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Road Safety Enforcement

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ROAD SAFETY By

ENFORCEMENT Ranja Bandyopadhyaya


NIT Patna
ASPECTS
POINTS TO DISCUSS
Safety Rules & Enforcement
WHO suggestions
Indian laws

Design of Enforcement Policies


Driving Tasks
Speed Choice
Positive Guidance
Conclusions
ENFORCEMENT
 Enforcement of traffic laws improves compliance and reduces road
traffic fatalities, injuries and related socioeconomic costs
The five main behaviors most likely to result in road traffic injuries are
Drinking and driving
Not using a helmet
Not using a seat-belt
Not using child restraint
Over-speeding

Although many countries have laws that address these risky


behaviors, they may not be fully enforced
 World Health Organization (WHO)
ENFORCEMENT
Listing risky behaviour in Indian context
Using Mobile Phones while driving
Red Light jumping
Driving on opposite traffic lane
Overtaking from wrong side
Turning without giving signal
Inadequate driving training for para-transit (Auto/e-rickshaw) drivers
Jaywalking/using mobile for talking or listening to music while walking
ENFORCEMENT
WHO suggestions
Establish and enforce laws at national, local and city level
 When establishing new laws or amending existing ones,
consider the evidence on best practices
Laws that do not meet best practice are less likely to have an impact on road
traffic deaths or change the behaviour of drivers and passengers

Speeding laws
National speed law in place
Speed limits on urban roads 20 – 30 km/h
Local authorities have the power to modify national speed limits
ENFORCEMENT
WHO suggestions
Drink-driving laws
National drink-driving law in place
Drink-driving law is based on blood alcohol concentration (BAC) or
equivalent breath alcohol concentration (BrAC)
BAC limit for general population ≤ 0.05 g/dl, but limit for young/novice drivers
≤ 0.02 g/dl
ENFORCEMENT
 WHO suggestions
Motorcycle helmets laws
Ensure that National motorcycle helmet law is in place
Law applies to motorcycle drivers and passengers
Law applies to all road and engine types
Law requires helmet to be properly fastened and meet a national or
international standard
 Seat-belt for cars
National seat-belt law in place
The law applies to drivers and front- and rear-seat passengers
ENFORCEMENT
Other enforcement points
Consider adding reflective tape to your clothing to make it easier for other
drivers to see you
Don’t assume drivers see you: signal well in advance before changing lanes and
watch for turning vehicles
No use of mobile phones during riding

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ENFORCEMENT
 Riding a Two-Wheeler without a Helmet On
One must wear a helmet at all times while riding a two-wheeler
The law states that all individuals on a two-wheeler must put on helmets
and not just the driver
Penalties for non-compliance with this rule come in the form of fines of
up to Rs.1000
In serious cases, traffic authorities may decide to suspend the license for
a period of up to 3 months as well

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ENFORCEMENT
Always wear a DOT compliant helmet
Section 129 Motor Vehicles Act '88
The provisions require the protective headgear to conform to the standards of
Bureau of Indian Standards
The law thus requires that all protective helmets for motorcycle riders should
meet or exceed the minimum performance requirements specified in the
corresponding Indian Standard

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ENFORCEMENT
Turban
The provision to section 129 MVA'88 stipulates that the requirement for
wearing protective headgear protective headgear shall not apply to a
person who is a Sikh, if he is, while driving or riding on the motorcycle, in
a public place, wearing a turban
Thus Sikh drivers/riders (male) are exempted from wearing safety
helmets only when wearing a proper turban

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ENFORCEMENT
Child restraints laws
National child-restraint law in place and is based on age-weight-height or a
combination of these factors
Law restricts children under a certain age-height from sitting in front seat
ENFORCEMENT
WHO suggestions
Build public trust
Launching mass media campaigns in support of enforcement
maximizes compliance and builds public support
 Take steps to prevent corruption in traffic law enforcement, for
example, by training police and adopting devices such as speed
cameras that provide objective evidence of violations
ENFORCEMENT FOR CARS &
MOTORCYCLISTS
Do Not Drink and Drive
A statistic reveals that around 19 Indians are killed daily due to drunk-
driving road accidents
As per the current law, the blood alcohol limit permissible for driving is
up to 0.03%, which is equivalent to 30 mg of alcohol per 100 ml of blood
If an individual fails to pass this BAC test, he/she can be fined between
Rs.2000 and Rs.10000, based on the final blood alcohol limit
Moreover, such individuals may also be sentenced to a prison term
ranging between 7 months and four years

