 1: Scope of Road Safety ProblemChapter 2: Key Developments in Road Safety

PART 1STRATEGIC GLOBAL PERSPECTIVE

http://roadsafety.piarc.org


Chapter 3: The Road Safety Management SystemChapter 4: The Safe System approachChapter 5: Effective management and use of safety dataChapter 6: Road safety targets, investment strategies, plans, and projects

PART 2ROAD SAFETY MANAGEMENT



Chapter 7: Roles, responsibilities, policy development, and programmesChapter 8: Design for road user characteristics and complianceChapter 9: Infrastructure Safety Management: Policies, standards, guidelines, and toolsChapter 10: Assessing potential risks and identifying issuesChapter 11: Intervention selection and prioritisationChapter 12: Monitoring and evaluation of road safety interventions

PART 3PLANNING, DESIGN & OPERATION



Chapter organisation

• Key messages for managers• Key principles for each of the topics• Discussion to explain the key principles• Case studies• Links to detailed technical material and other

references• Getting started, making progress, and

consolidating activity section

RSM Development Process

• 1st Edition of the RSM• Strategic Plan (‘12-’15) • Griffith USA Task Force • PIARC Contract: Scientific Team - Turner –

Australia

Resolution adopted by the General Assembly nr. 70/260

Improving global road safety

adopted on 15 April 2016 - diffused on 2 May 2016

ENResolution adopted by the General Assembly on 15 April 201670/260. Improving global road safety"Acknowledging a number of other important international efforts on roadsafety, including …. the development of an updated Road SafetyManual by the World Road Association to offer guidance to officials at variouslevels on measures that can enhance the safety of road infrastructure"FRRésolution adoptée par l’Assemblée générale le15 avril 201670/260. Amélioration de la sécurité routière mondialePrenant acte d’autres initiatives internationales importantes pour la sécuritéroutière, parmi lesquelles … l’établissement d’un manuel dela sécurité routière actualisé par l’Association mondiale de la route pour proposeraux responsables à divers niveaux des orientations sur les mesures propres àaméliorer la sécurité des infrastructures routières,ESResolución aprobada por la Asamblea General el 15 de abril de 201670/260. Mejoramiento de la seguridad vial en el mundo Reconociendo otras iniciativas internacionales importantes en materia de seguridad vial, como ... una versión actualizada del Manual de Seguridad Vial por la Asociación Mundial de la Carretera para ofrecer orientación a los funcionarios de diversos niveles sobre medidas que pueden mejorar la seguridad de la infraestructura vial

RSM Development Process

• 2nd Edition (in progress)• Strategic Plan (‘16-’20) • INTERNATIONAL TC C1: Policies and programs for

road safety• INTERNATIONAL TC C2: Design and Operations of

Safer Road Infrastructure• Steering Committee for the Road Safety Manual

INTERNATIONAL TC C1: Policies and programs for road safety• 74 members from 5 continents• 3 languages - TC SEC responsibles:

• Carnis – France – French• Mcinerney – Australia – English• Rodriguez – Argentina - Spanish

• 4 working group leaders• De Leur – Canada• Khienreich – Austria• Milton – United States of America• Turner – Australia

• Chair: Arditi – Italy• Advisor: Graf-Landmann - PIARC

INTERNATIONAL TC C2: Design for safety• Design and Operation of Safer Road

Infrastructure• Chair: WONG (Malaysia)• Secretariat:

• English: WICKHAM (UK)• French: HOLLAND (FR)• Spanish: MENDOZA DÍAZ (MX)

Steering Committee• Members

• Wong (Malaisia), Carnis (France), De Leur (Canada), Griffith (USA), Legett (UK), Tiahjono (Indonesia), Domenichini (Italy)

• Stakeholders • UNECE – WHO- OECD/ITF • ADB - AFDB - EIB - CAF - World Bank • PIARC General Secretariat

• Chair: Arditi (Italy)• Reporters:

• Khienreich (Austria)• Milton (United States of America)

Working method within the TC

PIARC TCs(TC C.2 and others)

TC C.1

Stakeholderinvited by gen.sec.

