mumbai road safety
Post on 07-Apr-2016
226 Views
Preview:
DESCRIPTION
TRANSCRIPT
road safety
2014 India is at first place in world’s ranking for road fatalities. A general revision of road design standards and practices has to be adopted, while detailed plans must improve the situation of the most dangerous roads and junctions in our cities.
1. critical issue
-----------------------------------------------------------------
FACT
IndIA regIsTers hIghesT number oF roAd FATAlITIes In The world.
-----------------------------------------------------------------
Tags: National Crime Records Bureau | accidental deaths
Tweet
30
Recommend
StumbleUpon
Submit
Mumbai tops India in accidental
deaths
Chi ttaranjan Tembhekar, TNN Jan 3, 2013, 01.12A M IST
MUMBAI: Mumbai, the financial capital of the country, could perhaps also be dubbed the
"accident capital". An analysis of accidental deaths, done by the National Crime Records
Bureau (NCRB) last year, has revealed that the city recorded the highest number of accidental
deaths between 2007 and 2011. The study covered 53 Indian mega cities with a population of
over 10 lakh.
According to the NCRB, Mumbai registered 7,814 accidental deaths in 2007-11, followed by
Delhi (7,576), with the two cities accounting for 12.5% and 12.1% of the total cases. Bangalore
(7.2%), Chennai (6.8%) and Pune (5.9%) completed the top 5 slots on the ignominious list.
Though accidental deaths cover all types of unnatural deaths like those caused by building
collapse, drowning, explosions, industrial mishaps, etc, road accidents account for the
maximum number of such fatalities. Mumbai was No. 4 in road accident cases in the four
years were analyzed.
Across the country, over 35% accidents take place on roads every year. In fact, road mishaps
are the reason for around 92.6% injuries and 37.3% fatalities suffered in accidents. According to
the research, with the number of road accidents increasing every year, the death toll too has
been on the upswing.
As far as road accidents are concerned, Chennai (9,845) topped the list, with Delhi (7,476),
Bangalore (6,031) and Mumbai (3,525) following. Interestingly, in Mumbai, most of the
mishaps took place in the months of September and October. In case of fatal road mishaps,
Tamil Nadu and Maharashtra occupy the top two slots among states.
According to the study, trucks and lorries were involved in most accidents, with 98.5% victims
(both injured and dead) being those who were travelling in the vehicles. Jeeps and cars too
were involved in a big number of mishaps, with 97.8% and 97.4% victims being those
commuting in them. In another low, Maharashtra saw the highest number of pedestrians
(12.6%) and motorists (13.3%) falling victims to accidents.
Meanwhile, Mumbai has reported the maximum number of sudden deaths—where the cause
of death is not known. Interestingly, Kolkata—the third largest city in terms of population—
reported the lowest number of accidental deaths at 1.4%.
Accidental deaths (2007-11)
Mumbai 12.5%
Delhi 12.1%
Bangalore 7.2%
Chennai 6.8%
Pune 5.9%
Kanpur 3.5%
Jaipur 3.3%
Ahmedabad 2.8%
Surat 2.5%
Indore 2.3%
Hyderabad 2.2%
RELATED ARTICLES
Kanpur second on accidental death index
August 4, 2012
Allahabad low on road mishap index
August 3, 2012
1 6k killed across UP in road accidents last y ear
March 4, 2013
IN-DEPTH COVERAGE
Death Toll
Mumbai
The Times of India
Advanced Search »
Home City India World Business Tech Sports Entertainment Life & Style Women Spirituality NRI IPL 2013 Photos Times Now Videos LIVE TV
Mumbai Delhi Bangalore Hyderabad Chennai Ahmedabad Allahabad Aurangabad Bhopal Bhubanesw ar Chandigarh Coimbatore Goa Gurgaon Guw ahati Hubli Indore
Jaipur Kanpur Kochi Kolhapur Kolkata Kozhikode Lucknow Ludhiana Madurai Mangalore Mysore Nagpur Nashik Navi Mumbai Noida Patna Puducherry Pune Raipur
Rajkot Ranchi Surat Thane Trichy Thiruvananthapuram Vadodara Varanasi Visakhapatnam
You are here: Home > Collections > Death Toll
ShareShareShareMore
1. critical issue
-----------------------------------------------------------------
FACT
The number oF FATAlITIes InCreAses sTeAdIly.
-----------------------------------------------------------------
199260113 ppl
199464463 ppl
199674665 ppl
199878919 ppl
200078951 ppl
200284674 ppl
200492618 ppl
2006105749 ppl
2008119850 ppl
road fatalitiesin Inda
2. required actions
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
starting from mumbai, the most dangerous city in terms of pedestrian safety, extensive analysis have to be conducted in our cities,in order to develop specific action plans to increase road safety for all users.
