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iRAP India Phase 2
Road Safety Summary Report and design analysis
Kerala State Transport Project: Kasaragod to Kanjanghad
iRAP502.16.1
28 November 2012
Introduction
The International Road Assessment Programme (iRAP) is a registered charity dedicated to saving lives
through safer roads. iRAP works in partnership with government and non-government
non government organisations to:
•
inspect high-risk
risk roads and develop Star Ratings and Safer Roads Investment Plans
•
provide training, technology and support that will build and sustain national, regional and local
capability
•
track road safety performance so that funding agencies can assess the benefits of their investments
Following the initial iRAP India Four States Project, the
t World Bank has procured a road safety
s
assessment
covering a further 3,250km across five states.
states The Ministry of Road Transport and Highways (MoRTH)
(Mo
and
State Public Works Departments (PWDs) of several Indian states are preparing road improvement projects to
be financed by World Bank loans, and this iRAP assessment
essment will be used as a tool to ensure that proven and
cost effective road safety measures are implemented as part of these infrastructure upgrades.
upg
The Star Rating results and Safer Roads Investment Plan shown here will assist both the Kerala Public
Works Department and the Detailed Project Report consultants in ensuring the safety of all road users is
adequately addressed within the designs for the rehabilitation of these roads. The assessment is funded by
the Global Road Safety Facility (GRSF) with support from Bloomberg Philanthropies.
This report summarises the Star Rating
ating results for the existing Kasaragod to Kanjanghad road (29.6km) in
Kerala and compares those results with the Star Ratings produced from the proposed design as shown in the
Detailed Project Report (DPR) by Wilbur Smith Associates.
Associates A Safer Roads Investment Plan provides details
of cost effective road safety countermeasures
countermeasures that would further reduce the number of deaths and serious
injuries along the route.
Infrastructure Safety Ratings
iRAP Star Ratings are based on the engineering features of the road and the degree to which they impact on
the likelihood and severity off crashes.
crashes. The focus is on the features which influence the most common and
severe types of road crash for motor vehicles, motorcyclists, pedestrians and bicyclists. Star Ratings provide
a simple and objective measure of the relative level of risk associated
associated with road infrastructure for an
individual road user. 5-star
star (green) roads are the safest,
safest while 1-star
star (black) roads are the least safe.
safe
More information on the iRAP methodology is available in Star Rating Roads for Safety: The iRAP
Methodology and Safer
afer Roads Investment Plans: The iRAP Methodology,
Methodology which are
re available for download
at: http://irap.org/about-irap-3/methodology
3/methodology
India2 KSTP KK Rd | 2
Kasaragod to Kanjanghad Star Ratings (29.6km)
Vehicle occupants
Star Rating
Baseline
Design
0%
2%
3%
48%
56%
21%
14%
24%
27%
5%
0%
0%
Baseline
Design
0%
0%
1%
24%
40%
44%
20%
28%
39%
5%
0%
0%
Baseline
Design
1%
1%
0%
0%
0%
5%
1%
24%
98%
71%
0%
0%
Baseline
Design
0%
0%
0%
0%
1%
24%
28%
46%
71%
30%
0%
0%
Motorcyclists
Star Rating
Pedestrians
Star Rating
Bicyclists
Star Rating
A comparison of the Star Rating tables for the
th baseline results and the
e proposed design show that the
percentage of high-risk (1- or 2-star)
star) sections has reduced from 41% to 29%
% for vehicle occupants. High-risk
High
road sections for motorcyclists have reduced from 59% to 33%.
India2 KSTP KK Rd | 3
High-risk
risk sections for pedestrians have seen a reduction from 99% to 95% with the
he highest risk (1-star)
(1
sections reducing from 98% to 71%. High-risk
High risk sections for bicyclists have dropped from 99% to 76% with 11
star sections seeing a reduction from 71% to 30%.
Road Attributes
The following table summarises the road attributes recorded along the corridor at both the time of the
baseline survey (May 2012) and those that have been recorded to reflect the proposed design. It allows for a
direct comparison of the amended road features and helps to illustrate
lustrate the relationship between road
infrastructure attributes and road user risk.