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ENFORCEMENT FOR CARS &
MOTORCYCLISTS
Always Own Valid Car Insurance Policy
According to the Motor Vehicles Act of 1988, all motor vehicles in India
need to possess valid third-party insurance coverage at all times
If you are not careful and the insurance policy lapses, you could be
penalised for driving a vehicle without such a protection plan
The traffic authorities charge a fine of Rs.2000 for a first-time offence of
this nature. However, repeat offences can lead to penalties of up to
Rs.4000

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ENFORCEMENT
 Wear seatbelt while Driving a Car
Mandatory Seat belt for driver
If caught driving without seat belt, traffic cops can fine up to Rs.1000 on
the spot

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ENFORCEMENT
 Using a Mobile Phone while Riding
As per the new Motor Vehicle rules in effect from Oct 1, 2020, drivers can
only use their phones as a navigational tool while on the wheel
If caught using the phone in any other fashion while driving, a fine of up
to Rs.5000 may be imposed
A one-year prison sentence also applies to such traffic violators

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ENFORCEMENT
 Over Speeding
Drivers should never exceed the recommended speed guidelines on
roads, as doing so will draw the ire of traffic cops
As per a report, 66% of accidents in 2018 were caused due to speeding
on Indian roads
The fine charged for speeding varies as per the size of your vehicle,
typically ranging between Rs.1000 and Rs.2000
Jumping the Red Light
Penalties of up to Rs.5000 and a one-year prison sentence

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GOVERNMENT OF INDIA
POLICIES
National Road Safety Policy of GoaI proposes multi-pronged
strategy based on 4 E’s
Enforcing safety laws – increased highway patrolling
GOI constituted the National Road Safety Council - the apex body
to take policy decisions in matters of road safety
The Ministry has requested all States/UTs to set up State Road
Safety Council and District Road Safety Committee, and hold their
meetings regularly
CAR DRIVERS
Training of drivers
Better licensing systems
Efforts being made to change driver behavior
Focus on problems of drunken driving, absence of seat belt use,
over-speeding and use of mobiles
CAR DRIVERS
In transportation, driver error is a significant contributing
factor in most crashes
 errors of judgment concerning closing speed, gap acceptance, curve
negotiation, and appropriate speeds to approach intersections
In-vehicle and roadway distractions, driver inattentiveness, and driver
weariness can lead to errors
Also, driver may be overloaded by the information processing required
to carry out multiple tasks simultaneously, which may lead to error
 To reduce information load, drivers rely on a-priori knowledge, based on
learned patterns of response; they are more likely to make mistakes when their
expectations are not met.
 In addition to unintentional errors, drivers sometimes deliberately violate traffic
control devices and laws
DRIVING TASKS
Driver has to perform various sub-tasks
Control: Keeping the vehicle at a desired speed and heading within the
lane
Guidance: Interacting with other vehicles (following, passing, merging,
etc.) by maintaining a safe following distance and by following markings,
traffic control signs, and signals
Navigation: Following a path from origin to destination by reading guide
signs and using landmarks

 Each of these major sub-tasks involves observing different information sources


and various levels of decision-making

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Navigati
DRIVING TASK HIERARCHY on
Guidance
Control

The hierarchical relationship is based on the complexity and


primacy of each subtask to the overall driving task
Navigation task is the most complex of the subtasks
Control sub-task forms the basis for conducting the other driving
tasks
Successful driving experience requires smooth integration of the
three tasks, with driver attention being switched from one to
another task as appropriate for the circumstances.
This can be achieved when high workload in the sub-tasks of control, guidance,
and navigation does not happen simultaneously

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DRIVER CHARACTERISTICS
AND LIMITATIONS
Attention and information processing ability
Vision capability
Perception-response time
Speed choice

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ATTENTION AND INFORMATION
PROCESSING ABILITY
Driver attention and ability to process information is limited
Driving requires division of attention between control tasks,
guidance tasks, and navigational tasks
To account for limited information processing capacity while
driving, drivers subconsciously determine acceptable information
loads they can manage
When acceptable incoming information load is exceeded, they
tend to neglect other information based on level of importance
traffic conditions and operational situations can overload the user
in many ways

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ATTENTION AND INFORMATION
PROCESSING ABILITY
Roadway design considerations for reducing driver workload are:
Presenting information in a consistent manner to maintain appropriate
workload;
Presenting information sequentially, rather than all at once, for each of the
control, guidance, and navigation tasks; and,
Providing clues to help drivers prioritize the most important information to assist
them in reducing their workload by shedding extraneous tasks.