(UNECE, WHO, OECD, WB,development banks)

IndependentFully empoweredTwo leaders

Working groupsTC C.1

National Committee Members

liaise outputs


Working Group on RSM

WG C.1 Steering Committee

Steering Committee• Identify what the up-dates and up-grades should be;• Organize and plan the corresponding work (Note the

steering committee is not responsible itself to deliver the editorial content, this should come from other working groups and in some cases can be outsourced to external experts);

• Oversee the work and organize the review of the deliverables;

• Liaise with the General Secretariat for the edition of the web pages and the proposals for software evolutions

Membership- Core from TC- Stakeholders- Member from TC C.2- To be avoided conflict of interest


Questions?

John Milton, Ph.D., [email protected]+1(360) 704-6363

mailto:[email protected]

Safety for Vulnerable Road Users –PIARC activities

PIARC TRB Joint WebinarApril 9, 2018

Per AnderssonSwedish Transport Agency

2

PIARC report

https://www.piarc.org/ressources/publications/9/27293,2016R34EN.pdf

https://www.piarc.org/ressources/publications/9/27293,2016R34EN.pdf

3

Definition; Vulnerable Road Users

Road Users who are at great risk because of insufficient physical protection or because of relative high speed differences with potential conflicting modes.

4

Strategic Plan, 2016 - 2019

Investigate and develop current materials related to VRU:s

OutputsMaterials for inclusion in the Road Safety Manual. Materials for “Intermediate deliveries”Development of training and presentation materials.

5

Working mode

6

Some highlights …

Safety aspects & challenges for motorcyclists

Checklists for safety and quality inspections of pedestrian infrastructure

Statistics on vulnerable road users, single accidents

7

Safety aspects & challenges for motorcyclists

8

Proportion of motorized 2 & 3 Wheelers

9

VRU Deaths in Asean Countries

The number of motorcycles9% of the total vehicle fleet.

Motorcycles are present in24% of casualty accidents.

10

Spanish statistics 2014

11

International statistics

Development of fatalities in IRTAD countries by road user type

12

Spanish Road Safety Strategy 2011-2020

13

Spanish Road Safety Strategy 2011-2020

14

Key issues on Road design/ Road equipment

• Safety barriers• Bends/ curves• Intersections• Elements in or on the roadway• Skid resistance and color of road surfaces• Signs/ Road markings

15


16


• Systematic, on site review of the existing situation • Identify potential problems so countermeasures can be

applied to increase quality, safety and security for the pedestrians

• Can be implemented as part of an overall quality management process

17

Walkability checklist1. Network analysis / Design / equipment of roadside

environment (1st order)2. Traffic rules / traffic flow (2nd order)3. Road-users behavior (3rd order)

First overview on pedestrian qualities

Check whether general requirements are fulfilled

Which stakeholder is responsible

Which procedures need to be appliedRoad Transport: Past, Present and Future Road Safety Work in ECMT, K. Rumar, Brussels 2002, Page 13 f.

18

Statistics on vulnerable road users, single accidents

Seriously injured,Permanent Medical Disability > 1%

Fatalities

PedestriansCyclistsMoped ridersMotorcyclistsCar drivers & pass.OtherPedestrians, no moving vehicle

32%

Traffic fatalities and seriously injured (>1%) in Sweden 2016 - by road user group

Data from STRADA (The Swedish Road Traffic Accident Registry), Swedish Transport Agency

75%


Fatalities


32%



75%6%

43%


Fatalities


32%



66%


Fatalities


32%



66%6%

34%

Seriously injured cyclists in Sweden

Niska, Anna & Eriksson Jenny, Swedish National Road and Transport Research Institute (VTI), VTI Report 801, 2013

Seriously injured

Seriously injured Bicycle Single Operation and Maintenance

Cycle – MopedCycle –Pedestrian

Cycle – Other

Cycle – CycleCycle – Motor vehicleCycle – Single

Dodge

The cyclistCycleDesign, infrastrOperation & Maintenance

Temporarily objectOff roadUneven roadSlip, other/ unknownSlip, dirt roadSlip, leavesSlip, rolling gravelSlip, ice/ snow

