Road Safety Part2

8/4/2019 Road Safety Part2

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CHAPTER - 1

INTRODUCTION

1.1 GENERAL

India has a unique feature of unity in diversity, wide range of topography from

plains of Rajasthan to mountainous terrain of Himalayas and diverse climatic

conditions. Burgeoning population of more than one billion necessitated new strategy

of development of infrastructure for movement of goods and passenger traffic by

road, rail, seaports and inland waterways.

Roads occupy a place of importance in any economy because of their unique

characteristics and distinctive features of connecting interior places, with its network

for carrying persons and goods. India has one of the largest road network in the world

and the network has rapidly expanded in the last several years i.e. from 6,80,000 km

in year to 12,00,000 km in year 1995. Increase in traffic brings out extremely severe

problems of road traffic accidents. The impact of road traffic accidents in terms of

injuries, impairments and fatalities are global social and public health problems.

World wide, the number of fatalities and serious injuries due to road accidents is very

high and steadily increasing. To minimise the risk and severity of accidents, and to

inculcate the importance of safety in highway design, adopting Safety Audit on road

network is necessary.

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1.2 ACCIDENT SCENARIO

The recorded annual number of road accidents in India is 3,15,657 (Ministry

of Surface Transport, 1996) though due to relatively low level of reporting, this is

likely to be only a fraction of the actual number of collisions between road users on

the country's network. The published number of road accident fatalities in the country

in 1994 is 64,002 with 3,12,080 injured in this single year. India has 1 % of the

world's vehicle population but 6% of World's reported road traffic accidents occur

here. The situation in India is rapidly worsening as shown in Fig. 1.1

Road accident fatalities and casualties have· been increasing dramatically over

the past Twenty years. This is partly due to the way in which the no. of vehicles on

the road is increasing.

Nearly 75-80% road accidents cases in India involve pedestrians, cyclists and

two wheeler riders. On Indian roads, mostly heavy vehicles like trucks and buses are

primary vehicles in road traffic accidents (around 4060% cases). Road traffic

accidents are more concentrated on the National Highways, which form less than 2%

of the total length in India but are responsible for 34% road fatalities occurring in

India due to high volume of traffic etc. Accident prevention can be enhanced by the

application of Road Safety Auditing over the road network.

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1.3 WHAT IS ROAD SAFETY?

1.3.1 Road Safety Abroad

Road Safety is now seen as an important responsibility of road authorities in

most industrialized countries and many countries now require their road authorities to

be pro active in reducing the number of deaths and injuries on their road network.

This is often done as part of wider raining efforts to achieve national targets in

causalties or death reduction. The UK for example places statutory responsibility on

all its road authorities (National, Country and Municipal level) to improve road safety

on their road networks. This require them to analyse accident data to identify trends,

road users at risks, accident black spots etc. at each level and to then develop and

implement appropriate counter measures to improve safety on their networks. In each

UK Road Engineering Department, there are small road safety units who work full

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time in road safety issues. They usually have their own staff and earmarked budgets

typically US $ 0.4 to 1.0 million per year) for implementing safety improvements and

are required to produce an annual road safety plan indicating how they intent to

improve safety. Central Govt. offers incentives by part financing some improvements

schemes to encourage activities in this area.

Govt. of Australia, Germany, Sweden, Denmark, USA and many other

industrialized countries also finance full time specialists to address safety-

engineering issues. The specific arrangements varies slightly country by country but

basically all industrialized countries now recognize the need to have small specialist

team of professional fully resourced and working full time within road authorities on

road safety issues.

This approach of specialists safety units as each level of roads authority has

proved highly effective in reducing road death in industrialized countries and is well

worth considering in India.

1.3.2 Road Safety in India

Unlike the more industrialized countries, the different agencies in India

involved in road safety management have limited coordination. The lack of co-

operation is not only confined to the planning and development stages, but is also

conspicuously reflected in the day to day execution.

Road accidents are a matter of great personal tragedy, tremendous social and

private property. Although, acknowledgement of the problem has existed for some

time, the attempts to improve road safety have been half hearted and not focused on

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the problem. As early as the 1970s, the Planning Commission had accepted road

safety as a plan subject and allocates specific funds to Delhi. For the first time specific

funds are being earmarked for each state for road safety works on National Highways

in Ninth Five Year Plan. It covers broad items like engineering improvements, traffic

control devices and wayside amenities. In order to make judicious and full use of

these funds, it is essential to have a coordinated institutional framework.

