The EU Twinning Project: Enhancing road safety in Egypt through the reform of road safety planning and operations

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1 The EU Twinning Project: Enhancing road safety in Egypt through the reform of road safety planning and operations Dipl. Ing. Hans-Joachim VOLLPRACHT, RTA

2 BACKGROUND of the project In Egypt road death is the second most common cause of death. In addition to loss of lives, injuries and permanent disabilities, road accidents result in other damages including reduced productivity, losses of public and private belongings and social spending. 2

3 The 3 levels of the project A: The National Road Safety Policy with 2 components and 13 activities B: The Infrastructure Safety Management of GARBLT with 3 components and 20 activities C: The implementation of reactive and proactive strategies for safer roads inclusive an improved accident data base with 3 components and 16 activities 3

4 Road Safety is a complex system, with many steakholders involved Research&development Legal regulations Traffic rules Police controll Car techniques & maintenance Vehicle Enforcement Punishment Road works Crash tests Road maintenance Urban development Engineering Road Road design Education Emergency Transport of victims Treatment of victims Natural influences Education by parents and schools, safety campaigns It needs to coordinate their activities on the National level! 4

5 On the national level in Egypt. A National Executive Programme for Roads Safety was drafted in 2007 and implemented in

6 Coordination of Legislative Reforms is the task of the National Road Safety Board The Twinning Project will help in the strategic strengthening of the Board (NRSB) to develop a 3-years rolling action plan for all stakeholders Legal and technical regulations for pedestrian and for trucks will be one of our special focuses 6

7 Trucks have a crucial influence on road safety in Egypt Main reasons: overloaded, load not properly fixed, bad techical conditions (tires, brakes, steering) Sleepiness of drivers, 7

8 High amount of Accidents with trucks > 50% of the victims But vulnerable Road Users may be most of the victims 8

9 Improve road accident data base There is no stationary signing along highways and motorways for accident localization Information in the accident reporting sheets is too poor for engineering counter measures Police in the provinces is mostly untrained in accident investigations. Hard and soft ware for accident reporting has to be improved Dipl. Ing. Hans-Joachim Vollpracht 9

10 Severe Accidents in Egypt in 2008 Source Accidents Injuries Fatalities MoI ??? MoH, Ambulance Different data bases of Police and Ambulance because Police does not get the information of all accidents : A gap in the emergency call system

11 The Pilot for the Egyptian accident data flow 11

12 Identify infrastructure +traffic regulation safety problems and create an integrated Road Safety Action Plan It will tackle the most decisive deficiencies of the Road Network with short, medium and long term countermeasures. The work on identifying the safety problems by Road Safety Inspections and Audits is going on. Pilot road sections have been selected for the performance of infrastructure improvements. Road engineering follows the system approach 12

13 Enforcement Man/Machine Interface Vehicles The system approach : Human ITS Education Human factors Road The physical factors Adapt the technical parts of the system to our 13 abilities and limitations! 12 Axioms:

Axiom 1:An efficient and safe road network is organize like our blood system: Prenzlau Perleberg Neuruppin Eberswalde Oranienburg Rathenow Brandenburg Potsdam BERLIN Seelow Frankfurt (Oder)

14 Axiom 1:An efficient and safe road network is organize like our blood system: Prenzlau Perleberg Neuruppin Eberswalde Oranienburg Rathenow Brandenburg Potsdam BERLIN Seelow Frankfurt (Oder) Beeskow Luckenwalde Lübben Cottbus Forst Herzberg Senftenberg The main arteries will never provide the surrounding tissue directly. And the main roads of the road network shouldn t October 11th to 13th 14

15 False settlement policies and endless linear settlements may be the most crucial disaster for road safety in emerging countries (Vietnam) 15

16 Axiom 2: Avoid mixed functions in Express road Bilbeis -Zagazig Egypt! By separation of the fast and far traffic from the slow local traffic and By a strict access control Motorway Alexandria Port Said Express road Nr 1 to Alexandria 16

17 Axiom 3: follow two different design principles: 1. Geometric design for urban roads Most important factors are the shape and size of vehicles and Mixed Functions 2: Dynamic Design for interurban roads Decisive dynamical formula is : fr + q =v2/g*r fr = skid resistance q = cross fall/ super elevation v = speed, g = gravitation, r = radius Wider lanes, special alignment and intersections October 11th to 13th 17

