1 presentation on road safety 10/18/2015 6 th january, 2014 by mahesh kumar, fie engineer-in-chief,...

1

PRESENTATION ON

ROAD SAFETY

04/20/23

6th January, 2014

BY

MAHESH KUMAR, FIEENGINEER-IN-CHIEF, HARYANA

PUBLIC WORKS (B & R) DEPARTMENTEx-President, Indian Buildings Congress

Ex Vice President, Indian Roads Congress

INTRODUCTION• Road traffic accidents kill more than 120 lakh

people and injure more than 50 Crore people worldwide every year.

• Everyday about 6600 deaths and 3300 serious injuries occur due to Road traffic accidents .

• The global annual cost due to Road traffic accidents is a whopping 2,30,000 million US dollars.

• Unfortunately India has the dubious distinction of having the worst record of road safety in the world.

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Injuries - 50 million

Deaths – 1.3 million

And still rising…

Worldwide Road Safety Scenario

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Worldwide Road Safety Scenario

Young children account for• one-in-every five road fatalities• one million are left with a permanent disability

• For every death, there is a grieving family, or a child deprived of the love, the warmth and support of a parent

• For every serious injury, there is a family that lives with the consequences and the financial costs

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The Problem – TodayThe Problem – TodayAccident scenario in the world

Every day 3000 people die in road accidents, 1.3 million road accident deaths every year.Road accident is the third largest cause of accidental deaths & will become 1st largest by 2020 Accident death toll to touch 1.9 million by 2020.

Source: The World Report on Road Traffic Injury Prevention

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Accident Scenario in Developing Countries

90% road accident deaths in the developing

countries.

Accidental costs estimated as Rs. 4,50,000

crores. This is almost twice as much as the total

development assistance received worldwide by the developing countries.

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Accident Scenario in India• 342 deaths per day, equivalent to a jumbo crash – no survivors14 deaths per hour1.27 lacs deaths and 5.5 lacs injuries per year India with 1% of world’s vehicles accounts for 10% of

world road accidents.14 Accident deaths/10,000 vehicles in India (1.6 in US)Estimated cost 3% of GDP (worth Rs. 75,000 crores).Roads accident toll rising at an alarming rate of 8% as

compared to 4% in the previous decade. Source: The World Report on Road Traffic Injury Prevention

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Some Alarming Statistics for India

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Some Alarming Statistics for India• In India, 1,20,000 people die and 12,70,000 sustain serious

injuries every year in Road Traffic Accidents (RTAs). • As per the statistics, there is one death on the Indian road every

six minutes and this is expected to escalate to one death every three minutes by 2020

• Even this may be an underestimation, as according to the Institute of Road Traffic Education (2006) Institute of road education, New Delhi, out of the estimated 1.4 million serious road accidents/ collisions occurring annually in India, hardly 0.4 million are recorded.

• Many road traffic deaths in rural areas are not recorded. Similarly, accidents which result in late deaths after the discharge from hospital due to the effects of morbidity also are not recorded. (Indian Journal of Neurotrauma (IJNT) 2008, Vol. 5, No. 2, pp. 63-67) 904/20/23

Road Safety Scenario - India

1,25,000 deaths every year10% of global road fatalities

342 deaths per day, equivalent to a jumbo crash everyday – no survivors

15 deaths per hour

One of the top three causes of death for 5-44 yr age group 1004/20/23

ROAD INJURY STATISTICS

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Causes of Poor Road Safety Situation in India

• Poor traffic discipline and education

• Poorly designed/maintained roads

• Poor level of enforcements

• Poor/primitive traffic management

• Mixed traffic (NMT dangerously mingles with fast traffic)

• Poor road conditions and unsafe structures – lack

overpasses & underpasses

• Lack of adequate traffic and road safety aids

• Encroachments - Temporary Shops

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Road Fatalities in India

• 8 – 10% of world wide fatalities (approx 125,000) in India which costs around 2-3% of our GDP

• 15 deaths per hour• Road accident is result of a mismatch of,

Road; Vehicle; Road user; and the, Road Environment.

Which,Leads to Road Safety Disaster: The Accidents

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Accident Scenario in Haryana More than 1700 deaths every year 140 Accident deaths per million population in Haryana

(double of Indian average) Accident deaths per 10,000 vehicles in Haryana is 5 per

cent higher than all-India average.