Seriously injured cyclists in Sweden

Niska, Anna & Eriksson Jenny, Swedish National Road and Transport Research Institute (VTI), VTI Report 801, 2013

Seriously injured

Seriously injured Bicycle Single Operation and Maintenance

Cycle – MopedCycle –Pedestrian

Cycle – Other

Cycle – CycleCycle – Motor vehicleCycle – Single

Dodge

The cyclistCycleDesign, infrastrOperation & Maintenance

Temporarily objectOff roadUneven roadSlip, other/ unknownSlip, dirt roadSlip, leavesSlip, rolling gravelSlip, ice/ snow

Other

Seriously injured cyclists, single accidents

Winter conditions, snow/ ice

Pedestrians seriously injured from falling accidents - road transport system, 2009-2013

Berntman Monica, Lunds University (LTH), Presentation at Tylösandsseminar 2015Operation and MaintenanceSeriously injured Pedestrian - Single

Ped. – Other

Ped. – Cycle

Ped. – Motor vPed. – Single

Outer circumstances

Equipment

Lack of interaction

Behaviors and conditionsDesign of infrastructureOperation & Maintenance

Roadworks

Loose items/ objects

Loose, uneven slabs

Potholes

Uneven surface

Loose gravel

Slip; leaf, water, other

Slip; ice/ snow

Pedestrians seriously injured from falling accidents - road transport system, 2009-2013

Berntman Monica, Lunds University (LTH), Presentation at Tylösandsseminar 2015Operation and MaintenanceSeriously injured Pedestrian - Single

Ped. – Other

Ped. – Cycle

Ped. – Motor vPed. – Single

Outer circumstances

Equipment

Lack of interaction

Behaviors and conditionsDesign of infrastructureOperation & Maintenance

Roadworks

Loose items/ objects

Loose, uneven slabs

Potholes

Uneven surface

Loose gravel

Slip; leaf, water, other

Slip; ice/ snow

Other Winter conditions, snow/ ice

Seriously injured pedestrians, single accidents

27

Survey to PIARC Stakeholders

• Statistics regarding fatalities and seriously injured bicyclists and pedestrians, especially single accidents?

• Specific requirements on the road surface/ walkway to prevent or reduce the number of seriously injured cyclists and pedestrians?

28

Per Andersson [email protected] Wärnhjelm [email protected] Granado [email protected]é Lisboa Santos [email protected] Schmitt [email protected] Gerlach [email protected]

Thank you for your

attention !







PIARC Human Factors Guide Lines for a safer man-road interface

TRB WebinarApril 9th, 2018

Lorenzo Domenichini

Prof. Ing. Lorenzo Domenichini

PIARCHUMAN FACTORS Guide Linesfor a Safer Man-Road Interface

University of Firenze (Italy)PIARC TC C2 – WG [email protected]

Addressing Road Safety WorldwideThoughts on Vulnerable Road Users, Human Factors and Road Safety for Low and

Middle-Income Countries

TRB Webinar April 9th, 2018



Lorenzo Domenichini

PIARC is addressing the topic of Human Factors in Road Design and Operation

since 2007

Period 2007 – 2011 Committee on «Safer Road Infrastructures» chaired by Joachim VOLLPRACHT (Germany)

Period 2011 – 2015 Committee on «Design and Operation of Safer Road Infrasdtructures» chaired by Mike GREENHALGH (United Kingdom)

Period 2015 – 2019 Committee on «Design and Operation of Safer Road Infrasdtructures» chaired by Shaw Voon WONG (Malesia)

under the leadership of Dr. Sibylle BirthDiplom-PsychologistIntelligenz System Transfer, Potsdam (G)



Lorenzo Domenichini



Lorenzo Domenichini

NCHRP Rpt 600A scientific discipline that tries to enhance the relationship between devices and systems and the people who are meant to use them through the application of extensive, well-documented, and fully appropriate behavioral data that describe and analyze the capabilities and limitations of human beings.