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
AnAlysIsunderstanding design issues that allowed the accidents;
guIdelInesto provide effective measures that have to be used in several contexts;
deTAIled plAnsfor 50 pilot projects in the most critical areas / roads / junctions
in each analyzed municipality
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ad hoc AnAlysIs hAve to be cArrIed both for vehIcles And for pedestrIAns
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
3. analysis
vehICles
gIs mAppIngoF ACCIdenTs
flows
flows
desire lines
speed
visual fields
Junction performance
pedesTrIAn
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
network desIgn Affect profoundly drIvers’ behAvIour
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
3. analysis - vehicles
vehicular speed mapping
// PRESENT KNOWLEDGE analysis
Verona - ADIGE CITY 75
ANALISI IMPATTO VIABILISTICO
Il diagramma di cui sopra rappresenta la velocità media registrata nell’ora di punta 17:30-18:30.
La rappresentazione attraverso delle barre di diverso spessore e colorazione indica l’entità della velocità media registrata lungo le aste stradali modellate.
Showing: 17.30.00 to 18.30.00
Modelled: 17.30.00 to 18.00.00
velocità_sdf_hdp: (0 to 75)
17.30.00 to 18.30.00
medio termine v elocità: (0 to 75)reference velocità: (0 to 75)
Verona - ADIGE CITY 58
ANALISI IMPATTO VIABILISTICO
Il diagramma di cui sopra rappresenta il flussogramma (stato di fatto) della fascia bioraria 17:00 - 19:00.
La rappresentazione attraverso delle barre di diverso spessore e colorazione indica l’entità dei flussi veicolari lungo le aste stradali modellate come passaggi veicolari. Da notare come il movimento lungo Viale del Lavoro risulti essere quello più importante.
Showing: 17.00.00 to 19.00.00
Modelled: 17.00.00 to 19.00.00
flussi_sdf: (0 to 3000)
Showing: 17.00.00 to 19.00.00
Modelled: 17.00.00 to 19.00.00
flussi_sdf: (0 to 3000)
vehicular speed mapping
// PRESENT KNOWLEDGE analysis
Verona - ADIGE CITY 75
ANALISI IMPATTO VIABILISTICO
Il diagramma di cui sopra rappresenta la velocità media registrata nell’ora di punta 17:30-18:30.
La rappresentazione attraverso delle barre di diverso spessore e colorazione indica l’entità della velocità media registrata lungo le aste stradali modellate.
Showing: 17.30.00 to 18.30.00
Modelled: 17.30.00 to 18.00.00
velocità_sdf_hdp: (0 to 75)
17.30.00 to 18.30.00
medio termine v elocità: (0 to 75)reference velocità: (0 to 75)
Verona - ADIGE CITY 58
ANALISI IMPATTO VIABILISTICO
Il diagramma di cui sopra rappresenta il flussogramma (stato di fatto) della fascia bioraria 17:00 - 19:00.
La rappresentazione attraverso delle barre di diverso spessore e colorazione indica l’entità dei flussi veicolari lungo le aste stradali modellate come passaggi veicolari. Da notare come il movimento lungo Viale del Lavoro risulti essere quello più importante.
Showing: 17.00.00 to 19.00.00
Modelled: 17.00.00 to 19.00.00
flussi_sdf: (0 to 3000)
Showing: 17.00.00 to 19.00.00
Modelled: 17.00.00 to 19.00.00
flussi_sdf: (0 to 3000)
junction performance assessment
// PRESENT KNOWLEDGE analysis
Unlicensed Trial VersionDELAY (AVERAGE) Site: Stato di Fatto 07.04.11Average control delay per vehicle, or average pedestrian delay (seconds)Alpo - TorricelliSignals - Fixed Time Cycle Time = 105 seconds (User-Given Phase Times)
Southeast Northeast Northwest West Southwest IntersectionDelay (Average) 35,4 135,0 17,9 94,4 1839,7 323,3
LOS D F B F F F
Colour code based on Level of Service
LOS A LOS B LOS C LOS D LOS E LOS F ContinuousLevel of Service Method: Delay (HCM 2000)SIDRA Standard Delay Model used.
