Case study on road accidents

SIX SIGMA METHODOLOGIES ON ROAD ACCIDENTS
SUBMITTED BY:
Group no.- 5
ANTRIKSH SAXENA (12115019)
ANUJ ARORA (12115020)
ARPIT KUMAR AGRAWAL (12115024)
PANDE PADMANABH (121150)
PRERIT DAK (12115072)

INTRODUCTION
Road safety is a multi-sectorial subject. It includes proper development
and management of roads, provision of safer vehicles, and a serious response to accidents.
Owing to unsafe conditions on roads, the rate at which road accidents are happening in India
has been high.
According to WHO statistics for 2002, out of about 11.8 lakh road
accident deaths across the world, 84,674 deaths were reported from India itself. In the year
2004, the number deaths in India due to road accidents increased to 92,618. GDP has gone
down by 3 percent due to road accidents. Considering the gravity of the situation, there is
consensus that concerted measures are necessary for reducing this high level of accident
deaths and injuries through improved safety measures and traffic management. In India with the
expansion in road network, motorization and urbanization in the country, the number of road
accidents have surged.
Road safety has become the issue of national concern, considering the
statistics and the consequent negative effects on the economy of the country, public health. One
of the major portion of deaths, disabilities and hospitalizations, with severe socioeconomic
costs, across the world is shared by RTIs (Road Traffic Incidents). World Health Statistics 2008
cited in Global Status Report on Road Safety states that RTIs in 2004 were the 9th leading
cause of death and at current rates by 2030 are expected to be the 5th leading cause of death.
Thus, there is an urgent need to recognize the worsening road safety
situation in order to take appropriate action. Road traffic injury prevention and mitigation should
be given the same attention and scale of resources that are currently being channeled towards
other predominant health issues, if increasing human loss and injury on the roads, with their
devastating human impact and large economic cost to society are to be avoided.

ANALYSIS
 STATISTICS:-
Expansion in the road network, a surge in motorization and the rising
population in the country contribute toward the increasing numbers of road accidents, road
accident injuries and road accident fatalities. The road network in India, the numbers of
registered motor vehicles in the country and the country’s population have increased at a
compound annual growth rate (CAGR) of 3.4%, 9.9% and 1.6% respectively, during the decade
2001 to 2011. During the same period, the number of road accidents in the country increased at
a CAGR of 2.1%. Similarly, the number of road accident fatalities and the number of persons
injured in road accidents in the country between 2001 and 2011 increased by 5.8% and 2.4%
respectively.
Between 1970 and 2011, the number of accidents increased 4.4 times
accompanied with 9.8 times increase in fatalities and 7.3 times increase in the number of
persons injured, against the backdrop of more than a 100-fold increase in the number of
registered motor vehicles and close to a four-fold Increase in the road network.
1. Total number of road accidents, persons killed, and Persons injured during 2002-
2011:-
During 2011, a total of 4, 97,686 road accidents were reported by all
States/UTs [Figure 1]. The proportion of fatal accidents in the total road accidents has
consistently increased since 2002 from 18.1 to 24.4% in 2011. The severity of road accidents
measured in terms of persons killed per 100 accidents has also increased from 20.8 in 2002 to
28.6 in 2011.
Fig 1

2. State wise analysis:-
During the calendar year 2012, Tamil Nadu has reported the maximum
number of road accidents (67,757) accounting for 15.4% of such accidents in the country.
Although Maharashtra had the highest number of registered vehicles in the country, the highest
number of deaths due to road accidents during the years were reported in Tamil Nadu (11.6%)
followed by Uttar Pradesh (10.9%), Andhra Pradesh (10.8%) and Maharashtra (10.0%). The
rate of accidental deaths per thousand vehicles was highest in Bihar and West Bengal at 1.9
each followed by Himachal Pradesh (1.8), Andhra Pradesh (1.5) and Jammu and Kashmir (1.5)
as compared to 1.0 at the national level. The rate of deaths per 100 cases of road accidents as
the highest in Nagaland (133.3), followed by Punjab (75.8) and Mizoram (70.0) as compared to
31.6 at the national level. The deaths in Jammu and Kashmir, Nagaland, Uttar Pradesh and
Andhra Pradesh, due to road accidents were reported to be 69.6, 67.5, 53.5 and 51.9%
respectively.
Fig. 2
15.7
8.3
9.1
7.6 7.6
6.3 6 6.1
3.6
23.6
6.1
25
20
15
10
5
0
Share in total number of road accidents (%)
during 2012

