case study on industrial accidents in india ppt

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• International Dimensions of Ethics Education in Science and Engineering

Case Study: Bhopal Plant Disaster

M.J. Peterson , University of Massachusetts - Amherst Follow

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International Dimensions of Ethics Education Case Study Series

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The Bhopal case is an in-depth study of the industrial accident at the Union Carbide factory in India that immediately killed 2,000 people, injured another 200,000 to 300,000 more, and immediately raised questions about plant safety and corporate responsibility around the world. Includes seven detailed appendices: A.) Chronology, B.) Stakeholders and Level of Responsibility, C.) Economic/industrial climate of India, D.) Union Carbide Corporation, E.) Issues in Chemical Processing, F.) Assessing Responsibility: The Legal/Regulatory System, G.) Assessing Responsibility: The Engineers and Scientists, and H.) Technical Expertise and Managerial Responsibility.

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Accidents in Mumbai 2014 ― 2018

An interactive visualisation.

This web-exhibit should be cited as the following: Kant, V., & Kashyap, A. (2021). Accidents in Mumbai 2014-2018. HFSS Studios. Unpublished Web-Exhibit. Retrieved from https://homepages.iitb.ac.in/~vivek.kant/indian-disasters/mumbai/ The data for this web-exhibit should be cited as the following: Kant, V., Kushwaha, V., & Kashyap, A. (2021). Accidents in Mumbai 2014-2018 [unpublished data set]. HFSS Studios. Retrieved from https://homepages.iitb.ac.in/~vivek.kant/indian-disasters/mumbai/datasheet.xlsx (The dataset can be downloaded here )

"What is the life of an urban Indian worth?"

This may sound as an absurd question but it brings to fore an important challenge that is existing in the shadows of large cities in India. People often die from causes such as caving in of house roofs during rains, electrocution due to naked electric lines in slums, gas cylinders bursting in populated areas, among many other hazards that are interwoven in the life of poor urbanites. Living in dense cities in India is living in danger; this danger is a part of everyday existence. The malise is more insidious because it is accepted as part of everyday modern living. In other words, accidents that result in loss of lives are trivial and do not capture the public conscience.

We believe that these accidents are non-trivial and show the safety profile of the city. As a result, we have taken up the task of mapping these accidents, which typically are depicted on the backpages of newspapers. We aim to show that these accidents resulting in death and injuries have a story that needs to be told. Therefore, we started with this case study of charting out the accidents in Mumbai from the years 2014-2018 (half a decade), as reported in public newspapers. We focussed on public reporting of accidents that tells us the hidden loss of lives. While these may be depicted as trivial in public consumption of information, it also shows a safety profile of a city that needs sensitization and intervention towards the lives of urbanite Indians.

As a city of over 20 million people, Mumbai witnesses all kinds of disasters. These include natural as well as human made disasters, resulting in loss of lives on a daily basis. While these accidents have been well documented and received public recognition, there are a many accidents that do not make a dent in the public conscience. This case study highlights deaths and injuries that occur at commercial and residential sites in Mumbai between the years 2014 to 2018.

All the data for this case study has been compiled from daily reports from a single newspaper, The Times of India, Mumbai Edition ( Click here to access the data source). It depicts accidents and injuries related to bizarre mundane life events which include a man and a 10-year old boy dying due to a wall collapse or more dramatic events such as ESIC Hospital fire in Kamgar. We have explicitly avoided traffic related accidents as these are already in the public awareness.

In this present case study, we have included visualisations that depict a range of insights. These include deaths across sectors such as commercial, factory, or residential, among others. The visualisations also include deaths and injuries throughout the years in relation to the days, months and quarters. The goal of our case study is data exposition for our readers, rather than providing an explanation about the causal basis for the injuries and accidents. To put it succinctly, we aim to reveal rather than explain.

We hope that this revelation will sensitise the public so that they demand a more detailed understanding and reduction in such accidents which can easily be prevented, saving many lives.

Description of the Legend

There are three legends primarily used to distinguish the dataset. The distinctions are made through time of the accident (shown in shades of orange for years and green for months), sector as classified by the newspaper (multi-coloured), and the reason for the accident (shown in shades of red for accidents involving fire and blue for other accidents).

Time labels have date, month and year wise distinctions; sector labels have Authority negligence, Commercial, Construction, Factory and Residential distinctions; reason labels have Building, Fire, Gas cylinder, Malfunction of machines and Negligence related accidents. These labels aid in recognising patterns and help assess the risks associated with the conditions in different times and areas. Labels for the sectors, as mentioned earlier, have been identified by the selected newspaper, labels for the reason have been identified as part of the research.

It is imperative to keep in mind that newspapers are aimed towrds a general audience and therefore may show some ambiguity in sector-wise labelling. These are reflected through variances in the the factors attributed in the reportage. For example, an incident involving a wall collapse in a market place can be labelled as both a commercial and construction accident. To ensure such miscrepencies do not creep into the dataset, the label for reason for the accident was created. The data was thoroughly cleaned and cross-checked with the original reports, and we adhered to the reasons as was reported in the newspapers.

The following graphs show different trends and insights related to deaths and injuries. These graphs are interactive in nature. We invite our readers to interact with them and try to understand the various challenges related to understanding the safety profile of Mumbai as regularly captured through newspapers.

Each nodal point can be interacted with individually. The date, number of casualties and any other relevant information are mentioned in the tool-tip. In addition, for further information, the view data button can be clicked, which will list all recorded facts and references related to the incident in question.

Geographical Analysis of deaths and injuries

Our first visualisation below is a map of the accidents that occured between 2014 and 2018. The deaths and injuries have been marked, with the size of the circles represents the number of casualties involved, and the colour represents the time at which the incident took place.

In the maps below, the legends refer to the discrete number of deaths and injuries. For example, the clickable circle with the number 9 next to it demarcates all deaths and injuries in which a total of 9 people died or were injured. The map also reveals a greater number of dark circles, indicating that a larger percentage of accidents with casualties occurred towards the latter end of our dataset. This is more clearly illustrated in the Day-wise Analysis section of this case study.

Relationship between Deaths and Injuries

The graph Deaths vs Injuries (Reason) compares the number of people dying to those getting injured. The reason we are comparing deaths to the injuries is to get an insight into the type of incidents that are high priority and are in immediate need of an intervention. The number of deaths is on the X-axis, and the number of injuries is on the Y-axis. In an ideal scenario, we would prefer all the data points to be located towards the bottom left of the graph. However, the graph shows that the deaths caused by Negligence* is disproportionately high. This indicates that this is an issue that is both dangerous and high priority. On the other hand, Gas cylinder related fires results in a higher percentage of injuries as compared to deaths, meaning there are more survivors from such accidents.

