IMPROVING ROAD SAFETY THROUGH EFFECTIVE DESIGN PRINCIPLES Dr S. Gangopadhyay Director, CSIR- CRRI New Delhi-25
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
Road Safety Scenario - INDIA
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
Source: MoRTH ( 2014)
8,623= 24/per dayRanked 16th
Road Safety Scenario - INDIA
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
Source: MoRTH ( 2014)
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)
Source: MoRTH ( 2014)
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
Road Safety Scenario - INDIA
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
Source: MoRTH ( 2014)
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
Total Number of Fatalities
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
Source: MoRTH ( 2014)
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
Total Number of Fatalities
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)
Source: MoRTH ( 2014)
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)
Source: MoRTH ( 2014)
Road Safety Scenario – INDIA
Road Accidents Victims by Age
Source: MoRTH ( 2014)
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
Source: MoRTH ( 2014)
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..,