The above is an eye opener

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COMMON TYPE OF ROAD CRASHES

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Poor traffic management during construction

Common causes of road crashes

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Wrong way driving on highways


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Tractors without driving and vehicle license use the highway1804/20/23


Not Roadworthy Trucks carry Heavy Container Loads 1904/20/23


Truck, Push Cart and Animal – Typical urban area crash 2004/20/23


Night time crash – wrong way driving 2104/20/23


Land use close to road: No recovery zone 2204/20/23

Absence of Hazard Marking


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A wide junction without channelization


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Deficient design and Implementation


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Footpath encroached


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Road is used for every other purpose


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Accident Severity and Number of Accidents,Indian Cities

• Four metro cities (Delhi, Chennai, Mumbai and Bengaluru) contribute around 11% of total accidents in the country

• Mumbai with highest number of accidents is having the lowest accident severity, while Varanasi with lowest number of accidents has highest accident severity

• Five second order cities (Varanasi, Kanpur, Lucknow, Patna and Ludhiana) have much higher accident severity indicating the poor level of traffic safety in these cities

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Causes of Poor Road Safety Situation in India

• Poorly maintained vehicles (it’s better now)

• Poor traffic discipline and education

• Poorly designed/maintained roads

• Poor level of enforcements

• Poor/primitive traffic management

• Mixed traffic (NMT dangerously mingles with fast traffic)

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Causes of Safety Disaster

Lack of required rigor in …

• Design and provisions

• Construction safety

• Operation & management

• Traffic control & management

• Lack of enforcement

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Recommended Design & Provisions

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Pedestrians Facility

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Pedestrians Facility

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Absence of Hazard Marking

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A wide junction without channelization

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Geometry for a high speed road

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Level difference between the two carriageways

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Deficient design and Implementation

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Safety Principles

Main Parameters

•Geometric Design

•Road Surface Characteristics

•Road Markings and Delineation

•Road Signs, Street Furniture and Appurtenances

•Traffic Management

•Road Works and Maintenance

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Principles for Safer Road Design

A safe road environment should• WARN for unusual features• INFORM of conditions to be encountered• GUIDE through unusual sections• CONTROL through conflict points

A safe road environment is one which provides• No surprises• Controlled release of relevant information

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Road Alignment

• Safety considerations in design controls

•Safety is one of the most important features from initial planning to final construction, limitations are imposed by:-• Road User Characteristics• Vehicle Characteristics• Design Speed• Sight Distance

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Sight Distance

Safety Issues•Braking and acceleration ability of vehicles variable, due to poor maintenance

• Industrialized country standards may not be appropriate because of differing vehicle performance and driver behavior in India

• Untended vegetation can obstruct sight distances

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Horizontal Alignment

Safer Practice• Horizontal curvature of a road should be consistent with speed requirements

• Potentially unsafe overtaking on curves withinadequate sight distances should be prevented bysigns, road markings or physical barriers

• Large radius horizontal curves instead of straightalignments should be provided to relieve driver ofmonotony and enable him to make better judgment of approaching vehicles speed

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Vertical Alignment

Safer Practice• Provide adequate sight distances• Broken-back curves should be avoided• Frequent changes in vertical profile should be avoided• On long grades, steepest grade should be placed at the bottom and lighter grade near top• Sag curves associated with highway underpasses,curve lengths must be chosen to ensure the necessary vertical clearances and to maintain adequate sight distances into the underpass.

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Combination of Vertical and Horizontal Alignment

Safer Practice• Proper alignment enhances scenic views of the natural and manmade environment

• Easier to make adjustments at design stage

• Sharp horizontal curvature should not be introduced on top of crest curve

• Designer should study long, continuous stretches of highway in both plan and profile and visualize the whole in three dimensions

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Special Lanes

• Additional special or auxiliary lanes which arelocated immediately adjacent to the traffic lanes arecalled special lanes

• Some special lanes employed to improve safetyand efficiency of the road system are:• Passing Lanes• Climbing Lanes• Emergency Escape Lanes or Arrestor Beds

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Cross-sections

Safer Practice•Properly maintained cross-sectional profiles assist safety•Side slope gradients for embankments and drains should be as flat as possible•Open channel drains should be covered or separated from the carriageway•Incorporation of properly maintained shoulder allows room for parking in emergency, use and segregation of pedestrians•Provision of the number of lanes primarily dependent on the projected traffic volume

