Presentation on theme: "Contents Description of FEHRL General overview of RSI"— Presentation transcript:
0 Harmonised EU Training for Road Safety Inspectors Dr Adewole AdesiyunDeputy Secretary-GeneralFEHRL, BrusselsBALTRIS Final ConferencePalanga, Lithuania28-29 August 2012
1 ContentsDescription of FEHRLGeneral overview of RSIPILOT4SAFETY project – training activitiesHarmonisation of Inspectors trainingConclusion
2 What is FEHRL?Formed in 1989 as the organisation of European National Road Research CentresCurrently consists of >30 member institutes – typically state-owned, but all with a public service orientation – employing over 5,000 staffFacilitates cooperative research projects for European Road Directorates, European Commission and other clients
3 Members and Associates of FEHRL AITwith TUWNRAwith UCD & TCDZAGBRRCANASwith UNIFICEDEXCIRTNENSLVCELIVTIIGHNPRALAVOCCDVRWS-DVSwith TNO &TUDDerzhdorDRDTRLTECERIBDIMINRCIFSTTARLNECCSIRBASTBut expansion is not our main priority. Many of our institutes have a broad range of expertise and experience. Many have been working together for much longer than the 15 years that FEHRL has been around and are keen to deepen their cooperation.CESTRINFHWAKEDEwith NTUAIPKTIICERAVUDwith Univ. of ŽilinaNational highway research centres
4 Through research collaboration, FEHRL’s statutory objectives are to: FEHRL’s objectivesThrough research collaboration, FEHRL’s statutory objectives are to:Provide scientific input to EU and national government policy on highway engineering and road transport matters.Create and maintain an efficient and safe road network in Europe.Increase innovation in European road construction and road-using industries.Improve the energy efficiency of highway engineering and operations.Protect the environment and improve quality of life.
5 Why Secondary Roads? General overview of RSI I. Definition Directive 2008/96/EC – Road Infrastructure Safety Management‘safety inspection’ is an ordinary periodical verification of the characteristics and defects that require maintenance work for reasons of safetyWhy Secondary Roads?Fatalities and injuries on “secondary roads” in rural areas account for up to 40% of the total number of fatalities and injuries involved in road accidents in Europe.Due to lower traffic volumes, accidents resulting from similar deficiencies in design are not so heavily clustered on “secondary roads” as on primary roads. Therefore it is difficult to set up common intervention criteria for both roadsOften preferred by motorcyclists555
6 Why Secondary Roads? Definition Article 6 of Directive (Safety inspections) Member States shall ensure that safety inspections are undertaken in respect of the roads in operation in order to identify the road safety related features and prevent accidents; Safety inspections shall comprise of periodic inspections on the road network and surveys on the possible impact of road works on the safety of the traffic flow; Member States shall ensure that periodic inspections are undertaken by a competent entity. Such inspections should be frequent enough to safeguard adequate safety levels for the road infrastructure in question.Why Secondary Roads?Fatalities and injuries on “secondary roads” in rural areas account for up to 40% of the total number of fatalities and injuries involved in road accidents in Europe.Due to lower traffic volumes, accidents resulting from similar deficiencies in design are not so heavily clustered on “secondary roads” as on primary roads. Therefore it is difficult to set up common intervention criteria for both roadsOften preferred by motorcyclists666