3. Road accident deaths by various modes of transport during 2012 : -
During 2012, road traffic accidents shared 35.2% of the accidental
deaths; 23.2% of the victims of road accidents were occupants of ‘two wheelers’ [Figure 3].
Although the break-up of total government and private vehicles is not available, it is pertinent to
note that the majority of victims were traveling in private Vehicles. During 2012, Delhi city,
among the 53 mega cities, accounted for 16.1% of the deaths of pedestrians’, 10.0% deaths
due to car accidents and 9.5% deaths due to two wheelers.
23.2
19.2
10.1
9.4
8.3
6.7
4.8
Fig. 3 (Share of various modes of transport in Road Accidents during 2012)
25
20
15
10
5
4. Latest characteristics of road traffic accidents in India:-
a) Classification of Roads: National Highways accounted for 30.1% of the total road
2.2
accidents and 37.1% of the total number of persons killed in 2011. State Highways
accounted for 24.6% of the total accidents and a share of 27.4 % of the total number of
persons killed in road accidents in 2011.
b) Spatial distribution: In 2011, the total number of accidents that occurred in rural areas
(53.5%) was more than that in the urban areas (46.5%). Rural areas had more fatalities
10.3
0
Two Wheeler Trucks Car Bus Pedestrian Jeep Three
wheeler
Bicycle Others

(63.4%) than urban areas (36.6 %). The number of persons injured was also more in rural
areas (59.4 %), as compared to urban areas (40.6 %).
c) Age and gender of accident victims: The detailed age profile of accident victims other
than the drivers, for the year 2011, revealed that the age group between 25 and 65 years
accounted for the largest share, 51.9%, of total road accident casualties, followed by the
age group between 15 and 24 years, with a share of 30.3%. More than half of the road
traffic casualties were in the wage-earning age group. Only 15% of the road accident
victims were females during the calendar year 2012.

DESCRIPTION OF VARIOUS PERSPECTIVES
1. MAJOR CAUSES OF ROAD ACCIDENTS:-
Road accident is the most unwanted
thing to happen to a road user, though they happen quite often. The most unfortunate thing is
that we don’t learn from our mistakes on road. Most of the road users are quite well aware of the
general rules and safety measures while using roads but it is only on part of road users which
cause accidents and crashes. Main cause of accidents and crashes are due to human errors.
Following are common behavior of humans which results in accidents.
Over Speeding
Drunken Driving
Distractions to Driver
Red Light Jumping
Avoiding Safety Gears like Seat belts and Helmets
a) Over Speeding:
Most of the fatal accidents occur due to over speeding. Human want
thrill and adventure and drive in high speed and don’t know that high speed driving might be
last driving of him. Increase in speed multiplies the risk of accident and severity of injury
during accident. Faster vehicles are more prone to accident than the slower ones and the
severity of accident will also be more in case of faster vehicles. A vehicle moving on high
speed will have greater impact during the crash and hence will cause more injuries to
traveler as well as other people. The ability to judge the forthcoming events also gets
reduced while driving at faster speed which causes error in judgment and finally a crash.
b) Drunken Driving:
Alcohol reduces concentration. It decreases reaction time of the
human body. It hampers vision due to dizziness. Alcohol dampens fear and incites humans to
take risks. All these factors cause accidents and many times it proves fatal. For every increase
of 0.05 blood alcohol concentration, the risk of accidents doubles. Apart from alcohol and drugs,
medicines also affect the skills and concentration necessary for driving.
c) Distraction to Driver:
The distraction while driving could be minor but it can cause major
accidents. The major distraction nowadays is talking on mobile while driving. While
talking on phone brain uses most of its part for communication and less for driving. This