*The concept of negligence may be serving as an umbrella term for unique underlying issues that may not have been fully investigated and explicated yet. This is because newspaper reportage involves generic categories and a more common sense view of the matter as opposed to insights gained from scientifically rigorous analysis based on human factors.

The graph Deaths vs Injuries (Sector) is also a comparison between deaths and injuries, with the sector classified by the newspaper. Similar to the previous graph, an ideal scenario would have had all the circles towards the bottom left of the graph. However, we see that the Construction sector is to the far right and is much lower than all sectors but three. This is indicative of the higher risks involved in working in the construction sector, which has a higher proportion of deaths as compared to injuries, which is starkly different from the Commercial sector, which has a higher proportion of injuries as compared to deaths.

Relationship between Reasons and Sectors

The graphs “Reason-wise breakdown of Sectors” and “Sector-wise breakdown of Reasons” shows the relationship between the sectors and the reasons attributed to the accidents (newspaper-identified).

The graph “Reason-wise breakdown of Sectors”, shows clearly that accidents related to buildings and fires result in the maximum number of casualties, both for deaths (60%) and injuries (70%). The problem resonates with the generic problems in the urban centres where construction related deaths and spread of fire causes havoc. The graph also indicates that necessary interventions are necessary to reduce deaths and injuries in Mumbai.

From “Sector-wise breakdown of Reasons”, the residential sectors show a marked influence due to the presence of gas-cylinder related accidents (number of injuries is more than the number of deaths in this sector). Improving gas-cylinder usage in urban centres like Mumbai is needed for reducing the number of casualties. In general, fires act as a major reason for casualties in the Commercial, Factory and Residential Sectors (47%), making it an area in immediate need for intervention to aid in the reduction of casualties.

Sector-wise breakdown

The accidents, derived from the dataset, have been classified into five categories: Authority Negligence, Commercial, Construction, Factory and Residential. Those accidents that do not fall under any of these categories, are classified under Miscellaneous. The deaths per category have been shown to allow comparison between the sectors and the deaths across the years. The legend lists the years that the accidents were recorded. The casualties per year for each of the graphs can be seen by selecting the year from the legend.

As is seen in the graph (deaths vs sectors), there is no particular sector that shows the majority of the deaths, except construction. In this sector, the number of deaths are much higher than expected. While other sectors have recorded many deaths, it is important to recognise a sector in which there are known dangers still witnesses casualties in such large numbers; construction accidents remain the major cause of loss of lives. With Mumbai as a rapidly emerging city with ongoing urban renewal construction safety still remains a major priority to be addressed.

In this graph (injuries vs. sectors) we identify the injuries per sector to show that injuries outnumber the deaths. The commercial sector shows that the number of injuries is almost double to that of the number of deaths. However, in the construction sector, the proportion of deaths in relation to the injuries is quite high. In contrast, in the commercial sector, the proportion of deaths in relation to the injuries is much lower than that of construction, indicating that this might be a relatively safer sector. This also shows that in Mumbai as a metropolitan city, there may be a need for safety intervention in the construction sector in general.

To further comprehend the dangers of working the various sectors*, we mapped the casualties in the various sectors per month using treemaps. The area of the rectangle indicates the number of injuries for that particular month. The shade of blue indicates the number of deaths in the sector (the darker the shade, more are the deaths). As is seen clearly, construction (top right corner) is the only sector in which there is an association between the casualties from one month to another. The number of injuries in this sector is highest in the month of July, when the monsoon season starts. While the number of injuries decreases for the month of August, the number of deaths increases. This directly points to the lack of safe working conditions of the labourers in the construction sector during the expected seasonal rains.

*There are a few particular accidents that present a spike in the data resulting in certain sectors being overly represented due to this short duration between 2014 and 2018. For example, accidents such as the fire at ESIC Kamgar Hospital increased the number of injuries in the commercial sector in December, 2018 or the fire at a factory in Dombivli in May, 2016, accounted for more than a third of factory related injuries.

The following graph (Death vs Injuries by Months) helps illustrate the various trends across the newspaper categorised sectors clearly. The left axis represents the absolute number of deaths, the right axis represents the absolute number of injuries, and the bottom axis is labelled numerically with each number representing a month ordinally. The axis to the right is scaled up five times. This helps visualise the ratio of deaths to injuries in each month per sector. As the monsoon months begin, accidents due to Authority Negligence, the Construction and Residential sector note an increase in casualties. It is striking that in all three sectors, there exists a higher proportion of deaths when compared with the injuries. It is a lot more apparent in the construction sector, where there is a sharp spike in casualties in the month of July, and the ratio of deaths to injuries increases for the month of August.

Month-wise Breakdown

The data can be broken down month-wise. This gives a histogram that indicates which of the months have a higher proclivity towards accidents and injuries. In the following graphs, the legend lists the sectors, which can be seen separately upon selecting them from the legend. The reason for listing month-wise is to observe developing monthly trends which result in casualties. For example, the monsoon months (June-September)result in a higher number of casualties (death and injuries)*.

*In the graph showing injuries per month, the trend is not apparent because there have been individual accidents that have contributed towards a higher number of injuries, for example, as discussed earlier, the Chemical factory fire in Dombivli in May, 2016 or ESIC Hospital fire in Kamgar in December, 2018.

Year-wise Breakdown

The following graphs use years as the major separator. July is marked in green to showcase the onset of the monsoon season in India. The legend lists the months, which makes it possible to check for month-wise variation in casualties across the years. Many of the deaths in 2017 and 2018 were the result of some major accidents such as the Elphinstone Bridge collapse and ESIC Kamgar Hospital fire, which took many lives. Efforts should first be directed at minimising the loss of lives in such major accidents, by educating the public about accident etiquettes and incident awareness and ensuring public safety by enabling smooth functioning of public authorities responsible for prevention, mitigation and preparedness.

Day-wise Breakdown

When using the individual days as separators, there appears to be a bit of a pattern, with many accidents occurring towards the end of the month in 2014-15 and 2017-18, while 2016 seems to be an outlier. Further analysis of more years may yield a more representative pattern. The days are listed in the legend, from 1 to 31, coloured in different shades of green. The darker the green, the later in the month the accident occured.

As was seen earlier, in "Death through the years", 2017 and 2018 are prominent in this visualisation. It is interesting to note the frequency of accidents in the second half of December for these two years.