7 Why Secondary Roads? Other definitions According to Phil Allan (2006), an RSI is an on-site systematic review of an existing road or section of road to identify hazardous conditions, faults, deficiencies that may lead to serious accidents. RiPCORD-iSEREST projectdefinition proposed by Cardoso & al. (2005)RSI is a- A preventive tool;- Consisting of a regular, systematic, on-site inspection of existing roads, covering the whole road network;- Carried out by trained safety expert teams;- Resulting in a formal report on detected road hazards and safety issues;- Requiring a formal response by the relevant road authority.Why Secondary Roads?Fatalities and injuries on “secondary roads” in rural areas account for up to 40% of the total number of fatalities and injuries involved in road accidents in Europe.Due to lower traffic volumes, accidents resulting from similar deficiencies in design are not so heavily clustered on “secondary roads” as on primary roads. Therefore it is difficult to set up common intervention criteria for both roadsOften preferred by motorcyclists777
8 RSA & RSI in the general road safety management framework RSA and RSI as part of the Road Safety Management
9 Why Secondary Roads? Why do we need RSIs? Infrastructure is part of the complex system that contributes to the genesis of an accident or the worsening of its consequencesRoad authorities must therefore guarantee adequate levels of safety on existing roads. To reach this goal, an advanced road safety management should consider the whole infrastructure life‐cycle itselfRSI, as a preventive measure, play an important role that is reinforced by the Directive 2008/96/EC itself:“Once road sections with a high accident concentration have been treated and remedial measures have been taken, safety inspections as a preventive measure should assume a more important role. Regular inspections are an essential tool for preventing possible dangers for all road users, including vulnerable users, and also in case of road works”Why Secondary Roads?Fatalities and injuries on “secondary roads” in rural areas account for up to 40% of the total number of fatalities and injuries involved in road accidents in Europe.Due to lower traffic volumes, accidents resulting from similar deficiencies in design are not so heavily clustered on “secondary roads” as on primary roads. Therefore it is difficult to set up common intervention criteria for both roadsOften preferred by motorcyclists999
10 When should RSI be carried out? Driving reasons to start RSIThere is no unique reason that can lead to the decision to start an RSI on a road. It depends mostly on the national safety policy and the network safety management procedures set up by the road authority or operator.The main reason to start RSI for a road section is the “RSI time schedule” as a periodical task.
11 When should RSI be carried out? In addition, RSI may be startedAs part of programmes on specific road or road site facilities or specific thematic aspects, e.g. RSI on tunnels, level crossings, trees, motorcyclists, night time etc.;When a reconstruction or rehabilitation project is planned by the road administration in the near future; in this case, the RSI can identify the specific needs regarding the road safety (baseline);In case of relevant structural changes in the adjacent network or land use, e.g. new motorways with new link roads or the building of a new shopping centre.
12 When should RSI be carried out? Frequency of inspection and types of RSIThere is no “standard” position for this question. The Directive 2008/96/CE does not impose any obligation or even give any recommendation; it only mentions “periodic inspections of the road network” and stipulates that “inspections shall be sufficientlyfrequent to safeguard adequate safety levels”.Frequency of inspection in some countries: Germany - 2 years (on major roads) France - 3 years Portugal & Hungary – 5 years
13 Partners in the RSI process The Client (usually the road authority or private road operating company) and the inspector (or team of inspectors) participate in the inspection process.
