1. Human factors issues A discussion on selected topics Rob Methorst September 27, 2007

2. Rijkswaterstaat Centre for Transport and Navigation 2 Outline Introduction Systems approach to Vulnerable Road Users Safety Culture in Hazardous Goods Transport Sustainable Road Safety – an update

3. Rijkswaterstaat Centre for Transport and Navigation 3 Systems approach to Vulnerable Road Users Issue and reason VRU accidents do not follow trends Neglected issue in research Ageing of the population: expected mobility restraints and higher risks Hidden single accidents ( ~70% of VRU victims (= 40% of all travel victims ER+ )) Activities: 2003 report Vulnerable Road Users policy development Vulnerable Road Users, particularly re. bicyclist COST 358 Pedestrians’ Quality Needs Focus on mobility needs, including safety 6 Main elements

4. Rijkswaterstaat Centre for Transport and Navigation 4 Vulnerable Road Users – Pizza model

5. Rijkswaterstaat Centre for Transport and Navigation 5 Vulnerable Road Users - TRIPOD The developers’ (Prof. Wagenaar) dog had only 3 legs and was called ‘Driepoot’(English = Tripod)

6. Rijkswaterstaat Centre for Transport and Navigation 6 Vulnerable Road Users - perspectives 1. Functional perspective: usage value, what is being offered = intrinsic quality supply, looking at the system from the ‘head’ 2.Perception perspective: what is being requested = subjective quality demand, looking at the system from the ‘heart’, including attitudes towards and of pedestrians. 3.Durability and Future Prospects: whilst # 1 and # 2 are static quality descriptions, # 3 refers to a dynamic perspective. Durability is, like user value and perception value, a relative value and depends on current qualities, future social values and future use of the physical environment and transport system.

7. Rijkswaterstaat Centre for Transport and Navigation 7 Vulnerable road users – Hierarchy of needs

8. Rijkswaterstaat Centre for Transport and Navigation 8 Vulnerable Road Users – Universal Design

9. Rijkswaterstaat Centre for Transport and Navigation 9 Vulnerable Road Users – Cascade approach

10. Rijkswaterstaat Centre for Transport and Navigation 10 Vulnerable Road Users - Discussion What are ideas regarding making the principles operational? What views and experiences are there in the USA regarding systems approach?

11. Rijkswaterstaat Centre for Transport and Navigation 11 Safety Culture in Hazardous Goods Transport Issue: feasibility of implementation of Safety Care Systems in the Hazardous Goods Transport industry. Reason: pursuit of continuous improvement of safety as part of the Dutch policy note on HGT; catastrophic nature of accidents Current situation: divers market situation; overall relatively safe Pre-conditioning for measures not yet favourable Policy scenarios: 1. Education, communication and enforcement 2. Using market mechanisms

12. Rijkswaterstaat Centre for Transport and Navigation 12 Safety Culture in HGT – divers market The market: International character Many different players: shippers (interests, imago) large, medium sized and small transport firms (cost control, options for implementing SC) mixed and specialised transporters ‘rogue’ drivers and firms from the formal East Block Charters Many different products and clients industrial chemicals Gasses Fuel distribution Ammunition and fireworks Waste and refuse transport Specialised transport vehicles and containerization

13. Rijkswaterstaat Centre for Transport and Navigation 13 Safety Culture in HGT – current situation Hardly any serious accidents, but clearly a public fear - political item. Hazardous Goods Traffic is very divers and relatively safe. Main distinction: long distance bulk transport, medium and large firms; good safety record Distribution = small firms; questionable safety record Chemical industry (mainly petrochemicals) regulate transport safety Distribution market parties are not interested in implementing Safety Culture

14. Rijkswaterstaat Centre for Transport and Navigation 14 Safety Culture in HGT - trends Trends in Europe and NL: Internationalisation Common Market-effect; intake of new EU states and other former East European states Outsourcing to cheap foreign drivers and small companies Containerisation Development of strong containers for fluids and gasses Less special demand on driver/transporter skills and education Fragmentation Outsourcing transport by shippers Outsourcing transport to former employees