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ATTENTION AND INFORMATION
PROCESSING ABILITY
Drivers’ attention is not fully within their conscious control. For
drivers with some degree of experience, driving is a highly
automated task
it is likely that the driver’s attention will wander, either through internal
preoccupation or through engaging in non-driving tasks.
Factors such as increased traffic congestion and increased societal
pressure to be productive could also contribute to distracted drivers
and inattention.
Inattention may result in
inadvertent movements out of the lane, or failure to detect a stop sign, a traffic
signal, or a vehicle or pedestrian on a conflicting path at an intersection

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ATTENTION AND INFORMATION
PROCESSING ABILITY
Driver Expectation
One way to accommodate for human information processing
limitations is to design roadway environments in accordance with
driver expectations
When drivers can rely on past experience to assist with control,
guidance, or navigation tasks there is less to process because they
only need to process new information.
Drivers develop both long- and short-term expectancies

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VISION CAPABILITY
Approximately 90 percent of the information that drivers use is
visual
Visual Acuity
The ability to see details at a distance

Contrast Sensitivity
The ability to detect slight differences in luminance (brightness of light) between
an object and its background
Peripheral Vision
The ability to detect objects that are outside of the area of most accurate vision
within the eye

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VISION CAPABILITY
Movement in Depth
The ability to estimate the speed of another vehicle by the rate of change of
visual angle of the vehicle created at the eye
Visual Search
The ability to search the rapidly changing road scene to collect road information

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PERCEPTION-REACTION TIME
PRT includes time to
detect a target & process the information,
decide on a response,
initiate a reaction.

PRT is not fixed


Although higher values such as 1.5 or 2.5 seconds are commonly used because
it accommodates the vast percentage of drivers in most situations
PRT depends on human elements including
information processing
driver alertness
driver expectations
vision
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SPEED CHOICE
A central aspect of traffic safety is driver speed choice
While speed limits influence driver speed choice, these are not the
only or the most important influences
Perceptual and road message cues influence speed choice
SPEED CHOICE
Perceptual cues
A driver’s main cue for speed choice comes from peripheral
vision
 In experiments where drivers are asked to estimate their travel speed
with their peripheral vision blocked (only the central field of view can be
used), the ability to estimate speed is poor
 Streaming (or “optical flow”) of information in peripheral vision is one of
the greatest influences on drivers’ estimates of speed. Consequently, if
peripheral stimuli are close by, then drivers will feel they are going
faster than if they encounter a wide open situation
SPEED CHOICE
Perceptual cues
Noise level is also an important cue for speed choice.
 Several studies examined how removing noise cues influenced travel speed.
 All drivers underestimated how fast they were going and drove 4 to 6 mph faster
than when the usual sound cues were present
Another aspect of speed choice is speed adaptation.
 This is the experience of leaving a freeway after a long period of driving and
having difficulty conforming to the speed limit on an arterial road.
SPEED CHOICE
Road Message cues
Drivers may interpret the roadway environment as a whole to
encourage fast or slow speeds depending on the effects of the
geometry, terrain, or other roadway elements.
Even though drivers may not have all the information for correctly
assessing a safe speed, they respond to what they can see.
SPEED CHOICE
Road Message cues
Drivers tend to drive faster on a straight road with several lanes,
wide shoulders, and a wide clear zone, than drivers on a narrow,
winding road with no shoulders or a cliff on the side
 For example, speeds on rural highway tangents are related to cross-section and
other variables, such as the radius of the curve before and after the tangent,
available sight distance, and general terrain
The difficulty of the driving task due to road geometry (e.g., sharp
curves, narrow shoulders) strongly influences driver perception of
risk and, in turn, driver speed.
SPEED CHOICE
Road Message cues
Perceived Risk of an Accident and Speed