14 Practical rules for a successful RSI Inspection conditions Guidelines for RSIPractical rules for a successful RSIInspection conditions- Time of inspection- Frequency of use- Different weather conditions- Seasonal variationApproach from the perspective of all road usersIndependent and multi-disciplinary approachFundamental safety elements
15 PILOT4SAFETYPilot project for common EU Curriculum for road safety experts: training and application on Secondary Roads DG MOVE project Start date:1 June Duration: 24 months Budget: € 1.3M Partners FEHRL – Coordinator ASTRAL Lazio CDV Brno Generalitat de Catalunya Region of Central Macedonia Randers MunicipalityFEHRL is also presently involved in a DG MOVE financed project (PILOT4SAFETY) which aims to use the Directive 2008/96/CE on road infrastructure safety management as a template for safety application on regional roads.The European Parliament and Council on 19/11/2008 issued the Directive 2008/96/CE which foresees a series of safety checks, as well as training and certification of road safety auditors.When the Directive is adopted by the Member States, it will apply only to TEN-T road network (covering only a part of EU Highways), while the highest number of fatalities occurs on the so-called “secondary roads”
16 The “Pillars” of Directive 2008/96/EC Art. 3 - Road safety impact assessment-RIAArt. 4 - Road safety audit-RSAArt Safety ranking and management of the road network in operationArt Road safety inspectionArt. 9 - Appointment and training of auditorsMember States shall ensure ….. training curricula for road safety auditors are adopted by 19 December 2011.RSA=“Independent detailed systematic and technical safety check relating to the design characteristics of a road infrastructure project and covering all stages from planning to early operation”RSI =“ordinary periodical verification of the characteristics and defects that require maintenance work for reasons of safety”
17 Why Secondary Roads? The limits of the Directive When the Directive is adopted by the Member States, it will apply only to TEN-T road network…. but…..The highest number of fatalities occurs on theso-called "secondary roads“1-Single carriageway, two lanes2-Paved road3-Outside Urban AreasWhy Secondary Roads?Fatalities and injuries on “secondary roads” in rural areas account for up to 40% of the total number of fatalities and injuries involved in road accidents in Europe.Due to lower traffic volumes, accidents resulting from similar deficiencies in design are not so heavily clustered on “secondary roads” as on primary roads. Therefore it is difficult to set up common intervention criteria for both roadsOften preferred by motorcyclists
18 Concept and Objectives of the Pilot4Safety Project Pilot4Safety aims to overcome this “barrier”, by using a part of the Directive as a template for safety application on regional roadsDevelop curricula and tools for the auditing and inspections of secondary roads in a group of EU regionsReach an agreement between the regions about acceptance of a common training curricula and exchange of safety expertsApplication of RSA, RSI on some road projects and road stretches identified by each regional Authority as a priority in terms of safety
19 Why Secondary Roads? Safety Prevention Manual for Secondary Roads The aim of this manual is to support the training of road safety auditors and road safety inspectors.Contents:IntroductionA general road safety partRoad Safety AuditRoad Safety InspectionWhy Secondary Roads?Fatalities and injuries on “secondary roads” in rural areas account for up to 40% of the total number of fatalities and injuries involved in road accidents in Europe.Due to lower traffic volumes, accidents resulting from similar deficiencies in design are not so heavily clustered on “secondary roads” as on primary roads. Therefore it is difficult to set up common intervention criteria for both roadsOften preferred by motorcyclists191919
20 Why Secondary Roads? Safety Prevention Manual for Secondary Roads Consolidated definition of RSI as adopted by PILOT4SAFETY“A Road Safety Inspection is a systematic field study organised sufficiently frequently on all existing roads or sections of road to safeguard adequate safety levels”, plus other details.Why Secondary Roads?Fatalities and injuries on “secondary roads” in rural areas account for up to 40% of the total number of fatalities and injuries involved in road accidents in Europe.Due to lower traffic volumes, accidents resulting from similar deficiencies in design are not so heavily clustered on “secondary roads” as on primary roads. Therefore it is difficult to set up common intervention criteria for both roadsOften preferred by motorcyclists202020
21 I. Draft Curriculum plan Curriculum for Road Safety personnel, mainly based on Road Safety Audit and InspectionsI. Draft Curriculum planSteps:A structured list of items related to RSA & RSIIII. Two Curriculum plans (RSA & RSI)II. Survey amongst partnersHighly relevantRelevantInterestingNice to haveNot relevantTo be organised in a comprehensive Training ProgramOne of the first task within P4S was about the development of a curriculum plan for the Road Safety personnel, mainly based on Road Safety Audit and InspectionsWe made it in 3 main steps21