18 Axiom 4: Provide sufficient Road Drainage! (and prevent other natural disasters) Drainage of the road surface by a cross fall in straights of 1,5 to 2.5% and Coordination of horizontal and vertical alignment (of interest in the Nile Delta) October 11th to 13th 18

19 Axioms 5-11: design self explaining roads by the respect of Human Factors. Physiological Factors I: Strain and workload II. Perception Factors of user behaviour III. Orientation and Anticipation IV. Choice of speed Dipl. Ing. Hans-Joachim Vollpracht 19

20 Axiom 5: Yerkes-Dodson-Law. HF I.2: Undercharge by Monotony quality of performance high low low level of workload high Hacker 1984 HF I.3: Overcharge by information and events Dipl. Ing. Hans-Joachim Vollpracht 20

21 Special egyptian qustion: How to avoid Monotony and sleepiness? Western Desert Road Cairo Ismailia Motorway Dipl. Ing. Hans-Joachim Vollpracht 21

22 Axiom 6: Assist road users perception! A 6.1: Avoid optical illusions A 6.2: Avoid delayed and restricted perception A 6.3:Avoid Figure-Background-Problems A 6.4: Use Multiple codes.. October 11th to 13th 22

23 Avoid optical illusions! Curve in a dip A curve in a dip seems wider than on a hill top. The result is that road users drive faster in the dip than they should Curve on a top Dipl. Ing. Hans-Joachim Vollpracht 23

24 and delayed and restricted perception Spectral sensibility (Goldstein 1996) 400nm 500nm 600nm 700nm blue green yellow red wavelength the rods and cones of the retina detect green and yellow with a higher sensibility than red Dipl. Ing. Hans-Joachim Vollpracht 24

2009 The perception of the signs is improved by

25 Example Figure-Ground-Problem Chevrons are not detectable The perception of the signs is improved by a yellow frame. Dipl. Ing. Hans-Joachim Vollpracht 25 Birth 2001 / Wartmann 2002

26 There are high standards for signing in GARBLT Dipl. Ing. Hans-Joachim Vollpracht 26

27 But Road Marking is a climate problem We will work on the standards Dipl. Ing. Hans-Joachim Vollpracht 27

28 Axiom 7: Use Different road design for different types and functions of roads! Dipl. Ing. Hans-Joachim Vollpracht Höppner, 2002, Vollpracht

29 for interurban roads Motor way 120 km/h Express way 100 km/h Highway 80 km/h Community connection 60km/h October 11th to 13th 29 BSVI 2001 / Vollpracht 1999

30 .and for the right of way at intersections 30

31 Axiom 8: Never misleade the driver! old way bus stop 31

32 But give clear orientation for changes in direction and speed HVO-Guideline, Birth/Staadt /Sporbeck

33 Orientation needs time. reaction time (sec) th-Percentile-Driver (slow) 8 5 t h - P e r c e n t i l e D r i unexpected u nsituation e x p e c t e d v e r e x p e expected situation c t e d Median Driver (fast) 1 unexpected M e d i asituation n D r i v e r u n e x p e c t e d expected situation e x p e c t e d Ashto, I n f o r m a t i o n C o n t e n t [ B i t s ] 1 bit = one decision for: drive right/ashto information content (bits) The more information we need the longer is our reaction time ft, at first/second, drive through/stop, traffic light red/green, fast/slow,... preparation preparation Ashto,

34 Axiom 9: Never surprise the driver! Drivers make mistakes if the situation suddenly changes. Use transitions where ever the situation will change! October 11th to 13th 34 Vollpracht, B 1 / OU Müncheberg

35 Logical expectation of the alignment Road must follow driver s perception logic = consistent alignment. Avoid The stair-stumbling-effect Dipl. Ing. Hans-Joachim Vollpracht 35

36 Never surprise the driver! If the road course is jumping aside it is very surprising Dipl. Ing. Hans-Joachim Vollpracht 36 Vollpracht, B 1 / OU Müncheberg

37 Drivers need time to plan, check + correct their reaction. Preparation Area of perception: What s going on? 2-3 Sec Area of approaching: Plan, check + correct reaction 2-3 Seek Braking area: technical slow-down Reaction Transition Area How to provide transitions? Dipl. Ing. Hans-Joachim Vollpracht 37

38 Axiom 10: Provide different preparation + reaction distances for different speeds Speed 100 km/h 80 km/h 60 km/h 2-3 seconds Orientation 2-3 seconds Approaching Breaking until stop m m m m m m 115 m 65 m 35 m Total distance for orientation m ~ 300 m m~ 200 m m ~ 140 m Dipl. Ing. Hans-Joachim Vollpracht 38

