improving road safety through effective design...

IMPROVING ROAD SAFETYTHROUGH EFFECTIVE DESIGN

PRINCIPLES

Dr S. GangopadhyayDirector, CSIR- CRRI

New Delhi-25

Presentation Outline

• Introduction• Road Safety Scenario in India• Road Safety Scenario in Delhi• Measures to Enhance the Safety

– ( Improving the Road Safety through Design Principles)

• Conclusions

Road Safety Scenario - INDIA

1,39,671deaths/yr (2014)10% of World Road deaths1,39,671deaths/yr (2014)10% of World Road deaths

383deaths /day- Equivalent to Jumbo jet crash

16 deaths /hr , One death /every 4 minutesOne of the Top three cause for death for age group 5-44 yrs

383deaths /day- Equivalent to Jumbo jet crash

16 deaths /hr , One death /every 4 minutesOne of the Top three cause for death for age group 5-44 yrs


0

100000

200000

300000

400000

500000

600000

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Total

Num

ber

Year

Fatal Accidents

Persons Killed

Accidents

Persons Injured4,89,400

4,93,474

1,39,671

1,25,828

Source: MoRTH ( 2014)

Road Safety Scenario - INDIA0

10000

20000

30000

40000

50000

60000

70000

Tamil N

aduMa

harash

traMa

dhya P

radesh

Karna

taka

Kerala

Uttar P

radesh

Rajas

than

Andhr

a Prad

eshGu

jarat

Telang

anaCh

hattisg

arhWe

st Beng

alHa

ryana

Odish

aBih

arDe

lhiAss

amPu

njab

Jammu

& Ka

shmir

Jharkh

and Goa

Himach

al Prad

eshUtt

arakha

ndPu

ducher

ryMa

nipur

Tripura

Megha

laya

Nagal

andCh

andiga

rhAn

daman

& Nico

bar Isl

ands

Arunac

hal Pr

adesh

Sikkim

Mizora

mDa

dra & N

agar H

aveli

Dama

n & Di

uLak

shadw

eep

Total N

umber

of Ac

cident

s


8,623= 24/per dayRanked 16th


10

13

15

18

20

23

25

28

30

33

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Accid

ent S

ever

ity In

dex

( Num

ber o

f per

sons

kille

d pe

r 100

accid

ents

Year

19.4

Delhi

All India 28.5


0

10

20

30

40

50

60

70

80La

ksha

dwee

pGo

aAn

dam

an &

Nic

oKe

rala

Pudu

cher

ryMa

dhya

Pra

desh

Jam

mu

& Ka

shm

Delh

iMa

hara

shtra

Mani

pur

Tam

il Nad

uKa

rnat

aka

Megh

alay

aTr

ipur

aNa

gala

ndCh

hatti

sgar

hSi

kkim

Andh

ra P

rade

shGu

jara

tTe

lang

ana

Assa

mCh

andi

garh

Dam

an &

Diu

Him

acha

l Pra

desh

Odis

haRa

jast

han

Hary

ana

Wes

t Ben

gal

Jhar

khan

dBi

har

Utta

r Pra

desh

Arun

acha

l Pra

des

Utta

rakh

and

Dadr

a & N

agar

HPu

njab

Mizo

ram

Acci

dent

Seve

rity

Inde

x( N

umbe

r of p

erso

ns k

illed

per

100

acc

iden

tsRoad Safety Scenario - INDIA

19.428.5 ( National Average)


0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000

Uttar PradeshTamil Nadu

MaharashtraKarnatakaRajasthan

UttarakhandMadhya Pradesh

GujaratAndhra Pradesh

TelanganaWest Bengal

PunjabHaryana

KeralaChhattisgarh

OdishaBihar

AssamJharkhand

DelhiHimachal PradeshJammu & Kashmir

GoaTripura

ManipurPuducherryMeghalaya

ChandigarhArunachal Pradesh

MizoramNagaland

SikkimDadra & Nagar Haveli

Andaman & Nicobar IslanDaman & Diu

Lakshadweep

Total Number of Fatalities


Fatalities > 5,000Top 11 states - 76%

Fatalities:500 - 5,00011 states - 23%

Fatalities < 50014 states / UTs - 1%

No. 19th 1,671/year4 to 5/day


Road Safety Scenario in INDIA:Road Crashes vs. Vehicle Kilometer Travelled

8th

1st0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000

Uttar PradeshTamil Nadu

MaharashtraKarnatakaRajasthan

UttarakhandMadhya Pradesh

GujaratAndhra Pradesh

TelanganaWest Bengal

PunjabHaryana

KeralaChhattisgarh

OdishaBihar

AssamJharkhand

DelhiHimachal PradeshJammu & Kashmir

GoaTripura

ManipurPuducherryMeghalaya

ChandigarhArunachal Pradesh

MizoramNagaland

SikkimDadra & Nagar Haveli

Andaman & Nicobar IslanDaman & Diu

Lakshadweep


No. 19th

Source: CRRI( 2013)