A similar trend of accidents increasing towards the second half of the month can be observed in the graph "Injuries through the Years". Two major accidents are prominent, the Dombivli Factory fire in May 2016 and the ESIC Kamgar Hospital fire in December 2019 contributed to nearly 25% of the injuries in the past five years. This may be indicative of a browser trend that needs to be investigated further.

Variances and Anomalies

The following graphs display the 5-point summary of the dataset, in quartiles. The box-and-whiskers plots are primarily used to show the shape of a distribution, its central value and its variability. This variability is of central interest to us as it helps to illustrate how the different casualties in various sectors are distributed in relation to the anomalies. These anomalies can be easily identified by noting whether the dots representing the sectors lie within the expected error bars or beyond it.

For example, month-wise data for the variances and anomalies (Death and Injuries vs Sectors by Month) across the sectors is affected by seasonal changes. As discussed earlier, monsoons have a huge impact on the construction sector in such a grave manner that it goes beyond the accepted level of variances. This is indicative of the abnormally high casualty rates for this sector during the monsoon months. In the same graph, we also notice in September, Authority Negligence is beyond the top error bar. This is primarily due to the bridge collapse at Elphinstone Road in September of 2017. A similar phenomenon is visible in the Factory sector in May for injuries, with the Dombivli factory fire in May 2016 contributing as a prime factor for increase in casualties.

It is important to keep in mind that the dataset is gleaned from a national daily newspaper for a few years. Therefore, it may have missed out a few accidents. Nevertheless, the aim is to show that the safety profile of Mumbai involves a number of deaths that do not make headlines but are limited to backpages of a newspaper. The focus of this project is to bring to light accidents that do not make it to the headlines, for lack of sensationality, or for lack of sensitivity to the loss of human life. The hope is that this website would bring many trends and patterns, that are generally ignored, to the foreground, and help Indians citizens and policymakers to better prepare and reduce the loss of lives and livelihoods.

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India's chemical plant disaster: another case of history repeating itself

Decades after Bhopal, lack of law enforcement and political will plagues Indian industry

The gas leak at a chemical factory in Visakhapatnam will immediately remind many in India and beyond of the 1984 Bhopal disaster, widely considered the world’s worst industrial disaster.

So far, the scale of the tragedies are very different. Eleven people are confirmed to have died in Visakhapatnam – but with hundreds hospitalised and thousands affected, there are fears the toll will rise. In Bhopal, 4,000 people died within days of the toxic gas leak from a pesticide plant in the central Indian city, and thousands more in the following years.

But there are also startling parallels. The leak in Visakhapatnam, an industrial port city in Andhra Pradesh state on India’s east coast, was from two 5,000-tonne tanks of liquid chemicals. According to a local police officer, it occurred as the plant was being restarted as coronavirus restrictions imposed in late March were eased.

In Bhopal, a much bigger leak occurred, also from a tank full of chemical liquid – extremely hazardous methyl isocyanate – as parts of the complex were reactivated after a shutdown.

In both cases, the leak occurred at night, releasing gas into the crowded homes of workers and their families living around the factories. And both plants had overseas owners: South Korea’s biggest petrochemical maker, LG Chem, in the case of Visakhapatnam, and US-based Union Carbide the majority owner in the case of Bhopal.

Both incidents are only the most high-profile of thousands, big and small, that happen every year in India.

Quite how many industrial accidents occur in India annually is unknown, as many go unreported. Government statistics – which show 54,000 killed or injured in factory accidents between 2014 and 2016 – are thought to only represent a fraction of all casualties. Campaigners claim the true figure is up to 15 times greater .

One problem is that few workers or their relatives are aware of their rights or have the resources to seek legal redress. Many are migrant workers from distant rural communities, a higher proportion are women, a significant number come from the most disadvantaged communities, and so are vulnerable to physical or other threats. Employers often pay compensation privately to ensure a bereaved family’s silence.

Though a profusion of laws exist to protect workers in India, few are enforced. Inspections are rare, and some officials are easily compromised. Last year a fire caused by a short circuit killed 43 people and injured 60 in a workshop in Delhi. The building had been repeatedly inspected by local officials but no alarms were raised despite its evidently poor condition. Police said they would investigate alleged corruption.

Similarly, owners often escape sanction. The criminal justice system in India is slow, and scarce police resources are unlikely to be focused on the investigation of industrial accidents. Local political rivalries, or tensions between state-level and national-level governments can also complicate the search for justice. Pursuing multinationals or foreign owners is expensive, complicated, time-consuming and fraught with uncertainty.

In the case of Bhopal, the then chairman of the company, a US citizen, refused to return to India to face charges, and Union Carbide paid only $470m (£282m) in 1989 to the Indian government in an out-of-court settlement. In 2010 a court sentenced eight Indians to two years in jail .

Finally, there is the profound problem of political will. Campaigners point to the example of traffic accidents. There are between 150,000 and 300,000 road deaths a year in India. Most of the casualties are poor people, with pedestrians and cyclists prominent among victims. Political decision-makers are significantly more likely to be among those being driven in large, safe cars on the chaotic roads than among those suffering most from the potholes, poor discipline and driving skills, or badly maintained vehicles.

The same is true of air pollution, which causes more than 2 million deaths each year, according to some estimates. Once again, those who suffer most cannot afford air filters, sealed windows, homes with gardens or travel during acute periods.

PV Ramesh, a senior official in the Andhra Pradesh government, said 10m rupees ($131,900) in compensation would be given to the families of those who died on Thursday at Visakhapatnam, and the causes of the accident investigated.

“Obviously something has gone wrong,” Ramesh said. “Nobody will be spared.”

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Electrical Accident Scenario in India: A Review

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• V. Venkata Krishnakanth 6 &
• Akshi K. Singh 6  

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Electrical energy is one of the most efficient energies and key economy driver of a nation. Due to its invisible nature and light speed of passage, poses danger to lives stock around it. The incident and fatality rates of electrical incidents/accidents even in developed countries are significantly high, despite continuous efforts by governments. India, being a developing economy also has a significant share of deaths per annum in total deaths due to unnatural causes. Very few region/area-specific studies carried out in this regard. This paper aims to describe the electrical accident/injury scenario of India with the help of statistics collected from official reports of governmental bodies namely National Crime Record Bureau (NCRB) statutory body under Ministry of Home Affairs (MHA), Director General of Factory Advise Service and Labor Institute (DGFASLI), Director General of Mines Safety (DGMS) and Central Electricity Authority (CEA). In addition, an attempt is made to analyze and compare accident/injury figures of such bodies.