HUMAN FACTORSDefinitions (1 of 3)

HSMThe interdisciplinary study of human factors applies knowledge from the human sciences such as psychology, physiology, and kinesiology to the design of systems, tasks, and environments for effective and safe use. The goal of understanding the effects of human factors is to reduce the probability and consequences of human error, especially the injuries and fatalities resulting from those errors, by designing systems with respect to human characteristics and limitations.



Lorenzo Domenichini

PIARC DictionaryAbilities and limitations that refer to physical, cognitive and psychological processes, dealing with people's perception, information processing, motivation, decision-making and action.

PIARC RSMHuman Factors are a well-established scientific endeavor that has influenced developments in many areas of technologies. Its application to road safety issues in a formal sense goes back to at least to 1930s (e.g. Forbes, 1939).Contemporary understanding of issues, such as the time it takes to make decisions, the amount of light needed to resolve details and the rate at which information is absorbed underpins key standards in road design …. Since knowledge in human factors continue to evolve, many of its findings remain to be absorbed in technical standards and guidelines




Lorenzo Domenichini

PIARC HF Guide Lines

The term Human Factor refers to the stable natural psychological and physiological threshold limits that contribute to operational mistakes in vehicle handling. The term HF does not include human behaviors or performances.It has nothing to do with personality traits like aggressiveness, the will to violate traffic rules consciously, mistakes because of drugs assumption or ageing.It is a professional term coined around 1930 by the industrial safety engineers to address the general and stable subconscious reactions of common system users and excludes temporary individual conditions.




Lorenzo Domenichini

ROAD

Sourrounding

car-road interaction

• Three elements of road safety

man-road interaction

USER FRIENDLY ROAD DESIGN

Environmental FACTORSweather, glare by sun,topography,landscape

safe road alignment + construction

PERSONALITY FACTORSexhaustion, heart disease, drugs,

will to violate laws, aggression enforcement / education

CAR DESIGN FACTORS:operating elements, indicating instruments, user friendly car design

Picture: S. Birth



Lorenzo Domenichini

PIARC TC C2 APPROACH TO HUMAN FACTORS

is somewhat different from the others’ approaches.It refers to a MMI (Man Machine Interface) problem:

Man : the DriverMachine : the Road which moves in front of the standing driver

(like in a driving simulator) according to the driver’s decisions

The driver’s decisions (mainly driving speed and vehicle trajectory) are the results of the driver’s perception of the road environment dynamically changing in front of his eyes



Lorenzo Domenichini

Is driving a conscious or an automated process?

Source: 1500 technically unexplainable accidents, Germany (2000-2012)

• To which percentage road user’s behaviour is controlled• by conscious control of acting and decision making?

by infrastructural features?

• Solution: Conscious control 15%Infrastructure 70%Weather or car conditions 15%

10



Lorenzo Domenichini

AASTHO – Highway Safety ManualExhibit 3-3: Contributing Factors to Vehicle Crashes (Source: Treat 1979)

?



Lorenzo Domenichini

The point of interest in accident investigationschanges

if you look at human factors related road deficiencies

Point of interest of the post-accident, damage-oriented, approach(Judiciary system, Insurances)(analysis of the damages and consequences of the crash)

Crash point(e.g.: crash with a tree)

Point of interest of the pre-accident, road safety oriented, approach(Human Factors professionals)(analysisof the road features stimulatingthe accident)

Process(e.g.: the vehicle is swerving)

Stimulus causing anoperational mistake

(e.g.: optical illusion)

OPERATIONAL MISTAKE

DRIVING MISTAKE

ACCIDENT

HF POINT OF INTEREST



Lorenzo Domenichini

More than 100 physiological, neuronal and sensimotorstereotypes explain ‘foolish’ and ‘unreasonable’

actions: 5 examples

Inattentional Blindness(source: © T. Drew/M. Vo/ J. Wolfe/Psychological Science, htp://www.google.de/imgres?start=148&sa=X&biw=1440&bih=673&tbm=isch&tbnid=ccU0BE2E39_WmM:&imgrefurl=http://www.netdoktor.de/Magazin/Selektive-Wahrnehmung-Der-Gor-12612.html&docid=9lrw0HTYFp1lzM&imgurl=https://i1.ytimg.com/vi/vJG698U2Mvo/hqdefault.jpg&w=480&h=360&ei=p0tcUumIGsWa1AX334GwBw&zoom=1&iact=rc&dur=493&page=6&tbnh=139&tbnw=200&ndsp=28&ved=1t:429,r:59,s:100,i:181&tx=120&ty=45

radiologists got the task to evaluate an X-Ray of a lung to find signs for tuberculose