In our country the role of highway community towards road safety is not

defined. Safety is still considered as exterior control system rather than an integral

part of design and operational processes. Although some lip services is being given to

the importance of highway safety, this activity typically has not been organisationally

integrated and therefore has not been overly effective. Pavement failure get attention

from the engineers but road facilities is not investigated from any engineering

deficiency point of view. With regards to awareness, there is virtually no formal

training or formal on-job training in highway safety.

1.4 NEED OF THE STUDY

The rate of road accidents in our country is accident per minute with one death

in every 7.5 minutes. The road accidents are taking huge toll on human life and

passing trauma to thousands of families. Much greater proportion of productive life is

carried away by these road accidents then any other cause of natural death. The

country is loosing about Rs. 6000 crores annually due to these road accidents and

loosing additional Rs. 5000 crores for vehicular damages, road repairs and additional

consumption of fuels due to various traffic hindrances on the road. To minimize such

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a huge loss it is very much essential to study the road safety aspect to reduce the

accidents which will ultimately reduce the losses.

CHAPTER – 2

LITERATURE REVIEW

2.1 PROBLEMS OF HIGHWAY SECTOR IN INDIA

2.1.1 Present Road System – India has about 3.3 million Kms. of road

network, which is the second largest in the world. The length of

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various types of roads in India (as on April, 2000) is as under:A. Inter – Urban roads

i. National Highways 52,000 Kms.ii. State Highways 1,28,000 Kms.

iii. Major District Roads 2,70,000 Kms.B. Rural Roads

i. Other District Roads and Village Roads 1,50,000 Kms.ii. JRY Roads 9,20,000 Kms.

C. Urban Roads (under local authorities, CPWD,MES, etc.

2,00,000 Kms.

D. Project Roads

(Project agencies, such as, Forest, Irrigation &State Electricity Boards etc.

2,30,000 Kms.

Total : 33,00,000 Kms

The growth of National Highways since independence is given in the

Table-2.1

In can be seen that the expansion of National Highways now has been rather

slow, but a lot of expansion has taker place in Rural Road network under various

poverty removal programmes, such as IRDP, NREP, RLEGP, DPAP, JRY, etc. As on

April, 2000, the status of rural roads is given in Table-2.2.

Table-2.1

Growth of National Highways since Independence

Year Length of National Highways (Kms.)

1947 19,811

1951 21,4401961 23,798

1971 23,838

1981 31,671

1991 33,650

1995 34,257

1998 38,517

1999 52,010

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Table-2.2

Connectivity to Villages by Roads

Population

Group

Total No. of

Villages

No. of Villages

connected

Percent Connected

1500 & above 71,623 72,000 99%

1000-1500 58,229 52,000 89%

Less than 1000 4,59,465 2,50,000 54%

Total 5,89,317 3,74,000 63%

2.1.2 Inadequacies of Road Network System

The country's road system cannot be measured in respect of its length alone.

The quality and level of service provided by the roads is equally important. It is here

that the emerging picture is very dismal. The roads in India are under designed, under

constructed and under maintained. Nothing else sums up the status of India's road

network. The inadequate road pavement thickness, poor road surface quality, old and

fatigued bridges and culverts, existence of number of railway crossings inhibiting

smooth traffic flow on highways, absence of bypasses to relieve road traffic from city

congestion and the absence of road side amenities are the major problems that

continue to dog the road sector. Out of the total length of the roads, the share of

National Highways is only 52,000 km, i.e. 1.6 per cent. National Highways carry

more than 40 per cent of the traffic. The specifications and standards of the National

Highways are not upto the mark.

We do not have any operational expressways in the country so far for speedy

movement of traffic. Only about 5 percent of the National Highway sector is four

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laned, 80 per cent two laned and 15 per cent, single laned. The commercial vehicles

can run only 200-250 kms per day instead of 600kms in developed countries. The

plan public sector outlay has decreased from 6.7 per cent in First Five-Year Plan to

only 3 per cent in Eighth Five-Year Plan.

