Fundamentals of

Road Safety &

Road Safety Audit
National Center for Transportation Studies
University of the Phililppines-Diliman
Presentation Outline
1. Overview of Road Safety Status
• Global Status of Road Safety
• Accident Data in the Philippines
• Key Improvement Areas in Accident
Reporting
• Addressing Road Safety Problems
2. Introduction to Road Safety Audit
Overview of Road Safety Status
Global Road Safety Status
Road Safety for Sustainable
Development
Goal 3: Ensure healthy lives
and promote well-being for all:
• 3.6. By 2020, halve the number of
global deaths and injuries from road
traffic accidents

Goal 11: Make cities and

human settlements inclusive,
safe, resilient and sustainable:
• 11.2. By 2030, provide access to safe,
affordable, accessible and sustainable
transport systems for all, improving
road safety, notably by expanding
• The April 2016 UN Resolution on Improving
public transport ... Global Road
Safety acknowledged these ambitious targets and called
for renewed action by governments and other
 Global Road Safety Status
• Road traffic deaths per year have plateaued at 1.25
million
• This is in the face of rapid motorization: in the past 3
years, the global fleet has increased by 16% (67
million in 2014 alone)
• 90% of fatalities occur in low- and middle-income
countries, and close to 50% are vulnerable road users
• Annually, 50 million people suffer life-changing
injuries as a result of road crashes
• Globally, road crashes cost countries around 3% of
GDP
• We are well behind in terms of reaching global target
of reducing road crash deaths by 50% by 2020 (UN
Decade of Action 2011-2020)
SDG target requires 4X rate of
improvement on Decade of Action
Goal (millions killed)

1.75

1.5

1.25

1 WHO data
Trend in 2010
0.75 Decade of Action Goal
0.5 SDG

0.25

Source: Perkins, ITF

Leading Causes of Death
Worldwide, 2013
2013 Rank Deaths % Change
(000s) ‘90
1. Ischaemic heart disease 8,139 42
2. Cerebrovascular disease 6,446 41
3. COPD 2,931 21
4. Lower respiratory 2,652 -23
infection
5. Alzheimer disease 1,655 108
6. Lung cancer 1,639 56
7. Road injuries 1,395 32
8. HIV 1,340 368
9. Diabetes… 1,299 90
Source: Global, regional, and national age–sex specific all-cause and cause-specific mortality for 240 causes of death, 1990–2013: a
systematic analysis for the Global Burden of Disease Study 2013. The Lancet . Volume 385, Issue 9963, Pages 117-171 (January
2015). DOI: 10.1016/S0140-6736(14)61682-2 and Institute for Health Metrics and Evaluation (2014) GBD 2013: Mortality, 2013.
Available online at: http://vizhub.healthdata.org/mortality/
Global Burden of Injuries
• According to the latest iteration of the Global
Burden of Disease Study 2013, injuries were
responsible for approximately 4.7 million deaths
worldwide in 2013
• Unintentional injuries accounted for 3.4 million
deaths
• Or ~72% of the burden of injury-related mortality
• Road traffic injuries accounted for 1.2 million deaths

Source: Global, regional, and national age–sex specific all-cause and cause-specific mortality for 240 causes of death, 1990–2013: a systematic analysis for
the Global Burden of Disease Study 2013. The Lancet . Volume 385, Issue 9963, Pages 117-171 (January 2015). DOI: 10.1016/S0140-6736(14)61682-2 and
Institute for Health Metrics and Evaluation (2014) GBD 2013: Mortality, 2013. Available online at: http://vizhub.healthdata.org/mortality/
 Distribution of injury deaths by cause
worldwide, 2013

Foreign body; Other unintentional Poisonings; 2.05% Other injuries*;

injuries; 3.40%
3.46% 7.59%
Exposure to mechanical
forces; 4.11%
Burns (fire); 4.96%
Drowning; 7.68% Road injuries;
29.13%
Interpersonal
*Adverse medical Rx, violence; 8.45%
Other transport
Falls; 11.61%
injuries, Animal
contact, Forces of
nature, war, and legal Self-harm;
intervention 17.58%

Source: Institute for Health Metrics and Evaluation (2014) GBD 2013: Mortality, 2013.
Available online at: http://vizhub.healthdata.org/mortality/
RTIs in low-and middle-income
countries
• Although low-and middle-income countries
only possess 54% of the world’s registered
vehicles, they suffer ninety percent of the
world road traffic deaths
• Road traffic death rates are more than
twice as high in LMICs than HICs

Road traffic deaths

Registered
1.00
motorized vehicles
16.00%
% Low-income
46.0 Middle-income
0% 53.0 10.00%
High-income
0%

