38th Edition | ISSN 1793-1665 | August 2019

safetyFEATUREDarticles

02 Total Workplace Safety and Health (Total WSH) – An approach to promote good workforce health

04 Overcoming Environmental Challenges06 Enhancing Safety for Active Mobility Users08 Managing Fire Incidents in Road Tunnels10 Improving Bus Safety Through Technology and Innovation

A healthy and more productive

workforce

Better businessperformance

Fewer worker injuries,

safer workplaces

Lower absenteeism rates and

healthcare costs

news

2

INTRODUCTION

A healthy workforce is the outcome of a safe workplace. At the same time, a healthy workforce is also a contributor to safety, because healthy and fit workers can concentrate better and work safely.

The work environment, safety and health of workers are closely inter-related. Reducing the risks of injuries and ill-health at the workplace will lead to better well-being for workers and a more productive workforce.

Total Workplace Safety and Health (Total WSH) – An approach to promote good workforce health

Figure 2: Assessment, Intervention programmes, Monitoring and Evaluation approach

Figure 1: Relationship between Work, Safety and Health

Implementation of Total WSH at the workplace consists of three phases:

(i) Phase 1 – Assessment In Phase 1, a company Walk-through Assessment (WTA)

is carried out by WSH professionals to identify both safety and health risks as well as possible gaps in the current WSH management. This process could be likened to a doctor’s diagnosis of a patient to examine his or her health status.

(ii) Phase 2 – Intervention In Phase 2, companies will implement targeted and broad-

based interventions based on the priority areas identified earlier. Targeted interventions include health screening and follow-up coaching, which are customised according to the workers’ health risks. Safety gaps identified from Phase 1 will be weaved in this coaching as well, making it a holistic intervention. Depending on the profile of the workers, broad-based programmes such as physical

Site-based model: Implementing Total WSH for Thomson-East Coast Line (TEL) project

The WSH Council had worked with the Land Transport Authority and the Health Promotion Board to pilot the implementation of Total WSH using a site-based approach for companies working on the Thomson-East Coast Line (TEL) project. This is different from the typical implementation of Total WSH, which is company-based, i.e., for workers from a single company.

A total of 12 TEL project sites have agreed to embark on the Total WSH journey, with strong support and commitment from the Main Contractors, Sub-contractors and their employees. The sites include:• T301 GS Engineering & Construction Corporation;• T303 Bachy Soletanche Singapore Pte Ltd – Wai Fong Construction Pte Ltd Joint Venture; and • T306 Woh Hup Pte Ltd.

activity sessions, talks or workshops on nutrition and safety can also be conducted. Apart from the programmes, risk recommendations are provided to the company so that they can address safety issues. This aspect is akin to the prescription of treatment for the patient after the doctor identified the condition or illness.

(iii) Phase 3 – Monitoring and Evaluation Lastly, the effectiveness of these programmes is closely

monitored and assessed in Phase 3. Some examples of potential indicators are productivity levels, healthcare costs and returns on investment for the company. This part is where the doctor re-assessed the patient during follow-up consultations to evaluate the effectiveness of treatment.

3Total Workplace Safety and Health (Total WSH)

– An approach to promote good workforce health

The process started out with the on-site management team completing a WSH Questionnaire and everyone is required to complete a Basic Health Survey questionnaire anonymously. The objective is to gain a better understanding of the on-site WSH practices and the aggregated health of the workforce.

Next, a WTA was conducted by a trained service provider to highlight safety and health risks on-site.

Figure 3: Workers filling up anonymous Basic Health Survey

ASSESSMENT PHASE

Intervention #1 - Chronic Disease Management

Based on the assessment, it was found that working at heights is common on-site. As such, the management of chronic diseases is of paramount importance as any form of poor health could result in safety mishaps or accidents. For instance, dizziness caused by low blood sugar could lead to slipping or falling from heights.

Also, the health survey showed:• More than 45% of workers are overweight and obese.• Self-reported chronic conditions are prevalent among the

20 to 44 years age group with 50% of them complaining of at least 1 chronic condition.

• More than 30% of the workers either have not had any health screening done in the last 3 years or had never done before.

Therefore, a targeted chronic disease management programme was implemented to raise workers’ awareness of their health conditions and provide practical tips on how to manage them.

