PROBLEMS AND POSSIBLE SOLUTIONS FOR BETTER TRAFFIC
MANAGEMENT: A CASE STUDY OF VADODARA- AHMEDABAD SECTION OF NATIONAL HIGHWAY EIGHT Haribandhu Panda and RS Pundir Institute of Rural Management, Anand388 001, India August 2002 Copyright 2002 Institute of Rural Management, Anand (IRMA). All rights reserved. Except for purposes of quotations, criticism and review, no part of this publication may be reproduced, stored in retrieval systems, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior permission of IRMA. The opinions expressed in this publication are those of author(s) own and not necessarily those of IRMA or any other organisations mentioned in this report. Published by: Institute of Rural Management Anand Post Box No. 60 Anand 388001 Gujarat, India Phones: (02692) 60181, 60186, 60246, 60391, 61502 Fax: (02692) 60188 Gram: IRMA, Anand Email: corpas@fac.irm.ernet.in Websites: www.irm.ernet.in or www.irma.ac.in Printed at: Anand Press, Gamdi, Anand Price: Rs.45/ US $3 ii LIST OF ABBREVIATIONS AIDS : Acquired Immune Deficiency Syndrome BOT : Build Operate and Transfer CMIE : Centre for Monitoring Indian Economy LMV : Light Motor Vehicle MOST : Ministry of Surface Transportation NH-8 : National Highway Number 8 PCU : Passenger Car Unit PWD : Public Works Department RTO : Road Transport Official SRTC : State Roadways Transport Corporation STB : State Traffic Branch iii PROBLEMS AND POSSIBLE SOLUTIONS FOR BETTER TRAFFIC MANAGEMENT: A CASE STUDY OF VADODARA-AHMEDABADSECTION OF NATIONAL HIGHWAY EIGHT Haribandhu Panda and RS Pundir 1 Abstract Efficient traffic management on the National Highways (NHs) is very essential in the country. The present NH system that evolved over the years has a number of deficiencies. The basic objective of the present study was to identify such management measures that will lead to better traffic performance. We selected as a sample of study, theVadodara-Ahmedabad section of the National Highway Number 8. An attempt was made to understand the problems, reasons and possible solutions for better traffic management. According to the study, accidents/breakdown of vehicles, RTO checking and poor driving practices are the most important reasons of traffic jam on theVadodara-Ahmedabad section of NH-8. Drowsiness, wrong overtaking and use of alcohol are the major reasons of accidents. Also, it was observed that health of driver, road and vehicle conditions are important factors that added to occurrence of accidents. The study revealed that the average cost of accidents per annum, on the said section of NH- 8, was as high as about Rs. 25 million (cost to the injured party, insurance Company and party causing accidents), excluding damage to vehicles. As regards high fuel consumption due to traffic jams, the annual loss varied from about Rs.1.2 million to Rs. 10.7 million. Proper planning and management could reduce the accidents and other hindrances to smooth traffic flow. In this connection, the paper recommends adoption of a 3-Eapproach, which includes engineering measures, educational measures and enforcement measures. iv PROBLEMS AND POSSIBLE SOLUTIONS FOR BETTER TRAFFIC MANAGEMENT: A CASE STUDY OF VADODARA - AHMEDABAD SECTION OF NATIONAL HIGHWAY EIGHT 1.0INTRODUCTION The National Highways are the major roads running through the length and breadth of the country connecting foreign highways, state capitals, major ports, large industrial centres and tourist places. The development and maintenance of these highways is the basic responsibility of the Central Government. However, following the agency system, state public works department or other department acts as agent(s) and execute the works on the National Highways in accordance with the standards and specifications set by the Central Government. The present National Highway system that evolved over the years has a number of deficiencies including low grade sections, narrow and weak pavements, absence of by-passes at congested towns, presence of railway level crossings, and weak and narrow bridges. The cost of removing these deficiencies appears to be very high. According to a World Bank report quoted by Rowley etc. (1993) in the Far Eastern Economic Review, every 1% growth in national output requires a 1.2% increase in transport investments. In India, it is often the case that transport infrastructure demand is outrunning the public resources. Thus, there is a need to find ways by which we can improve our transportation sector performance without resorting to heavy investments. According to the estimates available, during the Seventh Plan period the country was losing about 50% of the annual investment on road development due to road accidents (Nayak, et al. 1986). The primary purpose of the present study is to identify such management measures that will lead to better road performance in using one stretch of a National Highway as a sample. We selected the Vadodara-Ahmedabad section of the National Highway Number 8(NH-8). The length of NH-8, passing through Gujarat is 516 kms. The entire route passing through the state is considered a golden corridor as the route hums with industrial activities. The Vadodara- Ahmedabad section of NH-8 spans about 110 kms and links Vasad, Anand, Nadiad and Kheda along the way. There are 1 two major bridges between Ahmedabad and Vadodara on NH-8, namely, Mahi River bridge and Vatrak River bridge. Bridge on Mahi River has recently been constructed and opened for traffic. The old Vatrak River bridge was very narrow and therefore not conducive