division of brain hampers reaction time and ability of judgments. This becomes one of
the major reasons of crashes.
Some of the distractions on road are:-
 Stereo/Radio in vehicle
 Adjusting mirrors while driving
 Animals roaming on the road
 Banners and billboards.
d) Red light jumping:
It is a common sight at road intersections that vehicles cross without
caring for the light. The common conception is that stopping at red signals is wastage of time
and fuel. Studies have shown that traffic signals followed properly by all drivers save time and
commuters reach destination safely and timely. A red light jumper not only jeopardizes his life
but also the safety of other road users. This act by one driver incites other driver to attempt it
and finally causes chaos at crossings .This chaos at intersection is the main cause of traffic
jams. Eventually everybody gets late to their destinations. It has also been seen that the red
light jumper crosses the intersection with greater speed to avoid crash and challan but it
hampers his ability to judge the ongoing traffic and quite often causes crashes.
e) Avoiding Safety Gears like seat belts and helmets:
Not use of seat belt in four-wheeler and not wearing seat belt invites
penalty, same as the case of helmets for two wheeler drivers. Wearing seat belts and helmet
has been brought under law after proven studies that these two things reduce the severity of
injury during accidents. Wearing seat belts and helmets doubles the chances of survival in a
serious accident. One should use safety gears of prescribed standard and tie them properly for
optimum safety.
2. GENERAL MEASURES TO PREVENT ACCIDENTS:-
The main thrust of accident
prevention and control across the world has been on 4 Es
(I) Education,
(ii) Enforcement,
(iii) Engineering and
(iv)Environment and Emergency care of off-road accident victims.
The Government of India has been focusing on all these four approaches in its
policies and programmers. The safety of road users is primarily the responsibility of the State

Government concerned. However, Central Ministry has taken several steps to improve road
safety for road users which are as under:
It is ensured that road safety is the integral part of road design at planning stage. Various steps
to enhance road safety such as road furniture, road markings/road signs, introduction of
Highway Traffic Management System using Intelligent Transport System, and enhancement of
discipline among contractors during construction, road safety audit on selected stretches, have
been undertaken by National Highways Authority of India.
Refresher training to Heavy Motor Vehicle drivers in the unorganized sectors being
implemented by the Ministry since 1997-98 under plan activities.
Setting up of Model Driving Training School in the States by Ministry of Road Transport and
Highways.
Publicity campaign on road safety awareness both through the audio-visual and print media by
Ministry of Road Transport and Highways.
National Awards for voluntary organizations/individual for outstanding work in the field of road
safety.
Tightening of safety standards of vehicles like Seat Belts, Power-steering, rear view mirror, etc.
Providing cranes and ambulances to various State Governments/NGOs under National Highway
Accident Relief Service Scheme. National Highways Authority of India also provides
ambulances at a radius of 50 Km.
Widening and improvements of National Highways from 2 lanes to 4 lanes and 4 lanes to 6
lanes, etc.
 Central Government has felt the need for developing institutional mechanism to
provide training to trainers to impart quality training to the drivers, as nearly 78.0% of all
road accidents are caused due to drivers’ fault. A scheme for setting up of model driving
training school has been formulated by the Ministry. Under the revised scheme, 10
schools at an estimated cost of 140 crore were proposed to be set up during the
Eleventh Five Year Plan. So far, sanction has been accorded by the Ministry for setting
up of 7 Institutes of Driving Training and Research, namely Gujarat, Haryana, Himachal
Pradesh, Maharashtra, Madhya Pradesh, Rajasthan and Tamil Nadu. The Ministry is
also in process of sanctioning 3 more such institutes.
 National Highway Accident Relief Service Scheme (NHARSS) entails providing
cranes and ambulances to States/UTs/NGOs for relief and rescue measures in the
aftermath of accidents by way of evacuating road accident victims to nearest medical
aid center and for clearing the accident site. So far, 347 Ten ton cranes and
106small/medium size cranes have been sanctioned under the scheme. 579
ambulances have been sanctioned to States/UTs/NGOs under the scheme. During
2011-12, 30 cranes, 30 ambulances and 20 small/medium sized cranes are proposed to
be provided.
 Further, Ministry of Road Transport & Highways would provide 140 advanced life-support
ambulances to 140 identified hospitals to be upgraded under the Ministry of

