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Number of accidents investigated to date by JP Research India as part of our India traffic studies : 679
SafetySpeak! SafetySpeak! is a publication of JP Research India Pvt. Ltd.is a publication of JP Research India Pvt. Ltd.
From the Editor’s Desk…
If you read this newsletter regularly, you know that JPRI has recently started collecting crash data along
the busy, fast-paced, 94 km Mumbai-Pune Expressway. In this issue, we present some preliminary
findings from that study, focused on influences and causal factors for Expressway crashes.
The issue also looks at how to protect yourself on rain-slick roads and presents the first part in a short
series on infrastructure problems that need immediate attention. This first part focuses on
accommodations that should be made in road designs to better protect pedestrians and more safely allow
for vehicle emergency stops and maneuvers. Part 2 will look at divided roads and lane delineators; raised
roads and elevated corridors; and medians, road marking and signage.
As always, we offer information on recent and upcoming conferences, where we hope to have the immense
pleasure of meeting you all one day!
Jeya
JPRI study looks for factors that most influence crashes on the Mumbai-Pune Expressway. Page 3
SafetySpeak!SafetySpeak!
The Monsoon season is upon us. Are you ready for wet roads? Page 4
When it comes to shoulders and footpaths, size does matter. Page 2
Road and Traffic Safety NewsletterRoad and Traffic Safety Newsletter Volume 8, No. 3 July 2013Volume 8, No. 3 July 2013
While horse-drawn carriages long ago gave way to technologically advanced vehicles,
the term “carriageway” still continues to be used for modern roads. Unhappily, evidence
suggests that, for too long, many in road construction and engineering merely paved old
carriageways rather than redesigning them to safely carry modern “carriages”. In India,
many roads are not safe for the vehicles that use them, and the task of overhauling such a
set-in-asphalt system is indeed herculean. In a two-part series, JPRI highlights some of the
current problems in India’s infrastructure that could use an upgrade from horse-and-carriage
days.
Wide Shoulders and Clear Zones That paved (or graveled) section that parallels the road and separates it from whatever lies
beyond is called a shoulder, and it serves a multitude of safety functions. One primary
function is to provide an area where a vehicle can pull out of a traffic lane, if necessary for
evasive action or in an emergency, and even come to a stop without affecting the flow of traffic. Given modern speeds and the numbers on the vehicles that use the roads, a vehicle
that juts into the roadway poses a potential threat to road environment. Hence, shoulders
must be paved, for ease in moving in and out of traffic (gravel
and dirt pose safety problems at speed), and at least wide
enough to accommodate the full width of a standard vehicle.
So, why do so many Indian roads have narrow paved shoulders only 1.5 m wide?
The 1.5 m shoulder width is considered more cost effective than a full-width (2.4 m or
more) option. “Cheaper” is not really the same as “cost-effective”, and in this case the
accounting does not consider the cost of lives lost as a result of shoulders too narrow to
park on. Our research has shown that roads with narrow (1.5 m width) shoulders have
more parked vehicle accidents than roads without any shoulder. Hence, it makes sense
that if a shoulder is to be provided, it should be paved and be able to accommodate a
parked vehicle completely. Adequate shoulder width also provides a lane for emergency
vehicles to get around heavy traffic, provides a buffer against landscape features such as
steep drop-offs, and allows room for water runoff between the road (which is typically
crowned) and restricting structures such as curbs. [See the hydroplane feature on page 4.]
In addition, a vehicle that moves off the road due to an accident often faces various deadly
man-made structures, trees and landscape features. At a minimum, international practice is
to maintain a completely clear zone on the sides of roads. The width of the clear zone is
decided by the speed of the traffic. Higher speeds require wider clear zones.
Pedestrian Paths and Crossings
Modern vehicles move much faster than the old carriages; putting pedestrians at greater risk
on modern roads. The most effective way to reduce pedestrian fatalities is to separate foot
traffic from vehicle traffic when possible. Well-designed and maintained walkways
significantly and effectively reduce pedestrian fatalities. Areas such as intersections and
crossings where pedestrian movement interacts with vehicles need to be clearly identified
and made pedestrian friendly. Although this task seems simple enough, pedestrian issues
have received a marked lack of attention from the road authorities, and when features are
added, they are often not well planned, as illustrated at right (sidebar). This is not a problem
unique to India, but we may more desperately need to solve it.
