ROAD SAFETY STRATEGY FOR KERALA

1.Past Road Safety Actions in Kerala

1.1. The implementation of the Road Safety Action Plan as a component of the World Bank supported KSTP Project began in mid 2004. The primary aim of KSTP Project was to improve traffic flow and road safety on Kerala’s primary road network. The key objectives of the Road Safety Action Plan component of the KSTP to be conducted through 13 tasks are as follows:

• Review, update and publish the Kerala Road Safety Action Plan

• Support Government committees, agencies or organizations responsible for road safety co-ordination and management.

• Review funding for road safety and research additional sources

• Promote community and non-government organization (NGO) involvement in road safety.

• Help the police enforce the traffic laws more effectively

• Review the traffic legislation and recommend improvements

• Plan and help implement an all-year-round programme for publicity campaigns

• Prepare a road safety education programme for children and others

• Review the vehicle testing system and recommend improvements

• Review the driver licensing, training and testing system and recommend improvements

• Help develop a programme of road safety research

• Review the present arrangements for emergency medical assistance to road accident victims and recommend improvements, and

• Help stakeholders make use of the new road accident geographic information system
  

1.2. The key issues identified in the Road Safety Action Plan for successful implementation were as follows:-

• Ensuring the full co-operation with and from the various road safety engineering activities in Kerala

• Participation of local experts in programme development

• Contribution by local organizations and agencies to the Implementation Programme

• Development of cross-boundary co-operation between organization at all levels

• Provision of adequate support resources for the implementation plan, particularly appropriate staff

• The ability to provide resources, particularly from the procurement budget, within the timelines dictated by the programmes and

• The ability of local entities to accept the transfer of responsibility

1.3.  Four model road safety programmes were developed with an action plan as follows:-

a) Two wheeler safety through helmet wearing both for riders and pillion passenger
b) Occupant safety with seat belt use
c) A mass publicity campaign in the four types

• Information campaign

• Behaviour change campaign

• Agenda setting campaign

• Inter agency campaign

d) NH 47 Road Safety demonstration trial for 80 km NH between Trivandrum and Kollam

1.4. The conceptual framework of the Road Safety Action Plan of KSTP is given in Annexure 1.
1.5  Road safety was one of the major initiatives in MGP in the year 2003

2. Safety Situation on Roads in Kerala

• Kerala is 11th among the states in India on the number of deaths in road accidents with Maharasthra and Andra Pradesh topping the fatalities

• Kerala is 3rd among the states in India on the number of injured persons after Tamil Nadu and Karnataka

• Even though accidents per 1000 vehicle are decreasing, deaths are increasing on Kerala Roads

• National Highways accounting for 2% of road lengths, account 22% of accidents 

• 33% of the accidents are involving two wheelers in Kerala

• 19% of the deaths are from two wheelers in Kerala

• There is an increase in the number of accidents involving lorries and trucks (3805 in 2008) (2126 in 2006)

• Worst bus accident rate is in Kozhikode district ( 99 accidents per 1000 buses

• Highest rate of cars/jeep/taxis accidents is in Alappuzha district (17.23/1000)

• Highest accident rate is in Idukki district (15.61/1000) vehicles)

• Maximum NH accident is in Trivandrum district (1485 in 2008)

• Maximum SH accidents is in Ernakulam district (611 in 2008)

• Accident rate of KSRTC buses is 220/1000 vehicles against the state average of 8.5 accidents per 1000 vehicles [1096 accidents are caused by KSRTC buses in 2008 (1211 in 2006)]

• 65% of all accidents and solely due to human error and lapses

• In 28% of the traffic accidents, drivers consumed alcohol beyond permissible limits in a Bangalore study
  

3. Reasons for Road accidents & Road Safety Measures
a) Categorisation of Road Safety Measures ( Yannes et al, 2008 )

B) Traditional approaches to Remedial measures

• ‘Predict and provide’ has been the conventional approach by predicting the number and density of road users/vehicles and providing more roads for accommodating the increased user volume

• Cost benefit assessment and return on Investment criteria had been used in planning new road projects as part of infrastructure development, emotional satisfaction, anti poverty measure ,etc.

• Sustainable transport approach considering environmental, economic and social impact is in vogue since late 1990’s (Required in Kerala)

• Multi-model transport approach ,for taking away substantial traffic away from roads to water, rail and air ,followed wherever other modes of transport are feasible (feasible in Kerala)

• Reducing the mobility needs approach – video conferencing, e-shopping, online education, e-entertainment, working from home, reduced work days/week, self contained townships etc.

d) Strategy renewal for Road Safety in Kerala

5.1. Road Safety Targets

‘Anything measured gets done’ is a diction essential for road safety strategy formulation and strategy implementation. The likely targets for road safety for Kerala can be
(i) reduce road accident deaths and serious injuries by 40% by 2015 with 7% reduction each year
(ii) reduce minor road accident injuries by 10% every year
(iii) reduce accidents causing serious injuries to children by 50% by 2015
(iv) Divert passengers and goods from road, by 10% each year ,to water transport (inland plus sea transport )

5.2. Vision:- Safe, speedy, comfortable and environmentally sustainable mobility for all through roads and other means of transport by 2015

5.3. Strategic Choices (long term) 

• Focus on inland water transport with speedy, cost effective, comfortable and frequent boat services; developing efficient embarkation points (jetties) near to major towns – connecting with public transport aligned to boat timings

• Focus on sea transport from Trivandrum to Kasargod stopping at Cochin and Kozhikode ports with least turn around time, with speed, passenger capacity and all weather operations as major factors

• Consider not to have any new roads or further widening on North Sough direction on environmental impact consideration and availability of alternative modes of transport.