74.00%
Low-income Middle-income
High-income
Source: WHO, 2015
Middle-Income Countries: Hardest Hit

WHO 2015
Half of All Deaths: Vulnerable Road Users

For every person who dies,

20 are injured

WHO 2015
ACCIDENT DATA IN THE
PHILIPPINES
Leading Causes of Injuries
(Lim­Quizon, et al., Philippine National Injury Survey, 2003)
1. Vehicular accidents
2. Fall
3. Injured by sharp objects
4. Struck by an object
5. Animal/insect bites
6. Burn
7. Assault
8. Machine/tool injury
9. Electrocution
10. Self­harm
DATA ON METRO MANILA ROAD CRASHES
(2016)
Month Fatal Non Fatal Damage Grand
Injury to Property Total
January 45 1518 7187 8,750
February 54 1433 7081 8,568
March 35 1589 7236 8,860
April 36 1423 7961 9,420
May 36 1356 7629 9,021
June 26 1304 7888 9,218
July 26 1265 8224 9,515
August 25 1274 8289 9,588
September 24 1271 8519 9,814
October 41 1335 7595 8,971
November 36 1284 7449 8,769
December 42 1364 7422 8,828
Grand Total 426 16,416 92,480 109,322
298.80 or
Ave. Accident 1.27 44.85 252.68 299
Rate Per Day per day per day per day per day

Source: MMARAS (2016)

 DATA ON METRO MANILA ROAD CRASHES
(2016)

Total number of persons injured/killed

Total
Centra Easter Northe Southe Wester
Person
l n rn rn n
s
Fatal 123 46 87 120 70 446
Non
5,885 3,943 3,184 6,479 1,385 20,876
Fatal
Total 6,008 3,989 3,271 6,599 1,455 22,840

Source: MMARAS (2016)

 DATA ON METRO MANILA ROAD CRASHES
(2016)

Distributions of Crashes by City/Municipality

City Fatal Non Fatal Damage Grand
Injury Total
Caloocan 36 888 2935 3859
Las Piñas 15 751 2473 3239
Makati 14 1004 11487 12505
Malabon 14 432 674 1120
Mandaluyong 1 503 5219 5723
Manila 66 1148 10093 11307
Marikina 16 1167 3530 4713
Muntinlupa 14 968 2907 3889
Navotas 9 212 550 771
Parañaque 37 1041 4286 5364
Pasay 13 723 4962 5698
Pasig 23 1179 7157 8359
Pateros - 9 26 35
Quezon 116 4755 28846 33717
San Juan 6 250 1569 1825
Taguig 21 591 4773 5385
Valenzuela 25 795 993 1813
Grand Total 426 16,416 92,480 109,322

Source: MMARAS (2016)

 Road Safety Indicators
30
Year Population GDP Vehicle No. of Fatalities Seriously
25 (million) (billion P) Registratio accident Injured
n (million) s (fatal
20 &
Population nonfatal)
15
%

GDP 1998 73 888 3.3 2803 1213 1844

10 1999 75 917 3.5 2869 969 1637

Vehicle
Registration 2000 76 973 3.7 2463 866 1541
5
2001 78 1002 3.8 2026 737 1961
0
2002 80 1046 4.0 3748 714 1195
98 99 00 01 02 03
2003 81 1135 4.1 4095 644 1129
Year

Population
2500
GDP All
2000
Fatalities
Vehicles Increasing.
1500
Number

1000

500
Seriously
Injured
No. of Deaths/Casualties
0
appear to be decreasing!
98 99 00 01 02 03
Year
Is this likely??
Source: TMG
 DATA ON METRO MANILA ROAD CRASHES
(2016)

Crashes by Road User Category (Fatalities)

Drivers Passenge Pedestria Total
District
Killed rs Killed ns Killed Killed
Central 50 16 57 123
Eastern 29 3 14 46
Northern 42 16 29 87
Southern 58 17 45 120
Western 15 5 50 70
194 57 195 446
Total
(43.50%) (12.78%) (43.72%) (100%)

Source: MMARAS (2016)

 DATA ON METRO MANILA ROAD CRASHES
(2016)

Crashes by Road User Category (Injured)

Drivers Passengers Pedestrian Total
District
Injured Injured s Injured Injured

Central 3108 1615 1162 5,885

Eastern 2080 1102 761 3,943

Northern 1401 951 832 3,184

Southern 3028 1691 1760 6,479

Western 616 371 398 1,385

10,233 5,730 4,913 20,876

Total
(49.02%) (27.45%) (23.53%) (100%)
Source: MMARAS (2016)
DATA ON CYCLISTS
DATA ON METRO MANILA ROAD CRASHES
(2016)