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Venkata Krishnakanth, V., Singh, A.K. (2020). Electrical Accident Scenario in India: A Review. In: Khan, F.I., Siddiqui, N.A., Tauseef, S.M., Yadav, B.P. (eds) Advances in Industrial Safety. Springer Transactions in Civil and Environmental Engineering. Springer, Singapore. https://doi.org/10.1007/978-981-15-6852-7_9

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Industrial Accidents in India

Industrial accidents take place due to some negligence on the part of employer, some carelessness on the part of employees and some natu­ral disasters.

Learn about:-

1. Nature of Accidents 2. Classification of Major Industrial Accidents 3. Accident Prone Workers 4. Causes 5. Losses

6. Control 7. Safety Measures 8. Safety Consciousness for Engineering, Training and Placement Side 9. Prevention 10. Safety Schemes.

Industrial Accidents in India: Nature, Loss, Accident Proneness, Classification, Causes, Safety Prevention and Other Details

Industrial accidents – nature of accidents.

The nature of accidents may vary from industry to industry and from acts of employee concern.

ADVERTISEMENTS:

As per the Workmen’s Compensation Act, 1923 the nature of accidents falls under two categories:

1. Partial Disablement:

As per section 2 (1) (g) of the Act, partial disablement only reduces the earning capacity of a workman. It may be temporary or permanent in nature.

A temporary partial disablement only temporarily reduces the earning capacity of workman in an employment in which he is engaged at the time of the accident causing the disablement.

A permanent partial disablement permanently reduces the earning capacity of workman in every employment in which he was capable of undertaking at the time of the accident causing the disablement. He is entitled compensation only to extent to which his ability to earn is reduced. Every injury specified in part II of Schedule I of the Act shall be deemed to result in permanent partial disablement.

2. Total Disablement:

As per Section 2 (L) of the Act, total disablement must be of such a character that the person concerned is unable to do any work and not merely the work which he was performing at the time of the accident. A total disablement may be temporary or permanent in nature.

A permanent total disablement shall be deemed to result from:

(i) The permanent total loss of the sight or both eyes; or

(ii) from any injury specified in part I of Schedule I or from any combination of injuries specified in part It there of where the aggregate percentage of the loss of earning capacity as specified in the said part II against those injuries, amounts to one Hundred percent or more.

In this circumstances, the employee is entitled to full compensation as specified in the Act.

1. Unexpected Event – Accidents occur unexpectedly and suddenly without any prior warning. So accidents are unexpected occurrence.

2. Injury – Accident causes injury to a person and damage to the machinery or property. So some loss of men or property is necessary in case of the accident.

3. Work conditions – The accidents occur due to the unsafe or bad working conditions.

Industrial Accidents – Classification of Major Industrial Accidents (External and Internal)

Industrial accidents can be classified into two broad categories—external accidents that affect the environment around the factory and internal accidents that affect the people within the factory or work-site.

External industrial accidents can take the form of fires’, chemical spills, discharge of toxic gases, and radiation. These types of accidents can be huge disasters. The causes of these industrial accidents include organizational errors, human factors, component failures, deviation from normal operational conditions, software defects; outside interference, and natural forces.

Internal industrial accidents can involve machines dealing with transmission, metalworking, woodworking, agriculture, construction, textile machines, tyre-making, food-making, printing, lifting equipment, etc. as well as pressure vessels, furnaces, refrigerators, hand tools, etc.

As per the International Labour Organization (ILO), a data bank on industrial accidents recorded 124 fatal accidents involving hazardous substances in the Asian region. Since more than 65 per cent of them took place in only two countries and none in seven, it appears that many more occurred but went unrecorded.

Early action should be taken by governments and employers’ and workers’ organizations to stem the rising number of accidents. In India, the Ministries of Labour and Environment are carrying out an extensive programme on major hazard control, and legislation for this purpose has been introduced.

Malaysia has set up a unit for major hazard control within the Ministry of Human Resources. Indonesia and Thailand have taken steps to review the safety situation and identify major hazard installations. However, efforts have been scattered and unsystematic in most countries. Where a major hazard control system has been initiated, it needs to be improved, expanded, and completed.

Major risks are recognized, but preventive laws are generally inadequate to cope with hazards and emergencies. The enforcement efforts of the governmental agencies concerned with the protection of workers, the public, and the environment are not properly co-ordinated.

Employers, workers, and the public are not fully aware of the damage that hazardous substances can cause. As a result, when a serious accident occurs, those involved are overwhelmed by its immediate effects, unable to grasp the full dimensions of its consequences.

After the victims have been attended to and the incident brought under control, an assessment has to be made as to how to deal with the consequences of the accident and carry on with the tasks of repairing the damage, restarting the plant, and preventing a recurrence.

Major accidents may be caused by human failures or errors, technical faults, or external forces. Of these, the predominant cause is human failure on the part of not only the operators but also maintenance personnel, supervisors, and plant and equipment designers and suppliers.

Technical failures usually arise from human errors such as poor maintenance, overloading, and improper use of equipment. Therefore, attention should be directed more towards preventing human errors and failures at all levels.

Often, one event or condition can lead to a number of faults or failures, called common cause failures. A poorly trained and instructed operator is likely to take wrong action. If a company does not have a well-organized training programme, it is probably because its management does not consider safety a priority and does not devote adequate time and money to it. Both operator training and instruction as well as technical safety and maintenance of the installation tend to be neglected.

The most dangerous common cause failures are of organizational nature: poor commitment of the management to safety; lack of communication among departments, and inadequate instruction and information to workers. The higher a common cause failure is located in the management hierarchy, the more harm it can lead to.

The management should be fully committed to plant safety and its commitment should be made known to all personnel.

Immediate Consequences:

The immediate consequences of a major accident may be large-scale death or injury, heavy damage to installations and buildings, and pollution and damage to the environment. While workers and installations are directly affected, serious accidents can also endanger the nearby population and environment.

Long-Term Consequences:

A serious accident has long-term effects at three levels: the enterprise, the people living in the vicinity, and the environment.

The enterprise is affected by:

i. Adverse public reaction.

ii. Unfavourable publicity in the press and other media.

iii. Extensive repair or replacement, loss of production, interruption of supply to customers, and break in relations with them.

iv. Investigations by the judiciary, possibly generating further unfavourable publicity.

v. Lawsuits resulting in severe punishment of the guilty.

vi. Indemnification of the victims and their relatives.

vii. Additional safety measures required by competent authorities.

viii. Increased insurance rates, expenses for recruitment and training of new personnel.

As a result, the plant may have to be shut down for a long time, perhaps even permanently.

People living in the vicinity of the accident may become permanently disabled or emotionally disturbed. Some chemical substances can cause illnesses that manifest themselves long after actual exposure. Besides damage to property near the plant site, the property value itself may decline as people may not want to live near a potentially unsafe area.