Road Safety Scenario – INDIA –Million Plus Cities

Total Number of Crashes

4 Million Plus Population Cities in Tamil Nadu contributes about 10% Crashes4 Million Plus Population Cities in Tamil Nadu contributes about 10% Crashes

020

040

060

080

01,0

001,2

001,4

001,6

00

Delhi

Chen

nai

Beng

aluru

Kanp

urLu

ckno

wMu

mbai

Agra

Patna

Allah

abad

Kolka

taRa

ipur

Indor

eJa

ipur

Hyde

raba

dPu

neMe

erut

Ghaz

iabad

Malla

pura

mViz

aqLu

dhian

aVij

aywa

da ci

tyJa

balpu

rCo

imba

tore

Nagp

urSu

rat

Ahme

daba

dFa

ridab

adJo

dhpu

rBh

opal

Vara

nasi

Gwali

orVa

dodr

aKo

llam

Asan

sol D

urga

pur

Tiruc

hirap

alli

Nash

ikKh

oziko

deRa

jkot

Koch

iTh

iruva

nthap

uram

Aura

ngab

adCh

andig

arh

Kota

Thris

sur

Madu

rai

Amrits

arJa

mshe

dpur

Kann

urDh

anba

dSr

inaga

r

Tota

l Num

ber o

f Fat

alitie

s


0 200 400 600 800 1,000 1,200 1,400 1,600

DelhiChennai

BengaluruKanpur

LucknowMumbai

AgraPatna

AllahabadKolkataRaipurIndoreJaipur

HyderabadPune

MeerutGhaziabad

MallapuramVizaq

LudhianaVijaywada city

JabalpurCoimbatore

NagpurSurat

AhmedabadFaridabad

JodhpurBhopal

VaranasiGwalior

VadodraKollam

Asansol DurgapurTiruchirapalli

NashikKhozikode

RajkotKochi

ThiruvanthapuramAurangabadChandigarh

KotaThrissurMaduraiAmritsar

JamshedpurKannur

DhanbadSrinagar


Road Safety Scenario - INDIA in Million Plus CitiesRoad Crashes vs. Vehicle Kilometer Travelled

024681012141618

0102030405060708090

Population (Million)

Vehicle Kilometres Travelled (Million

City

Heavy Duty V

ehicles VKT (L

akhs)Light D

uty Vehicles

VKT (Lakhs)

Population (M

illion)


010

2030

4050

6070

80

Mumb

aiKo

chi

Bhop

alIn

dore

Thris

sur

Thiru

vant

hapu

ram

Kolka

taJa

balpu

rGw

alior

Chen

nai

Kolla

mMa

llapu

ram

Kann

urKh

oziko

deHy

dera

bad

Beng

aluru

Madu

rai

Srina

gar

Ahme

daba

dNa

shik

Kota

Coim

bato

reVa

dodr

aDe

lhiRa

jkot

Vijay

wada

city

Raipu

rVi

zaq

Jaipu

rNa

gpur

Tiruc

hirap

alli

Pune

Sura

tAu

rang

abad

Chan

digar

hFa

ridab

adMe

erut

Jams

hedp

urLu

ckno

wPa

tna

Ghaz

iabad

Allah

abad

Jodh

pur

Asan

sol D

urga

pur

Kanp

urAg

raVa

rana

siAm

ritsa

rDh

anba

dLu

dhian

a

Acci

dent

Seve

rity

Inde

x( N

umbe

r of p

erso

ns k

illed

per

100

acc

iden

tsRoad Safety Scenario – INDIA –Million Plus Cities

19.428.5 ( National Average)


Road Safety Scenario – INDIA

Road Accidents Victims by Age


Road Safety Scenario – INDIA – Road Length Wise

2 6

92

40

253533 30

37

0

20

40

60

80

100

National Highways State Highways Other Roads

Perce

ntage

Length VKT No.of Persons Killed


Factor Components of Road TransportSystem

67%

24%

4%

4%

4%

Human Factors67%+24%+4%

=95%

RoadEnvironmentFactors

Vehicle Factors

Source: Australian Study ( 2012)

Speed Profile-Comparison of average operating speedsof vehicles Vs posted speed limit ( Driver Behavior)

Pillar No. 44 Pillar No. 318

Pillar No. 184

At all the above locations drivers are exceeding the posted Speed Limits -Driver Behavior not in expectations to the Design/posted Speed Limits

– D’not blame Designers

At all the above locations drivers are exceeding the posted Speed Limits -Driver Behavior not in expectations to the Design/posted Speed Limits

– D’not blame Designers

Safe Infrastructure – Design

• Geometric Design Elements1. Horizontal Alignment2. Vertical Alignment3. Cross Section Elements4. Sight Distance Considerations

• Road Side supporting Features forForgiving Roads

Safe Infrastructure – Design - HorizontalAlignment

• Safer Practice– Horizontal curvature : 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 betterjudgment of approaching vehicles' speed.