Crashes by Vehicle type

Vehicle Type Fatal Non Damage Total No.
Fatal to of
Injury Property Vehicles
Cycle-Pedicab 23 882 491 1,396
Motorcycle 218 11,456 11,431 23,105
Motor Tricycle 21 1,399 2,353 3,773
Car 98 7,544 100,665 108,307
Jeepney 44 1,922 9,191 11,157
Taxi / Fx 13 973 7,374 8,360
Bus 31 719 8,813 9,563
Van 34 1,332 17,406 18,772
Truck 103 1,459 18,052 19,614
Train 14 11 9 34
Kuliglig - 12 33 45
Animal-drawn vehicle - - 3 3
Heavy Equipment - 3 1 4
Unknown Vehicle 25 558 5,826 6,409
TOTAL 624 28,270 181,648 210,542

Source: MMARAS (2016)

 Consequences of Accidents
Medical Cost
Resource & Time
Wastage

Lost of Lives
and Limbs
R I P

Property Damage Pain/Grief and

Sufferings
Costs of Injuries
 National Cost of Road Crashes

Number of Road Total Cost

Road Crash Average Crashes (million pesos)
Type Cost As reported Adjusted for Based on Adjusted for
(Police) under- reported under-
(Pesos) reporting accidents reporting

Fatal 2,273,000 714 8,180 1,623 18,593

Serious 353,000 797 93,820 281 33,119
Injury
Minor Injury 69,000 1,672 402,15 115 27,748
0
Damage- 55,000 9,623 469,09 529 25,800
Only 0
TOTAL 12,806 973,24 2,548 105,26
0 (U$45M) 0
Source: Sigua, UP COE/NCTS , 2005 (US$1.9B)
2.6 % of the
Philippines’ GDP
Global Costs: RTIs
Estimated
Regional GNP Annual Crash
Region As %
1997 Costs GNP
$ Billions
Africa 370 1% $3.7
Asia 2,454 1% $24.5
Latin
1,890 1% $18.9
America/Caribbean
Middle East 495 1.5% $7.4
Central/Eastern
659 1.5% $9.9
Europe
Subtotal 5,615 $64.5
Highly motorized
22,665 2% $453.3
countries
$517.8
Total (Jacobs et al. ,2000)
billion
Source of raw data: MMARAS 2010 Palmiano, 2012

• Commute by public transport is riskier

than by car.
• Bus riders are exposed to most risk
• Bus is 6 times more at risk than car; 5 times more than
jeepney or taxi/fx
Growth of motorcycles
180

160

140

120

100 Total

ulative
80 MC/TC

%Cum
60

40

20

0
98 99 0 01 02 03

Year

10.5% per annum

3.9% per annum

Source: Sigua, 2017

 When did it happen?

Frequency of road crashes by time of day

Source of Data: TMG

Where did it happen?

Dangerou
s Roads

Metro Manila
black spots
(Source: MMDA, 2005)
Where did it happen?

Fatal Road Crashes by Location

Source: TMG

Location Number %
Intersections 698 35.78
Bridge 89 4.56
Roadway 432 22.14
Shoulder 308 15.79
Service Road 412 21.12
Others 12 0.62
Total 1951 100
 When did it happen?

Frequency of Incidents (2015): Non Fatal Injury and Damage to Property

6000
5000
No. of Incidents

4000
3000 Non Fatal
2000 Damage

1000
0
0 1 2 3 4 5 6 7 8 9 1011121314151617181920212223
Time (Hour of Day)

Frequency of Incidents (2015): Fatal

40
35
No. of Incidents

30
25
20
15
10
5
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time (Hour of Day)
34
 When did it happen?

Metro Manila Accident Recording and Analysis System (MMARAS)

Overall Statistics for the YEAR 2015

Distribution by time of day:

Non Fatal Grand

Time Hour Fatal Damage
Injury Total
Grand Total 519 17,103 77,993 95,615
Day­time
(06:00­17:55) 205 9,937 49,462 59,604
(00.21%) (10.39%) (51.73%) (62.33%)
Night­time 314 7,166 28,531 36,011
(18:00­05:55) (00.33%) (07.49%) (29.84%) (37.66%)

35
 Why did it happen?

Identified Road Crash Causal

Factors
Lost maneuverability
Road obstruction
5 cases
1 case

Brake failure
2 cases Road Safety
Device Failure
1 case

accident
Tire blowout
3 cases
Stalled Vehicle Related
2 case

Reckless behavior Sleep related

5 cases 1 case

Driver related

Based on N. Tiglao’s compilation of most recent accidents

involving heavy vehicles
 Why did it happen?