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Shoulders

Safer Practice•Shoulder should support vehicles under all weather conditions•Hard shoulders, should be differentiated from carriageway•Edge line markings help to discourage traffic from using the shoulder•Shoulder cross slopes should be so designed as to avoid draining onto the carriageway

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Shoulders

Poorly Maintained Shoulder ofInadequate Width and Strength.Trees along Shoulders also Pose

Safety Hazards

Adequate and Well MaintainedShoulders

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Median Barriers

• Median barriers are not the same as safety barriers. They are designed to segregate and prevent certain opposing pedestrian and vehicle movements.Problems•Inadequate pedestrian crossing provisions will encourage pedestrians to climb over the barriers and ignore their purpose•Median barriers without gaps for emergency vehicles can cause delays and congestion if vehicles break down•Poor design and maintenance such as unprotected ends or damaged and stolen sections•Clear and effective signing along with enforcement is necessary to ensure that drivers drive on the correct side of the barrier

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Medians and Kerbs

Well Maintained Median Width with Proper Median Markings

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Median Gaps

Safer Practice

•Their number should be kept to the minimum•Openings for right turns through bullet nosed shape should be adopted•Openings for U-turns, semi-circular openings are more appropriate for the vehicle paths•Median openings in urban areas: should be spaced at 500m on the more important arterial roads•Median openings for four lane divided carriageways and expressways should be located near all terminal junctions

5204/20/23

Median Gaps

Median Openings on Urban Corridor5304/20/23

Road Signs and Markings

Safety Issues•Letter size can be too small – creates problems where more than one language signs have to be used•Funds for features such as signs/road markings often not included when roads are built or rehabilitated•Poor maintenance is common which leads to worn, illegible, damaged or missing signs• Fragmentation of responsibilities for road signs / markings on different roads often leads to variability in use•Poor road surface condition makes application of road markings difficult

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Road Signs

Stop Sign

Give way Sign

STOP

Give Way

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Road Markings

Type of Markings

•Broken Line - Broken lines are permissive in character and may be crossed with discretion, if traffic permits• Solid Lines - Solid lines are restrictive in character and indicate that crossing is not permitted except for entry or exit from a side road• Double Solid Lines - Double solid lines indicate maximum restrictions and are not to be crossed except in emergent usage• Combination of broken and solid lines: In a combination of broken and solid lines, a solid line may be crossed, with discretion, if the broken line is nearer to the direction of travel. Vehicle from the opposite directions are not permitted to cross the solid line.

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Road Markings

Well marked road markingSeparation of lanes where

overtaking is permitted with carefor traffic adjacent to the broken

line, but prohibited for trafficadjacent to solid line

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Delineators and Chevron Signs

Safety Issues

• Lack of edge definition increases pavement deterioration due to vehicles driving onto the shoulder thus increasing the risk ofaccidents

• Without delineation, drivers may not correctly approach obstacle or know changing situation

• Delineators, can themselves add to the unsafe situation if poorly designed or located

• Absence of chevron boards at sharp bends increases chancesof accident

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Safety Issues

• On dual carriageway roads, and where lanes are added ordropped, delineation reduces accident risk

• Reflective delineator posts are useful at night-time

• Reflectorised raised pavement markers are effective forcenterline, lane and edge markings

• The delineators are most likely to be effective on dangerousbends, on approaches to intersections and on embankments

• Chevron signs are useful in showing the location of sharp bends. 5904/20/23


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Useful Signs: sharp bend chevron

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Safety Fences

Safer Practice• Use flexible barriers in preference to rigid barriers where conditions permit• End-points should be buried and flared back• Use minimum of 0.33m setback in urban areas and 0.5m on rural roads, but preferably 1.0m where feasible Safety Barriers for Hazardous Situation

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Plantation

Safer Practice • Properly laid rows of trees along the roadside and shrubs at the median delineate the alignment of the roadway

• Planting closer to the carriageway act as "gateway“ for approaching village

• Proper Maintenance needs to be ensured

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Drainage

Safer Practice• Hydrological studies help to investigate expected rainfall levels to aid drainage design• Provision of culverts at regular intervals on long gradients to minimize damage to the ditches• Ditches need not be watertight – aids evaporation of the moisture in the subgrade• Side slopes of ditches nearest to the road should not be steeper than 1 in 3 (preferably 1 in 6) with steeper slopes away on the side from the road to reduce illegal vehicle access to the road• Where rainfall levels permit, L or J-type drainage channels should be used rather than U or V-types