75% did not see the monkey that was integrated in the picture

1st example



Lorenzo Domenichini

left-hand phenomenon:natural direction of motions = counter-clockwise (source : Donaustadion Ulm, http://www.eintracht.de/meine_eintracht/forum/3/11123464/?page=9)

2nd example

figure-ground effects:(mimese hinders perceptibility)(source : Bernd Foehr, http://face2face-magazin.de/2012/07/05/farben-in-der-natur-teil-2-tarnung/)

3rd example



Lorenzo Domenichini

Straight design is a speedy design for all mammals:

e.g. RotherhiteTunnel, 1908 (London): winding course to prevent horses for runaway to daylight

Picture: www.wikipedia

4th example



Lorenzo Domenichini

Optical illusions

DOWN IN THE WELL

Work of the Italian artist Marina Apollonioexhibited at Francoforte

5th example



Lorenzo Domenichini

What has this to deal with road safety?



Lorenzo Domenichini

n. 3 Human Factors related Safety RulesI. Provide enough ANTICIPATION TIME

Give enough time to perceive and adapt to changes. Proper anticipation + decision + reaction needs at minimum4 - 6 sec --> (bikers 20m - 35m, pedestrians 6m – 9m, cars -100m, 50km/h).

II. Control drivers FIELD-OF-VIEW(the field of view enables appropriate speed + lane tracking)Offer sufficient amount of bright/colour contrasts and avoid monotonyEnsure reliable optical guidance and orientation. Avoid optical illusions

III. Pre-programme drivers’ behaviourDesign roads with consistent road characteristics in a logical sequence.Offer short distances and minimal effort for VRU. Respect habits, automated/subconscious behavioural patterns

•

OPTICAL GUIDANCE

SPATIAL PERCEPTION

DRIVERS’ EXPECTATIONS



Lorenzo Domenichini

Few examples to illustrate the meaning of the three rules:

OPTICAL GUIDANCE

Current Road Standards require to provide a «response time» of 2-3 sec before the maneuver section

Human Factor based design practices require to provide an additional «anticipation time» of 2-3 sec before each critical point (for example: a roundabout requiring to slow down)

Distance covered during the maneuver



Lorenzo Domenichini

A road modification design ……

Design according to «stopping sight distance»

New roundabout substituting the existing intersection

Existing intersection



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…. not compliant with the HF rule of Optical Guidance:

the anticipation time is missing



Lorenzo Domenichini

SPATIAL PERCEPTION

The value of parallel planting and guiding structures for the lane tracking task is generally not considered in design standards.

Exemple:A very nice Christmas card

…. but the gantry sign is not complying with HF rules of

spatial perception

Optical illusions are alsopresent along our roads

Dynamic GelstatTwo faces or one vase?



Lorenzo Domenichini

A good example of misleading optical guidanceInterchange between A14 and A13 in Italy



Lorenzo Domenichini

Interchange between A14 and A13 in Italy

NORTH SECTION

SOUTH SECTION



Lorenzo Domenichini

ACCIDENTS OBSERVED IN THE NORTH AND SOUTH ROAD SECTIONS

The accident frequency in the South section is higher than in the Nord section.

WHY?

NORTH SECTION

SOUTH SECTION

The North and South sections have a similar geometric layout and similar traffic

BUT



Lorenzo Domenichini

PROSPECTIV VIEW OF THE SOUTH SECTION

RED LINE:Guiding structure on the left side of the carriageway(concrete safety barrier)

BLUE SURFACE:Guiding structure on the right side of the carriageway (top of an inverted L shaped acoustic barrier)



Lorenzo Domenichini

TOP VIEW

RED LINE:Guiding structure on the left side of the carriageway(concrete safety barrier)

BLUE SURFACE:Guiding structure on the right side of the carriageway (top of a L shaped acoustic barrier)