Causes of Traffic Accidents (2013)

Source: PNP-HPG, Col. Jacaban

37
 Why did it happen?

Major iRAP Findings (Phase 1 and 2)

• 85% of roads where pedestrians are present
have no sidewalks (or footpaths)
• 57% of traffic travels on roads where speeds
are 70km/hr or more and which have medium-
high overtaking demand have no median
• No motorcycle/tricycle facilities
• 63% of traffic travels on roads where speeds
are ≥70km/hr and which have hazardous
roadsides

38
ce: DPWH presentation at Road Safety Forum 2014 by Engr. Renato Reyes, May 2014
 Why did it happen?
Metro Manila Accident Recording and Analysis System (MMARAS)
Overall Statistics for the YEAR 2016 Distribution by causes:
Fatal Non Fatal Damage to
Accident Factor Injury Property Grand Total
Human Error 1 62 144 207
Human Error (Alcohol suspected) 24 20 44
Human Error (Driver Error) 11 779 2457 3247
Human Error (Driver Suffered Dizziness) 1 1
Human Error (Driver Suffered from Asthma) 1 1
Human Error (Driver Suffered from Sugar Loss) 1 1
Human Error (Lost Balance) 1 1
Human Error (Lost Control when applied brake) 1 1
Human Error (Lost Control) 3 15 5 23
Human Error (Passing Thru Red Light) 1 1
Human Error (Tired/Asleep) 1 1
No Accident Factor (based on Police Blotter
Book) 411 15514 89809 105734
Other (Road Works) 1 1
Other (Runover a Piece of Stone) 1 1
Other (Runover an Object) 1 1
Other (Slippery Road Due to Oil Spill) 2 4 6
Other (Slippery Road) 1 1 2
Vehicle Defect 1 5 6
Vehicle Defect (Blownout Tire) 2 1 3
Vehicle Defect (Clutch) 1 1
Vehicle Defect (Crash Down) 1 1
Vehicle Defect (Lost Brake) 5 10 15
Vehicle Defect (Mechanical) 5 15 20
Vehicle Defect (Steering Wheel) 1 1
Vehicle Defect (Tire Detached) 2 2
Grand Total 426 16,416 92,480 109,322
39
 Why did it happen?
Metro Manila Accident Recording and Analysis System (MMARAS)
Overall Statistics for the YEAR 2013 Distribution by causes:

Non Fatal Damage to Grand

Accident Factor Fatal
Injury Property Total
Other (Road Defect) 2 2
Other (Road Repair) 1 1
Other (Runover a Path Hole) 5 5
Other (Runover a piece of Solid Object, Steel) 1 1
Other (Scattered Debris/Objects) 1 1
Other (Slippery Road) 5 1 6
Other (Stampede Due to Fake Explosion) 1 1
Other (Tire was Burnt) 1 1
Other (Vehicle Moved Backwards) 1 1
Vehicle Defect 7 7
Vehicle Defect (Lost Brake) 9 12 21
Vehicle Defect (Malfunction) 1 1
Vehicle Defect (Mechanical) 1 7 8
Vehicle Defect (Tire Detached) 3 3
Vehicle Defect (Tire Exploded) 1 4 5
Grand Total 411 16,740 69,414 86,565

40
Key Improvement Areas
(Highlight on Data Collection and Information
System)
Key Areas to Improve Road Safety

Know current Data

situation. Collection /
Assess Information
effectiveness of Systems
programs.

Develop action plans

Secure funds to and programs based
implement and sustain on the knowledge of
the action plans particular problems

Road Safety
Allocation of
Action Plans
Resources
and Programs
Information Systems

Information system tells:

• how big the problem is;
• how fast it is growing; and
• what its main features are.

It will also give some idea of what it is

costing you.
Traffic Accident Reporting

Basic Questions:

Who were involved?

Who were the victims?
When did it happen?
Where did it happen?
Why did it happen?
Record of Road Crash Fatalities and Injuries in
ASEAN Countries (Source of Data: ASEAN Region Road Safety Strategy and Action Plan, 2004)

Serious Under­Reporting
Problem on Road Crash Reporting

9,000 road crash

fatalities recorded in
health records
Gross under­reporting vs.
900 reported by police
of road crashes.
Alarming/urgent issues
• Existing databases cannot give
complete picture of road safety in the
country
• Health sector data
• Crashes on local roads
• ‘Integration’ of all road crash data
• Sustainability
• Vulnerable road users are the
pedestrians and motorcycle riders
• Growing concern on public transport
involvement in road crashes
Sources of Road Crash Data

Police + Health =Actual picture?