Health and Family Welfare’s Scheme ‘establishment of an integrated network of Trauma
Centers’ along the Golden Quadrilateral, North-South and East-West Corridors of the
National Highways by upgrading the trauma care facilities in 140 identified State
Government hospitals. 70 ambulances have already been provided. Another 70
ambulances were provided during the Financial Year 2011-12.
3. Publicity Measures and Awareness Campaign on Road Safety: -
With a view to raise road safety awareness among the general public,
the Government has been undertaking various publicity measures through DAVP and
professional agencies in the form of telecasting/broadcasting of T.V. spots/Radio jingles, display
of cinema slides, hoardings, organizing Road Safety Week, Seminars, Exhibitions, All India
Essay Competition on Road Safety, printing of handbills/stickers, posters, etc., containing road
safety messages for various segments of road users viz. Pedestrians, cyclists, school children,
heavy vehicle drivers, etc. painting on road railings on themes of road safety, road safety
games, calendars depicting road safety messages, etc.
Following are some of the measures to be taken in this direction:
1. To promote awareness about road safety issues
2. To establish a road safety information database.
3. To ensure safer road infrastructure by way of designing safer roads, encouraging application
of Intelligent Transport System, etc.
4. To ensure fitment of safety features in the vehicles at the stage of designing, manufacture,
usage, operation and maintenance.
5. To strengthen the system of driver licensing and training to improve the competence of
drivers.
6. To take measures to ensure safety of vulnerable road users.
7. To take appropriate measures for enforcement of safety laws.

IMPLEMENTATION OF PERSPECTIVES THROUGH SIX SIGMA:-
 SIX SIGMA METHODOLOGY:-
The Greek letter lower-case sigma (σ) is used to
represent standard deviation (i.e., how much a process varies from its average value). Under the
Six Sigma methodology, deficiencies are described in terms of "defects" per million opportunities,
with the value of 6σ (six sigma) signifying 3.4 defects per million opportunities. Six Sigma uses
the following five-step process known as DMAIC (Design, Measure, Analyze, Improve and
Control) to significantly reduce defects in processes, products, and/or services:
Step1: Define- The purpose of this step is to clearly define the business problem, goal, potential
resources, project scope and high-level project timeline. This information is typically captured
within project charter document. Steps include writing down what we currently know. The
analyst individual or group must seek to clarify facts, set objectives and form the project team.
Step 2: Measure - Define and explain clearly, the process to be improved and the defect for the
project, and identify a clear and appropriate measure for the defect;
Step 3: Analyze - determine the root causes of the defect;
Step 4: Improve - develop solutions to address the root causes and validate process
improvement; and
Step 5: Control - implement a long-term strategy to ensure that the improvements are
sustained.
The methodology can be applied to any process that allows the measurement of benefits and
improvements in defect reduction, whether in the manufacture of a product, the delivery of a
service, the control of costs or the management and prevention of injuries and illnesses.
Step 1: Define
To analyze the MOTOR VEHICLES ACCIDENT (MVA) problem, an MVA project
team is created. The team establishes an initial realistic goal of reducing MVAs by 20 percent
over a year's period to be followed by continuing reductions until the goal of nearly half the
incidents (50 percent reduction) was achieved.

Step 2: Measure
After creating a project charter, which defined the project's timelines and
objectives, the team began to collect information on the variables associated with MVAs. These
variables included factors related to the accident, the driver, and the vehicle driven, along with
details of the accident itself.
Step 3: Analyze
After identifying the variables associated with MVAs, the team divided them into
three basic categories of possible risk factors: methods, people, and environment. (Figure 1.)
Figure 1. Possible MVA Risk Factors
Methods People Environment
Not adjusting mirrors/seats Hurrying Slippery surface
Not "Aiming High" in steering
Inattention to construction
work nearby
Reduced width of lanes
Not utilizing a spotter when
backing
Pulling forward before
stopping/looking
Heavy traffic in many areas
Not checking behind vehicle
before backing
Inattention while backing Unfamiliar area
Left a running vehicle
unattended
Tired
Eating while driving
Using cell phone/radio and
other electronics
Not getting clear picture of
surroundings
Inattention or casual attitude
while driving
Driving too fast for conditions
Variables in the methods category were related to subjects’ driving skills; risk factors in the