By starving this sector of essential funds, precious assets created at huge

investments have been left to deteriorate severally which implies further loss to the

nation by way of high user cost. It has been estimated that direct economic loss to the

country due to bad condition of the main roads is of the order of Rs. 30,000 crores

annually apart from opportunity cost environmental cost due to pollution caused by

congestion and accident/safety costs.

In brief, the main inadequacies of the present National Highways network of

India are given as under:

(a) Inadequate width/No. of carriage ways lanes

(b) Missing links/bridges.

(c) Inadequate pavement.

(d) Inadequate bridges.

(e) Inadequate curves/super-elevation.

(f) Poor riding quality.

(g) Deficient traffic safety provisions.

(h) Bottlenecks due to congestion and railway lane crossings.

(i) Lack of wayside amenities.

2.1.3 Policy Changes Required

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Following policy changes are required in the future:

(a) Construction Industry should move into organized sector with professional

management and qualified/trained employees.

(b) Rationalization/removal of excise duties on construction materials and

processes to encourage more pre-cast concrete factories.

(c) Harmonizing the Indian Standard codes within international practice with a

view to reduce wasteful consumption.

(d) Standardization of structural members to ensure large scales persisting.

(e) Import of construction equipment's free of custom duties. The domestic

equipment manufacturers should be able to complete with such imports.

(f) Streamline the procedure to encourage participation of Indian construction

agencies in overseas contracts.

(g) Standardize pre-qualification criteria for Indian construction agencies and

allow them to participate on equal footing with expatriate contractors.

(h) Streamline the tendering system in line with international practice.

(i) Focus on management consultancy.

(j) Standardization of general conditions.

(k) Introduction of value engineering concepts in the tendering system.

(l) The current trend of entrants to engineering institutions, shying away from the

Civil Engineering programmes will have to be reversed. Otherwise the

industry will not have adequate number of civil engineers during the next

decade.

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(m) Outdated trade practices need change, Company and labour laws require

change.

(n) Simplification of import and export procedures, custom and excise laws and

care in operation of foreign accounts.

(o) Minimize Govt. control of industry.

(p) Foreign participation with 100 per cent equity in BOT/BOOT project as well

as in property development.

(q) Time bound adjudication and arbitration is required so that litigations can be

drastically reduced.

(r) Greater use of Information Technology.

(s) High foreign equity and private funding

(t) Reduction of subsidies and privatisation of PSUs.

(u) Full convertibility of rupee.

(v) Influx of modern technology and establishment of "Construction Equipment

Banks" leasing companies which will make available the latest equipments.

(w) Greater emphasis on quality, time bound programmes, incentives for early

completion and severe penalties for delay, time and cost overruns.

(x) Improvements in civil engineering practices, such as, development of

technology which can promote use of local materials, use of natural gravel's in

place of crushed aggregates, rationalization of concrete mix design resulting in

saving of about 10 million tones of cement per annum use of recycled

aggregates, etc.

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2.2 ROAD TRAFFIC SAFETY

Parmar, C.M., describe the severity of road accident losses in India and it is

stated that the country loses about Rs. 25000 crores per year on account of human

service value due to these road accidents. The author has divided the causes of

accident in four categories, viz. Road Engineering, Traffic Engineering, Non co-

operation from related agencies and Human negligence & error.

The conclusions of the study are as below:-

(i) It is high time that dedicated, scientific, well-organised efforts are put by all

the agencies and the GOs involved to minimise the road accidents and to

reduce road fatalities.

ii) The various agencies connected with Traffic, Vehicles, Roads, Health,

Insurance etc. should join hands for constructive efforts to tackle this ssue

with the help of NGOs devoted to the mission of road safety to change this

scenario of road accidents.

iii) It is essential to minimize the national losses due to this chronic road safety

accident problem that this problem must be dealt by highest authority of

country. Also cost effective road safety counter measures suited to local

problems require to be adopted and realistic road safety goals require to be set

up.