Sector
How many % How many %

Health
Police Sector
 2012 Total Number of Accident (Major Roads) VERSUS AADT
Total Number of Traffic AADT (Annual Average Daily Percentage (Total Number
Location
Related Accident Traffic) of Accident/ AADT) %
1 EDSA 7,541 326,504 2.31
2 Commonwealth Ave. 2,886 197,809 1.46
3 C:5 Road 2,791 157,987 1.77
4 Roxas Blvd. 1,450 150,242 0.97
5 Quezon Ave. 1,195 143,680 0.83
6 Marcos Hiway 714 132,924 0.54
Total 16,577 1,109,146 1.49

2013 Total Number of Accident (Major Roads) VERSUS AADT

Total Number of Traffic AADT (Annual Average Daily Percentage (Total Number
Location
Related Accident Traffic) of Accident/ AADT) %
1 EDSA 7,693 342,612 2.25
2 Commonwealth Ave. 2,993 237,577 1.26
3 C:5 Road 3,670 175,929 2.09
4 Roxas Blvd. 1,426 141,963 1.00
5 Quezon Ave. 1,262 183,609 0.69
6 Marcos Hiway 744 173,218 0.43
Total 17,788 1,254,908 1.42

2012 Percentage (Total Number of Accident/ AADT)

1.49%
% =
2013 Percentage (Total Number of Accident/ AADT)
1.42%
% =
Percentage Change (2012 and 2013) % = 5.16% Decrease 49
Philippine Network for Injury Data
Management System by DOH:

• An integrated system with multi-sectoral

organizational support (PNP, MMDA, DOTC,
DPWH, UP, Safekids, others)
• coordinated data management system that
can link, integrate or combine injury data
from various sources or systems.
Addressing the problem
The road traffic system
Road

Vehicle Driver

Improving road safety requires an integrated approach

that considers the road, the vehicle, and the driver.
The Road
• Road geometry
• Pavement condition
• Traffic control devices

-All play a part in a driver’s

ability to maintain control
of the vehicle and to stay
on the roadway.
The Vehicle
• Vehicle Design

-affects the likelihood of a crash and the

severity of injuries resulting from a crash.
The Driver
• Driver’s ability to control the vehicle.
­ affected by the vehicle’s design and
condition, and by roadway conditions
• Driver Reaction Time
• Drivers take time to react once they
notice something in their path, varying
from 1 to 3 seconds, during which time
the vehicle may have travelled up to 80
meters.
 3 Fundamental solutions
Engineering

Education Enforcement

Improving road safety requires an integrated approach

that considers engineering, education, and enforcement solutions.
 Improving Pedestrian Safety
Objectives
1.Reduce Pedestrian
Exposure to Vehicular Traffic
2.Improve Sight Distance
and/or Visibility Between
Motor Vehicles and
Pedestrians
3.Reduce Vehicle Speed
4.Improve Pedestrian and
Motorist Safety Awareness
and Behavior
Strategies
a. Provide sidewalks/walkways
b. Install or upgrade traffic and pedestrian signals
c. Construct pedestrian refuge islands and raised medians
d. Provide vehicle restriction/diversion measures
e. Install overpasses/underpasses
a. Provide crosswalk enhancements
b. Implement lighting/crosswalk illumination measures
c. Eliminate screening by physical objects
d. Signals/signs to alert motorists that pedestrians are
crossing
e. Improve reflectorization/conspicuity of pedestrians
a. Impose speed limits
b. Install traffic calming measures
a. Provide education, outreach, and training
b. Implement enforcement campaigns
“If the walking time to use an overpass is 50
percent longer than crossing at street level,
almost no one will use the overpass.”
(Moore and Older, 1965)
(Moore and Older ,1965)
Speed and Road Safety

• Speed has serious

consequences when
a pedestrian is
involved
• Faster speeds also
increase the
likelihood of a
pedestrian being hit.