INTERVENTION PHASE

PARTICIPANTS’ RESPONSE

Intervention #2 – Heat Stress Management

Another risk highlighted in the WTA was the constant exposure to the sun due to tying of rebars and construction of formwork. This increased the likelihood of workers experiencing heat stress, putting their health at risk.

To tackle this, the on-site management had introduced intervention measures such as the monitoring of wet bulb globe temperature to measure heat stress at various intervals of the day to better schedule water breaks. More water points were also made available for the workers so that they have access to drinking water throughout the day.

Intervention #3 – Management of Musculoskeletal Conditions

From the health survey, it was revealed that close to 10% of the workers have musculoskeletal (MSK) conditions, mostly associated with lower back pain and they experienced more pain when working.

The survey also revealed that lower back pain was not limited to any specific occupation or work activity at the work site, hence, an ergonomics programme was introduced to teach all workers on useful tips to reduce MSK risks, such as proper manual lifting techniques.

Yap Shih Lim, 35T303 Geotechnical Senior Engineer “Now I am more conscious of the food I eat everyday. I can be healthier by drinking less soft drinks and eating brown rice instead of white rice. I am also increasing my exercise regime from 30min to 120min weekly. When doing site walkabout, I am more mindful of my workplace surrounding by keeping a lookout for hazards.”

Begin your Total WSH journey today. Find out more:

Website: www.wshc.sg/totalwsh

Email: totalwsh@wshc.sg

Case study of a site-based implementation of Total WSH at T303 Bachy Soletanche Singapore Pte Ltd – Wai Fong Construction Pte Ltd Joint Venture

4 Overcoming Environmental Challenges

INTRODUCTION

Noise

CUSTOMISED NOISE BARRIER

Noise exceedances due to road works at night accounted for most of the noise NCs received from NEA. Due to space limitations and the dynamic site conditions of road works, there is a need to explore innovative noise solutions that can overcome these constraints. Currently, the Roads and Commuter Infrastructure Development (RCID) Group is working with the road maintenance contractor to customise a noise barrier that is lighter, slicker and more portable, in order to provide better noise mitigation for road works.

LTA strives to reduce the impact of our construction projects on the environment, by upholding high standards of environmental management and ensuring compliance by contractors. Every year, LTA and our contractors maintain the environmental standards through skill trainings, audits and inspections, while exploring on innovative solutions to resolve environmental issues on site. In spite of the extensive efforts, there are still challenges faced in the management of noise pollution, vector and Earth Control Measures (ECM).

Figure 1: Breakdown of Environmental NC for 2018 by percentage

Figure 2: X-Dengue Pledge signing for RLE

Figure 3: X-Dengue Pledge signing for NSC C1

Figure 4: X-Dengue Pledge signing for NSC C2

ENVIRONMENTAL PERFORMANCE

LTA measures the environmental performance of our projects using the Environmental Compliance Index (ECI), which tracks the environmental non-compliance (i.e. environmental fines, stop work orders and dengue / zika virus transmission) received by LTA contractors per calendar year.

LTA’s management is committed to achieve environmental excellence in our projects, and has set a stringent target of zero environmental non-compliance and zero dengue / zika transmission for all mega and major civil construction sites.

79% (83 out of 105) Mega & Major Civil Contracts have achieved the target of 0 Environmental NC and Dengue / Zika transmission in 2018.

LTA and our partners have put in place several initiatives to overcome the challenges faced in these areas.

EFFORTS TO OVERCOME CHALLENGES

Vector

ASEAN DENGUE DAY

In commemoration of ASEAN Dengue Day, mass carpet combing exercises were carried out across all LTA projects. A total of 98 contractors conducted a major clean up session, targeting at potential mosquito breeding areas. Awareness

Figure 5: Customised noise barrier design

campaigns were also conducted across sites to ensure that workers are equipped with the know-how in dengue prevention.

The Rail Line Expansion (RLE) and North-South Corridor (NSC) teams also showed their commitment in maintaining a dengue-free site by signing the X-Dengue Pledge.