to the free flow of traffic. A new bridge on it has been constructed. Heavy vehicles (trucks and buses) normally take about 3 hours to cover the above stretch of 110 kms however, depending on traffic and road condition the actual time spent may rise to anywhere between 3.7 to 5 hours. On an average, it takes 40 to 120 minutes to clear a road jam and there are about 6 traffic jams in a month. However, on an extreme situation, in 1999 it took 5 hours to clear the road and there were 16 jams in a particular month (Table-1). Some of the practices adopted by the traffic and traffic controllers not only increase the travel time but also lead to accidents and numerous other inconveniences including traffic jams on the road. Table 1 indicates the time taken to cover the stretch between Vadodara and Ahmedabad and the time required in clearing the traffic jam under different scenarios. Table 1 Time to Cover the Ahmedabad-Vadodara Section of NH-8 and to Clear the Traffic Jams
Time to cover the distance Time to clear the road
Particular
(hour) jam (minutes) Number of traffic Normal
With traffic Normal jams per month
condition
jams
Average 3
3.7-5 40-120 6 Maximum -
8 300 16 Source: Primary records of the Police Stations, 1999. Based on discussions with various agencies and exhaustive interviews with heavy vehicle drivers, this report briefly presents the traffic problems (in the Ahmedabad section of NH- 8), their causes and possible solutions. The rest of the paper is presented in six sections. First, the methodology used and limitations faced are briefly discussed. Subsequently, the growth of traffic is presented. Next, factors hindering efficient traffic flow are identified. Thereafter, the paper attempts to quantify various economic and environmental losses. Finally, specific recommendations for better traffic management are discussed before ending with some concluding remarks. 2 2.0METHODOLOGY AND LIMITATIONS To understand the problems, their reasons and possible solutions for better traffic management, 50 respondents consisting of officials from State Roadways Transport Corporation (SRTC), Traffic Police, State Police Department, Highway Division of the Public Works Department (PWD), Forest Department, Non Government Organisation, Transporters and 100 truck drivers were interviewed following random sampling technique. A structured questionnaire was used to collect information from the drivers. Both formal and informal discussions with drivers were taped in audiocassettes. Primary record of police stations along the highway were extensively referred for comprehensive information on road accidents and related traffic jams. Related reports from secondary sources were also consulted for the purpose of this study. The study has the following limitations: (1)Primary data in the study are only from truck drivers who constitute about 42% of total traffic; (2)In this study, focus is on social and administrative aspects of the problem. Engineering aspect has not been studied in depth; (3)Primary and secondary data are confined to the Ahmedabad-Vadodarasection in NH-8 and thus the findings of the study may not be fully applicable to the entire NH-8 or NH system of the country; (4)In spite of our bests effort, four police stations with a jurisdiction of about 6 kms (about 5% of stretch being studied) of highway could not be covered because of non-availability of primary records and/or absence of concerned officials. The data were collected from 12 Police Stations namely Aslali, Kheda (town), Matar (rural), Vaso, Nadiad (town), Nadiad (rural) Chaklasi, Anand (town), Anand (rural), Vasad, Fazalpur (rural), and Chhani. 3 3.0ANALYSIS OF VEHICLE GROWTH AND ACCIDENTS Between 1950-1995 the vehicles in India grew at about 11% per annum (Table 2, CMIE 1999). During this period, the intensity of vehicles in NH-8 increased because of its connectivity to industrially and historically significant towns. Table 2 Registered Motor Vehicles in India (No. and Growth)
Two wheelers Car, jeep & taxis Trucks (99.6% Buses Total vehicles
Source: Calculated from CMIE, (i) Basic Statistics Relating to Indian Economy, August 1993, Table 5.7 (1950/51- 1985/86), and (ii) Infrastructure, December 1999, P. 119 (1990/91-1995/96). Between 1989 to 1991 fatality rate per 100 kms of road increased from 5.67 to 6.38 (Table 3). During the same period, the fatality rate per one lakh population increased from 9.17 to 10.38. Possible reasons may be that the rate of increase in vehicles has not kept pace with that of total road length in general and trunk route length in particular. The number of deaths through road accidents is only next to that due to heart and cancer diseases in India. 4 Table 3 Fatal Road Accidents in Gujarat (1989-1991)
Description
Year
1989 1990 1991
Fatality rate for 100 kms of roads 5.67 5.74 6.38
Fatality rate per one lakh population 9.17 9.32 10.38
Fatality rate per 1000 motor vehicles 2.05 1.89 1.93
Source: Government of Gujarat (1992) Report of the Committee for Prevention of Road Accidents, STB, Ahmedabad, Gujarat. An International Comparison of road accidents reveals that fatality rate per 10000 vehicles in India was highest and vehicle ownership rate per 10000 people lowest in 1985 as compared to some major countries (Table 4, Figures 1-3). The figures in this table show the scope and potential for good traffic management in India in comparison to other countries. Table 4 International Comparison of Vehicle and Accident Intensity, 1985
No. of Vehicle Fatality rate
Sr.