Pedestrian’s chance of
death if hit by a motor
vehicle: (Source: U.K. Dept of
Transport)
 Improving Motorcyclists’ Safety
Objectives
1. Reduce motorcyclists’
mixing with vehicular traffic
2. Improve visibility for motor
vehicles and motorcyclists
3. Reduce Vehicle Speed
4. Improve motorist safety
awareness and behavior
Strategies
a. Provide exclusive motorcycle lane where
possible (Commonwealth Ave may be a good
pilot site)
a. Prohibit squeezing in between vehicles/lanes
b. Headlight on policy for motorcyclists
c. Improve reflectorization/conspicuity of
motorcyclists (e.g., use of light colored
helmets)
a. Impose speed limits
b. Install traffic calming measures
a. Promote helmet usage
b. Provide education, outreach, and training
c. Implement enforcement campaigns (helmets,
drink & driving)
Development of Safety Action Plans

• An action plan must be realistic,

achievable and affordable. It should
focus on measures which have been
shown to be cost effective.
• This plan should be reviewed annually
and evaluated on a regular basis.
Contents of Safety Action Plan

• Measurable Target
• Balanced program of actions covering the
following areas:
• Highway improvements – good design will save lives; low cost
improvements at dangerous sites are particularly effective
• Vehicle safety – any improvement or testing program should
concentrate on basics such as tires, brakes, lights and reflectors.
• Education, training, and publicity- key measures to improve behavior
and safety awareness of all categories of road users.
• Legislation and enforcement – many countries have found that taking
actions on seat belt, crash helmet, alcohol and speed control have been
particularly effective.
• Emergency services – prompt actions in the ‘golden hour’ immediately
after an accident is particularly effective.
 Have Focus
Target on:

• most vulnerable user

Focus 1

group; or Focus 2

• most problematic location.

Focus 3

Specific Targets:
• save more than __lives
over a period of __
years; or

• reduce death rate by

__ % from year _ to
year _.
Funding and Support for Road Safety

• Road safety is only one of the many

competing demands for your scarce
resources
• But it is essential that it is not
overlooked in developing plans and
policies.
Resource Allocation in Time

Aim for least resource

with greater impact Resource Needed
on reduction

No. of Accidents

time
Where do we go from here?
No. of road crashes
?

Our efforts

Time
 2011-2020
A Decade of Action for Road Safety
(UN)

100 governments/nations and the UN commit to a Decade

of Action for Road Safety with the aim of reducing by 50%
the projected increase in global road deaths between 2010-
2020.
Sector 1 Coordination & Management of Road Safety
Sector 2 Road Accident Data Systems
Sector 3 Road Safety Funding
Sector 4 Safe Planning and Design of Roads
Sector 5 Improvement of Hazardous Locations
Sector 6 Road Safety Education of Children
Sector 7 Driver Training And Testing
Sector 8 Road Safety Publicity Campaign
Sector 9 Vehicle Safety Standards
Sector 10 Traffic Legislation
Sector 11 Traffic Police and Law Enforcement
Sector 12 Emergency Assistance to Road Accident Victims
Sector 13 Road Safety Research
Sector 14 Road Accident Costing
Sector 15 Private Sector and Community Involvement
Overall Objective: 50% reduction in fatalities and
serious injuries on the roads of Asia and the Pacific over the
period 2011 to 2020.

8 Goals:
1. Make road safety a policy priority
2. Make roads safer for vulnerable road users
3. Make roads safer and build ‘forgiving roads’
4. Make vehicles safer and encourage responsible ads
5. Improving national and regional safety system management,
and enforcement
6. Improving cooperation and fostering partnership
7. Developing Asian Highway as a model for road safety; and
8. Providing effective education on road safety awareness.

5 Pillars of Road Safety:

1. Road safety management
2. Safer road
3. Safer vehicles
4. Safer road users
5. Post-crash response
 Reference to original Action Plan

Goal 2: Make roads safer for vulnerable

road users

Goal 8: Providing effective education on

road safety awareness.
Introduction to Road
Safety Audit (RSA)
 The road traffic system

Road

Vehicle Driver

Improving road safety requires an integrated approach

that considers the road, the vehicle, and the driver.
3 Fundamental solutions
Engineering

Education Enforcement

Improving road safety requires an integrated approach

that considers engineering, education,
and enforcement solutions.
Infrastructure safety management

• A systematic approach to improve and

manage road infrastructure safety by:
 Applying PREVENTIVE strategies
 Applying REACTIVE strategies
• Integrating safety in all phases of planning,
design, and operation of road infrastructure

Source: Bose, D. and Job, S., World Bank, GRSLC 2016

 Road Road Road Black Network
Safety Safety Safety Spot Safety
Impact Audit Inspectio Managem Managem
Assessm n ent ent
ent

(RSA) (NSM)
(RIA) (RSI) REACTIVE
(BSM)
PREVENTIVE
STRATEGIE
STRATEGIES
S
New
Existing Roads
Schemes

Approaches
 Yes New
Roa
d? No

Cra
•Road Safety Yes No
sh
Audit
Dat
• Road Safety
a
Impact
•Black Spot Management
Assessment • Road
• Network Safety Safety
Management Inspection