22 STEP I. Draft a Curriculum plan (for RSA & RSI courses) Curriculum for the Road Safety personnel, mainly based on Road Safety Audit and InspectionsSTEP I. Draft a Curriculum plan (for RSA & RSI courses)Relevant EU bibliographic referencese.g. EURO-AUDITS ; RiPCORD-iSERESTEU national practicesThrough experience from FEHRL umbrella partnerse.g. German, Austrian RSA coursesA structured list of items related to RSA & RSIOne of the first task within P4S was about the development of a curriculum plan for the Road Safety personnel, mainly based on Road Safety Audit and InspectionsWe made it in 3 main stepsSTEP 122
23 STEP II. Survey amongst partners Curriculum for the Road Safety personnel, mainly based on Road Safety Audit and InspectionsSTEP II. Survey amongst partnersAims of the topics survey were to:find out the relevance of specific curriculum topicsfigure out other (new) relevant topicsdefine the session length (hours)Highly relevantRelevantInterestingNice to haveNot relevantSTEP 2Every partner voted the relevance of the specific topic (training session) and had the possibility to include further topics.Grading key for the votes:23
24 RSA/RSI Curriculum Plans Structure STEP III. Two Curriculum plans4 parts/modules:Preliminary PartBasics about RSA / RSIThe Audit / Inspection ProcessPractical PartAlignment of this EU-based program to the specific regional/national circumstances!Interactive – Practical – Participants contributionInclude expectations of the traineesPARTNERSResult: 2 curriculum plans (1 for RSA; 1 for RSI); to be organised in a comprehensive Training programIn short: Both curriculum plans are separated in four partsWithin the curriculum plan :Some detailed information on the topics´ issues are given (a minimum level of information that must be provided and delivered by the trainers)A first idea of the training hours is given, as well as some proposal about the training methodThe question of alignment of this European-based program to the specific regional/national circumstances has been consideredLarge number of training hours preparatory work at home, necessary to have fruitful interactive sessions and to support an exchange of knowledge between the participantsCcl: Curriculum Plan as agreed between the partners was the starting point to later build the training program24
25 RSA/RSI Training Selection of the trainees Selection of the trainees by the participating region; criteria:Education level;Professionnal experience;English language skills;Availability for the project.Invitation of some additional trainees through partner’s contacts (Italy, Greece, Belgium)The project partners agreed on some rules applying to all applicants who will be the future exchange road safety experts:The applicant must:have an Europewide homologated basic civil engineering training or similar and basic experience in road design, road safety engineering and accident analysis.be employed at any of the participating administrations;have above average English communication skills ;Be available for the project (to be sure they can participate to the entire training courses organized at the FERHL offices in Brussels)The PILOT4SAFETY consortium has been approached by or even invited some other road authorities.25
26 7 participants completed the RSA training RSA/RSI Training Trainees ProfileTheir position(Traffic) engineersRoad projects auditorsSurveyor engineerTraffic plannerEnvironmental engineerHead of road serviceHead of road works Dpt.Engineer, project managerRoad safety coordinatorMechanical Engineer in Public Work Services7 participants completed the RSA training12 participants completed the RSI training(additional trainees included)6 trainees coming from the five partner organizations were selected to attend the RSA training coursesand 7 other trainees participated to the RSI training courses.Some additional trainees joined the training courses26
27 4 parts/modules RSA/RSI training – summary Preliminary part TheoryPracticeInteractionPreliminary partBasics about RSA/RSIThe RSA/RSI processPractical partPresentations,Demonstrations, Examples, DiscussionsPresentations,Case studies, DiscussionsPresentations, Examples, RSA/RSI by group, DiscussionsLook back at the organisation of the 4 modules:The two first modules were for sure more theoretical and the two last more practical (in the way that the trainees practiced themselves).But it has always been considered to try to encourage sessions to be as much interactive and participative as possible.Some training sessions were therefore also handled like workshops and some others were definitively practical.Individual RSA/RSI , Discussion27