Sharma, S.C. stated that road users expect highway engineer to provide safe

roads. It underscores the need to offer users a coherent and readable road network by

adopting appropriate design standards, road makings, signs and effective road

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operations and traffic control measures that provide the drivers requisite guidance and

promote automatic compliance with road safety rules. The main objective is to reduce

the number and consequences of accidents, injuries and fatalities.

The conclusions are as below:-

i) There is a need to lay down standards and specifications for various types of

road devices and their maintenance so that material of assured quality could be

procured and proper maintenance during service ensured.

ii) Efficient operation' and control of road traffic is essential for enhancing road

safety. Telephones, emergency call boxes located along the road, variable

message signs, radio, video display terminals and interactive electronic

systems permit the road users and road authorities to communicate directly

and to take appropriate measures in the event of congestion, accident or any

emergency.

2.3 ROAD SAFETY IN INDIA

2.3.1 Current Situation

There has been tremendous growth of both road network and road traffic in

India. While it is good for the economic and social development of the

country, it has brought in its wake the problem of road accidents resulting in

injury and fatalities to road users and its own social negative externalities apart

from human suffering. The situation is worsening as can be seen from

Table 2.3.

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Table-2.3

Traffic Fatality Scenario

YearVehicles

(million)

Population

(million)

Fatalities

(thousand)

Fatalities

per

thousand

vehicles

Fatalities ~I

per million

population

1971 1.86 548 15.0 8.04 27.36

1975 2.47 625 16.9 6.84 27.03

1981 5.39 683 28.4 5.27 41.56

1985 9.17 772 39.2 4.27 50.76

1991 21.37 844 56.6 2.65 67.07

1998 41.22 965 80.0 1.94 82.85

Source: Ministry of Road Transport and Highways (MoRT&H): Motor Vehicle

Statistics & Statistics of Road Accidents in India.

These data show that the number of fatalities and injuries has continued to

increase, on an average by 5 per cent a year over the past two decades. The total

number of fatalities and injuries in the year 2003 can be approximated at 96,000 and

400,000 persons respectively. The fatality rate per thousand vehicles has remained

around 2 for the past few years, whereas the rate per million populations has

continued to increase from 27 in 1971 to 95 in 2003.

A summary of fatalities position on different categories of roads during the

period 1991 to 1998 is given in Table 2.4.

Table: 2.4

Proportion of Fatalities on Road Network

Figures in per cent

Category of Road 1991 1992 1993 1994 1995 1996 1997 1998

National Highways 32.9 33.6 32.1 33.0 31.7 30.9 32.4 32.5

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State Highways 32.5 34.2 34.2 34.4 32.0 32.9 32.7 32.6

Others Roads 34.6 32.2 33.7 32.6 36.3 36.2 34.9 34.9

Source: Compiled from Statistics brought out by Road Safety Cell of MoRT&H.

It is seen that about one-third of fatalities occur on National Highways and

another one-third of fatalities occur on State Highways. Thus, National Highways,

which constitute about 2 per cent, and State Highways about 4 per cent of the total

road network together account for over 65 per cent of the total fatalities. It is also seen

from available accident statistics that 50 to 60 per cent of fatalities happen due to

heavy commercial vehicles (trucks and buses). These commercial vehicles are

involved in a higher proportion of fatalities with pedestrians and bicyclists than that of

injuries. Cars and two wheelers have a higher involvement in non-fatal crashes. With

the NHDP and other road up-gradation programs being undertaken in the States and

production of modern automobiles by vehicle manufacturers, speed of vehicles would

increase and accident scenario is likely to become still worse. These facts underscore

the severity of the problem and the necessity of formulating a strategy to contain the

situation.

2.3.2 Economic Loss

Road traffic accidents cause considerable economic loss to the nation. The

monetary evaluation of road accidents is a difficult and complex task. An attempt was

made by the Ministry of Road Transport and Highways to undertake a detailed study

relating to "Evaluation of Road Accident Cost" in 1998-99 through Tata Consultancy

Services. The scope of work included collection of data from records of police,

hospitals, insurance, vehicle repair workshops, courts, motor accident tribunals and to

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assess the cost of fatalities, injuries as also damage to vehicles and property. Table 2.5

gives the cost evaluation in respect of fatality and injury and cost of vehicle damage

based on 1999 price levels.