Road Safety
Audit
Guidelines Road Safety
Road Safety
Inspection
Manuals
Guidelines

Approaches
COMPARISON

Advantage Disadvant
Strategy
s ages
Preventive • Before the • Hard to justify
crash funding; no
• Lives are saved perceived
problems

Reactive The problem is • Requires crash

documented data
• Too late for the
dead/injured

Source: Bose, D. and Job, S., World Bank, GRSLC 2016

Road safety impact

• Identifies the likely effects of proposed roads or

policy actions on safety
• Covers the whole road network
• Assesses the impact of plans with a wider scope:
Road Safety Master Plan
• Very few countries are applying it ( ex.
Netherland)

Source: Bose, D. and Job, S., World Bank, GRSLC 2016

Road safety AUDIT

• A systematic procedure to integrate road safety

knowledge into road design or road improvement in
order to reduce the risk to which road users are
exposed
• Look beyond the compliance with design standards
• A formal evaluation carried out independent
authorities and trained experts

Source: Bose, D. and Job, S., World Bank, GRSLC 2016

 Old criteria used by highway departments for route location:
• Economics - Costs of construction and maintenance
• Feasibility of construction
• Route distance
• Number of grade separations
• Connections to adjacent cities

Traditional considerations Broader Considerations

• How to gain street capacity and relieve • Relocation of people
traffic congestion • Air pollution
• Pattern of traffic into and out of the city • Noise pollution
• Diversion of truck traffic off of local • Environmental sensitivity
streets • Expansion of the concept of
• Diversion of total traffic off of local economics
streets • Changes in land use
• Development of adjacent land • Increased concern with regional
planning
RSA planning
• Safety considerations of all road users (autos,
pedestrians, bicyclists)
• May be able to make minor changes to enhance
roadway safety
• Look beyond traditional factors
• RSA planning can influence location
Road Crash Prevention
What is Road Safety Audit (RSA)?
• A systematic procedure that brings traffic safety
knowledge into the road planning and design
process to prevent road crashes.
• Has greatest potential and most cost-effective when
applied to a road or traffic design before it is built.
• A formal systematic road safety assessment or
‘checking’ of a road or a road scheme.

“PREVENTION IS BETTER THAN CURE.”

 Road Safety Reviews
 A safety review uses a small (1-2
person) team with design
expertise.
 Safety review team members are
usually involved in the design.
 Field reviews are usually not part
of safety reviews.
 Safety reviews concentrate on
evaluating designs based on
compliance with standards.
 Safety reviews do not normally
consider human factors issues
(driver error, visibility issues,
etc. )
 Safety reviews focus on the needs
of roadway users.
 The safety review is reactive.
Hazardous locations are identified
through analysis of crash
statistics or observations and
corrective actions are taken.
RSAs
 A safety audit uses a larger (2-4
person) interdisciplinary team.
 Safety audit team members are
usually independent of the project.
 The field review is a necessary
component of the safety audit.
 Safety audits use checklists and field
reviews to examine all design
features.
 Safety audits are comprehensive and
attempt to consider all factors that
may contribute to a crash.
 Safety audits consider the needs of
pedestrians, cyclists, large trucks as
well as automobile drivers.
 Safety audits are proactive. They look
at locations prior to the development
of crash patterns to correct hazards
before they happen.
 Collection and storage of basic data on:Data Provision
- Accidents
Road Crash - Traffic
- Road characteristics/conditions

Reduction Accident data retrieval by road unit

(site, length, area) Problem site
Outline of procedures for Problem site listing by and situation
identification, diagnosis statistical and numerical techniques identification
and selection of sites Verification and, occasionally, extra data from police
files

Detailed analysis of data incl statistical/ numerical

On site observation Conflict

studies
Diagnosis of
problem Location sampling

Road condition
marking

Identification of problem
Final (accident
reduction and Identification of possible remedies
derived
Choice of remedy most likely to provide maximum
benefits) commensurate economic benefits
Identification of black spots

Source: MMDA MMARAS

Examples of Assessment of Road Safety

Accident Rates
• Accident per 100,000 population

N
Ap  100,000
P
• N: no. of accidents
• P: population

A town has a population of 350,000 in 2008. In the same year, the number of
accidents was 620. Determine the accident rate in 2008.
620
Ap  100,000 177 accidents per 100,000 population.
350,000
 • Accident per 10,000 registered vehicles

N
Av  10,000
V

• N: no. of accidents
• V: no. of registered vehicles

The town in the previous example has 122,400 registered vehicles in 2005.
Determine the accident rate per registered vehicles.