Hazardous substances released in the accident may be detrimental to the environment, animals, and vegetation- crops may be ruined, water supply pol­luted, and land may not be suitable for grazing or cultivation for a long time.

Industrial Accidents – Accident Prone Workers   (With Causes)

There are some people who are accident prone. It means that, however hard they try to avoid them; these people may be more often involved in accident than others. A German Psychologist MARBE at the beginning of this century put forward the hypothesis of accident proneness for the first time. Since then it has attracted a lot of attention of psychologists all over the world. This concept of accident proneness is now being replaced by the concept of accident repeater.

Causes of Accident Proneness:

1. Degree of Supervision

2. Personality of a person

3. Recklessness, hostility, and indifference

4. Emotional Instability

5. Visual Ability

6. Family Background

7. Muscular weakness

8. Age of a person.

Applicability of Accident Proneness :

Although the accident proneness hypothesis has been verified by many studies, but some researchers doubt on their applicability:

1. An industrial psychologist MAIER says that to think of accident proneness as a single set of bio-psychological traits is going rather too far because if the factors which contribute to accidents are excluded like frustrations, age, fatigue, it is doubtful if such a set of traits only will cause accidents

2. The different other researchers have found methodological flaws in the studies that have supported the accident proneness hypothesis.

3. Blum and Naylor argue that there is often a careless reporting of accident data as well as wrong application of probability statistics. According to them 60 to 80% of accidents are attributable to chance and remaining 20 to 40% to the situational factors and personal characteristics of individuals.

These are the reasons why many researchers have generally tended to de-emphasize the concept of accident proneness.

Industrial Accidents – Causes

According to D Hoffmann and A Stetzer, the following cause industrial accidents:

(a) Improperly guarded equipment.

(b) Defective equipment, machines

(c) Unsafe Storage: Congestion over loading

(d) Improper illumination in the workshop

(e) Fall on stairs, ladders, walkways

(f) Congested workplace

(g) Unsafe work acts such as throwing materials.

(h) Unsafe procedures in loading, placing or mixing or by lifting improperly.

(i) People with impaired vision; under the influence of drugs or alcohol, and who exhibit negative behaviour.  

Industrial Accidents – Losses Due to Industrial Accidents (Direct and Indirect Costs)

Accidents are enormously costly, cause loss directly or indirectly an the losses are both visible and invisible. The latter are immeasurable and cannot be valued in monetary terms.

The various losses which a management suffers because of the time lost due to accidents are:

(i) Direct Costs, viz., the wages of employees; compensation and the cost of medical aid; the cost incurred on training a new worker; loss due to waste of raw materials; and loss of production and quality arising out of the inexperience and lack of skill of the new employee.

(ii) Indirect costs, which include the following-

(a) The cost which the government has to incur because it has to maintain a larger number of factory inspectors to check accidents; because it has to spend more on the employee’s health insurance and other social security benefits; and because the cost of all these is recovered by imposing higher taxes on the people;

(b) The cost to the employee of the time he has been without work because of his accident;

(c) The cost of the lost time because other employees stop work out of curiosity, out of sympathy with the injured employee, or because they have to assist the injured worker;

(d) The cost of time lost by a foreman, a supervisor or other executive while assisting the injured employee, investigating the cause of the accident, arranging for his replacement, selecting and training a new employee, preparing the accident reports, and attending hearings conducted by government or other officials;

(e) The cost incurred on the machine or tools that might have been damaged, and or the cost of the spoilage of material when the accident occurred;

(f) The loss of profit on the production which the injured employee* would have been responsible for, including the loss incurred because the machine on which he was working was idle;

(g) The cost incurred on account of the wages paid to an employee during the period in which he was idle following his injury and even after his return to work, when his production would be worth much less than it was before he sustained the injury;

(h) The loss following the excitement among, or the weakened morale of, the other employees following the occurrence of the accident and the consequent lower productivity throughout the plant; and

(i) Overhead costs – the expense incurred on light, heat, rent and such other items, which continue to be used while the injured employee is a non-producer.

It is obvious, then, that an accident causes a lot suffering and loss to the employees, the employer, the government, and even to society. It is particularly hard on the employee’s family, especially when he is the only bread-winner. Every accident lowers the morale of his fellow- workers.

They become pessimistic and increasingly aware of the hazardous nature of their work, as a result they do not, or cannot put their best efforts to achieve optimum production. Accidents, therefore, increase the over-all cost of production, and adversely affect productivity and morale.

Industrial Accidents – Systems for Controlling of Major Accidents Hazards in India

The worst industrial accident ever, involving the catastrophic release of extremely toxic methyl isocyanate from a pesticide-manufacturing factory,occurred in Bhopal, India, on 3 December 1984, killing more than 2,500 people and affecting the health of several thousand people. The incident drew much attention to the problem of major hazards associated with the operation of certain chemical plants.

In India, a strong need was felt to prevent the recurrence of such accidents by strengthening the country’s occupational safety and health system. The Government initiated work to assess the existing safety measures in the chemical industry and to suggest remedial measures. The prevention and control of major accident hazards became a pressing issue.

At the request of the Government of India, the ILO sent a mission to India in April 1985 to identify and advise the government on the early priorities for establishing a system for controlling major accident hazards in the country. The mission, consisting of two experts, carried out a rapid survey of some representative chemical factories in different parts of India, assessed the prevailing situation in the chemical industry, and prepared a report.

The mission made the following recommendations:

i. A list of hazardous chemicals and flammable gases should be established, each having a specific quantity such that any factory handling any substance above the stated quantity should be a major hazard work black by definition.

ii. An inventory of major hazard works should be obtained for each state.

iii. The list of hazardous chemicals and the inventory of the major hazard works should be maintained in a computerized data bank.

The Ministry of Labour implemented the ILO project on the establishment and initial operation of a system for controlling major accident hazards initially in twelve selected states. The immediate objective of the project was to strengthen the national system for preventing occupational accidents in certain industrial activities.

This was done through identification, analysis, and control of industrial activities involving hazardous chemicals and processes that have the potential to cause major accidents.

The system for controlling major accident hazards in India, as established under the ILO project, consists of the following elements:

i. Three-tier technical organization on major accident hazards control.

ii. Rules for the control of major accident hazards.

iii. Computerized data bank.

iv. Strengthening of labour institutes and inspectorates of Dock Safety.

v. Strengthening of the inspectorates of factories.

vi. Training strategy.

i. Three-Tier Technical Organization :

A three-tier technical organization, incorporating the national, regional, and state levels, was set up to control major accident hazards. At the national level, a multidisciplinary advisory division to control major accident hazards, staffed with relevant specialists, was set up in the Central Labour Institute, Mumbai.