Table: 2.5 Cost of Accidents

Figures in Indian Rupees (1999 Prices)

ClassificationRegion

All IndiaNorth South East West

A. Cost of Injuryi) Fatal 613,194 527,336 567,071 485,201 535,489

ii) Serious Injury 291,932 230,293 269,551 218,011 242,736

iii) Major Injury 125,793 108,125 118,641 89,432 106,959

iv) Minor Injury 17,291 21,698 23,614 14,678 18,855

B. Cost of Vehicle Damage

i) Truck 40,842 49,580 60,856 48,260 48,700

ii) Bus 50,325 48,551 64,009 38,061 47,100

iii) Car 10,338 16,812 26,297 15,568 16,200

iv) Three Wheeler 7,411 9,902 14,195 12,920 10,900

v) Two Wheeler 3,222 3,414 6,219 4,674 4,100

Source: Ministry of Road Transport & highways, Research Scheme R-79.

The figures given in Table 2.5 were applied to the road accident data

published by the National Records Bureau for the year 1995. The cost of road

accidents was estimated for that year to be around Rs. 7000 crore. This was

approximately 0.7 per cent of the nation's GDP. This may be an underestimate as the

study used the official estimates of fatalities and injuries (not all injuries are reported

to the police). Current annual loss due accidents might be around Rs. 15000 crore.

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This is a terrible toll and should not be viewed as the 'price we have to pay for

mobility'.

2.3.2 Strategies Proposed

The Working Group on Road Accidents, set up by the Planning Commission

in May, 2000, has made a number of recommendations regarding strengthening of

institutional arrangements with a view to bringing about improvements in road safety.

This Group felt that the Road Safety Wing proposed by the Ministry of Road

Transport and Highways would not attract senior professionals to join it. The

implementation of these recommendations needs to be pursued by the MoRT&H and

the states. Particular attention is invited to the recommendation relating to creation of

statutory Road Safety Boards at the national and state levels through an amendment of

the Motor Vehicles Act. The summary of the structure, functions and funding

proposed by the Group for national level Safety Board is given below. For resolving

inter-ministerial issues pertaining to road safety, an Empowered Committee of

Secretaries headed by Cabinet Secretary has been proposed.

A professionally managed traffic engineering and safety cell needs to be set up

immediately within the MoRT&H. Similar cells should be set up in the states. We

need to involve Insurance Agencies in R&D effort and safety measures being applied

on ground.

National Road Safety Board

(Proposed by Planning Commission Working Group)

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A. Structure: (i) Chairman (Part-time): Minister Rank.(ii) Vice Chairman-cum-Director General (Full time) :

Secretary Rank (iii) Member Secretary : Joint Secretary Rank (iv) Part-time Members :

- DG Roads MORT&H- DG Health Services, Ministry of Health- Home Ministry rep., Traffic Enforcement- Two reps., NGOs- Two non-official experts on road safety- Two reps., Road Safety Boards at state level.- One rep., Vehicle manufacturers.- Three reps., research/academic institutions.

- One rep., Insurance companies.B. Functions: i. Formulation of policy in respect of goals, objectives,

targets for road safety.ii. Formulation, coordination and monitoring of road

safety programmes (safety education, safety

standards for roads, vehicles, regulatory and

enforcement measures, road accident statistic, etc.).iii. Preparing manuals, codes and guidelines on matters

relating to road safety.iv. Procuring funds and their management.v. Providing technical assistance to states.vi. Examining accident inquiry reports.vii. Setting up road safety research priorities, supporting

research and dissemination of research through

seminars, etc.viii. Setting up road safety research priorities, supporting

research and dissemination of research through

seminars, etc.ix. trainingx. Road Safety Auditxi. Advise the Government on matters relating to road

safety.

C. Funding Sources: i. Grants from the Central Government.

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ii. An earmarked percentage of the Central Road Fund.iii. Funds from NGOs. Insurance companies, vehicle

manufacturers, etc.

Source : Report of the Working Group on Road Accidents, Planning Commission(2001).

