Terming all road mishaps as ACCIDENTS is a gross misinterpretation of facts
Transport is not normally considered an objective/goal in its own right, but a bonding agent linking all other economic and social factors. Transport promotes mobility, and therefore, it has become a sine qua non, for the uninterrupted flow of activities and functioning of the society. Transport is thus indirectly linked to the country’s GNP (Gross National Product), as it functions as the agent that helps by adding value to both supply and demand.
Therefore, any mode of transport should be need-related, as well as productive in its operation. Transport, irrespective of the type, is a costly industry, as it involves vehicles, hiring of personnel, repairs and periodic maintenance, spares as well as safe-operation. A survey undertaken in Sri Lanka sometime back indicated that the value added by transport taken as a whole was around 10% of the total GNP. Looking at these socio-economic aspects, any road accident, and more particularly accidents related to road transport, eats into the country’s productivity, as they impact heavily on the country’s productivity. Both direct and indirect costs of accidents due to injuries and deaths, loss of man-power, loss of time, disruptions to normal levels of service, repairs and maintenance, burden on the health sector and damage to property, if properly assessed, would be a heavy burden on the country’s economy. Due to the strategic importance and the society’s heavy concern, this article will mainly deal with accidents involving road public passenger transport. (RPPT).
Road Accidents – Reaching Epidemic Proportions
Some recent statistics as announced recently by Sri Lanka police show how grave the country’s road accidents are, and the ineffectiveness of the measures taken by transport related agencies in arresting this menace. (See Tables 1 and 2)
Deaths due to road-related injuries in 2024: 19.72 per 100,000 population
According to the Epidemiological Report (Ministry of Health), Vol. 51, No. 06, 3rd-9th February 2024, road related injuries are in the top ten leading causes of death for Sri Lanka (at number nine), contributing to 19.72 deaths per 100,000 population, coming only behind chronic disease conditions.
ACCIDENTS AND INCIDENTS –
Grossly misconstrued
The majority of people, including the media, not that familiar with the intricacies of transport-related occurrences, refer to any mishap impacting on vehicles, or with passengers/ commuters, pedestrians or external objects as an accident. This incorrect terminology has resulted in misinterpreting the true picture, and also obliterated the true nature of such events. In short, it loses the true nature of these events, and hides the emphasis that should be given in any exercise aimed at analysing and interpreting as well as finding measures at minimising / eliminating/ preventing vehicle related events.
The Need for Differentiation Between ACCIDENTS and INCIDENTS
Most of these occurrences termed as ACCIDENTS are, in fact, INCIDENTS which are predeterminable, foreseen, and could therefore, be anticipated and avoided. Understanding the difference between accidents and incidents is, therefore, more than just semantics. This differentiation is essential for improving an industry’s safety aspects, ensuring regulatory compliance, improving and updating reporting systems and preventing future harm. In short, putting all these occurrences in one basket, will not only mar the true causes that result in accidents/ incidents, but will also obliterate the factors that warrant immediate and sufficient attention, and preventive and precautionary measures.
ACCIDENTS – Insurmountable and unavoidable
Accidents are unpremeditated, unexpected and unforeseeable events that can cause damage to property, injury, and death. They are, in fact, unpremeditated events more often resulting in recognisable damage. Falling of trees and branches, earth-slips, collapsing of bridges/culverts and roads due to unexpected/ sudden and severe weather changes, or other goe-physical causes are some major causes resulting in accidents. Accidents can also occur due to acts of vandalism or sabotage or unforeseen emergencies such as fires and explosions. No professional driver or for that matter any organisation could prevent or circumvent these phenomena (unless any such occurrences are anticipated and precautionary intimations are made in advance.
INCIDENTS – Surmountable if detected and corrective action taken
Accidents and incidents are terms commonly used in the context of vehicle-related fatalities, injuries or damage to properties. However, it is important to grasp the difference, especially when it comes to managing risks and ensuring safety, as minute and detailed analyses of such occurrences are necessary, in order to eliminate their repetitions in the future. Any vehicle related event / happening for the occurrence of which someone / some agency is responsible, and if it could have been avoided or its impact could have been minimised if timely corrective action was taken, such events/ happenings could be categorised as INCIDENTS. Incidents can occur due to a single factor or multiple factors.