15. Rijkswaterstaat Centre for Transport and Navigation 15 Safety Culture in HGT – towards implementation Pre-conditioning for measures Vehicle requirements License system Liability transfer: insurance resolutive conditions Policy scenarios: 1. ‘there is something for everybody’: problem awareness; analysis & quick wins; tailored solutions; building on current safety care; communition and education. 2. Market scenario: market mechanism; incentives; flanking policy; bonus/malus; integrated

16. Rijkswaterstaat Centre for Transport and Navigation 16 Safety Culture - Discussion Small companies inherently more unsafe? Is outsourcing controllable? What real options are there to implement Safety Management?

17. Rijkswaterstaat Centre for Transport and Navigation 17 Sustainable Road Safety – an update Reason: ambitious targets; limitation of traditional approaches re. achievements Man is measure of things Prevention is better than a curative approach Road classification Integrated policies Safety principles See website: www.sustainablesafety.nl

18. Rijkswaterstaat Centre for Transport and Navigation 18 Sustainable Road Safety – human centred Man is measure of things: environment (road, vehicle) should conform to what humans are capable of and provide protection humans should be properly instructed to prepare them for safe behaviour Humans should eventually be supervised to see whether they are safe road users

19. Rijkswaterstaat Centre for Transport and Navigation 19 Sustainable Road Safety: focus on prevention Primary preventive approach: System approach, but focussed on safety Prevention of latent errors that can lead to dangerous behaviour and ultimately crashes Application of 5 safety principles (  2 new) Decentralisation of responsibilities and implementation Supervision and inspection

20. Rijkswaterstaat Centre for Transport and Navigation 20 Sustainable Safety - principles 1. Functionality of roads Roads should either flow (flow roads) or provide access (access roads) and are connected by distributor roads 2. Homogeneity of masses and/or speed and direction Vehicles that differ too much in mass or speed and that use the same space should be physically separated from each other 3. Predictability/ recognizability Layout of road and predictability of road course and road behaviour; self explaining roads, vehicles and human behaviour 4. Forgivingness Accidents should not lead to (severe) injury of death 5. State awareness capability or possibility of road users estimating own task competency correctly; every road users should know what his skills are and act accordingly

21. Rijkswaterstaat Centre for Transport and Navigation 21 Sustainable Safety – effects and lessons Since introduction many improvements Road classification Traffic Calming: > 50% of urban roads are 30 km/h Roundabouts on distributor roads Moped from cycle paths to carriage way Shared responsibility National – Regional – Local authorities Enhanced law enforcement: speeds, DUI, safety belt, bicycle lights Impulse to traffic safety education Too little focus on non-infrastructural aspects of the vision Low cost implementation limits effectiveness

22. Rijkswaterstaat Centre for Transport and Navigation 22 Sustainable Safety – issues Basic components: Infrastructure Vehicles Education Legislation and law enforcement Special issues: Speed management Drink-and-drug driving Cyclists and pedestrians Motorized two-wheelers Heavy Goods Vehicles

23. Rijkswaterstaat Centre for Transport and Navigation 23 Sustainable Safety – Light Rail example Light rail: a come-back in urban areas in EU Risk: Level crossings Relatively large mass Silent vehicles Evasive actions by light rail no option Relatively low risk levels for cars, but VRU meet high fatality risk levels (bike 30x, pedestrian 40x) Safety requirements: 1. Preferably different levels crossing 2. If not possible: distributor road crossing only fully guarded Property access roads: guarded 3. If not possible: Light Rail speeds less than 30 km/h at level crossings

24. Rijkswaterstaat Centre for Transport and Navigation 24 Sustainable Safety - Discussion Second generation policies: a bridge too far? tackling current problems versus prevention: can it all be done? making safety principles operational? preconditions for success?