2.4 CODAL PROVISIONS

Following are the codal provision made by IRC & MOST for road safety purposes:i) IRC:02-1968 Route Marker Sign for National Highways (I Revision)ii) IRC:30-1968 Standard Letter and Numerals of different heights for use of

highway signs.

iii) IRC:31-1969 Route Market Signs for state routesiv) IRC:35-1970 Code of practice for road markingsv) IRC:46-1972 A policy on road side advertisements (I Revision)vi) IRC:53-1992 Road Accident Forms A-1 & 4 (I Revision)vii) IRC:54-1974 Lateral and Vertical clearance of under passes for vehicular

traffic.viii) IRC:62-1976 Guidelines for control of access of highways.ix) IRC:66-1976 Recommended practice for sight distance on rural highways.x) IRC:67-1977 Code of practice for road signsxi) IRC:69-1977 Space standards for road in urban areas

xii IRC:79-1981 Recommended practice for road delineator xiii) IRC:93-1985 Guidelines on design and installation of road traffic signals.xiv) IRC:103-1988 Guidelines for pedestrian facilities.xv) IRC:SP:15-1996 Ribbon development along highways and its preventionxvi) IRC:SP:31-1992 New traffic signsxvii) IRC:SP:32-1988 Road safety for children (5-12 years old)xviii

)

IRC:SP:32-1996 Highways safety code

xix) MOST Specification for Road & Bridge works (Third Revision)xx) MOST Manual for safety in Road Design – A Guide for Highways

Engineers.

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CHAPTER – 3

SAFER ROADS FOR EVERYONE

3.1 NATIONAL ROAD SAFETY POLICY

The vision for the National Road Safety Policy (NRSP) which emerged from

the participative process is "Safer Roads for Everyone" the NRSP comprises even

policy Statement under the headings:

1. Raising Awareness about Road Safety Issues

2. Providing Enabling Legal, Institutional and Financial Framework for Road

Safety

3. Road Safety Information Database Safer Road Infrastructure

4. Safer Vehicles

5. Safer Drivers

6. Safety for Vulnerable Road Users

7. Road Traffic Safety Education and Training Traffic Enforcement

8. Emergency Medical Services for Road Accidents

9. HRD and Research for Road Safety

The full text of the statements is appended. The NRSP Document is currently

being considered by the Ministry of Road Transport and Highways (MoRT&H).

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Whilst all the policy statements are relevant to all, those with particular relevance to

the Highways Engineering profession are:

(a) Safer Road Infrastructure: Road infrastructure would be planned, designed,

constructed, managed, maintained and operated in a manner so as to provide

safe transport for all types of road users. Safety conscious planning and design

of roads and road networks would be encouraged while undertaking new as

well as upgrading/ Rehabilitation road schemes through application of road

safety audits. Equal emphasis will be accorded to road accident reduction

strategies through black spot improvement programmes. The government will

undertake all the enabling steps to promote such road safety practice at

national, state and local levels within the country. Application of ITS to

achieve safe and efficient transport system will be encouraged under

modernisation and upgrading programmes for highways.

(b) Safety for vulnerable Road Users : All road improvement or construction

plans would ensure that the needs of vulnerable and disabled road users have

been taken care of in an adequate and equitable manner All road facilities

would be designed, constructed and operated in a manner that quality of life is

not adversely affected for any category of road users particularly for the

vulnerable road users.

The government will undertake systematic dissemination of research-based

interdisciplinary technical guidance that synthesizes current best practices to

town planners, architects, highway and traffic engineers, traffic enforcement

personnel, road safety professionals and others connected with road safety

planning and management.

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(c) Road Traffic Safety Education And Training : It will be further ensured that

all professionals undertaking road design, road construction, road network

management, traffic management and law enforcement shall have adequate

knowledge for road safety Issues.

3.2 ROAD SAFETY AUDIT

Many elements of a highway schemes design are based on the use of

standards. Whilst such standard provide a basis for safe design, care has to be taken

when combining them to avoid the creation of hazards. The objective of a Road

Safety Audit is to identify and aspects of a highway schemes design that give rise to

road safety concerns, and where possible, to suggest amendments that would improve

the road safety of the resultant schemes. Road safety audits are intended to ensure that

operational road safety operation experience is applied during the construction

process in order that the number and severity is kept to a minimum. Auditors identify

and address problem areas using the experience gained from accident reduction

schemes, accident investigation and research work. (Reference: HD 19/03 Road

Safety Audit, Design Manual for Roads and Bridges, UK which is available on the

internet).

