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Contents Description of FEHRL General overview of RSI

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0 Harmonised EU Training for Road Safety Inspectors
Dr Adewole Adesiyun Deputy Secretary-General FEHRL, Brussels BALTRIS Final Conference Palanga, Lithuania 28-29 August 2012

1 Contents Description of FEHRL General overview of RSI PILOT4SAFETY project – training activities Harmonisation of Inspectors training Conclusion

2 What is FEHRL? Formed in 1989 as the organisation of European National Road Research Centres Currently consists of >30 member institutes – typically state-owned, but all with a public service orientation – employing over 5,000 staff Facilitates cooperative research projects for European Road Directorates, European Commission and other clients

3 Members and Associates of FEHRL
AIT with TUW NRA with UCD & TCD ZAG BRRC ANAS with UNIFI CEDEX CIRTNENS LVCELI VTI IGH NPRA LAVOC CDV RWS-DVS with TNO &TUD Derzhdor DRD TRL TECER IBDIM INRC IFSTTAR LNEC CSIR BAST But 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. CESTRIN FHWA KEDE with NTUA IP KTI ICERA VUD with Univ. of Žilina National highway research centres

4 Through research collaboration, FEHRL’s statutory objectives are to:
FEHRL’s objectives Through 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 safety 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 roads Often preferred by motorcyclists 5 5 5

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 roads Often preferred by motorcyclists 6 6 6

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 project definition 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 roads Often preferred by motorcyclists 7 7 7

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 consequences Road 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 itself RSI, 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 roads Often preferred by motorcyclists 9 9 9

10 When should RSI be carried out?
Driving reasons to start RSI There 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 started As 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 RSI There 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 sufficiently frequent 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 RSI Practical rules for a successful RSI Inspection conditions - Time of inspection - Frequency of use - Different weather conditions - Seasonal variation Approach from the perspective of all road users Independent and multi-disciplinary approach Fundamental safety elements

15 PILOT4SAFETY Pilot 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 Municipality FEHRL 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-RIA Art. 4 - Road safety audit-RSA Art Safety ranking and management of the road network in operation Art Road safety inspection Art. 9 - Appointment and training of auditors Member 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 the so-called "secondary roads“ 1-Single carriageway, two lanes 2-Paved road 3-Outside Urban Areas 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 roads Often 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 roads Develop curricula and tools for the auditing and inspections of secondary roads in a group of EU regions Reach an agreement between the regions about acceptance of a common training curricula and exchange of safety experts Application 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: Introduction A general road safety part Road Safety Audit Road Safety Inspection 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 roads Often preferred by motorcyclists 19 19 19

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 roads Often preferred by motorcyclists 20 20 20

21 I. Draft Curriculum plan
Curriculum for Road Safety personnel, mainly based on Road Safety Audit and Inspections I. Draft Curriculum plan Steps: A structured list of items related to RSA & RSI III. Two Curriculum plans (RSA & RSI) II. Survey amongst partners Highly relevant Relevant Interesting Nice to have Not relevant To be organised in a comprehensive Training Program One 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 Inspections We made it in 3 main steps 21

22 STEP I. Draft a Curriculum plan (for RSA & RSI courses)
Curriculum for the Road Safety personnel, mainly based on Road Safety Audit and Inspections STEP I. Draft a Curriculum plan (for RSA & RSI courses) Relevant EU bibliographic references e.g. EURO-AUDITS ; RiPCORD-iSEREST EU national practices Through experience from FEHRL umbrella partners e.g. German, Austrian RSA courses A structured list of items related to RSA & RSI One 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 Inspections We made it in 3 main steps STEP 1 22

23 STEP II. Survey amongst partners
Curriculum for the Road Safety personnel, mainly based on Road Safety Audit and Inspections STEP II. Survey amongst partners Aims of the topics survey were to: find out the relevance of specific curriculum topics figure out other (new) relevant topics define the session length (hours) Highly relevant Relevant Interesting Nice to have Not relevant STEP 2 Every 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 plans 4 parts/modules: Preliminary Part Basics about RSA / RSI The Audit / Inspection Process Practical Part Alignment of this EU-based program to the specific regional/national circumstances! Interactive – Practical – Participants contribution Include expectations of the trainees PARTNERS Result: 2 curriculum plans (1 for RSA; 1 for RSI); to be organised in a comprehensive Training program In short: Both curriculum plans are separated in four parts Within 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 method The question of alignment of this European-based program to the specific regional/national circumstances has been considered Large number of training hours  preparatory work at home, necessary to have fruitful interactive sessions and to support an exchange of knowledge between the participants Ccl: Curriculum Plan as agreed between the partners was the starting point to later build the training program 24