620
Av  10,000 51accidents per 10,000 vehicles.
122,400
Benefits of RSAs

• May help produce designs that reduce

the number and severity of crashes
• May reduce costs by identifying safety
issues and correcting them before
projects are built
• Consider human factors in all facets of
design
In which situations can RSA be
used?
• Can be applied to :
• all kinds of road projects – new road
construction; rehabilitation of existing
roads
• Small and large projects
• Both rural and urban roads
• Specific operating and maintenance
activities on existing roads and for
systematic assessment of road safety
aspects on existing roads and road
networks.
 WHEN AND WHERE TO PERFORM
Road safety AUDIT
• Both on urban and rural roads
• On road projects at successive stages :
• Planning
• Design
• Implementation
• Operations
• The earliest the audit is started, the
easiest it will be to influence or bring
changes to the project

Source: Bose, D. and Job, S., World Bank, GRSLC 2016

When to conduct RSA
Stages
1: FS stage (or conceptual
development)
2: Draft Design stage
3: Detailed design stage
4: Pre-opening stage
5: Roadwork traffic scheme
audit
6: Audit of an existing road
Things to consider
Assessment of safety performance of
options/alternative schemes; identify
safety needs of various road users
Chosen standards;
interchange/intersection layouts
Sight distances, pedestrian safety,
veh. conflict points
Conduct site inspection (driving thru
the site, walking/cycling (day and
night) to ensure that construction has
addressed earlier audit concerns
Roadside hazards, temp. signages,
safety for works personnel
Even though some roads have
audited when they were built, traffic
patterns and the use of the road may
have changed over time.
Project Audit Criteria (DPWH)

Cost of Road project

Audit Stage
Major projects Medium projects Minor projects
>P50M P10M-50M <P10M

1: FS All projects Not required Not required

2: Draft Design All projects All projects (either At discretion of the

stage 2 or 3) DE(either stage 2, 3
3: Detailed Design All projects or 4)

4: Pre-opening All projects All projects

5: Roadwork Traffic Any road work traffic scheme that is to remain in place for more than
Schemes 2 months

6: Existing roads National highway sections are to be audited each year at the
direction of the DE, and as resources permit.
Who should perform an RSA
• Team of people who have experience and expertise
in:
• Road safety engineering
• Accident investigation and prevention
• Traffic engineering
• Road design
• Benefits of having a team:
• Diverse backgrounds
• Cross-fertilization of ideas
• More heads are better than one
• Understanding of:
• Traffic engineering and traffic management
• Road design and construction techniques
• Road user behavior
Arrangements for undertaking
RSA (Parties involved)

• The Designer(s) – could be an in-house team

or specialist consultant engaged by the road
authority.
• The Client – the road authority responsible
for the project
• The Auditor(s) – who carries the audit; may
come from within another independent part
of the road authority or consultants

The client makes the final decision should

disagreement occur between the designer
and the auditor.
Steps in a RSA
Steps Responsibility of:
1. Select the Audit Team Client or designer
2. Provide the background Designer
information
3. Hold a commencement Client/designer/audit
meeting team
4. Assess the documents; Audit team
inspect the site
5. Write the audit report Audit team
6. Hold a completion Audit team and
meeting client/designer
7. Write the responses Client and designer
8. Implement the changes Designer
Risk Assessment in Considering
Audit Recommendations
• RISK – defined as the combination of the likelihood and the
consequence of a crash occurring.

• Likelihood of a crash occurring depends on various factors:

­ Driver behaviour(inattention, fatigue, risk taking)
­ Road quality (surface, alignment, etc.)
­ Vehicle (poorly maintained brakes, windscreen wipers, etc.)

Frequency Description
Frequent 1 or more times per month
Occasional More than once per yr (but less
than 12)
Infrequent Less than once per yr.
• Consequence of the crash depends on speed
of vehicle, severity of roadside hazards and the
ability of the vehicle to protect the occupants

Severity of an accident Description

Very serious Multiple fatalities, severe

injuries
Serious Single fatality, severe
injuries
Minor Minor injuries, property
damage
Risk category

• The risk is estimated from the

likelihood and consequence scores:

Consequence

Very Serious Minor

serious
Likelihood

Frequent High High Medium

Occasional High Medium Low

Infrequent Medium Low Low

Treatment priority

Risk Suggested treatment priority

High Must be corrected or the risk
significantly reduced at the earliest
possible time.
Medium Should be corrected or the risk
significantly reduced as medium priority
works.
Low Should be corrected or the risk
significantly reduced as low priority
works.