Designing Safe Roads (Part 1)
Page 2 SafetySpeak! Volume 8, No. 3
Walking the WalkWalking the Walk
Talk to any international road Talk to any international road safety consultant working in safety consultant working in India, and a question they are India, and a question they are sure to raise is, sure to raise is, “With so many “With so many people on foot in India, why people on foot in India, why are Indian roads NOT designed are Indian roads NOT designed to accommodate pedestrians to accommodate pedestrians on roadways?”on roadways?”
This problem exists not only in This problem exists not only in urban areas, but also on our urban areas, but also on our national and state highways in national and state highways in rural areas, where people are rural areas, where people are often found walking alongside often found walking alongside traffic on the busy roads. traffic on the busy roads. Although in developed Although in developed countries it is rare to find countries it is rare to find people walking along a people walking along a highway, in India this is a highway, in India this is a common event. common event.
In apparent blindness to this In apparent blindness to this truth, India continues to build truth, India continues to build roads only for vehicles (aping roads only for vehicles (aping the developed countries). India the developed countries). India is is not not the UK, it is itself and the UK, it is itself and should be proud of, designing should be proud of, designing for, and for, and showcasing showcasing its its differences, not pretending differences, not pretending they do not exist.they do not exist.
The above photo shows a The above photo shows a footpath, raised above streetfootpath, raised above street--
level and made at some expense level and made at some expense —— but not being usedbut not being used. .
Although the footpath is smooth Although the footpath is smooth and level, it is not wide enough and level, it is not wide enough (that is, does not offer enough (that is, does not offer enough
distance from the wall) for distance from the wall) for anyone to comfortably use it. anyone to comfortably use it. JPRI recommends a minimum JPRI recommends a minimum
width of 2.2 meters for footpathswidth of 2.2 meters for footpaths. .
For more information on footpath For more information on footpath assessments:assessments:
SafetySpeak!SafetySpeak! Dec2008Dec2008
Clean Air InitiativeClean Air Initiative
———————— See See Part 2 Part 2 in the next issue of in the next issue of
SafetySpeak!SafetySpeak!
Top: Highway with narrow paved shoulder. Left: Tree at the very edge
of a shoulder-less road and a truck deformed by impact with the tree.
— Continued next issue.
There often seems to be a blissful illusion that crashes are caused by outside factors. That is, a vehicle may malfunction, a driver in another lane may inexplicably swerve or brake, a meteorite may explode all over the road, etc., thereby creating for the hapless driver an unavoidable hazard. To those who hold such views, the initial results of JPR India’s in-depth data collection and analysis project on the high-speed, six-lane Mumbai-Pune Expressway are likely to come as somewhat of a surprise.
Identifying Causal and Contributing Factors JPRI is performing on-site crash investigation and accident data collection to determine causal and contributing factors influencing road traffic accidents on the Mumbai-Pune Expressway. This pioneering accident study is being conducted with the cooperation of Maharashtra State Highway Police, and its primary objective is to identify the influence of these factors.
Causal and contributing factors can generally be classified into three main components: human (i.e., driver), vehicle and environment (in this case, infrastructure), or any combination of any of the three. Of these, driver factors have the dominate influence on Expressway crashes.
That’s right — early results show that, during the period from October 2012 through May 2013, 78% of the accidents on the Expressway were influenced, either wholly or in part, by drivers.
Influence of Driver Factors Contributing factors for the accident cases included in this study were determined based on police and victim statements, scene inspection,
and vehicle examination.
Of the 78% of crashes determined to have been influenced by human factors (driver error or failure), 44% were judged to have been caused by driver factors alone, 24% by driver plus infrastructure factors, 4% by driver plus vehicle factors, and 6% by all three.