Processed: lunedì 18 aprile 2011 11.23.05SIDRA INTERSECTION 5.1.3.1990
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: F:\LAVORO\SYSTEMATICA\WTC Verona fase2\dell'Alpo\Alpo.sipUNLICENSED TRIAL VERSION
Unlicensed Trial VersionDEGREE OF SATURATION Site: Ottimizzazione Fasatura Do
Nothing 07.04.11 - 15.04.11Ratio of Demand Volume to Capacity (v/c ratio)Alpo - TorricelliSignals - Fixed Time Cycle Time = 80 seconds (User-Given Phase Times)
Southeast Northeast Northwest West Southwest IntersectionDegree of Saturation 0,79 0,75 0,62 0,81 0,90 0,90
Colour code based on Degree of Saturation
[ < 0.6 ] [ 0.6 – 0.7 ] [ 0.7 – 0.8 ] [ 0.8 – 0.9 ] [ 0.9 – 1.0 ] [ > 1.0] Continuous
Processed: lunedì 18 aprile 2011 10.58.07SIDRA INTERSECTION 5.1.3.1990
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: F:\LAVORO\SYSTEMATICA\WTC Verona fase2\dell'Alpo\Alpo.sipUNLICENSED TRIAL VERSION
Unlicensed Trial VersionDEGREE OF SATURATION Site: Stato di Fatto 07.04.11Ratio of Demand Volume to Capacity (v/c ratio)Alpo - TorricelliSignals - Fixed Time Cycle Time = 105 seconds (User-Given Phase Times)
Southeast Northeast Northwest West Southwest IntersectionDegree of Saturation 0,68 1,13 0,24 1,00 2,97 2,97
Colour code based on Degree of Saturation
[ < 0.6 ] [ 0.6 – 0.7 ] [ 0.7 – 0.8 ] [ 0.8 – 0.9 ] [ 0.9 – 1.0 ] [ > 1.0] Continuous
Processed: lunedì 18 aprile 2011 11.23.05SIDRA INTERSECTION 5.1.3.1990
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: F:\LAVORO\SYSTEMATICA\WTC Verona fase2\dell'Alpo\Alpo.sipUNLICENSED TRIAL VERSION
flows speed Junction performance
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
It Is of fundAmentAl ImportAnce to understAnd pedestrIAn pAtterns
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
3. analysis - pedestrian
pedestrian flow simulation model
// PRESENT KNOWLEDGE analysis
defin
e de
sire
line
s
// P
RESE
NT
KNO
WLE
DG
E pl
anni
ng
105
/114
Base
Pro
ject
Sim
ulat
ion
Mod
el -
Des
ire
Line
s
The
Des
ire
Line
s fi
gure
rep
rese
nts
the
desi
red
mov
emen
t ve
hicl
es
wan
t to
driv
e, a
s th
ough
the
pre
senc
e of
the
road
net
wor
k.
The
figu
re s
how
s de
sire
lin
es b
etw
een
exte
rnal
zon
es.
appropriate visual fields
// PRESENT KNOWLEDGE design
flows desire lines visual fields
4. guidelines
-----------------------------------------------------------------
each municipality should adopt standards and design practices that improve urban quality and increase roads safety
-----------------------------------------------------------------
public transport integration
car restricted areas
road design standards
intersection geometries revision
light design
traffic calming
signage
-----------------------------------------------------------------
integration of Public transport nodes
// PRESENT KNOWLEDGE planning
Bordeaux, France
car restricted area
// PRESENT KNOWLEDGE planning
Museum Promenade, Wien, Austria
road intersection geometry revision
// PRESENT KNOWLEDGE design
I punti focali: Rotatoria San Martino I punti focali: Rotatoria San Martino
L’aperturadellagalleriaSanMartino,iningressoalcentrostoricodiAnconaharesonecessariogestirelanuovaintersezione diAnconaharesonecessariogestirelanuovaintersezioneattraversolarealizzazionediunarotatoriacompattaallafrancese.Lacomplessaorografiadelluogoaresonecessarialacreazionediunarotatoriaconunaleggerapendenzaversonord.InquestomodoèstatopossibilemantenereinvariatalapendenzadiviaRupediXXIXSettembre.
Ledimensionidellarotatoriapropostasonodi37mdidiametro ppesterno,conisolacentraledi15m,dotatadianellovalicabiledi2m.
Sonostateeffettuateverifichesimulativeditipogeometrico pgtramitecodiceAutotrackperverificarelacorrettafunzionalitàdellegeometriedeibracciafferentiinrotatoria.Inparticolaresonostateverificategliingombrielemanovredeimezzipubblici
biE’ttifititilhld urbani.E’statoverificato,inparticolare,chelapendenzadell’anellodellarotatorianonprovocasseproblemidirotturaneimezzipubbliciarticolati.
Ifttilitidltitdiildidi Imanufattirealizzatisonodeltipotradizionaleedimoderazionedeltraffico.L’anellocentraledellarotatoriaèprevistoinpavimentazioneflessibilebi-componentebitumecemento,mentrel’isolavalicabileèprevistainporfido mentrelisolavalicabileèprevistainporfido.
Piano Particolareggiato del Quartiere Archi –Stazione
36
Systematica
road design standards
// PRESENT KNOWLEDGE design
public transport integration car restricted areas
road design standards intersection geometries revision
5. detailed plans/// PREVIOUS EXPERIENCE
BEFORE PROJECT
surveys
private vehicles circulation
road redesign
pedestrian paths
parking restrictions
a dense pedestrian network creates a critical mass of people and allowsa safer circulation
the walkways were inadequateto support the pedestrian flow createdby a mixed and vibrant land-use
based on model simulations, with appropriate design standards and following traffic calming methods
the road sections were not based on the effective traffic flows, with both unused potential and congestion critical nodes
to rationalize the circulation within the area, with the aim of avoiding the overlap between heavy flows and pedestrian
the vehicles were allowed to circulate without any restriction
a survey campaign has been conducted to understand the main problems and potential of the area
to freed valuable areas, given to citizens and pedestrians
the area was characterized by a strong presence of road-side parked vehicles
AFTER
An urban regeneration, planned and designed by Systematica, is here presented as a successful case that increased the urban quality and the safety of a neighbourhood in Milan.
top related