39 A 11: Take into consideration the interrelation between the choice of speed and design features 600m 500m 400m 300m 200m 100m 300m 300m 0m Speed-related point of focus: 100km/h = 600m 65km/h = 350m km/h 90 m 130 m 80 km/h 65 km/h Roth, 1973 in: Cohen, 1984 The farther the sight distance the faster the speed Avoid long straight road sections! 39

40 12: Give error forgiving road sides! 50 bus passengers drowned in a channel But passive safety installations may be dangerous obstacles 40

41 Cooperation with BASt is intended

42 Implement a Road Infrastructure Safety Management Road Safety Impact Assessment Road Safety Audit Road Safety Inspection Network safety ranking Ranking of high accident concentration (RIA) (RSA) (RSI) (NSR) (RAC) Pro-Active (Prevention) Re-Active (Cure) New Schemes Existing Roads 42

43 The example of Eastern Germany since 1979 shows: road engineering is successful! Fatalities Unfalltote Increasing motorization Crash barriers along motorways Dangerous sections management Strong enforcement Network safety ranking Dipl. Ing. H. J. Vollpracht 43

44 The traditional road engineering approaches to safety. Countermeasures 2 Accident Investigations 1 Too many accidents 3 Design Construction Operation Dipl. Ing. H. J. Vollpracht 4 5.is reactive 44

45 1991 till fatalities 2 serious injuries Quick wins by Black Spot management a reactive approach on the bases of accident data 1994 till 1996 No accidents 45

46 Low cost measures for accident reduction up to 80% Dipl. Ing. H. J. Vollpracht 46

47 PIARC: The pro-active approaches: RSA and RSI Dipl. Ing. H. J. Vollpracht 47

The Definition from the World Road Congress in Kuala Lumpur 1999: The proactive approach Road Safety Audit is a formal systematic road safety assessment of road or road

48 The Definition from the World Road Congress in Kuala Lumpur 1999: The proactive approach Road Safety Audit is a formal systematic road safety assessment of road or road scheme carried out by an independent, qualified auditor or team of auditors who report on the projects accident potential for all kinds of road users. Dipl. Ing. H. J. Vollpracht 48

49 Partners of the Audit process The client or Road Administration is the decision maker Administration client The auditor, audit team or audit centre is the advisor Consultant designer Audit team or audit centre The audit centre will organize the training and certification Dipl. Ing. H. J. Vollpracht 49

50 The agreement of Paris 2007 We need a : formal systematic road safety assessment of road or road scheme carried out by an independent, qualified inspectors or team of inspectors who report on the existing road accident potential for all kinds of road users. 50

51 PIARC Questions and Answers NEW ROAD EXISTING ROAD SCHEMES NETWORK Road Safety Audits (RSA) RSA Checklists Catalogue of Design Safety Problems and Countermeasures Road Safety Inspections (RSI) RSI Checklists Improved Safety of Road Infrastructure Dipl. Ing. H. J. Vollpracht 51

52 The 8 road characteristics which have to be checked in RSA and RSI Ministerialdirigent Dipl.-Ing. Hans-Joachim Vollpracht 1. Functions, 2. cross sections 3. alignment 4. Intersections 5. Services, rest areas, markets and access control 6. Needs of vulnerable road users 7. Signing, marking and lighting 8. Road side features and passive safety 52

53 ..we find a catalogue of serous design deficiencies responsible for hazardous road sections and quick losses by well meant investments 53

54 The International Transport Forum Based on a long term vision of non seriously injured considers safety as an ethical imperative accommodates human error Requires fundamental changes in: how stakeholders encouraged to take action to improve safety how the road environment is managed 54

55 أدناها إماطه الا ذى عن الا يمان بضع وسبعون شعبة الطريق Faith is more than seventy branches, minimum of them is keeping harm off the road Dipl. Ing. Hans-Joachim Vollpracht 55

ROSEE RSA/RSI Introduction courses ROSEE Speed Management courses

ROSEE RSA/RSI Introduction courses ROSEE Speed Management courses ROSEE PP8 UL FGG-PTI & WP4 leader Kostanjsek, Jure & Lipar, Peter Munchen, June 6, 2013 ROSEE WP4: Safe Roads and Mobility RSA/RSI course