28 Training @ FEHRL office RSA/RSI training – summaryHomeworkFEHRL officeRSA training (total: around 100 hours)Preliminary part6 hours38 hoursBasics about RSA4 hours10 hoursThe audit process-13 hoursPractical part16 to 24 hours9 hoursRSI training (total: around 100 hours)34 hoursBasics about RSIThe inspection process17 hours8 hours45% (5 to 6 days)15% (2 days)10% (2 days)30% (4 days)A tentative calculation of the total number of hours necessary to deliver the RSA and RSI trainingsThe topics planned within the 4 modules could be covered within around 100 hoursDistribution: 5 to 6 days for module 1, 2 days for modules 2 & 3 and 4 days for the pratcical partHowever, this total can’t be considered as completely accurate because if on one side the number of hours dedicated to the training at FEHRL office is reliably calculated, on another side the time necessary to carry out the preparatory work “at-home” is only an estimation at this step.28
29 Harmonisation of Auditors and Inspectors Training Why is harmonisation necessary?EC Communication COM (2010) 389 (Towards a European road Safety area: policy orientation on road safety )“The Commission will promote the application of the relevant principles on infrastructure safety management to secondary roads of Member States, in particular through the exchange of best practices”
30 Harmonisation of Auditors and Inspectors Training A certified European training will comply with EC objective by:Allowing the cross-national sharing of best practicesOptimising the outputs, due to the (independent) point of view of experts coming from different EU areasBeing a starting point to implement common road safety standards for the European road networkUnderlining that the safety issues should not stop/change at borders
31 Harmonisation of Auditors and Inspectors Training A common/harmonised European training will be the first step to getting a common high level of road safety on all roads across the EU member states. By having safety personnel with a harmonised technical background, similar road safety solutions will be adopted for similar road safety problems
32 Next steps to common EU training of road safety experts
33 Next steps to common EU training of road safety experts Objectives:Provide recommendations to stakeholders to support their objectives in term of best practice exchange and the continuous improvement of safety management practicesSupport member states in their efforts to implement RSA/RSI on the secondary road networkIt sets the basis for the establishment of a common training for European road safety auditors and inspectors
34 Next steps to common EU training of road safety experts The report contains:Recommendations regarding RSA/RSI trainingRecommendations regarding practical RSA/RSI on secondary roadsConclusions and open issues
35 Recommendations regarding RSA/RSI training Length of training- recommended length = 8 working days in the classroom (includingtheory and practical exercises), plus some homework- in total, about 100 hours including homework, which is consistentwith the extent of training organised in PILOT4SAFETY Number of trainees- optimal size of the training class = 8-10 trainees- a mixture of different nationalities within the course
36 Recommendations regarding RSA/RSI training Skills and knowledge of the traineesThe trainees should have some kind of Europe-wide homologated engineering training (e.g. equivalent of university degree) and at least three years of experience in road design and/or road safety engineering and/or accident analysis. Structure of the training
37 Recommendations regarding RSA/RSI training Final examinationThe training should end with the final practical exercise, which should at the very least be in a semi-real situation (meaning the whole audit or inspection process should be covered, i.e. from the ordering of the audit/inspection to the presentation of the results to the client).
38 Recommendations regarding practical RSI on secondary roads International composition of the RSI teamThe international character of the inspection team does not cause any serious problemsThe presence of visiting inspectors was considered as beneficial by all involved partiesThere were no general barriers identified; only language and unfamiliarity with local conditions were mentioned as potential issuesThe exchange of knowledge and increased respect from local authorities were the most beneficial factors mentioned
39 Recommendations regarding practical RSI on secondary roads ProceduresRSI teamIt is strongly recommended that the RSI is carried out by a team of atleast two inspectorsChecklistsThe usage of checklists should not been mandatory during theinspection, but it is recommended to use them, especially afterconducting the inspection, to ensure that no safety critical issue hasbeen forgotten
40 Recommendations regarding practical RSI on secondary roads ProceduresSafety of the inspection team and other road usersWhen inspecting using a car driving slower than the usual traffic, it isimportant to use a car equipped with warning signs/marking or aswitchable flashing light(s) mounted on the roofPoint of view of all road usersIt is vital that the inspection is not only car-oriented. It is necessary tocheck the safety issues from the point of view of all road users (e.g.pedestrians, cyclists, motorcyclists, and children) as well as to inspectnot only the major road, but the crossings or side roads as well.