people category were largely behavioral and depend from person to person; and variables in the
environment category were related to both the driver's attitude and the condition of the
surrounding environment. The team next performed a root-cause evaluation that analyzes the
probability of each risk factor occurring and also helps in determining whether it was
measurable. The actual MVAs are then classified according to:
Site (i.e., off-site, on-site, business sites, plant within site);
Environmental conditions (e.g., weather, light);
Vehicle (i.e., Company-owned or -leased); and
Moving backward or not.
Next, the team studies the police and accident reports of the MVAs and surveys the drivers
involved in accidents to determine which factors played key roles in the accidents. Such an
analysis confirms that in general the following three variables contribute to (i.e., were the root
causes of) most of the MVAs:
Not focusing on driving in general;
Not having a clear picture of surroundings (e.g., not properly evaluating road conditions, other
vehicles); and
Not checking behind the vehicle before braking or taking reverse or stopping.
Through its analysis, it is determined that all of the accidents involving backing up are avoidable
as are 81 percent of the other types of accidents.
Step 4: Improve:-
After determining the most significant root causes of the MVAs through the Six Sigma's analysis
and validation steps, the team develops a series of driver procedures, pre-requisites or steps to
address the risk factors. For example, all drivers involved in MVAs are now required to complete
a course on defensive driving and have their driving observed by a supervisor in an "in-car"
driver improvement course. These drivers develop a "Learning Experience Report," the
progress and result of which is shared with other employees. In addition, topics pertaining to
driving safely are discussed at regular (generally monthly) environmental, health and safety
meetings. Every employee is also obliged to review a 10-step "Arrive Alive" checklist (Figure 2)
before driving a company-owned or -leased vehicle, and suggested procedures for backing up
and follow guidelines for using cell phones.
Figure 2. Vehicle Pre-Startup Checklist
10 Steps to Arrive Alive
I realize that my number 1 priority right now is to drive this vehicle safely and without any
possible dangers, to my destination.
I have checked behind the vehicle for obstacles; it is safe to back my vehicle if the need to
do so arises.
I am mentally and physically alert and am capable of making this trip.

I have securely fastened my seat belt and adjusted it such that it is not too tight while
keeping me comfortable at the same time.
I am aware of the weather conditions and realize that it can change during my trip. I will
adjust my driving technique to allow for darkness, fog, rain, ice, etc. and other
disturbances.
I will be alert for traffic and road hazards and adjust my driving accordingly to safely allow
for them.
I will obey all posted highway traffic signs.
I will have a good attitude toward my driving, and I will be courteous.
I will devote my complete attention to safely operating this vehicle, and I will not allow
distractions to take my mind away from driving.
I remember the keys to safe driving
Aim high in steering
Get the big picture,
Make sure the other vehicles' owners see you,
Keep your eyes moving, and Leave yourself an out,
And I will practice them as I drive towards my destination.
Step 5: Control: -
The final phase of the project requires that controls be established to
make possible the project's immediate MVA reduction of 20% and to develop further
improvements in line with the set target of 50% reduction. In line with the same the
project team develops and holds a series of specific presentations, some with general
information given to all drivers, and others with more in-depth information for drivers
involved in MVAs and/or who drive over 30,000 miles per year in an assigned vehicle.
The project team also establishes new criteria for investigating future MVAs cases that
provide for the continuing collection of useful data. All MVAs are made the subject of
root-cause investigations, and the findings are reviewed and tracked by an MVA
reduction team. As new risk behaviors are identified, this team is responsible for
developing appropriate corrective measures and employee education programs to
combat and reduce the harm caused by these new risk factors.
Case study of DOW Chemical Company using DMAIC process:-
This type of project was conducted in a real life situation of the DOW
Chemical Company during the 3rd quarter of 2002, and the improvements and control plan was
put into place in beginning of January 2003. For 2001 and 2002, the Dow's Hydrocarbons and
Energy business unit (HC&E) experienced 23 MVAs each year (46 total); in 2003 and 2004, the
HC&E department experienced 15 and 17 MVAs, respectively (32) for a 30 percent reduction.
This number exceeded the set goal of 20 percent reduction established as the immediate goal
by the project charter and placed the Dow HC&E business unit even closer to its 2005 goal of
50 percent fewer MVAs . Following this success, many of the training materials developed by
the project team (e.g., Vehicle Pre-Startup Checklist shown in Figure 2) have been adopted for
use at other Dow businesses. While only work-related MVAs have been tracked for this project,
it is likely that the driver education initiatives have helped employees avoid accidents outside of