Frank Bird’s Theory of Accidents
Having studied the relationship between numbers of accidents with different outcomes based on the analysis of millions of accident-reports obtained from various transport companies Frank Bird promulgated a theory categorising accidents into three major compartments, viz.,
· Unsafe conditions
· Unsafe acts and
· Natural causes.
Accidents resulting from natural causes are, in fact, those ACCIDENTS that are unpredictable, unanticipated, unpremeditated, and therefore, beyond the control of transportants (transport operators) including drivers.
The other two categories, are the ones described herein as INCIDENTS, which result from unsafe conditions and unsafe acts. Unsafe conditions and unsafe acts are those that will result in fatalities, injuries and damages, if proper detections are not made and timely precautionary measures are not taken. (See Graph 1)
Some common factors resulting in vehicle-related incidents
The more common unsafe conditions and unsafe acts shown in the Frank Bird’s Theory of Accidents, in relating to public bus passenger transport could be elaborated as follows (See Table 3):
Engineering / Mechanical
Lack of overall supervision of engineering quality standardsiiNon-adhearance to periodic docking and maintenance schedulesiiiIneffective / incompetent engineering personnelivImproper checking of vehicles before commencement of operationsvLack of sparesviInsufficient attention paid to basics including the steering, tires, lights, brakes etc. prior to the commencement of duty.
Operational (Management)
i. Detailing of vehicles without checking the runout report (given by engineering – ER 1); The initial document prepared by the engineering Division before the commencement of the day’s operation) ii. Detailing of insufficiently trained drivers on long-distance and difficult routes iii. Fatigue / lack of sufficient rest; Health issuesivDetailing of drivers with health issuesvPoor workplace conditions, including a lack of restroom facilities vi. Allocating unroadworthy vehicles
Drivers
i. Negligence/careless/irresponsible driving ii. Reckless driving and speeding iii. Judgmental errors iv. Failure to follow safety guidelines v. Distracted driving vi. Non-reporting of health-drawbacks before duty commencement vii. Non-attention to road conditions viii. Non-adherence to quality-control procedures ix. Failure to check road conditions and get proper feedbacks x. Failure to follow safety guidelines xi. Non-reporting of health-drawbacks xii. Non-attention to road conditions xiii,Drunken driving (drunk-driving)/ addiction to use of alcohol & narcotics, including methamphetamine.xv Unconcern for prevailing weather conditions xvi. Non-anticipation of the behaviours of other road-users (vehicles/ pedestrians xvi. iFailure to report on vehicle’s mechanical defects at duty-end, and at duty changeover
Accident procedure of Sri Lanka Transport Board (CTB, SLTB and RTBs)
With the experience gained and information gathered since the creation of the Cylon Transport Board (CTB) in 1958, (the year the bus passenger transport industry, was nationalised) the organisation possessed a rich repertoire of information in formulating a comprehensive procedure applicable to its bus passenger transport system. It defines accidents depending on the nature of each accident.
· Four categories of accidents”:
· Minor Accidents (minor damages to vehicles and properties)
· Major Accidents (major damages to vehicles and properties and/ or the vehicle running off the road)
· Serious Accidents (serious damage to property / non-fatal injuries to persons)
· Fatal Accidents (Involving deaths
· Each accident was followed by a detailed accident-file, with all relevant information and documents, to enable a detailed analysis, and arrive at meaningful conclusions.
· In this process the documents that should invariably go into the accident file are (a) statements of driver, conductor (if the driver is unable to make a statement (b) statements of witnesses (passengers if any), those injured (including those hospitalised) (c) driver’s log sheet which records the trips operated by the bus and their times of arrival and departure from termini (with time-keepers’ signatures, (d) a sketch of the scene of accident (if considered necessary supported by a few snapshots (e) engineer’s report on the vehicle’s mechanical conditions (if obtainable, the report of motor-examiner obtained from police)
· However, accident-investigations of depots of Regional Transport Boards are conducted completely independent of the inquiries and court proceedings followed by Police.