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Lay-byes & Bus Stops

Safety Issues•Buses stopping at road junctions forces pedestrians to cross the road where there is turning traffic and it also leads to reduction in road width at the junction causing congestion and unsafe overtaking maneuvers•Taxis and para-transit vehicles often stop indiscriminately along major roads to pick up or discharge passengers•Vehicles stopping at a lay-bye or bus stop constitute a temporary obstruction which may obstruct visibility of an important feature•The slower speeds of vehicles entering and leaving a lay-byes could cause a hazard to faster moving through traffic

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Lay-byes & Bus Stops

Well-maintained Bus Stop Segregated Bus Lay-byes

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Service Roads

Safety Issues•Service roads may be continuous or intermittent, they may be on one or both sides, and they may have oneway or two-way traffic•Service roads provided are invisible due to encroachments observed on these service roads•Absence of adequate truck parking facilities on highways leads vehicles to parked on service roads, thus negating the benefits of service roads to the vulnerable road users•Absence of service roads increases pedestrian-vehicular conflicts and road safety is threatened

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Roadside Amenities

Overview• Roadside amenities include facilities such as:• Toilets• Telephones• Restaurant facilities• Car parking• Fuel station• Facilities to heavy vehicles•Rest areas should preferably be located some distance away from the carriageway to minimize the effect of noise, fumes and dust caused by passing traffic on users of rest areas•Traffic screening can be created effectively by a landscaped 1.5- 2.5 m high earth mound on land between the picnic site and the road

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INITIATIVES TAKEN BY GOVT. OF HARYANA FOR ROAD SAFETY

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• A State Level Coordination Committee constituted under chairmanship of FC&PS to Govt. of Haryana Transport Deptt. in the meeting of State Road Safety Council held on 14.12.2010.

• Meeting of State Level Coordination Committee are held frequently for road safety measures.

• Haryana road safety act drafted on the pattern of Kerala road safety act as decided in 13th National Road Safety Council meeting.

• 840 nos speed breakers constructed and work of up-gradation of 679 accident prone points completed on the recommendation of State Level Coordination Committee

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STEPS TAKEN• Construction of speed breakers near habited areas to restrict

the speed of fast moving vehicle.• Removal of black spots and improvement of accident prone

points.• Marking of zebra crossings for crossing pedestrian traffic.• Construction of Sub –ways and foot over bridges for

pedestrians to cross the roads having heavy traffic. • Marking of center line and edge lines with reflective

thermoplastic paint.• No overtaking zones are marked where sight distance is less.• Installation of Traffic lights at various points.

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STEPS TAKEN• Installation of Cautionary signs, intermediary sigh and

mandatory sigh boards. • One way roads are preferred in city position to saggragate

traffic.• Plugging of unauthorized road cuts and unauthorized access

to highways. • Construction of Pedestrian & cyclist paths. • Removal of standing trees, bushes and electric pool etc. on

turns/blind curves which impair visibility on roads.• Control of animal menace.• Curbing Over speeding’s, drunken driving, wrong side driving

and overloading by enforcement measures.

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GOOD GEOMETRIC DESIGN

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METAL BEAM TO CONTROL ANIMAL ACCESS

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REFLECTIVE CENTRE & EDGE LINES

7704/20/23

ADEQUATE EARTHERN SHOULDERS WITH DELINATORS

7804/20/23

MEDIAN PLANTATION TO REDUCE GLARE OF LIGHTS COMING FROM OPPOSITE DIRECTION

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ADEQUATE SIGN BOARDS

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RAILING IN CENTRAL VERGE TO RESTRICT PEDESTRIAN CROSSING

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APPROPRIATE SUMMIT AND VALLEY CURVES

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6 E’s FOR ROAD SAFETY

• EDUCATION

• ENFORCEMENT,

• ENGINEERING (ROADS),

• ENGINEERING (VEHICLES),

• EMERGENCY CARE

• ENACTMENT8304/20/23

84

Thanking

You04/20/23

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1 presentation on road safety 10/18/2015 6 th january, 2014 by mahesh kumar, fie engineer-in-chief,...

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