5Overcoming Environmental Challenges

LAUNCH OF NOISE GUIDANCE

To help our contractors improve noise management on their sites, the noise guidance was launched during the Safety Workshop held in April 2019. It is designed to guide parties involved in LTA construction projects to understand the fundamental steps in devising a comprehensive Noise Management Plan (NMP) in accordance to statutory and LTA’s requirements.

The guidance provides clear information on how to identify sensitive receivers, conduct baseline studies and noise monitoring. Contractors and acoustic consultants can refer to the guidance for best practices to be adopted to minimise noise emission in LTA projects.

As stated in the General Specifications, contractors are required to submit a comprehensive site-specific NMP before the start of construction. There are 12 components to an effective NMP and the corresponding requirements for each component are elaborated in the guidance. It can be downloaded via the QR code.

Earth Control Measure (ECM)

THEMATIC EXERCISE

Thematic exericse is conducted regularly by Construction Safety & Environmental Protection (CS&EP) to ensure environmental compliance on site. In 2018, a total of 11 project sites were selected with focus on ECM. Good practices and key findings were shared with all contractors. Some good practices are shown below:

Figure 7: Dedicated storage space for ECM treatment unit sludge

Figure 6: Cover page of Noise Guidance

QECP INSPECTION REPORT TEMPLATE

To address a notable finding from thematic exercise, CS&EP formulated a QECP Inspection report for the contractors’ QECP to use in their monthly site inspections. This report template requires the site’s ECM layout and inspection photos. This ensures that inspections carried out are thorough, and allows contractors to better identify areas for improvement on site.

In order to achieve our goal of zero environmental non-compliance, we need to take a proactive approach in mitigating the various environmental impacts. There will be additional focus on competency for all LTA staff, inclusion of customised training programs for new contracts, enhancement of our existing environmental standards and guidebooks, as well as leveraging on the use of innovative products or new technologies to mitigate environmental impacts arising from our construction sites.

Figure 8: Regular training by ECM vendor for contractor’s supervisors and workers

MOVING FORWARD

Low Shi Mei Deputy Environmental Manager

Construction Safety & Environmental Protection Division

Benny Tan Assistant Environmental Manager

Construction Safety & Environmental Protection Division

6

INTRODUCTION

ALONG PATHS

ALONGSIDE COVERED LINKWAY

AT DEVELOPMENT ACCESSES

Enhancing Safety for Active Mobility Users

With the commencement of the Active Mobility (AM) Act in 2018, it is necessary for industry practitioners to understand and apply the latest standards and guidelines. Technical considerations for infrastructure works can be applied upstream during the concept and design phrases, so that the safety and wellbeing of pedestrians as well as AM device users, including cyclists, Personal Mobility Devices (PMDs) and Personal Mobility Aids (PMAs) are well taken care of. Potential conflicts between AM device users, pedestrians and vehicles in the existing environment can be highlighted in its early stage and safety design treatments proposed, thereby reducing downstream rectification costs. This article provides the latest updates to increase AM safety awareness among designers and engineers.

Off-road paths are widened to accommodate an additional 2m of dedicated cycling path beside the existing 1.5m footpath (Figure 1). Where there is space constraint, a 2.5m shared path will be provided (Figure 2). The additional space will allow safer interaction between pedestrians and AM device users.

Figure 1: Dedicated cycling path alongside footpath

Figure 2: Shared path at stretches with space constraints

Figure 7: Good practice - Columns of covered linkway

appropriately placed

Figure 8: Non ideal practice - Columns of covered linkway

pose obstruction to pedestrians and AM device users

Under the AM Act, the maximum allowable speed along cycling / shared path and footpath are 25kph and 10kph respectively. It also dictates the appropriate users for the different type of paths (Figure 3). While pedestrians are legally allowed on both the cycling / shared paths and footpaths, they are encouraged to stay within the footpath for their personal safety. Cycling / shared paths can be identified by the gazetted ‘Shared Track’ sign or shared path markings defined in the AM Act (Figures 4 & 5)

Figure 3: Device type allowed on different paths / roads

Figure 9: Low headroom sign to be placed at covered linkway with headroom lower than 2.4m

Figure 10: Paths to be routed behind bus stop

Figure 4: Shared Track AM Act gazetted sign Figure 5: Shared path markings

The cycling path is sited closer to the carriageway, so that it is further away from development accesses. In a standard road typology, the cycling path would typically be sited on top of a boxed drain as well. ‘Three-leaves’ drain cover gratings (Figure 6) should be used along footpaths and shared paths. This will improve skid resistance and enhance users’ experience (i.e. less noisy and bumpy).