The existing road attributes were recorded using video data collected by Indian Road Survey and
Management (IRSM) in May 2012 and coded by IRSM staff according to the iRAP
P Coding Manual: V3
Edition. The design attributes were coded by engineers from Wilbur Smith Associates, Bangalore in
Oct.2012. The iRAP Star Rating Quality Assurance Guide was followed to ensure the highest standards of
quality and consistency during the
e road coding process and subsequent quality reviews.
Road attribute summary (survey
urvey length: 29.6km)
2
Road attribute
Category
Baseline
Design
Traffic flow
aadt
10,000 to 15,000
10,000 to 15,000
40km/h or less
0%
0%
50km/h
0%
0%
60km/h
100%
100%
70km/h
0%
0%
80km/h
0%
0%
one
88%
88%
two
13%
13%
wide
62%
100%
medium
28%
0%
narrow
10%
0%
wide
5%
0%
medium
2%
100%
narrow
8%
0%
none
85%
0%
straight
81%
75%
moderate
17%
25%
sharp
1%
0%
very sharp
0%
0%
adequate
0%
25%
poor
20%
0%
not applicable
80%
75%
adequate
20%
100%
poor
80%
0%
present
0%
0%
not present
100%
100%
good
28%
100%
medium
26%
0%
poor
45%
0%
safety barrier
0%
0%
Operating speed
(see next section on the importance of operating
speed in relation to the iRAP model)
Number of lanes (per direction)
Lane width
Paved shoulder width
Curvature
Quality of curve
Delineation
Shoulder rumble strips (raised profile edge lines)
Road surface condition
Median type
India2 KSTP KK Rd | 4
Road attribute
Category
Baseline
Design
physical 1-5m
13%
13%
physical <1m
1%
0%
centre line
86%
88%
safety barrier
1%
8%
steep fill slope
1%
1%
object 0-1m
1%
0%
object 1-5m
85%
80%
object 5-10m
12%
11%
object >10m
0%
0%
safety barrier
1%
6%
steep fill slope
3%
3%
object 0-1m
13%
6%
object 1-5m
70%
70%
object 5-10m
13%
14%
object >10m
0%
1%
merge lane
0
0
roundabout
3
1
signalised
0
11
turn lanes
0
21
median crossing
11
11
rail crossing
0
0
others
59
70
adequate
6
92
poor
67
11
none
97%
68%
adj. to traffic
2%
30%
physical barrier
1%
2%
signalised
0
0
unsignalised
34
48
present
1%
1%
not present
99%
99%
present
11%
11%
not present
89%
89%
Traffic calming
not present
100%
100%
Bicycle lane
not present
100%
100%
Motorcycle lane
not present
100%
100%
Roadside severity (left)
Roadside severity (right)
Intersections
Intersection quality
Sidewalk provision
Pedestrian crossing facilities
Pedestrian fencing
Street lighting
The Importance of Operating Speeds
The risk of death and serious injury is highly dependent upon the speed at which the traffic is travelling along
a given road. iRAP policy determines that risk assessments are undertaken based on either the mandatory
th
speed limit of a particular road section
on or the 85 percentile operating speed of the vehicles, whichever is
higher. In the absence of a clearly defined speed limit along the route and the lack of formal speed survey
data, these Star Rating results have been produced based on estimated operating
operating speeds of 60km/h based
on data collected during the survey. For more information regarding vehicle speeds and the
th iRAP protocols
see: http://irap.org/about-irap-3/research
3/research-and-technical-papers
India2 KSTP KK Rd | 5
Economic Assessment
Using actual crash data where available, an estimate of the number of deaths and serious injuries that occur
on the surveyed network is made. Crash
C
modification factors are then used to provide an estimate of the
number of road deaths and serious injuries that are likely to be prevented through the infrastructure
improvements that are proposed.
It is important to ensure that improvements such as lane widening, resurfacing, additional lanes and paved
shoulders do not result in excessive vehicle speeds, particularly where vulnerable road users such as
pedestrians and bicyclists are present. In such cases vehicle speeds must be effectively managed in order
to minimise risk.