working hours as well.
The project team in this case believes that the Six Sigma methodology was a key factor in the
project's success. Through Six Sigma, the project team was able to validate the root causes of
the MVAs prior to implementing corrective actions, saving both the time and expense of
studying and correcting factors that did not contribute significantly to the accidents. As a result,
the MVA project team was able to achieve substantial improvements almost immediately.
Moreover, the improvements that the team made to record keeping and data collection will help
ensure that as root causes develop, they are identified and eliminated on an on-going basis.
Dow adopted the Six Sigma methodology to accelerate the Company's improvement in quality
and productivity. Dow has expanded the use of this approach to help manage aspects of the
Company's operations beyond production and quality, including the safety and health of its
workforce. Some of the other projects to which Dow has applied the Six Sigma methodology
include:
Reducing repetitive stress injuries;
Improving safety for visitors (especially contractors);
Reducing site-logistics risks; and
Improving off-the-job safety processes.
These projects have been key components of Dow's 2005 goals, which include reducing Dow's
reportable injury and illness rate by 90 percent to 0.24.
As the example in the case study illustrates, Dow's has found the Six Sigma methodology
particularly useful in identifying and validating root causes that are hard to discern because of
their subjectivity and in focusing improvements in a motor vehicles program in ways that caused
measurable improvements. Moreover, since the Six Sigma process includes the implementation
of controls to ensure that achievements are sustained over a long term, the Company expects
to realize the benefits of its efforts for years to come.

CONCLUSION AND RECOMMENDATION
Increasing road accidents and death rate give a wakeup call to everyone.
Quality guru, Taguchi, used the term “social loss”, and the same word is applicable here. The
loss of life of an individual is loss to the society. “Tsunami”, in the year 2004, claimed the life of
nearly 8,000 people in Tamil Nadu. Now, the same state witnessing the same kind of loss every
year due to road accidents, i.e., “every year one Tsunami”. There is clearly a need for road
safety education and it should be directed towards road users, who are frequently involved and
injured in RTAs (e.g. students). An integrated program of road safety education is suggested.
(a) Pre-school children may be introduced to the elementary concepts of road safety through
stories involving the animal world.
(b) Primary school children may be given practice guidance on the use of sidewalks and road
crossing techniques.
(c) For middle school students - road signs and bicycle riding.
(d) High school students can be taught about reaction time, braking distance, defensive driving
and hazards of alcoholic drinks.
Road side random breath testing for alcohol should be done by using breath
analyzers, which can be confirmed by blood concentration level of alcohol. The real pressure
and motivation to improve driving skills can come only through licensing authorities by adopting
stricter, more comprehensive and scientifically based test laying a stress on road rules,
regulations and traffic control devices. At the time of giving license to the public transport drivers
(Bus and Trucks), they can be given training in first-aid skills so that victims are attended
immediately in the post-accident period.
The final observation is, the commuters are wasting nearly 15% of their travelling time
on road because of congestion and traffic jam. This idle time may increase another 5 to 10 %
around 6.00 pm to 7.00 pm. The people want to compensate this idle/waiting time by over
speeding/rash driving, which leads to accidents. Increasing the speed is not the solution, but
providing infrastructure and inculcating good culture among drivers and commuters is the need
of the hour. The implementation of DMAIC principle on road safety will reduces road accidents
and traffic problem by 50%.The accidents/losses could not be solved by machines (vehicles) but
by men (Good behavior).
In this paper, we presented a structured approach to integrating security into eGMM
with the eGSSM. Using Sigma DMAIC principles this model seeks to quantify the processes that
support e-Government and security risk mitigation efforts. This is established on the premise
that if you do not measure processes and security risk mitigation efforts, then you cannot control
it and if you cannot control it, then you cannot be improved.

References:-
1. Transport Research Wing, Ministry of Road Transport and Highways.
Road Accidents in India 2011. New Delhi: Ministry of Road Transport
And Highways, Government of India; 2012.
2. World Health Organization. Estimates of mortality by causes for
WHO member states for the year 2008 summary tables. Geneva:
WHO; 2011.
3. United Nations Decade of action for road safety 2011-2020. Available
From: http:// www.decadeofaction.org [Last accessed on 2013 Jul 15].

Case study on road accidents

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