Figure 6: ‘Three-leaves’ drain cover gratings

Where the cycling path coincides with a covered linkway along the same sidetable, a 2m dedicated cycling path should be provided adjacent to the 2.4m covered linkway. The columns of the covered linkway will also need to be appropriately placed to minimise obstructions to pedestrians and AM device users. Figures 7 & 8 illustrate examples of good and non-ideal practices.

The minimum covered linkway headroom clearance is 2.4m, which is similar to all signages placed alongside paths. A low headroom sign (Figure 9) will be required if the minimum height clearance cannot be accommodated. The cycling path should also be free from obstructions and should not be designed for right angle or abrupt turns.

When paths meet at the bus stops, taxis stands, pickup and drop off points, they should be routed behind the commuters’ infrastructure in the form of a Pedestrian Priority Zone (PPZ) (Figure 10). This will allow more space to be created as well as to minimise conflict with the alighting and boarding passengers. At PPZs, there will be speed reduction strips and signs to advise AM device users to slow down, look out and give way to pedestrians. Additional space should be secured during the planning stage where possible, otherwise measures such as narrowing bus bays / roads, or redesigning bus shelters should be explored to create this critical circulation space.

Blind spots at development accesses will pose risks to motorists, pedestrians and AM device uses. To minimise risks, motorists, pedestrians and AM device users should have a clear view of each other at the conflict points (Figure 11). No tall structures, vegetation or signages are allowed near the vicinity of these accesses. This will allow adequate reaction time for both parties to notice each other and to minimise potential conflict. Figures 12 and 13 illustrate examples of sight distance impeded by signages and structures.

7

AT CORNER OF DEVELOPMENT

CONCLUSION

Enhancing Safety for Active Mobility Users

AT CROSSING

At mid-block signalised crossing, an additional 3m width, demarcated by bigger white squares, is provided for AM device users alongside the existing 3m wide pedestrian crossing (Figures 21 & 22). AM device users can follow the bicycle signals which operate in synchronisation with the pedestrian signals.

Figure 12: Signages and vegetations should

not be sited near the development accesses

Figure 13: Inadequate sight distance at development accesses

Figure 19: Widened signalised pedestrian crossing at junctions

Figure 20: Removal of slip lane to create wider holding areas

Figures 21 & 22: Additional 3m width midblock crossings for AM device users

Figure 16: Clear sight of view of oncoming

traffic on the footpath with no boundary wall around the corner of a

development

Figure 17: Boundary wall of a development hindered the sight visibility of oncoming

footpath traffic

Figure 14: Pedestrian gate with splay angle

for better visibility

Figure 15: Inadequate sight distance created by tall boundary wall

Figure 11: Path treatment at development accesses

At the corner of a development, sufficient splay corner or design treatment is to be provided to allow ample sight distance and visibility for pedestrians and AM device users (Figure 16). The view from users of the footpath or cycling path on the oncoming traffic should not be obscured. This will allow adequate reaction time for both parties to notice each other and to minimise potential conflict as well. Figure 17 illustrates an example where the lack of a splay corner has resulted in an obscured view around the corner of a development.

As we embrace the vision of Walk Cycle Ride and active mobility modes become more popular, it is necessary to ensure that our infrastructure provides a safe environment for all path and road users. We will continue to work with industry practitioners to design an environment that is safer for all to use.

It is recommended that pedestrian gates be designed with a recess (e.g. with low planter boxes) into the development boundary (Figure 14). Another viable alternative would be to design for porous boundary walls on both sides of the gate. Pedestrian gate and access with tall boundary walls (Figure 15) should be avoided as it will create blind spots and unavoidable collision at the conflict point.

For crossing at unsignalised junction, the provision of raised and widened zebra crossing is required to ensure safer crossing for pedestrians and AM device users. ‘Look’ box for AM device users to align themselves away from the pedestrians and warn them to look out for traffic before the junction is also provided (Figure 18).