• Lobby for more limited stop fast trains between Kasargod and Trivandrum

• Planned relocation of commercial ventures and institutions near to minor ports and inland water way boat jetties (give permissions/licenses only at new near water growth centres)

• Convert excess land of KSRTC bus stations as city gardens instead of concrete commercial complexes. Commercial complexes attract more smaller vehicles to city/town centre hence no more multiplexes and big malls in the city/town centre area.

5.4. Stakeholders of Road Safety in Kerala (who are affected & who can contribute)

5.5. SWOT analysis for sustainable and Safe Transport in Kerala

Strengths	Weaknesses
Potential of water Transport Educated population Dynamic mass media School network Organized NGO networks (IMA, PTA, Kudumbasree, Lions, Rotary, SHG ) R & D organization – NATPAC Network of hospitals Traffic IGP, Traffic police, Highway patrols	High density of vehicles & population More Road side activities and ribbon banding Mixed vehicles &a few animals Narrow roads & high speed vehicles; prolonged rainy season Uncertainty of detection & punishment of violators Lack of appropriate ambulances Inadequacy of trained rescuers Inexperienced / less skilled drivers on roads
Opportunities	Threats
Road Safety Act – Structures Road Safety Fund Highway patrol system KSRTC & Govt. Vehicles becoming models in traffic law abiding Tourism department regulating tourist taxi services Education department regulating school/college bus services Media support for social and public health issues Availability of technology like alcometer, camera, interceptor	Lack of persistent public attention & interest General public approach of protest first and external locus of control. Custodian of roads not defined Road side distractions to drivers attention- increasing due to advertisements. Worsening mismatch of vehicle quality, road quality and driver quality. Inadequacies in professional management approach to problem solving and decision making

5.6. Integrated Sustainable Transport Policy

• Integration of road, rail, inland water, sea water and air transport modes

• PDCA concept in project implementation aligned to long term strategy

• Craft strategies for clean, safe and comfortable Kerala in Campaign mode

5.7. Road Safety Programmes Implementation Framework- 7 S Model

Style : Road safety commissioner will be the Chief Co-ordinator of all road safety related activities-5 E thematic framework and 7 S implementation framework; and style is coherence enhancement between multiple stakeholders at micro, meso, and macro levels and coherence between micro, meso and macro lends. The RS Authority will utilise the strengths, exploit the opportunities, work to reduce the weaknesses ,address sincerely the threats in the swot

5.8. Potential Actors for Road Safety for sustainable co-operative advantages (configurations with focus)

5.9. Department wise major recommendations on 5 E Framework

6. General Recommendations

• Five road safety coordinators/cell within the Road Safety Authority to plan organise, co-ordinate, implement, monitor each of the 5 Es of Road Safety reporting to the Road Safety Commissioner who is reporting to RSA Chairperson.

• Define and publish who is the custodian of roads at district level and state level

• All government vehicles/PSU vehicles/KSRTC vehicles be made models in adhering to traffic Rules with respect to speed, parking, signals, headlight dipping, break light, lane discipline, overtaking etc.

• Media countdown on Annual Road Safety week till November 1st with short messages or information each day in a box issued by Road Safety commissioner

• Conduct monthly press conferences on Road Safety priorities and progress as a communication method to all road users and stakeholders.

• Implement long term strategic choices given in section 5.3 by appropriate policy decisions, programmes and budgets

• Prioritise use of helmets by rider and pillion passenger and checking drunken driving in enforcement; commercial feasibility assessment and programme development for transport of passengers and good through water using minor seaport and inland waterways in engineering, in first year strategy implementation

7. References

• Road safety Seminar proceedings held at Kozhikode dated 08-2009

• Road Safety Seminar proceedings held at Cochin dated 28-08 2009

• Road Safety Seminar proceedings held at Alappuzha on 29-08-2009

• Road Safety Act

• Port Policy in Government of Kerala website

• KSRTC bus station multiplex project documents

• Road Safety Action plan project of May 2006 (pwd )

• Road Safety Action policy and plan- NATPAC, July 2009

• Accident decline in Kerala -NATPAC-, May 2009

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• Law of Motor Vehicles & Motor Accident Claims – III rd Edition, 2009, published by EM Tee En Publications, Perandoor Road, Kaloor, Kochi, Edited by George Johnson and Dominic Johnson
  
  Prepared by Dr. Jacob Thomas IPS
  07-08-09