The major driver influences seen in the results to date are sleep/fatigue
(influenced 29% of Expressway crashes examined), over speeding (22%), loss of control (11%), and improper lane change (10%).
Other Factors While human factors, by themselves, show the greatest influence on Expressway crashes, they were frequently paired with infrastructure. Infrastructure alone influenced only 2% of crashes, but when considered with driver and vehicle factors, it influenced 37% of crashes on this major roadway, with lack of median barriers, lack of traffic control and lack of road signage being the major problems.
Vehicle factors, in total, influenced 30% of the accidents, with brake failures, tire defects and steering malfunctions topping the list.
The Driver Factor The Driver Factor
Page 3 SafetySpeak! Volume 8, No. 3
Injury and the ExpresswayInjury and the Expressway
Using detailed methodologies comparable to those Using detailed methodologies comparable to those used in the United States, United Kingdom and used in the United States, United Kingdom and
Germany for conducting and coding crashGermany for conducting and coding crash--scene and scene and
vehicle examinations, a total of 124 accidents on the vehicle examinations, a total of 124 accidents on the
Expressway have been studied to date. The findings Expressway have been studied to date. The findings show that, on this fast, modern, designedshow that, on this fast, modern, designed--toto--bebe--safe safe
thoroughfare, approximately thoroughfare, approximately 30% of the crashes 30% of the crashes
examined resulted in grievous or fatal injuryexamined resulted in grievous or fatal injury. .
In fact, the 21 fatal accidents examined resulted in 45 In fact, the 21 fatal accidents examined resulted in 45
fatalities, and, due to the controlledfatalities, and, due to the controlled--access nature of access nature of the tollthe toll--way (which does not allow farm tractors or way (which does not allow farm tractors or
twotwo--wheelers), the vast majority of the road users wheelers), the vast majority of the road users
involved in the fatal crashes were cars (52%) and involved in the fatal crashes were cars (52%) and
trucks (35%).trucks (35%).
Sleepy driving is a difficult problem to combat. No one plans to fall asleep behind the wheel or other-wise become inattentive to driving, but early morning or late night hours, combined with being fatigued or ill can lull even the most conscientious driver into a dangerous condition. Add the repetitive motion of the road and the hypnotic effect of lights and road stripes at night, and the situation can turn deadly in an instant.
Solutions?
One inexpensive solution to sleep/fatigue would be to add “rumble strips”, longitudinal grooves cut into the shoulder to alert drivers when they stray dangerously off the road.
Possible solutions to over speeding include increased enforcement as well as infrastructure designs that are somewhat forgiving of sudden impact. Similar solutions may be helpful in reducing the number of crashes due to improper lane changes. Infrastructure changes may also be one means of reducing the number and severity of injuries due to loss of control crashes—subjects we’ll take up in future issues.
EEVERYTHINGVERYTHING YYOUOU NNEEDEED TOTO KKNOWNOW AABOUTBOUT HHYDROPLANINGYDROPLANING - Sankha Das
Monsoons are approaching and that means rain. Lots of rain, coming down in a hurry. This onslaught of rain will result in water-clogged roads and subways, and water on the road means a loss of friction for vehicles. In other words, the tires may be going around and spraying up water, but they are not connecting to the road in the way drivers may have expected and—worse—may not be controllable at all.
While heavy rain is not an everyday scenario in India, it isn’t exactly rare, either, so all drivers should understand the basics of tire-to-road interaction and know how to react if a vehicle begins to hydroplane.
Factors that Influence Hydroplane Start with the tire. Its tread pattern is designed to effectively disperse whatever separates it from the road, thus providing good traction for vehicle control in almost all conditions. But when the water in front of the tires builds up faster than the car's weight can push it out of the way, the vehicle loses this traction and hydroplanes. Essentially, the built-up water between the tires and the road surface causes the car to rise up and slide, much as it would on ice. If this loss of traction occurs on all wheels simultaneously, the vehicle becomes an uncontrolled sledge until it either collides with an obstacle (not a desired outcome) or slows enough that one or more tires contact the road again and traction is regained.