Figure 18: Raised and widened zebra crossings across minor roads

At signalised junction, the pedestrian crossing is widened from 3m to 5m to accommodate AM device users (Figure 19). AM device users will have to look out for turning vehicular traffic at these locations. Due to an accumulation of users waiting for their turn to cross the signalised junction, it is recommended to cater for adequate storage space before the crossing. The removal of narrow sized triangular islands to create more space for pedestrians and AM devices could also be considered (Figure 20).

Koh Puay PingSenior Manager, Active Mobility

Madeleine LinDeputy Manager, Active Mobility

8

LTA’S APPROACH IN HANDLING FIRE INCIDENTS IN ROAD TUNNELS

INTRODUCTION

Managing Fire Incidents in Road Tunnels

When the iconic Central Expressway (CTE) Tunnel opened in 1991 amidst much fanfare, it signalled our nation’s arrival at a significant milestone in urban transportation and road development. 28 years on, Singapore’s road network now encompasses a total of 6 major road tunnels, which include the Kallang-Paya Lebar Expressway (KPE), Marina Coastal Expressway (MCE), Fort Canning Tunnel (FCT), Woodsville Tunnel (WVT) and Sentosa Gateway Tunnel (SGT). During the formative years of our road tunnels’ history, the focus of the authorities was to harness the connectivity brought about by road tunnels to improve the accessibility of the road network and to alleviate traffic congestion. In the years that followed, international road authorities including the Land Transport Authority (LTA) have continuously fine-tuned and evolved its road tunnel operations regime, specifically in the area of fire safety. Fire disasters in road tunnels such as the Mont Blanc Tunnel Fire (1999) and the Xueshan Tunnel fire (2012), both of which resulted in fatalities, serve to remind all that safety in road tunnels cannot be taken for granted.

Singapore has had its own experiences with fire incidents in road tunnels. Over the years, LTA had managed several road tunnel fire incidents with the Singapore Civil Defence Force (SCDF) and the Singapore Police Force (SPF). A few recent and notable incidents include the case of a taxi which caught fire in the northbound KPE Tunnel in August 2017, and a van which caught fire in the southbound CTE Tunnel in Feb 2018. On each occasion, alert and prompt response by the duty operations team helped resolve the situation with no resulting injury or fatality.

LTA’s Intelligent Transport Systems Operations (ITSO) Division is responsible for the real-time monitoring and operations of all road tunnels in Singapore. This is done by segregating the aforementioned functions across two Operations Control Centres (OCCs), namely the ITSO OCC and the KPE and MCE Operations Control Centre (KMOCC). The ITSO OCC oversees operations within CTE Tunnel, FCT, WVT and the SGT, whereas the KMOCC oversees operations within the KPE and MCE tunnels. Together, these 2 OCCs are staffed on a 24-hour basis and provide a platform for LTA to employ a multi-pronged approach in managing fire incident in road tunnels, in the event of any. The measures include:

(a) Prompt Detection;(b) Use of Fire Suppression Systems and Equipment;(c) Triggering of Traffic Response Plans; and(d) Deployment of Ground Responders.

a) Prompt Detection

OCC’s Operations Executives (OE) leverage on the use of several equipment and systems to help them detect the occurrence of a fire incident in road tunnels. These include surveillance cameras, Automatic Incident Detection (AID) cameras and Linear Heat Detectors (LHD). Fires are usually detected by the duty OE from surveillance cameras after the presence of smoke, and / or an inclement traffic situation are detected. The fire is then verified as the OE traced the origin of the smoke or the unusual traffic build-up. AID cameras also send an alert to the OCC when a vehicle has been stationary

for a period of time. Likewise, the fibre-optic enabled LHD will also trigger an alert to the OCC when a significant temperature spike has been detected in the tunnel.

b) Use of Fire Suppression Systems and Equipment

Once a fire situation has been verified, OCC executes a Fire Plan using the i-Transport or ITPMS (Integrated Transport and Plant Monitoring System) platform. This prompts the system to initiate several simultaneous functions to respond to the fire situation. The Tunnel Ventilation System’s Emergency Mode (E-Mode) toggles the various ventilation buildings, saccardo nozzles, ventilation fans and jet fans to adopt a longitudinal ‘push-pull’ effect (see Figure 1) to expunge the smoke downstream of the incident and prevent back-layering. This serves to protect motorists trapped upstream of the incident from the heat and smoke, thus providing them with a smoke-free evacuation path.