At the regional level, cells to control major accident hazards were set up in the three Regional Labour Institutes in Kolkata, Chennai, and Kanpur.

The advisory division and the cells function as resource centres for the control of major accident hazards. They also provide technical advice and guidance on hazardous chemicals to industry; investigate major accidents; inspect major accident hazard works; develop technical guidelines and training material; conduct specialized training programmes on the control of major accident hazards and on chemical safety to different target groups; and conduct studies and safety audits of hazardous operations.

ii. Rules for the Control of Major Accident Hazards:

Draft regulations on the control of, major accident hazards were first prepared as model rules that were then notified to the states under the Factories Act of 1948.

Through extensive consultations between the Ministry of Labour and the Ministry of Environment and Forests, these regulations were later har­monized with the draft rules prepared by the latter. The Ministry of Environ­ment and Forests included the rules as the ‘Manufacture, Storage and Import of Hazardous Chemicals Rules, 1989’ under the Environment (Protection) Act of 1986.

These rules to control major industrial accident hazards aim at preventing major accidents in certain industrial activities. In all, eleven authorities have been entrusted with the responsibility of enforcing the provisions in their respective fields.

For example, the Chief Inspectors of Factories were assigned the duty of enforcing the relevant provisions of the rules in factories and the Chief Inspector of Dock Safety assigned the same job in ports. These rules are also being included under their respective workplace-related legislation such as the Factories Act of 1948.

iii. Computerized Data Bank :

Computerized data banks, which have appropriate databases on the control of major accident hazards, were established in the Central and the three Regional Labour Institutes. These data banks enable the storage, retrieval, and dissemination of information.

The databases so far created include the inventories of hazardous chemicals; the major accident hazard works/sites and the specialists in the field of major accident hazards control; the CIS database on occupational safety and health; the incidents involving major accident risk; and the details of the specialized training programmes conducted for the control of major accident hazards among the seven target groups within the enforcement authorities and industry.

The databases on the inventories of hazardous chemicals, the major accident hazard sites/works, and the incidents of major risk are updated continuously.

iv. Strengthening of Labour Institutes and Inspectorates of Dock Safety:

The Central and the Regional Labour Institutes and the Inspectorates of Dock Safety have been strengthened by recruiting/deploying officers with qualifications and experience in chemical engineering to advise on chemical safety and the control of major accident hazards.

The technical competence of these officers and other specialists has been developed by providing them with appropriate training, in India and/or abroad, in the control of major accident hazards.

This has enabled the institutes and the Inspectorates of Dock Safety to develop technical guidelines and training materials, to carry out joint inspections with Inspectors of Factories, to perform studies and safety audits of hazardous operations, to conduct training programmes for the Inspectors of Factories, Inspectors of Dock Safety, and technical personnel from the industry, and to provide technical advice to the major accident hazard sites/works.

v. Strengthening the Inspectorates of Factories :

The Inspectorates of Factories of the states that have a considerable number of major accident hazard factories were strengthened with the recruitment of inspectors with chemical engineering qualifications. All the inspectors were trained in the control of major accident hazards abroad and/or in India.

In addition, the inspectors were given specialized in-service training on inspecting major accident hazard sites. The criteria for prioritizing the major accident hazard sites were developed. The development of the technical competence of the inspectors and the provision of necessary instruments to the inspectorates has thus enhanced their ability to execute their tasks.

vi. Training Strategy :

Keeping in mind the emphasis laid in the project on training, a three-pronged training strategy was developed. The three focal points were to identify the target groups, to develop appropriate training material, and to conduct training programmes.

The target groups needing specialized training in the control of major accident hazards were identified. These included inspectors from the Inspectorates of Factories and Inspectorates of Dock Safety; senior executives; safety officers; workers who are members of safety committees; supervisory trainers from the major accident hazard works and port authorities; and trade union leaders at both the national and regional levels.

Training manuals were developed to provide the background reading material needed by these training programme participants. There are manuals available now on the techniques of inspecting chemical plants and on the control of major accident hazards that are meant for the senior Inspectors of Factories, safety officers, supervisory trainers, and workers who are members of safety committees.

Over 100 specialized training programmes and seminars have been held, with nearly 3,500 participants from various target groups. A notable feature has been the input of several ILO experts on various aspects of the control of major accident hazards in these seminars and training programmes.

Industrial Accidents – Safety Measures

In order to avoid accidents on the job, industrial safety is of utmost important. Accident results in partial or permanent disability or even death of an employee involving good amount of cost and social hazards, therefore, safety is needed for –

1. Preventing partial or permanent disability or death of talented workers.

2. Preventing suffering to employees

3. Minimizing damage to equipment and machinery

4. Increasing efficiency in production

5. Reducing cost of production

So it is the responsibility of every management to provide safety to its workers. The industrial safety and work efficiency are directly related to each other. Security measures not only reduce the industrial accidents but also improve the industrial work efficiency.

Therefore, employer must pay special attention to the safety measures. The rules explained in various labour laws are necessary to be followed. These measures ensure the safety of workers, industrial accidents are prevented and the total efficiency of the enterprise increases.

The industrial safety measures also include precautions which are to be observed by the management to prevent the accidents result into loss of property and life. A safety policy should be based on the fact that the well-being of employees is a major concern of an organisation, that people are its most valuable asset and their safety is the greatest responsibility. Hence employees should be trained to do their work in a safe and efficient manner and safety training must be made an integral part of the society.

Since accidents occur in plant, during processes and operation or due to ignorance and skill of an employee, the safety should be considered from the following angles:

1. Technical Angle – Buildings, tools, equipment, environment etc.

2. Training and Placement Angle – Selection, training, placement, and motivation for safe work practices etc.

Four Levels of Safety Interventions:

The four levels of workplace safety interventions are:

1. Intervention at the Managerial Level:

The various components of managerial interventions include:

a. Assessing workplace safety aspects and possible threats or hazards.

b. Drafting safety policy.

c. Safety policy implementation & follow-up on a regular basis.

d. Safety Training & drills on a periodic basis.

e. Legal & statutory compliance

f. Workload assessment

g. Equipment and maintenance audit.

2. Technological Interventions:

The technological interventions refer to technology-audit and ensuring that better technologies are used and employed in the organizations that enhance safety aspects.

3. Behavioural Interventions:

Making safety at workplace a way of life rather than a periodic inspection issue is the real challenge. Anything and everything that an employee or a manager does must be in line with the safety practices. Safety should become everyone’s agenda rather than being an enforcement issue.