· It is incumbent that no sooner an accident occurs driver/conductor inform the closest police station and the closest depot (to which the operation jurisdiction belongs), if the home depot is away from the site of the accident.
· The driver of the bus is prohibited from coming into any agreement / settlement with any party, in an accident.
· Drivers involved in serious and fatal accidents are placed on ‘stand-by’ until the investigations are completed, and decisions on ‘responsibility’ are arrived at. They are also subjected to medical examinations at the respective medical centres of the regions.
· Appropriate disciplinary action is taken (as per the RTB Disciplinary Procedure depending on the nature of the accident, and the share of responsibility of the driver. If found guilty at the preliminary investigation a driver may even be interdicted until the final decision is arrived at, at the conclusion of the disciplinary inquiry.
· More often drivers reinstated after the inquiry, are sent for re-training to a regional Training School. Accident prone drivers are liable for severe disciplinary actions not excluding termination of their services. Those rehabilitated were deprived of responsible long distance and school-related duties. Further, their movements and general behaviour were closely monitored. The Transport Board was extremely severe If drivers were detected being drunk, or under the influence of any such intoxicant, whilst on duty.
· For that matter, each bus depot is expected to maintain a list of drivers whose records indicate responsible and sober behaviour, and that they are not accident-prone. These drivers are given preference in the detailing of drivers for special and responsible driving duties.
Harmonising performance with the NTC’s vision, and objectives
The National Transport Commission (NTC) of Sri Lanka was established under the National Transport Commission Act, No. 37 of 1991 (Amended in 1996). The objectives of the NTC are extremely laudable and its primary objective is to regulate and develop passenger transport services in the country. Its vision says:
Vision
Ensure a qualitative, cost effective and safe integrated transport system and services that will provide for the socio-economic development across the country and the different mobility requirements of every individual and corporate citizen of Sri Lanka.
One of its objectives is to:
Ensure that omnibus services are of acceptable quality and safety standards, promoting a safe and reliable transport system for all users.
Avoidance of unhealthy competition between the two operating sectors- RTBs and private operators
It is a well-known fact that a large number of road accidents is due to the unhealthy competition that exist between the two major operating sectors. Unhealthy competition has resulted in speeding and overtaking. Although road passenger transport was solely managed by the center since the industry came under the Ceylon Transport Board in 1958, a different managerial structure became necessary with the coming of the private bus operators in 1978. The NTC was created in order to bring about the desired harmony that was necessary to coordinate the two arms of the industry.
However, although the Act had been in force for nearly 35 years, one is yet to see the desired harmony between the two sectors of operation. The basic ground for bringing about the desired coordination between the two operating sectors is
· bringing the two sectors to operate on common routes under a composite time schedule, and coming into agreement that they will cooperate in operating the trips as per the common time schedules agreed upon.
And/ or
· Getting the two sectors to operate on selected/ identified routes, so that there wouldn’t be any room for undercutting or unhealthy competition.
Under both these methodologies both sectors need to agree that they would abide by the common/ coordinated time schedules, and that they would undertake operating all the trips as per the composite schedule, including the first and the last trips, irrespective of their remunerability.
A further point is that although depots coming under the respective Regional Transport Boards (RTBs) continue to follow the operational procedures that evolved in the early stages, under the CRB, it is doubtful whether the private operators have the capacity to adopt these methodologies with regard to their personnel, in their establishments.
Information and statistics for any truthful analysis on accidents
A further issue that needs the urgent attention of the relevant authorities is the dependability and accuracy of information on such factors as accidents. Although the RTBs are capable of fishing out relevant information of the performances of their depots, at any given time, could it be at least surmised that the private sector would have some capability in retrieving these information regarding their operations? These are some important aspects that any genuine attempt to prevent road accidents needs to consider and resolve.
by K. A. I. Kalyanaratne 
Former Area Manager (CTB),
Area Manager/Deputy Operations Manager (CNRTB),
Management Consultant/ Senior Manager, Publications,
Postgraduate Institute of Management (PIM),
University of Sri Jayewardenepura,
Former Member, National Transport Commission.
from The Island https://ift.tt/XGQq6bs
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