If the fire occurs in the MCE Tunnel, WVT or SGT, the duty OE will also utilise a water-based fire-suppression system. The AID camera incorporates a graphical overlay feature that allows the appropriate water-sprinkler zone to be triggered promptly and accurately. An example on how the various water-sprinkler zones are being marked out onscreen can be seen in Figure 2. Each zone is labelled with the prefix indicated as DZE.

Figure 2: Graphical overlay on the AID Camera system

Figure 1: Tunnel Ventilation System in Emergency Mode

At present, the water-based fire suppression system is used in MCE, WVT and SGT. Installation works to install a similar system in the other major road tunnels is in the pipeline.

9Managing Fire Incidents in Road Tunnels

CHALLENGES FACED

THE IMPORTANCE OF SELF-RESCUE

c) Triggering of Traffic Response Plans

Apart from invoking the various fire suppression systems, the Fire Plan will also activate the requisite Traffic Plan (via VMS) to advise motorists within the tunnel to evacuate. Motorists in the vicinity of the tunnel entrance should also refrain from entering it (see next section ‘The Importance of Self-Rescue’ for details on the actions that motorists should take). The VMS signs located within the tunnel and on the roads leading to the tunnel will be activated to show advisory messages (see Figure 3).

Figure 3: Traffic Plan for a Fire Scenario in KPE

Figure 4: The VRS and LTM fleet

The same advisory will also be broadcasted to motorists’ in-vehicle radio using the Radio Re-Broadcast and Break-In (RBBI) system. These messages will also be played across the tunnel’s Public Address (PA) system.

d) Deployment of Ground Responders

The Vehicle Recovery Service (VRS) and Land Transport Marshals (LTM) are LTA’s ground responders for all road tunnel incidents. The VRS fleet is made up of tow-trucks, manned by a driver and an accompanying crewman. The LTM fleet comprises of auxiliary police officers on motorcycles. VRS and LTM are required to arrive at a road tunnel incident within 8 minutes of being dispatched. As first responders, they will establish a safety cordon around the burning vehicle while controlling traffic, as well as providing critical information (e.g.: fatalities, injuries, fire size and its status etc) to the OCC. After the fire has been put out, VRS will proceed to remove the burnt vehicle after clearance from SCDF and SPF. A tow-crew with special equipment is utilised if conventional towing methods are deemed unsuitable for its safe removal.

A key component of the VRS and LTM’s role is also to facilitate SCDF responders’ timely arrival at the incident site. During a fire scenario, the traffic on the incident-bound carriageway of the tunnel is likely to be heavily congested. Hence, the OCC will need to identify an appropriate Vehicle Cross-Over (VX) door that best facilitates SCDF’s safe access to the incident site from the non-incident-bound carriageway. An additional VRS will then be dispatched to the VX door to remove the safety barriers for SCDF to make the cross-passage access. In addition, a LTM responder will be assigned to establish a rendezvous point at the non-incident-bound side of the selected VX door for SCDF responders.

While our OCC is well-drilled on the Standard Operating Procedures (SOP) during a road tunnel fire, a major concern is that motorists may not be adequately equipped with the knowledge on how they should react when encountered with a tunnel fire situation. Very few would consider the possibility in encountering a fire incident in tunnel because its occurrence is rare. Educational content on the safe use of road tunnels is available on LTA’s One-Motoring web platform and users are encouraged to familiarise themselves on the emergency procedures periodically.

The essence of a successful emergency response plan lies in the motorists’ appropriate response during a tunnel disaster (including fire incidents). Motorists equipped with tunnel safety knowledge are able to react appropriately to the situation, and are more likely to arrive at a good outcome with minimal or no fatality / injury. This increases the success rate of the emergency response operations. In summary:

• Motorists who are travelling in the tunnel should drive out of the tunnel via the nearest exit.

• Motorists who are unable to do so should turn off their engines and walk to the nearest emergency exit marked by flashing strobe lights.

• Motorists should not drive past the overhead Lane Use Signs (LUS) marked with red crosses so as to refrain from being in proximity to the fire.

