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Designing for safety - Demonstrating best practices for road design in the urban Indian context

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Designing for safety - Demonstrating best practices for road design in the urban Indian context

  1. 1. 2 people lost their lives on our roads in 2013 140,000+ Pedestrians + Motorised 2-wheelers typically make up half of road fatalities in cities
  2. 2. 3 Human ExternalVehicle An accident is a rare, random, multi-factor event If one of the factors is corrected, it is likely that the accident would not happen, or at least, its severity would be reduced
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  4. 4. 5 Although junctions take up only a fraction of road space, they typically account for more than half of all road accidents
  5. 5. 6 Sometimes junctions do not meet these ideal conditions.
  6. 6. 7 Very large junction area 5+ arms Roads meet at skewed angles
  7. 7. 8 No proper lane balance & alignment
  8. 8. 9 Pedestrians sharing path with traffic Wide roads leading into narrow roads Wide kerb radius
  9. 9. 10 No designated pedestrian crossings
  10. 10. 11 Often, road resurfacing and laying of footpath ceases just before the junction
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  14. 14. 15 Underutilised subway Pedestrians cross at-grade No pedestrian crossing islands
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  16. 16. 17 Private bus pickup/drop-off Bus U-turn in the intersection Unused auto rickshaw stand Illegal 2-wheeler parking
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  32. 32. Junction design needs to be contextual. Rather than a standard design, a standardised process for design is required The solution often lies beyond the junction area (traffic re-routing) Service roads are meant purely for access, not for thoroughfare. They should NOT continue through the junction Subways and FOBs will not work if they involve a significantly greater effort than the natural at-grade crossing path Junction safety can be improveed while simultaneously increasing capacity 33
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