Assuming that the proposed design does not lead
lead to an increase in vehicle operating speeds, it is estimated
that the
he new road design is likely to reduce the number of fatal and serious injuries (KSIs) by 39%, preventing
66 deaths and serious injuries each year and over 1,300 deaths and serious injuries
es over the next 20 years.
Deaths and serious injuries prevented
Kasaragod to Kanjanghad
Estimated road deaths per year
Existing
Proposed design
16
10
Estimated road deaths prevented per year
Estimated KSIs per year
6
66
Estimated KSIs prevented per year
Estimated KSIs over 20yrs
105
171
2,100
3,420
Estimated KSIs prevented over 20yrs
1,320
Reduction
39%
Not only do road deaths and serious injuries cause emotional pain and distress, they also have a huge
economic impact on individual families (who may have lost a vital source of income) and society as a whole.
Current estimates put the cost of road crashes
crashes at around 3% of global GDP, therefore it stands to reason that
well targeted road safety plans can realise large returns on investment.
It is estimated that the economic benefits of a reduction in the numbers of deaths and serious injuries from
171 to 105 per year, as seen in this study, would total approximately US $2.1
$
million per year in crash costs
saved.
Safer Roads Investment Plans
Plan
Whilst the proposed design is expected to prevent an estimated 1,320 deaths and serious injuries over the
next 20
0 years, analysis shows that it may
m be cost effective to include additional road safety countermeasures
with the potential to prevent a further 930 deaths and serious injuries.
The Safer Roads Investment Plan (SRIP) shows a list of affordable and economically
economically sound road safety
treatments, specifically tailored to further reduce risk on this section of road, with the list providing
suggestions on how the designs may be improved
i
in terms of road safety.
The comparison of the recorded road attributes used
used in both the baseline and the design analysis shows that
the proposed project upgrade has a strong maintenance and capacity improvement focus whilst safe road
infrastructure could still be improved, particularly for vulnerable road users.
Each countermeasure proposed in the SRIP is supported by strong evidence that, if implemented, it will
prevent deaths and serious injuries in a cost-effective
cost
way,, i.e. it is suggested that the treatments on the list
will save more money in crash costs prevented
prevented than it costs to construct and maintain the feature.
India2 KSTP KK Rd | 6
Nevertheless, each countermeasure on the list should be regarded as a recommendation only for further
investigation and must be subject to additional prioritisation, concept planning and detailed design before
implementation. Although the results below were generated using a BCR threshold of 1, this can be
increased in order to produce a smaller, less costly programme of works to suit budget constraints.
List of recommended countermeasures based
bas on the SRIP for the proposed design
Countermeasure
Length / sites
KSI saved
(20 years)
BCR
Traffic calming
26.8 km
197
4.5
Signalise intersection (3-leg)
63 sites
146
2.0
Pedestrian fencing
7.7 km
98
57.1
Street lighting (intersection)
79 sites
96
1.4
Central hatching
23.1 km
85
18.1
Unsignalised pedestrian crossing
114 sites
66
1.2
Parking improvements
10.2 km
60
3.4
Street lighting (mid-block)
12.6 km
56
1.2
Motorcycle lane (painted on carriageway)
29.6 km
53
3.6
Footpath provision
20.0 km
50
2.2
Signalised pedestrian crossing
20 sites
23
1.6
930
2.6
Total
KSI = people killed and seriously injured
BCR = benefit cost ratio
Full details of each recommended countermeasure,
countermeasur including geo-reference data, location maps
map and strip
plans showing the location by distance of up to five recommended
recom
countermeasures for each road section,
are available within ViDA, the iRAP online software at http://vida.irap.org/.
Descriptions of these countermeasures,
countermeasures and
d many other road safety treatments, including advice on
implementation issues and crash reduction effectiveness can be found at the Road Safety Toolkit
http://toolkit.irap.org .
© International Road Assessment Programme (iRAP) 2012
201
This report was prepared by Luke Rogers,, using iRAPv3.
iRAPv3
iRAP technology including protocols, processes and brands may not be altered or used in any way without the express written
agreement of iRAP.
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Registered Office: 60 Trafalgar Square, London, WC2N 5DS.