• Motorists who are in the vicinity of the tunnel entrance should refrain from entering the tunnel.

CONCLUSION

Our road tunnels’ history is slated to enter a fresh chapter in 2026 with the opening of the North-South Corridor (NSC) encompassing Singapore’s 7th major road tunnel. Motorists awareness of emergency protocols is ever important for road tunnel contingencies. LTA will continue to upkeep its knowledge and expertise in the areas of road tunnel construction, maintenance, safety and operations.

Loh Chew Kai AlfredManager, KPE / MCE OCC

Intelligent Transport System Operations

10

COLLISION WARNING SYSTEM AND ITS FUNCTIONS

TRIAL TEST METHODOLOGY AND RESULTS

INTRODUCTION

Improving Bus Safety Through Technology and Innovation

SBS Transit (SBST) is a leading bus operator in Singapore that moves more than three million bus passengers daily. We aim to provide world-class public transport, which is safe, reliable and affordable. Today, we operate more than 200 bus services with a fleet of some 3,300 buses. This is why we have invested extensively in technology and innovation, keeping abreast with industry developments and constantly looking to upgrade not just our operations but our people as well.

Mobileye1 is a Collision Warning System (CWS), which is one of the several new systems that we have explored since the beginning of the trial in 2014. We began the trial with 60 units of the CWS solution for a period of six months, and have since expanded the adoption of the system to more than 1,800 buses by the end of 2018.

Mobileye is a passive system that alerts the Bus Captains (BCs) to potentially hazardous situation, so that they can take action to prevent the occurrence of accident. The CWS solution consists of a smart, vision-based camera that is mounted on the bus’s windscreen, which functions as a pair of eyes for BCs. It is equipped with sensors and scans the surrounding, continuously monitoring and analyses road conditions in real-time. It looks out for vehicles and vulnerable road users such as pedestrians, cyclists and / or personal mobility device users in front of the bus. BCs are given visual and audio alerts of any impending collision and other precautionary warnings via the dashboard display unit. The early warning alerts from the system aid in reducing the risk of collision.

The alerts are recorded by the system and further analysis is done on the behaviour of BCs. Additional training to BC’s needs are then carried out. With the use of the CWS solution, there is an improvement in the BCs’ defensive driving behaviour, leading to a reduction in accident rates.

The CWS solution, such as Mobileye, supports a comprehensive suite of functions:

• Headway monitoring• Forward collision warning• Lane departure warning and• Vulnerable road user collision warning

To give us a broad view of the effectiveness of the system implemented across the different services, we identified a combination of learner service as well as services with a higher level of difficulty. A combination of high and low accident rates services were identified for the CWS trial. In addition, BCs feedback were collected twice a month and at the end of each phase, to assess the systems’ effectiveness as well as for reporting any potential hazards that were mitigated by the system.

The trial test was carried out in 5 phases:

Phase 0 – Calibration Phase: 60 CWS units were installed on selected bus services. To minimise false positives, system parameters were fine-tuned to suit the operating environment. Additional tests were carried out to ensure that the system was able to perform within specification. This phase of trial was over 2 weeks.

Phase 1 – Blind Phase: In order to establish a baseline of drivers’ behaviour and performance, system parameters were fixed following the Calibration Phase. Real-time alert function of the CWS were disabled to record the actual driving behaviour of the BCs without the intervention by CWS. All this while, system alerts were collected in our data logger. The Blind Phase lasted for a period of 4 weeks.

Phase 2 – First Trial: For the next 10 weeks, BCs driving the buses equipped with the CWS solution were trained to use the system. The real time alert function were activated, and the system collected alerts in the data logger.

Phase 3 – Second Trial: BCs were further trained on the use of the CWS, and those with poor defensive driving performance* were identified for further training. Following the retraining, their behaviour were monitored for another 10 weeks.

* Defensive driving performance was determined by high number of alerts per kilometre

Phase 4 – Results from the different phases were analysed for system effectiveness in reducing the following type of accidents:

1) Head-to-rear collisions 2) Fall on board due to abrupt braking3) Injury on board4) Pedestrians and cyclists

The study over a period of 13 months, showed the BCs driving CWS equipped buses outperformed those of non-equipped buses. CWS equipped buses showed lower accident rates. This was a significant reduction for head-to-rear collision accidents, which formed a large percentage of accident cases.