"Austroads" define a Road Safety Audit thus "A road safety audit is a formal

examination of a future road or traffic project or an existing road, in which an

independent, qualified team reports on the project' crash potential and safety

performance".

At what stage during the design of a project should road safety audits be

undertaken. The UK requires audits on Completion of Preliminary Design,

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Completion of Detailed Design and Completion of Construction i.e. pre operating. In

addition, the audited highway scheme is monitored for accident had a further Audit

Report is to be product analysing the accidents that have occurred singe opening in

detail to identify:

• Locations of which personal injury accidents have occurred;

• Personal injury accidents that appears to arise from similar causes or show

common factors.

Austroads suggest a Feasibility Audit prior to the start of preliminary design.

Views vary whether or not existing roads should be audited. Carrying out an

investigation of accident that have occurred on existing roads is the preferred method:

but this assumes one has reliable accident records over a number of years. Otherwise

restricting auditing to those sites where most accidents occur is more desirable than an

audit of all roads.

3.3 ACCIDENT INVESTIGATION AND PREVENTION (AlP) &

COUNTERMEASURES

Road accident tend to cluster together at certain locations commonly termed

"accident blackspots". At such sites, it is quite likely that some aspect of the highway/

traffic design, layout, state of the road or traffic control is a contributory factor in

most accident occurrences. As a consequence considerable benefits may result from

the application of appropriate road engineering or traffic management measures, that

is countermeasures.

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Simple measures can significantly reduce problem at such sites. For example,

the use of road signs and carriageway marketing so channelise traffic through

complex junction, or to provide waiting areas for turning vehicles can lead to

reduction in accidents and/or the severity of accidents.

Quite often drivers are given no advance warning or sightlines are inadequate

or pedestrians are not catered for or the driver may be unable to cope with a

combination of circumstances and environment.

3.4 ACTION PLANS AT NATIONAL, STATE AND CITY LEVEL

At the National Level, Road Engineering Road Safety Action Plans are being

developed by MoRT&H and NHAI assisted by the consultants. Two key components

of these action plans will be the implementation of road safety audits and training of

all professional staff in road safety engineering. With regard to training, it is intended

to supplement lectures and seminars with work on site a sort of on the job training.

With respect to improving dissemination it is hoped to establish a Road Safety

Website and to re-issue the MoRT&H document "Manual for Safety in Road Design -

A Guide for Highway Engineers" in a less expensive format at a price in the range Rs.

150 to Rs. 200 compared to the current price of Rs. 600.

The internet makes available to all a vast amount of information including

interalia road safety practice from around the World. The consultants have

downloaded many such documents and will be making the most relevant and useful

available on a CD.

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Haryana PWD and Haryana Traffic Police and Pune Traffic Police & Pune

RTO and developing/implementing Action Plans assisted by the consultants. The

Actions include :-

• Improving Accident Data Recording and Analysis

• AIP and Countermeasures

• Training of Engineers and Officers

• Development of a GIS based Accident Analysis System

• Improving Sections of Main Road with Carriageway Markings & Signage

• Undertaking "Before and After" Surveys

• Develop a Road Safety Code

• School Zones and School Transport

• Improved Driver Training and Testing

• Improved Vehicle Testing Procedures

• Identifying Ways of Reducing Two Wheeler use

• Improving the Material for Increasing the Awareness of Road Users.

3.5 ENFORCEMENT

The most visible enforcement agencies are the Traffic Police along with the

Regional Transport Officers.

However, lack of enforcement is apparent at road construction sites where

road safety guidelines are sometimes ignored - the enforcement officers in these

circumstances are highway engineers and the agencies responsible are MoRT&H.

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NHAI and PWDs. Furthermore, some recently opened roads show that highway

design standards were not properly or fully implemented.

A fourth "E" has been added to the three Es - Education, Engineering and

Enforcement and that is "Encouragement". In some instances this may be more

productive than Enforcement alone.