Zero tolerance for any unsafe practice or unsafe act, zero procrastination of safety aspects, prioritizing safety over everything are some of the desired behaviour from employees especially from managers.

4. Ethical Interventions:

In this era of competition, market volatility and uncertainty there may be sometimes a tendency to cut-corners when it comes to safety issues. No such steps must be permitted that endangers lives of the employees or of any other member of the society due to operations of an organization.

Industrial Accidents – Safety Consciousness for Engineering, Training and Placement Side

1. Technical i.e. Engineering Side:

(i) Design and construction of plant and workplace should be safe.

(ii) Arrangement of machinery equipment and material should be such as to eliminate risk of accident.

(iii) Machines and equipments should be kept in good working conditions.

(iv) Good working environment free from noise, pollution, and other environmental hazards should be ensured.

2. Training and Placement Side:

(i) Great cares should be taken while selecting persons for the jobs only skilled persons should be selected to handle machinery and equipment.

(ii) Workers should be given proper in plant training and education regarding safety and use of safety devices.

(iii) In order to keep workers motivated towards safety rules –

(a) Safety rules must keep pace with changing environment and conditions.

(b) Safety rules should be small, well defined, non-oppressive and acceptable to all employees.

(c) Safety rules should be publicized among workers.

Industrial Accidents – Steps Adopted to Prevent Industrial Accidents

Accidents can be prevented through various ways. According to the National Safety Council, U.S.A, prevention of accidents depends upon three Es i.e. Education, Enforcement, and Engineering. It means that job should be engineered for safety, employees should be educated about the safe procedures and the safety rules should be properly enforced.

Some of the steps for ensuring safety and preventing industrial accidents are:

1. Proper Safety Measures:

For avoiding accidents at the work place there should be proper safety measures. Guidelines are issued by the government from time to time in relation to enacting measures for checking accidents which should be strictly followed. These measures should include that machinery should be properly guarded; danger areas should be fenced etc.

2. Proper Selection:

The selection of the employees should be done on the basis of properly devised tests so that the suitability of the job is determined. Because the wrong selection will create problems as some employees are accident prone and not suitable for the job.

3. Enforcement of Discipline:

The disciplinary action should be taken against the employees who flaw the safety measures. The punishments like warnings, fines, layoffs, termination etc. should be enforced which will force the workers to follow the various safety measures.

4. Safety Conscious:

The organisation should make its employees conscious of the safety measures. This can be done through proper working conditions, slogans, advices should be given to the employees from time to time for making them conscious of the measures.

Following slogans will keep the workers conscious about the safety measures:

“Accident means Disablement”

“Safety Saves”

“Alertness is the Best Precaution”

5. Safety Committees:

Enforcement and following the safety measures are beneficial for both workers as well as organisation. The committees should be formed comprising of the members from the workers and employees to develop the safety programmes and measures. The safety can easily be ensured through these committees as the safety programmes will be formulated in consultation with the representatives of the workers in the committees.

6. Incentives:

For motivating the workers for adhering safety measures, incentives should be provided to them for maintaining safety. Monetary and non-monetary incentives should be provided to the workers who adhere to the safety measures in toto.

7. Safety Training:

The training should be provided to the workers for providing them information regarding the safety measures. The workers should be provided with the knowledge regarding the hazards of the machines, areas of accident proneness, and the precautions in case of some accidents. This training should be provided to both workers and supervisors.

8. Proper Maintenance of Machines and Equipments:

One of the main reasons for the accidents is the fault in the machines or equipments. So there should be proper maintenance of machines and equipments and these should be properly greased and should be frequently inspected by the personnel’s of engineering department.

There should be a Safety Director in every industrial undertaking to design and operate the safety program. The basic objective of the safety program should be safety and security of the lives, health and welfare of the workers employed therein.

The following precautionary steps may be adopted to prevent accidents in the industries:

(i) Safety committee may be constituted in every plant. It should consist of the representatives of both the management and the workers. All the safety programs should be implemented through the safety committee.

(ii) Safety Training – The supervisors should train the new employees in safety methods. The possible causes of accidents should be explained to the new employees and they should be taught habits and motions that will keep them out of danger. Training programs should also be designed for the supervisors.

(iii) Material handling equipment should be installed to carry bulky materials from one place to another. No worker may be required to lift or carry heavy loads which may cause injury.

(iv) Guarding of Machines – Safety guards should be designed, constructed and used to provide positive protection, prevent access to the danger zones during operations, avoid inconvenience in operation and give protection against unforeseen contingencies. These are in the form of hard insulated covers provided to the moving or rotating parts of machines.

(v) Maintenance of Plant – The plant should be maintained in good condition. All objects likely to obstruct the passages meant for movement by workers should be removed. Passages should not be used to store goods or materials. Dry, clean and ventilated store rooms with suitable racks, shelves, etc. should be provided for keeping electrical and other hazardous equipment.

(vi) Regular Inspection – There should be regular inspection of machines and equipment and electricity cables to check any leakage.

(vii) Equipment Redesign – Industrial engineers should be engaged to improve the man-machine system. Equipment, machinery and work procedures should be redesigned to cut down accident rate.

(viii) Proper Clothing – The workers should be provided with proper clothing and other protective things such as hand gloves, masks, helmets, safety footwear, etc. while at work. The clothings should serve a dual purpose of providing convenience as well as protection at work. The use of articles made of inflammable material must be prohibited while working on operations that involve risk of fire. Chemicals should be carefully handled.

(ix) Clean Floors – There should be no trailing of telephone cables on the floors. Floors, passages and stairs must be kept clear of obstructions.

(x) Safety Campaign – Safety program must be given a wide publicity through posters and hoardings. ‘Work Safety’ and ‘Safety Saves’ are illustrations of the slogans which may be displayed at critical points. Safety contests may also be held between the plants as a part of the safety campaign. Plant with lowest accident rate may be given some reward.

Safety Education:

Workers should be educated in safety precautions and rules. Ev­ery employee should be advised about the safety devices. Safety in industry can be achieved only if the employees appreciate the need for them and understand the safety methods provided. Safety education is essential to new entrants as well as old employees.

When accidents occur, there is no point in blaming the workers that they violated the safety rules without making sure that they understood those rules.

Safety depends on the education of the workers about safety regulations. A safety code for workers is necessary in all undertak­ings. This can be done in conjunction with the Safety First Association of India and the National Productivity Council.

Posters, leaflets, bulletins, films and talks are all effective meth­ods of safety education of workers.