1 https://www.mobileye.com/

11

Figure 1c: Displaying Precautionary Alerts –Lane Departure Warning

Figure 1d: Displaying Precautionary Alerts – Pedestrian Collision Warning

Improving Bus Safety Through Technology and Innovation

LIFE-SAVING WARNINGS IN A SINGLE BUNDLE

The CWS solution works continuously to monitor and detect the road ahead for potential hazards and sends out real-time audio warnings to the BCs to take corrective action in these instances. It offers life-saving warnings, protecting the BCs against the dangers of distraction and fatigue. Technology with similar sensor-based systems and driver-monitoring equipment have already been widely implemented on-board public buses in other countries. The next wave in technology development for public buses will be the blind spots alert / warning system. SBST will continually explore the adoption of new solutions to enhance operational safety for our commuters.

Kwong Wai YeeAssistant Manager

Bus Safety (Safety Standards and Education)

SBS Transit Ltd

Figure 1a: Displaying Precautionary Alerts – Headway Monitoring

Figure 1b: Displaying Precautionary Alerts – Forward Collision Warning

Figure 2: Mobileye, the CWS solution installed onboard SBST buses

EDITORIAL

Editorial CommitteeAdvisorCorporate Safety Committee

EditorsPhoa Hock Lye, PatrickIan Liu

Circulation OfficerZhuo Shumei

WritersLow Shi MeiBenny TanKoh Puay PingMadeleine LinLoh Chew Kai AlfredKwong Wai Yee

Contributions or feedback to:Land Transport AuthoritySafety DivisionNo. 1, Hampshire Road, Blk 5, Level 4, Singapore 219428Tel: (65) 6295 7392 Fax: (65) 6396 1188Email address: ian_LIU@lta.gov.sg

Safety News is also available online athttp://www.lta.gov.sg/content/ltaweb/en/industry-matters safety-andhealth-and-environment/construction-safety-and-environment/safetynews.html

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All Rights Reserved. No Part of this newsletter may be reproduced in any form without the written consent of LTA.

SAFETY WORKSHOP APRIL 2019

There were four presentations shared at the workshop:- LTA Annual Safety & Environmental Performance in year 2018 by Mr Aduka Bin Ali, Deputy Safety and Health Manager,

Construction Safety and Environmental Protection Division- Sharing of Operation Passerine on Work at Heights (WAH) activities within the Construction sector by Mr Patrick Lee, Team

Lead, Operations (Construction), Occupational Safety and Health Division, Ministry of Manpower- Sharing of Stability Control System for Palfinger Lorry Crane by Mr Heng Chien Lung, Principal Engineer & Engineering

Manager, Wong Fong Engineering Works Pte Ltd- Thomson East Coast Line Works Train Operations by Mr Jerry Mak Kum Hoong, Project Manager, Trackwork Division

The Construction Staff Safety and Environmental Awards were given out to 24 Project Officers in recognition of their efforts in raising the safety and environmental standards at their respective worksites.

The Safety Workshop was held on 23th April 2019 at the HSO Auditorium and attended by more than 100 officers from Rail, Roads Projects and Engineering Groups.

At the workshop, LTA Deputy Chief Executive (IFD) Mr Chua Chong Kheng shared the highlights of WSH 2028 Vision “A Healthy Workforce in Safe Workplaces; A Country Renowned for Best Practices in Workplace Safety and Health”. He then dwelt on LTA’s ongoing efforts to align with WSH 2028 Vision via the 3 strategies identified: Strengthen WSH Ownership, Enhance Focus on Workplace Health and Promote Technology-enabled WSH. Winners of Construction Staff Safety and Environmental Award

Mr Chua Chong Kheng, Deputy Chief Executive (IFD),

LTA

Mr Patrick Lee, Team Lead, Operations

(Construction), MOM

Mr Jerry Mak Kum Hoong, Project Manager, LTA

Mr Aduka Bin Ali, Deputy Safety and

Health Manager, LTA

Mr Heng Chien Lung, Principal Engineer &

Engineering Manager, Wong Fong Engineering

Works