The carriageway has a different layout compared to the lateral guiding structures



Lorenzo Domenichini

IMMAGINE 3 - PK 13+925



Lorenzo Domenichini




Lorenzo Domenichini


The edge of the acoustic barrier is in correspondence of the RIGHT side of the right lane



Lorenzo Domenichini




Lorenzo Domenichini


The edge of the acoustic barrier is in correspondence of the LEFT side of the right lane



Lorenzo Domenichini




Lorenzo Domenichini

POSSBLE HF BASED COUTERMEASURES

Improve the driver guidance by the road carriageway



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Improve the driver guidance along bends



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Example:

DRIVERS’ EXPECTATIONS

If you don’t see it, don’t worry. The pre-programmation of your brain

doesn’t allow you to see it99% of people doesn’t see it

THERE IS SOMETHING STRANGE IN THIS PHOTO

….. what?

This finger should

be a thumb

Our brain is conditioned by the need (real or supposed) to act promptly. This induces us to go directly to the conclusions without having all the necessary information.



Lorenzo Domenichini

Motorway from New Delhy to Jaipur (India)

THIS ROAD has the geometric characteristics of a MOTORWAY.

But the ROAD OPERATION is similar to a LOCAL ROAD.

The ROAD CATEGORY the drivers perceive is «MOTORWAY» and therefore their LOGICAL EXPECTATIONS are those consistent with a MOTORWAY. Their driving behavior is the one considered possible for a MOTORWAY (high speed, no pedestrians, no driveways).

This road is one of the most accident prone road in the world.



Lorenzo Domenichini

A very frequent situation along the existing road network:a sharp bend at the end of a long straight

the drivers do not expect such a sharp bend and do not reduce speed in due time.

How to improve road safety?

DO YOU CONSIDER THESE MEASURES USEFULL?

ONE POSSIBLE SOLUTION:INCREASE THE OPTICAL DENSITY OF

THE FIELD OF VIEW



Lorenzo Domenichini

If you wish to have more information about our activity in the field of Human Factors in Road Design, the followings are some references of our recent publications.

S. Bird, L. Domenichini “Consideration of Human Factors in Road Accident Investigation”, Proc. EVU 2013 Annual Meeting, 17–19 October 2013, Florence (IT)

L. Domenichini, L. La Torre, V. Tartaglia, V. Branzi, F. Fanfani, “Safety Improvements in Urban Areas based on Human Factors Principles . A case study: Via Pistoiese”, Proc. Conference “Ageing and Safe Mobility Conference”, 27-28 november 2014, Bergisch Gladbach, Germany

Domenichini, L., La Torre, F., Branzi, V., Meocci, M. (2017). Impact of engineering treatments on driving performances at pedestrian crossings. Proc. Road Safety & Simulation International Conference –RSS2017, 17-19 October, The Hague, NL.

Branzi, V., Domenichini, L., La Torre, F. (2017). Drivers’ speed behaviour in real and simulated urban roads –A validation study. Transportation Research Part F: Traffic Psychology and Behaviour, 49, pp. 1-17, ISSN:1369-8478.

Domenichini, L., La Torre, F., Branzi, V., Nocentini, A. (2017). Speed behaviour in work zone crossovers. A driving simulator study. Accident Analysis and Prevention, 98, pp. 10-24, ISSN:0001-4575.

Domenichini, L., La Torre, F., Vangi, D., Virga, A., Branzi, V. (2017). Influence of the lighting system on the driver’s behavior in road tunnels. A driving simulator study. Journal of Transportation Safety & Security, 9, pp. 216-238, ISSN:1943-9962



Lorenzo Domenichini

Prof. Eng. Lorenzo DomenichiniDepartment of Civil and Environmental Engineering

University of Firenze (Italy)

[email protected]

GRAZIE

for your kind attention


Today’s Participants• Patrick Mallejacq, World Road Association

(PIARC), [email protected]• John Milton, Washington State Department of

Transportation (USA), [email protected]• Per Andersson, Swedish Transport Agency,

[email protected]• Lorenzo Domenichini, University of Florence (Italy),

[email protected]





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