41 Recommendations regarding practical RSI on secondary roads ProceduresRecommendations for safety improvementsRecommendations should be elaborated in a general way, and shouldnot replace the work of the road operator. The inspector or RSI teammust highlight the potential road safety deficiencies and risks and maygive recommendations if necessary, but the solutions must beprepared by the clientRankingThe RSI report could indicate the relative importance of eachdeficiency and therefore assist the client in making appropriatedecisions. This is done using language forms such as “must”, “should”or “consideration should be given to” within the recommendations,or by adding expressions like “highly recommended”, “potential highimpact”, “suggestions to consider”
42 Recommendations regarding practical RSI on secondary roads ProceduresClient’s formal responseThe responsible road authority shall prepare a written statementoutlining the actions taken and the justification for the decision if noactions were taken. Both the inspection report and the formalresponse together form the documentation for conducting theinspection
43 Effective structure of the training in 4 consecutive modules ConclusionsObjective achieved (Training of at least two road safety personnel from each participating Region)Effective structure of the training in 4 consecutive modulesModule 1: complete review of the necessary basicsModules 2 & 3: appropriate and progressive practical training of the RSA and RSI proceduresModule 4: Check & consolidation of knowledgeMixed learning method (theoretical/practical)Task objective achieved - strong involvement of all the partners who contributed very actively to the preparation and organization of the trainings.The structure in 4 consecutive modules has proved to be effective:The first module (Preliminary part) allowed a complete review of the necessary basics in road infrastructure safety. ; to homogenize the “level of knowledge” within the group of trainees. And even if some topics sounded like refreshment for some of the trainees, it was a unique opportunity to exchange about rules, practices and experiences between the representatives of the participating regions.First feedback heard from the trainees also showed that each participant always learned something new from this preliminary part.Modules 2 & 3 were organized to allow an appropriate and progressively practical training of the RSA and RSI procedures.Module 4 was to check and consolidate the acquired knowledgeThe first feedback heard from the trainees seems to demonstrate that the duration of each module was adequate and that all the topics were well coveredMany efforts have, however, been done to include practical examples and case studies already during the two first modules. After the completion of the training we can affirm this was necessary to guarantee the attractiveness of the sessions and to adequately illustrate the theory.43
44 About the interest of a common training at EU level: ConclusionsAbout the interest of a common training at EU level:unique opportunity to exchange about rules, practices & experiencesstep towards a common high level of road safety in EUOne of the objectives of PILOT4SAFETY is to test the feasibility of organising a common European standardized certification methodology for road safety auditors and inspectors.General considerations already emerging after completion of the training:This training has been a unique opportunity to exchange about rules, practices and experiences between the representatives of the participating Regions. And even if traffic rules and drivers behaviour change from one country to the other, the discussions between the participants and the exchanged material showed that many standards and practices are similar. Moreover measures available to address road infrastructure safety issues do not meet country barriers at the EU level;The language difference almost didn’t appear to be a barrier as it has been addressed in advance by the participating Regions when selecting the trainees.(but it implies an additional pre-selection of the technicians coming from different countries, based on the linguistic skills)The different local needs were taken into consideration and the proposed training structure methodology was mixed between a general part and a specific one related to the local road safety issues and therefore covered all the possible issues.Based on the experience and the knowledge of the future trainees the time schedule might be reduced.A Common European standardized training and certification methodology is achievable and is valuable:the different local needs are taken into consideration and the methodology is divided in a general part and a specific one related to the local road safety issues;the presentations given by the trainees about the local road safety procedures in their region, including the characteristics of the regional road network and typical safety issues, were a real success; in fact the trainees had the opportunity to have an actual exchange of experiences and all of them participated with enthusiasm in several discussions raised during such presentations44
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