Road infrastructure (drainage culverts, crowned centers, etc.) and road furniture can be designed and installed to effectively drain away water under most conditions, and tire manufacturers offer innovative tread patterns and materials to address this phenomenon. However, these approaches assume that all of these work as designed and have been properly maintained. (All drivers do check tread depth and inflation at reasonable intervals, don’t they?)
When It Is All Down to You When the drains are plugged, the road dips into a long trough, and your bald tires start to slip, the only thing to fall back on is your skill as a driver. No problem, right?
Right—because now that you understand what is happening under your tires, you know that the simple act of slowing (without braking, if possible) increases the contact of the tires with the road.
That’s it. Increased traction increases your chances of surviving a hydroplane incident without damage or injury.
Now that is a rule to live by.
Page 4 SafetySpeak! Volume 8, No. 3
Potential Hydroplane Potential Hydroplane
Conditions:Conditions:
When water depth is over When water depth is over
three tenths of a centimeter three tenths of a centimeter
(0.1 inch) and the vehicle's (0.1 inch) and the vehicle's
speed is over 80 kilometers speed is over 80 kilometers per hour (50 miles per hour).per hour (50 miles per hour).
——————————————————————
A steady speed of ≤80kph A steady speed of ≤80kph
pushes most water away and pushes most water away and
tires make good contact (tires make good contact (top, lefttop, left). At ). At
higher speeds, less contact is made higher speeds, less contact is made
((centercenter), and when hydroplaning ), and when hydroplaning ((right), right), there is almost no tread there is almost no tread
“grabbing” the road. These phases are “grabbing” the road. These phases are
also shown below.also shown below.
Good tire tread and inflation are only Good tire tread and inflation are only
part of the solution. Infrastructure part of the solution. Infrastructure needs to be designed to remove needs to be designed to remove
water quickly, and drivers should water quickly, and drivers should
reduce speeds and know how to react reduce speeds and know how to react
safely when planing.safely when planing.
If Your Vehicle Hydroplanes—
Remain CALM.
Ease your foot off the gas pedal and carefully steer towards the desired direction of travel.
If your car does not have ABS, do not brake or turn suddenly. Instead, let the weight of the vehicle slow it. If you need to brake, do it gently, with a light pumping action.
If your car has ABS, brake normally and, if necessary, steer into the skid.
Adjusting speed to wet road conditions in time to avoid having to use any of these measures is the best response of all!
Staying ‘In Touch’ With the RoadStaying ‘In Touch’ With the Road
In June, JPRI participated in the Safe Road Engineering & Maintenance Workshop in Bangalore. The workshop was organized by
World Bank with the help of Global Road Safety Workshop (GRSF), Bloomberg Philanthropies and the International Road
Assessment Programme (iRAP). The three-day workshop plus field visit was attended by government officers from 12 states and
various countries.
Topics covered ranged from road safety issues in India, to road design challenges and data collection. Effectiveness of applying
various engineering solutions to Indian road
conditions was discussed, and the baseline
data collection effort completed in Karnataka
and Gujarat for iRAP by JPRI was presented.
The field visit on Day 4 was to various
locations on State Highway 17 (Mysore road).
The Karnataka State Highway Improvement
Programme had identified locations where
the existing road design needs to be changed
to improve road safety. In this on-site, open-
air workshop, proposed road design changes
were presented and debated with great
enthusiasm!
Field trip to Mysore road. A chance to see, and discuss
solutions to, some real-world design problems.
The JPRI team, and Mr. Greg Smith of iRAP, were sure not to miss more upscale destina-tions, such as Mysore Palace!
