Pedestrian Safety in Cities

Pedestrian Safety in Cities Priorities for India Geetam Tiwari MoUD Chair Professor, Coordinator, TRIPP Indian Institute of Technology Delhi, India URBAN MOBILITY INDIA 2013 IIT Delhi 2013

RTI in Urban areas 15% of RTI deaths in the country occurred in cities with a population of more than a million(~15% population) ~ transport infrastructure investment accompanied with increase in fatalities rate Highest increase in cities close to the National highways IIT Delhi Oct-09

Who are the victims in Road Crashes (Delhi (2001-2005), Mumbai (1996-1997), and Kota (2007),Vadodara(2005-2010) Pedestrians are the largest no. of victims followed by motorised two wheeler riders NMV victims are more than 60% in large cities IIT Delhi December 13

IIT Delhi December 13

Data Problem Difference between City FIR and NCRB table Share of pedestrian fatalities(city FIR) Share of pedestrian fatalities(ncrb Table 1.8) IIT Delhi December 13

Traffic fatalities and striking vehicle by road-user type on national highways, 1999 Source: Tiwari, Mohan, and Gupta, 2000 IIT Delhi December 13

Involvement of Trucks, buses and cars in all MTW killing pedestrians and cyclists IIT Delhi December 13

Large number of hit and run for pedestrians, cyclists and MTW Involvement of Trucks, buses and cars in all MTW killing pedestrians and cyclists IIT Delhi December 13

Three wheelers involved in pedestrian and MTW fatal crashes IIT Delhi December 13

Victim age and location of fatal crashes Traffic fatalities by age group in Kota and Mumbai Children are under represented in fatal crashes Old people(>64 years) are overrepresented Locations of fatal crashes in Kota (2007) and Mumbai (1996-1997) Most crashes are away from the junction IIT Delhi December 13

Most crashes away from junctions Pattern remains unchanged after 10years! IIT Delhi December 13

Fatal Crashes in Delhi2006-2009 HIGH LOW 12/27/2013 Density map for pedestrian accidents in Delhi, 2006-09 14

Google Map GIS map kml files were superimposed over google earth map of Delhi and it was found that Roundabouts have less number of accidents 12/27/2013 Estimation of Perceived and Actual Risk faced by Pedestrians 2010CEZ8172 15

Clustering of accident is found over the junctions 12/27/2013 16

Clustering of accident is found near the foot of flyover 12/27/2013 17

Pedestrians on grade separated junctions `

Safety priorities for India Pedestrians and other non-motorists in urban areas Separation of traffic on arterial roads and traffic calming in all other areas clear & continuous pedestrian paths mandatory on all arterial roads Speed control, use of scientifically designed roundabouts instead of traffic lights, no free left turns Pedestrian impact standards for all vehicles Motorcycles and small cars in urban areas Daytime running lights for motorcycles Enforcement of motorcyclist helmet-use laws in all states IIT Delhi December 13

Pillars of the Plan Road safety management Safer roads and mobility Important for pedstrian safety Safer vehicles Safer road users Post crash response

Safer roads and mobility Improve safety-conscious planning, design, construction and operation of roads Assess regularly safety of roads Explore various forms of transport and safe infrastructure Road safety management Safer roads and mobility Safer vehicles Safer road users Post crash response

Guiding Principles Space Allocation for different road users(pedestrians, bicycles, public transport, cars) Seperation vs integration Crossing /intersections Speed management by design Traffic calming

Cross section Examples BUS LANE MV LANE Cross Section Half Subway UNPAVED UNPAVED UNPAVED UNPAVED Cross Section (45 m ROW) FOOTPATH MV LANE CYCLE TRACK CYCLE TRACK FOOTPATH SERVICE ROAD SERVICE ROAD

Ready To Use tables ROW PRIORITY allotment of remaning widths as per Requirement Service Segregated Cycle Pedestrian lane Track Lane Green Bus Lane 6M - 12M 12M- 18 M 18m- 24 m 24m onwards 32m onwards 45m onwards Distribution of Road widths as per Priority Parking

NON arterial roads and small cities

Speed reduction Urban speed limits should not exceed 50 km/h and local authorities should be able to reduce speeds where necessary. Weak enforcement in India

Safe pedestrian crossing Fatal crashes reduced by 90%(AIIMS, Delhi)

Conflict between safety and mobility Higher level of service implies higher speeds-i.e. higher probability of fatality Probability of pedestrian fatality Percent 100 80 60 40 20 0 0 10 20 30 40 Impact speed km/h 50 60 70

Stopping distances at different travel speeds Distance covered during reaction time (1 second) Braking distance

MINI ROUNDABOUTS

Lighting for pedestrians and bicycles

Tree Guards and NMV Parking Detail of Tree Guard Detail of NMV Parking

Road Traffic Crash is a complex phenomenon Counterintuitive results: Traffic education for children(sandels 1974) may increase injury rates Stricter penalties may reduce enforcement and crash reporting LIC peds vs HIC peds: findings about red light observance, gap acceptance, crossing behaviour Education and culture vs ease of implementation and effectiveness

Traffic Safety Science in its infancy Counterintuitive results: marked pedestrian crossings increased fatalities by 20% compared to unmarked, raised crossings decreased fatalities by 40% ( Hyden et al) Drivers speed increase near a zebra crossing (varhelyi, A, 1999) Poor understanding of city structures and pedestrian behaviour: pedestrian exposure Pedestrian safety requires safe cities, safe traffic system is a subset

ROAD ACCIDENT DATA MANAGEMENT SYSTEM (TN Gov.) 27-Dec-13 Tamil Nadu Government

Conclusion Investments in transport infrastructure has resulted in increase in fatal crashes, and increase in risk to pedestrians Regardless of city size and density, fatality rate has increased in the last decade in most cities Appropriate infrastructure design(pedestrian, and bicycle facilities and speed control measures) can reduce fatal crashes IIT Delhi2013