A new recruit after selection goes down to the line and meets his immediate supervisors. The first duty of the Supervisor is to impress upon the new entrant, the idea that his life is going to be a daily play with machine. As long as he observes the rules of the game, the machine is a good servant. But should he lose respect for the ma­chine, he runs grave danger. He may also be responsible for mishap to his colleagues.

It is not only the machine that requires care and attention. The factory is a huge family house and just as adjustments and care are necessary in the house, the factory also demands good housekeeping.

“Order is Heaven’s first law”. Order in a factory not only prevents accidents, disablement and misery, but also helps the smooth flow of production.

Industrial Accidents – Safety Schemes for Workers

Essential factors of safety scheme in a factory can be summarised as follows:

1. Appointment of a full time or part time safety officer delegated with the work for safety of workers.

2. Instructions to all new employees on safe working methods through personal talks, films, lectures, demonstrations, and pam­phlets.

3. Careful and frequent inspection of works to ensure that gang­ways are clear, passages adequately lighted, materials well stacked, etc.

4. Inspection of machines and plant in co-operation with the tech­nical staff to ensure that adequate guarding is provided, maintained and used and that proper lighting provided and good colour scheme introduced.

5. Provision of overalls, special protective clothing, helmets, gog­gles and respirators, wherever necessary and ensure that these are properly used.

6. Accident prevention or safety committee which should investi­gate every accident and advise on measures to prevent recurrence.

7. Safety first campaigns by means of posters, films, inter-depart- mental competitions, articles and notices in house magazine, etc.

8. Training in first aid and arranging refresher courses.

9. Ensure that even trivial accidents are reported to the first aid room.

10. Keep full and accurate records of all accidents and maintain accidents analysis reports.

Accident prevention is one of the essential prerequisites that help the creation of an industrial climate, wholesome and congenial.

Related Articles:

• Causes of Industrial Accidents: 18 Major Causes
• Causes of Industrial Sickness in India
• Industrial Discipline
• Essay on Industrial Disputes in India

Case Study: Pune Expressway Road Accident Study - Mumbai, Maharashtra, India

Introduction

The Mumbai – Pune Expressway is an access-controlled highway that connects Mumbai, the commercial capital of India, to the neighbouring city of Pune. Two- and three-wheeled vehicles are not permitted to use the majority of this divided 6-lane roadway which has a speed limit of 80 km/h for much of its 94km length.

During recent years concerns had been raised by the public, motoring clubs and NGO’s regarding the increasing number of traffic collisions occurring along the stretch resulting in fatal and serious injury. However, with some crashes going unreported and those that are reported lacking the necessary detail for effective crash investigation and analysis, the scale of the problem was difficult to establish. Therefore in October 2012 crash investigators from JP Research India (JPRI), working alongside the Maharashtra State Highway Police, began a detailed 12-month crash investigation study along the route in order to identify, record and understand the collision problem.

Methodology

JPRI researchers were informed by the police of any collisions that occurred on the expressway that the police came to know of. During the study period the JPRI accident research team also came upon many collisions on the expressway that had not been reported. These collisions often involved minor injuries or damage only, but occasionally involved serious injuries. Often these crashes were not reported to the police as the vehicle owners preferred not to report the incident. Such events, although not reported to the police, are still important for in-depth crash analysis. Hence, the JPRI accident research team conducted regular inspections of the road length and examined many such non-reported collisions, in addition to those which they were informed of by the police. To determine whether a collision had been reported to the police, JPRI researchers would follow up with the relevant police station up to 2 weeks after the incident.

In- depth crash investigations were conducted in a scientific manner involving detailed examination of the crash scene, crash vehicles and the injuries sustained by the victims. Whenever possible, researchers also interviewed those involved to better understand the collision sequences. The data collected is stored in a database in a format which allows for detailed analysis. Numerous measurements, observations and notes are taken on scientific collision data forms, which are used to build a scientific database called “Road Accident Sampling System – India”, or “RASSI” in short. This scientific database is shared by a consortium of automotive manufacturers who use it for improving vehicle design and developing India- specific safety technologies.

During the 12-month study period, 214 collisions were examined and analysed in detail. The study provides an in-depth analysis of the crashes and offers an analysis of the various factors influencing collisions and resulting injuries on the Mumbai – Pune Expressway. The study not only identifies these “contributing factors” but also ranks them based on the number of collisions these factors have influenced. This ranking is to assist policy makers, decision makers and road safety stakeholders in planning cost effective road safety investments using data-driven road safety strategies.

JPRI researchers examined a total of 214 collisions between 7th October 2012 and 31st October 2013. These incidents involved 328 road users (317 vehicles and 11 pedestrians) and resulted in 72 fatal victims and more than 140 serious injury victims. Of the 72 road deaths recorded 48 were car occupants, 19 were truck occupants, there was 1 bus passenger and 4 pedestrians. Run-off-road crashes account for 55% of the crashes followed by collisions between vehicles travelling in the same direction (33%). Vehicles running off the road to the right (29%) were found to have more fatal/serious injury outcomes than vehicles running off the road to the left (20.5%), even though there were more crashes involving vehicles leaving the road to the left.

Recommendations have been made to reduce the severity and likelihood of road crashes along the study route by improving the infrastructure, road user behaviour and vehicle safety standards based on the analysis of all crashes.

Conclusions

Based on one year of crash investigation data for the Mumbai – Pune Expressway, the study concludes the following

• Trucks are highly involved in collisions on the expressway. Of all the vehicles/road users involved in collisions on the expressway, 63% are trucks.
• Cars and trucks are the most affected road user types in collisions on the expressway. Cars constitute 58% of vehicles which had at least one fatal occupant, and 45% of vehicles which had at least one seriously injured occupant. Trucks constitute 30% of vehicles which had at least one fatal occupant, and 37% of vehicles which had at least one seriously injured occupant.
• Run-off-road crashes are the crash type seen most frequently on the expressway, followed by collisions between vehicles travelling in the same direction. Vehicles leaving the carriageway to the left and right sides accounted for 55% of all crashes examined. Collisions with vehicles moving ahead, stopped or moving laterally in the same direction accounted for 33% of all the accidents examined.
• Human factors have the most influence on the occurrence of all crashes, and vehicle factors have the most influence on the occurrence of fatal/ serious injury accidents. Human factors alone (57%) had the highest influence on the occurrence of crashes, followed by the combination of human and infrastructure factors (22.5%) and vehicle factors alone (16.5%). Vehicle factors alone (28%) had the greatest influence on a fatal/serious injury outcome, followed by a combination of human and vehicle factors (21%) and combination of vehicle and infrastructure factors (19%).

For more information download the full report Mumbai – Pune Expressway Road Accident Study

References:  JP Research India,  RASSI

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