EventsEvents
JPRI at the Safe Road Engineering & Management WorkshopJPRI at the Safe Road Engineering & Management Workshop
Page 5 SafetySpeak! Volume 8, No. 3
11-13 September, 2013:
2013 IRCOBI Conference
International Research Council on Biomechanics of Injury
Gothenburg, Sweden
http://ircobi.org/conference.php
22-25 September, 2013:
AAAM 57th Annual Scientific Conference
Association for the Advancement of Automotive Medicine
Quebec City, Canada
http://www.aaam.org/annual-meeting.html
EMBARQ India's first annual conference, CONNECTKaro, took place on 15EMBARQ India's first annual conference, CONNECTKaro, took place on 15--16th April 16th April
2013. Experts from the fields of urban transport and planning gave presentations and 2013. Experts from the fields of urban transport and planning gave presentations and
offered discussions on the current scenario of mass transit and urbanisation in India, offered discussions on the current scenario of mass transit and urbanisation in India,
and the opportunities and challenges in moving forward.and the opportunities and challenges in moving forward.
Ravishankar Rajaraman of JPRI was invited to give a presentation on “Road Safety in Ravishankar Rajaraman of JPRI was invited to give a presentation on “Road Safety in Indian Cities Indian Cities –– InIn--depth accident data collection”. The talk focused on the importance depth accident data collection”. The talk focused on the importance
of accident data and provided a template for accident data collection in urban areas. of accident data and provided a template for accident data collection in urban areas.
The presentation also offered details on performing accident data collection with the The presentation also offered details on performing accident data collection with the
help of intersection/CCTV cameras. Background on and findings of some of JPRI’s help of intersection/CCTV cameras. Background on and findings of some of JPRI’s
accident research studies, such as the Chennai MTC bus fatal accident study, were accident research studies, such as the Chennai MTC bus fatal accident study, were presented to give an understanding of how inpresented to give an understanding of how in--depth data helps identify root problems depth data helps identify root problems
so that costso that cost--effective solutions can be provided.effective solutions can be provided.
The full presentation can be viewed at this link:The full presentation can be viewed at this link:
http://24framesdigital.com/embarq/connectkaro/160413/index.html
CONNECTKaro: Conference NotesCONNECTKaro: Conference Notes
Upcoming Conferences and Events
ENDNOTEENDNOTE
‘Wide’ and ‘Off-Street’ are not all it takes to make a pathway ‘Safe’.
Building a pathway is a lot like building a roadway—the needs of the users and the
restrictions of environment need to be planned for, just as they are for roads. The examples
below are from a town in the USA and show that even the so-called “developed countries”
still have room for development. In this town, sidewalks are so bad that older residents and
children often walk in the road because they are less likely to stumble there, especially in
the dark. Although the original goal was to create safe, flat pedestrian pathways, over time
these have become dangerously uneven, and now the choices for fixing the problems are
difficult, often unpopular (for example, removing huge trees) and expensive.
Here, as in other ways, India can learn from mistakes made in other countries, and since we
are just starting out, we can do better from the beginning. Long-term design solutions for
pedestrian infrastructures can be as challenging as those for roads, and like road building,
can focus as much on designing for what is underneath as what is on top.
The culprits here?
Trees and water. Trees can
be a major problem for city
planners. The shade is nice,
but roots can lift concrete.
One exciting solution is
flexible sidewalks, often
made from recycled
materials. Another is to plant
trees with deeper root
systems and place them
further back from the paths.
And starting with gravel
bedding or culverts could
prevent washout issues
where alleys and driveways
cross the footpaths.
SafetySpeak!
____________________
Editor in Chief:
Jeya Padmanaban,
President, JP Research, Inc.
JP Research Editors/Writers:
M. Bhuvanesh Bharath Alwar (India)
Sheryl Siebenborn (USA)
Ravishankar Rajaraman (India)
____________________
MISSION STATEMENT
To mitigate accidents and injuries to
road users in India by helping local
automotive safety organizations,
government agencies, and
manufacturers through accident and
safety research and training, and
creating public awareness of traffic
safety issues.
____________________
CONTACT US
JP Research India Pvt. Ltd.
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Coimbatore 641 014, Tamil Nadu, India
Phone: +91-422-440-0100
reachus@jpresearchindia.com
www.jpresearchindia.com
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© JP Research India Pvt. Ltd. 2013
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articles may be reproduced, in whole
or in part, ONLY with full attribution
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Page 6 SafetySpeak! Volume 8, No. 3