Source: Horizontal Alignment Design Consistency for Rural Two-lane


Highways, RD-94-034, FHWA
SPEED CHOICE
Road Message cues
Figure shows the relationship between risk perception, speed, various
geometric elements, and control devices
These relationships were obtained from a study in which drivers travelled a
section of roadway twice
Each time the speed of the vehicle was recorded
The first time test subjects travelled the roadway they drove the vehicle
The second time the test subjects travelled the roadway, there were
passengers in the vehicle making continuous estimates of the risk of a crash
As shown in Figure, where drivers perceived the accident risk to be greater
(e.g., sharp curves, limited sight distance), they reduced their travel speed
SPEED CHOICE
Road Message cues
Speed advisory plaques on curve warning signs appear to have
little effect on curve approach speed, probably because drivers feel
they have enough information from the roadway itself and select
speed according to the appearance of the curve and its geometry
One study recorded the speeds of 40 drivers, unfamiliar with the
route, on curves with and without speed plaques
Although driver eye movements were recorded and drivers were
found to look at the warning sign, the presence of a speed plaque
had no effect on drivers’ selected speed
SPEED CHOICE
Road Message cues
In contrast, a study of 36 arterial tangent sections found some
influence of speed limit, but no influence of road design variables
The sections studied had speed limits that ranged from 25 to 55
mph. Speed limit accounted for 53 percent of the variance in
speed, but factors such as alignment, cross-section, median
presence, and roadside variables were not found to be statistically
significantly related to operating speed
POSITIVE GUIDANCE
Knowledge of human limitations in information processing and human
reliance on expectation to compensate for those limitations in
information processing, led to the “positive guidance” approach to
highway design.
This approach is based on a combination of human factors and traffic
engineering principles
The central principle is that road design that corresponds with driver
limitations and expectations increases the likelihood of drivers
responding to situations and information correctly and quickly
Conversely, when drivers are not provided with information in a timely
fashion, when they are overloaded with information, or when their
expectations are not met, slowed responses and errors may occur.
POSITIVE GUIDANCE
Design that conforms to long-term expectancies reduces the
chance of driver error
For example, drivers expect that there are no traffic signals on freeways and
freeway exits are on the right
If design conforms to those expectancies it reduces the risk of a
crash
Short-term expectancies can also be impacted by design decisions
An example of a short-term expectation is that subsequent curves on a section
of road are gradual, given that all previous curves were gradual
POSITIVE GUIDANCE
With respect to traffic control devices, the positive guidance
approach emphasizes assisting the driver with processing
information accurately and quickly by considering
Primacy: Determine the placements of signs according to the importance of
information, and avoid presenting the driver with information when and where
the information is not essential
Spreading: Where all the information required by the driver cannot be
placed on one sign or on a number of signs at one location, spread the signage
along the road so that information is given in small chunks to reduce information
load
POSITIVE GUIDANCE
Emphasizes assisting the driver with processing information
accurately and quickly by considering
Coding: Where possible, organize pieces of information into larger units.
Color and shape coding of traffic signs accomplishes this organization by
representing specific information about the message based on the color of the
sign background and the shape of the sign panel (e.g., warning signs are yellow,
regulatory signs are white)
Redundancy: Say the same thing in more than one way
 For example, the stop sign in North America has a unique shape and message, both of which convey
the message to stop.
 A second example of redundancy is to give the same information by using two devices (e.g., “no
passing” indicated with both signs and pavement markings)
NEED FOR A STRICTER
LICENSING REGIME
Data reveals that owners of regular license involved in more
number of road accidents (79.1%)
This needs scientific evaluation of issue of licenses
Automation in testing for issue of driving license has helped in
grant of license to only deserving candidates
The stringent mechanism of driving licensing will help in building
awareness among drivers on safe driving
Increase in skilled drivers on road will ensure reduction in road
accident cases
ESSENTIAL DOCUMENTS
A driver should possess the following documents while driving a
vehicle
a. Driving license
b. Registration certificate of the vehicle
c. Taxation certificate
d. Insurance certificate
e. Fitness certificate
f. Permit