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CHAPTER – 4

CONCLUSIONS AND RECOMMENDATIONS

4.1 CONCLUSIONS:

Following conclusions can be drawn from the study

(i) There is an urgent need for a good data recording and analysis system as a

basic requirement for national road safety programme both for identifying

problems and for evaluating counter measures.

(ii) The accident problems are result of combination of prevailing lack of traffic

management measures, inadequate road signs & markings, road side hazards,

lack of law enforcement, vehicle safety devices etc.

(iii) Safety is a responsibility that need to be shared by engineers, vehicle

manufactures, law enforcement agencies, highway users and NGO's etc.

(iv) The road authorities should allocate sufficient funds to setup a road safety

branch. The various agencies connected with traffic, vehicle, roads, health,

insurance etc. should join hands for constructive efforts to tackle this issue

with the help of NGO's devoted to the mission of road safety to change this

scenario of accidents on Indian roads.

(v) The road and other related agencies should make arrangement for on job

training of the persons involved in road safety issues.

(vi) Savings due to reduction in number of accidents will compensate the overall

cost of road safety audit and safety measures.

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(vii) Engineers must use latest technology and safe practices in design and

implementation of highway projects.

(viii) Enforcement agencies must ensure that laws and regulations relating to traffic

safety are obeyed.

(ix) Automobile industry must play its part in improving vehicle safety standard on

international lines.

(x) Highway users including padestrians and bicyclists must act sensibly and

courteously with due respect for other road users.

4.2 RECOMMENDATIONS

Following are the recommendations:

(i) Knowledge of traffic rules should be given at childhood level by incorporating

the same in course material.

(ii) The traffic park must be developed in urban areas where the visit of school

level students must be planned regularly.

(iii) Road users should be educated about the do's and don'ts related to highway

safety and for this help of NGO's can be taken.

(iv) The celebration of traffic safety weeks are limited to capitals / important cities

only, where as it should be spread upto village level. In capitals / important

cities the frequency of celebrating traffic safety weeks should be increased.

The NGO's will of great help to this cause.

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(v) Road safety should be given special attention in Engineering / technology

degree courses and can be an optional subject for related post graduate

programmes.

(vi) There should be separate and sufficient budget provisions for road safety in

new traffic related projects.

(vii) There should be a highway safety cell in road authorities or traffic related

departments, like PWD, RSRDC, JDA, JMC etc. The road safety audit should

be done regularly on important road stretches.

(viii) There should be a proper coordination between road related authorities like

PWD, JDA, JMC, Transport Department, Traffic Police etc. for this the

transportation coordination committee should be re-structured and regular

meeting of such body should be ensured. The input from technical institution

should also be included.

(ix) The severe road accident site should be inspected by senior engineering

personnel to analyse the accident situations and suggest the necessary road

safety measures.

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REFERENCES

1. "Manual for safety in road design - A guide for Indian Highway. Engineers",

September, 1998, By MOST (Road Wing), Govt. of India.

2. Gupta, D.P. "Road safety in India: Current situation and strategies proposed"

IRC Journal Vol. 64-3. December, 2003 pp. 551-562.

3. Johnson, Keith R. and Sarin Dr. S.M. "Safer Roads for Everyone" IRC Journal

Vol. 64-3. December, 2003 pp. 563-570.

4. Kapila, K.K., "Road safety - An overview", Indian Highways (December,

1992),31-34.

5. Muthusamy, R., "Road Safety Auditing - What is it and can it be implemented

in India", Indian Highways (April, 1997), 61-68.

6. Parmar, C.M., "Road traffic safety problem and remedies", Indian Highways

(February, 2000), 5-13.

7. Puri Lt. Gen. A.K. "Problems of Highway Sector in India". Indian Highways,

May 2001 pp. 57-70.

8. Sarin, Dr. S.M. et al. "Need for safety audit on Indian roads", IRC : Journal

vol. 60-3, (Nov. 99),439-457.

9. Sharma, S.C., "Road safety solutions", editorial, Indian Highways,

(November, 1998), 3-4.

10. Sharan, G., "Road safety audit", editorial, Indian Highways (March, 2000) 31-

34.

11. Srinivasan, Dr. N.S. and Prasad, BV.R., "Fatal accident rates in Delhi", Indian

Highways (Sept., 1994), 35-39.

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Documents

Road Safety Part2