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 Profile Their position (Traffic) engineers Road projects auditors Surveyor engineer Traffic planner Environmental engineer Head of road service Head of road works Dpt. Engineer, project manager Road safety coordinator Mechanical Engineer in Public Work Services 7 participants completed the RSA training 12 participants completed the RSI training (additional trainees included) 6 trainees coming from the five partner organizations were selected to attend the RSA training courses and 7 other trainees participated to the RSI training courses. Some additional trainees joined the training courses 26

27 4 parts/modules RSA/RSI training – summary Preliminary part
Theory Practice Interaction Preliminary part Basics about RSA/RSI The RSA/RSI process Practical part Presentations,Demonstrations, Examples, Discussions Presentations,Case studies, Discussions Presentations, Examples, RSA/RSI by group, Discussions Look 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 , Discussion 27

28 Training @ FEHRL office
RSA/RSI training – summary Homework FEHRL office RSA training (total: around 100 hours) Preliminary part 6 hours 38 hours Basics about RSA 4 hours 10 hours The audit process - 13 hours Practical part 16 to 24 hours 9 hours RSI training (total: around 100 hours) 34 hours Basics about RSI The inspection process 17 hours 8 hours 45% (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 trainings The topics planned within the 4 modules could be covered within around 100 hours Distribution: 5 to 6 days for module 1, 2 days for modules 2 & 3 and 4 days for the pratcical part However, 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 practices Optimising the outputs, due to the (independent) point of view of experts coming from different EU areas Being a starting point to implement common road safety standards for the European road network Underlining 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 practices Support member states in their efforts to implement RSA/RSI on the secondary road network It 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 training Recommendations regarding practical RSA/RSI on secondary roads Conclusions and open issues

35 Recommendations regarding RSA/RSI training
Length of training - recommended length = 8 working days in the classroom (including theory and practical exercises), plus some homework - in total, about 100 hours including homework, which is consistent with 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 trainees The 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 examination The 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 team The international character of the inspection team does not cause any serious problems The presence of visiting inspectors was considered as beneficial by all involved parties There were no general barriers identified; only language and unfamiliarity with local conditions were mentioned as potential issues The exchange of knowledge and increased respect from local authorities were the most beneficial factors mentioned

39 Recommendations regarding practical RSI on secondary roads
Procedures RSI team It is strongly recommended that the RSI is carried out by a team of at least two inspectors Checklists The usage of checklists should not been mandatory during the inspection, but it is recommended to use them, especially after conducting the inspection, to ensure that no safety critical issue has been forgotten

40 Recommendations regarding practical RSI on secondary roads
Procedures Safety of the inspection team and other road users When inspecting using a car driving slower than the usual traffic, it is important to use a car equipped with warning signs/marking or a switchable flashing light(s) mounted on the roof Point of view of all road users It is vital that the inspection is not only car-oriented. It is necessary to check the safety issues from the point of view of all road users (e.g. pedestrians, cyclists, motorcyclists, and children) as well as to inspect not only the major road, but the crossings or side roads as well.

41 Recommendations regarding practical RSI on secondary roads
Procedures Recommendations for safety improvements Recommendations should be elaborated in a general way, and should not replace the work of the road operator. The inspector or RSI team must highlight the potential road safety deficiencies and risks and may give recommendations if necessary, but the solutions must be prepared by the client Ranking The RSI report could indicate the relative importance of each deficiency and therefore assist the client in making appropriate decisions. 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 high impact”, “suggestions to consider”

42 Recommendations regarding practical RSI on secondary roads
Procedures Client’s formal response The responsible road authority shall prepare a written statement outlining the actions taken and the justification for the decision if no actions were taken. Both the inspection report and the formal response together form the documentation for conducting the inspection

43 Effective structure of the training in 4 consecutive modules
Conclusions Objective achieved (Training of at least two road safety personnel from each participating Region) Effective structure of the training in 4 consecutive modules Module 1: complete review of the necessary basics Modules 2 & 3: appropriate and progressive practical training of the RSA and RSI procedures Module 4: Check & consolidation of knowledge Mixed 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 knowledge The first feedback heard from the trainees seems to demonstrate that the duration of each module was adequate and that all the topics were well covered Many 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:
Conclusions About the interest of a common training at EU level: unique opportunity to exchange about rules, practices & experiences step towards a common high level of road safety in EU One 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 presentations 44

45 Acknowledgements The PILOT4SAFETY team

46 Thanks for your attention http://www.fehrl.org info@fehrl.org


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