All the above documents should be produced on the demand of a police


officer or any authorized person
If the documents are not with them, either the attested copies should
be given to the officer directly or sent by post within 15 days.
PEDESTRIAN SAFETY
ENFORCEMENT
Pedestrian safety enforcement operations have been shown to
significantly increase driver yielding while also improving pedestrian
behavior
Consistent enforcement of the traffic codes and statutes related to
crosswalks gives credibility to the laws, reinforcing their importance
among drivers and pedestrians
Benefits of enforcement may be apparent soon after operations begin
Studies have observed an increase in driver yielding with warning based
enforcement, and further increases with citations and engineering
improvements
Stepwise implementation of a high-visibility program led to a sustained
increase in driver yielding over time
PEDESTRIAN SAFETY
ENFORCEMENT
Enforcement operations may also reduce crashes, injuries, and
fatalities, although these outcomes are harder to track
In addition to their safety benefits, these operations tend to generate
positive feedback from citizens, and may reveal related safety issues
for example, many drivers who fail to yield to pedestrians may also be speeding,
distracted, or driving while impaired
Overall, pedestrian safety enforcement programs are practical and cost effective

Enforcement of pedestrian safety laws has typically been minimal,


even though compliance with these laws is low
A recent study recorded a driver yield rate of 32 to 45 percent prior to
enforcement
This trend is changing, however, as jurisdictions of all sizes are adopting
pedestrian safety enforcement programs
PEDESTRIAN SAFETY
ENFORCEMENT
Guidance Document
As the use of such operations increases, so too does the need for widespread
distribution of promising practices and how-to information.
To address this need, NHTSA has created a guidance document for law
enforcement professionals, policy makers, and other interested groups and
organizations
Provides strategies and techniques for planning, implementing, and evaluating
pedestrian safety enforcement activities
Findings and recommendations are based on a brief review of the professional
and scientific literature and interviews with 37 programs working on pedestrian
safety enforcement
Key input into the guide was also provided by a Delphi panel, which assisted in
the review and synthesis of findings using consensus decision-making
PEDESTRIAN SAFETY
ENFORCEMENT
Guidance Document
Communities can effectively deploy pedestrian safety
enforcement operations to reduce pedestrian injuries and fatalities
Includes a summary of promising practices, guidance on planning
and implementing an operation, a discussion of several
considerations and variations, recommendations regarding the
evaluation of pedestrian safety programs, and a series of case
studies
PEDESTRIAN SAFETY
ENFORCEMENT
Effective pedestrian safety enforcement operations tend to:
 Collaborate with partners in business, civic organizations, and
government agencies to expand resources and establish community
buy-in
 Coordinate with the judiciary to alert officials to planned operations and
to verify that operations comply with local laws
 Coordinate with engineering representatives to ensure locations are
suitable for operations
 Establish and nurture relationships with the media to increase the
likelihood that positive messages will reach the public
PEDESTRIAN SAFETY
ENFORCEMENT
Use public outreach (via partners wherever possible) to inform the public of program plans,
enhancing public acceptance and increasing pedestrian safety awareness
 Select appropriate locations for operations based on crash data, community input, logistical,
and other considerations
 Train officers in program goals, objectives, and procedures
 Encourage integration of the procedures in daily operations
 Brief all participating officers before operations begin on local laws pertaining to crosswalks
and pedestrians
 Begin a new enforcement effort by primarily issue warnings instead of citations
 Conduct frequent operations and incorporate pedestrian safety into routine enforcement
activities
 Deploy radar/LIDAR units to collect information on speeding in conjunction with pedestrian
infractions
 Consider using video cameras to record infractions and to provide additional evidence
PEDESTRIAN SAFETY
ENFORCEMENT
 Ensure officers have educational materials to distribute which explain the
nature and purpose of the operation
 Cite both drivers and pedestrians, but focus on drivers, as they are the less
vulnerable population
 Prepare officers and key program personnel to anticipate and respond to
complaints
 Develop evaluation procedures that measure outputs (e.g., citations) and
outcomes (e.g., reduced crashes, heightened awareness)
 Communicate results widely with partners, the media, and the public
 Follow-up with the judiciary to make systematic improvements
 Follow-up with traffic engineers to make site changes or improvements (e.g.,
moving signage or painting crosswalks
TRAFFIC LAW VIOLATION
DETECTION SYSTEMS
Use of technology

https://www.youtube.com/watch?v=KW6fEjop9vo
https://youtu.be/CcS7zBVuMVg

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