Safe Infrastructure – Design - Horizontal Alignment

Effect of Radius of HorizontalCurve on Safety

Effect of Length of StraightSection on Accident Rate

Avoid short radius of Curves and break the monotony of straightsections

Avoid short radius of Curves and break the monotony of straightsections

Safe Infrastructure – Design - VerticalAlignment

• 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 verticalclearances and to maintain adequate sight distances intothe underpass.

Safe Infrastructure – Design - Vertical Alignment (Effect of Gradient)

Effect of Grade onAccident Rate

The accident rate reduces considerably when grade difference isless than 4%

The accident rate reduces considerably when grade difference isless than 4%

Safe Infrastructure – Design - Combination ofHorizontal and Vertical 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 ontop of crest curve

Designer should study long, continuous stretches ofhighway in both plan and profile and visualize thewhole in three dimensions.

Safe Infrastructure – Design - Combinationof Horizontal and Vertical Alignment

Replacement of Broken Back Curve by Single radius long curvewill enhance the safety

Replacement of Broken Back Curve by Single radius long curvewill enhance the safety

Broken Back CurveReplacement of Broken Back Curve by

Single radius long curve

Safe Infrastructure – Design - Combinationof Horizontal and Vertical Alignment

Removal of humps on horizontal curve will enhance the safetyRemoval of humps on horizontal curve will enhance the safety

Short humps on longhorizontal curve

Short humps on long horizontal curve

Removal of humps onhorizontal curve

Safe Infrastructure – Design - Cross SectionalElements

Road safety does not depend on one single cross sectionelement, but on the combination of these elements

Road safety does not depend on one single cross sectionelement, but on the combination of these elements

Shoulders Carriageway Foot Paths Cycle Tracks Side Slopes Side Drain Camber Super- Elevation Gradient

Safe Infrastructure – Design - Cross SectionalElements• Safer Practice

Properly maintained cross-sectional profiles assistsafety.

Side slope gradients for embankments and drainsshould be as flat as possible.

Open channel drains should be covered orseparated from the carriageway.

Incorporation of properly maintained shoulderallows room for parking, in emergency use andsegregation of pedestrians.

Provision of the number of lanes primarilydependent on the projected traffic volume.

Safe Infrastructure – Design - CrossSectional Elements

Safe Infrastructure – Design - CrossSectional Elements- Shoulders

Poorly Maintained Shoulder of InadequateWidth and Strength. Trees along

Shoulders also Pose Safety Hazards

Adequate and Well MaintainedShoulders

Adequate and Well Maintained Shoulders enhance the Safety aswell as Roadway Carrying Capacity

Adequate and Well Maintained Shoulders enhance the Safety aswell as Roadway Carrying Capacity

Safe Infrastructure – Design - CrossSectional Elements- Shoulders

• (

Adding outside paved shoulders up to no more than 8ft (2.5mts)in width could reduce shoulder-relatedcrashes with considerably large variations. An outside paved shoulder width beyond 8ft may increaseshoulder-related crashes, especially severe crashes. Several studies also suggested that shoulderpaving is more beneficial for high volume roads.

Adding outside paved shoulders up to no more than 8ft (2.5mts)in width could reduce shoulder-relatedcrashes with considerably large variations. An outside paved shoulder width beyond 8ft may increaseshoulder-related crashes, especially severe crashes. Several studies also suggested that shoulderpaving is more beneficial for high volume roads.

SAFETY IMPACTS OF HIGHWAYSHOULDERATTRIBUTES IN ILLINOIS (2011) byIllinois Center for Transportation

Safe Infrastructure – Design - CrossSectional Elements- Median

Impact of MedianWidth on Accidents

Safe Infrastructure – Design - Cross SectionalElements- 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 minimise

damage to the ditches. Ditches need not be watertight – aids evaporation of the moisture in

the subgrade. Side slopes of ditches nearest the road should not be steeper than 1

in 3 (preferably 1 in 6) with steeper slopes away on the side from theroad to reduce illegal vehicle access to the road.

Where rainfall levels permit, L or J-type drainage channels should beused rather than U or V-types.

Safe Infrastructure – Design - Cross SectionalElements- Drainage

Relationship betweenDistance of Ditch fromEdge of Roadway and

Accident Rate

Forgiving Roadside Design/InfrastructureForgiving road is defined as aroad that is designed and builtin such away as to interferewith or block the developmentOf driving errors and to avoidor mitigate negativeconsequences of drivingerrors, allowing the driver toregain control and either stopor return to the Travel lanewith out injury or damage

Conclusions• Accidents are increasing day by day, we require multi prong

strategy , targeting– Driver Behavior, Road Design and Vehicles

• Safer Road infrastructure requires design elements as per thestandards as well as execution of road should strict to the design.

• We should enhance the good quality of road executingagencies/companies

• Link the performance of road to the road executing agency ratingfor the future projects

• Forgiving Roads/Sides extensive research and field investigationsand monitoring are required for the problem related like– Safety Barrier design, placement and end treatment– Fixed Objects– Shoulders design, Side walk facilities etc..,

improving road safety through effective design...

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