Total No. of Population ownership Country persons per 10,000
No. vehicles (million) per 10,000
killed vehicles
people
1 Germany 27676909 61.02 8400 4535 3.03
2 Sweden 4033124 8.36 686 4825 1.70
3 Brazil 11542311 135.56 4974 851.4 4.30
4 U.S.A. 184528837 237.23 43795 7778 2.37
5 Japan 46272533 121.18 9261 3818 2.00
6 Australia 10068098 15.85 2937 6351 2.91
7 India 8796000 750.90 39000 117.1 44.30
8 France 24507000 55.28 10448 4433 4.26
Source: Government of Gujarat (1992) Report of the Committee for Prevention of Road Accidents, STB, Ahmedabad, Gujarat. Amongst all the roads, National Highways are the most serious culprit as far as occurrence of accidents is concerned. For example, out of 78,927 accidents in Gujarat during 1989-91 about 23% of accidents occurred on national highway, although as a proportion of total road lengths national highway constitutes only 5
lpoeP 9000 8000
0111 7000
epp 6000
pihppenwe 5000 4000 3000 2000
epnwhPp
1000 0 Brazil
Germany Sweden USA Japan Australia India France
Country
Figure 1: International Comparison of Vehicle Ownership-1985 Source: Government of Gujarat (1992) Report of the Committee for Prevention of Road Accidents, STB, Ahmedabad, Gujarat. 2.16% in Gujarat (Government of Gujarat 2000). Thus, there is an urgent need to go in for better traffic management on national highways. In general, there is an increasing trend of total accidents in NH-8 between 1991 and 1998. However, it is not clear why total number of accidents in 1990 and 1999 are comparatively high and low respectively (Table 5, Figure 4). However, one of the plausible reasons might be improvement in Geometric Design. As a proportion of accidents in this section of NH-8, fatal accidents (leading to loss of life) vary from 14-21%, serious accidents (leading to loss of a limb or long hospitalisation) vary from 12- 19% and normal accidents (requiring little or no medical attention) vary from 60-74%. On an average one person dies and another person get seriously injured every four days; and more than nine persons get some minor injury every day due to accident on Ahmedabad- Vadodara section of NH-8. 6
50
45
epnwhPpe 40
35
0111 30
epp 25
etap 20
ytatPwaF 15
10
5
0
Germany Sweden Brazil USA Japan Australia India France
Country
Figure 2: International Comparison of Road Accident Intensity-1985 Source: Government of Gujarat (1992) Report of the Committee for Prevention of Road Accidents, STB, Ahmedabad, Gujarat. Table 5 Yearly Accident Mix in the Ahmedabad-Vadodara Section of NH-8 (1990-1999)
Note: Figures in top and bottom of each cell represent number and percent respectively. Source: Compiled from the records of Police Station along the stretch of NH-8. 7
50000
45000
40000
ewPPp 35000
30000
lppeohe
25000
oo
rebmpp 20000
15000
10000
5000
0 Sweden Brazil
Japan
France
Germany USA Australia India
Country
Figure 3: International Comparison of Road Accidents-1985 Source: Government of Gujarat (1992) Report of the Committee for Prevention of Road Accidents, STB, Ahmedabad, Gujarat. As can be observed from Tables 6 and 7 (and Figure 5), the number of accidents occurring in each month is not uniform throughout the years. It varies from 7 to 9 accidents (average) per month during 1990-1999. Perception of traffic police that the average number of accidents are comparatively high in June, due to slippery road because of rain, appears not to be valid from the data of Table 5. 8
800
fhhwnphaeoo 700
600
500
400
ro . 300
200
100
0
1990 1992 1994 1996 1998
Year
Fatal
Serious
Normal
Total
Figure 4: Trend of Yearly Accident Mix in the Ahmedabad-Vadodara Section of NH-8 (1990-99) Source: Prepared from the records of Police Stations along the stretch NH-8. Table 6 Monthly Accident (%) in the Ahmedabad-Vadodara Section of NH-8 (1990-1999) Month 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 Avg.
Source: Primary records of the Police Stations (1990-1999), 1999. 9 Table 7 Monthly Accidents (%) Mix in Ahmedabad-Vadodara Section of NH-8 (1990-1999)
Source: Primary records of the Police Stations (1990-1999), 1999. 10
10
9
8
hpha ) 7
6
( lpp
5 fgpptvp
4
3
2
1
0
January March May July September November Months Figure 5: Month wise Percentage of Accidents in the Ahmedabad - Vadodara Section of NH-8 (1990-99) Source: Compiled from the records of Police Stations along the stretch of NH-8. From Table 8 and Figure 6 it is clear that vehicles involved in accidents on NH-8 in the Ahmedabad-Vadodara section in 1999 do not have any apparent seasonal trend (when all vehicles are taken together), except the month of May when accidents are less. It also shows that the highest number of accidents occur due to trucks (172) followed by cars (113), light vehicles (52) and state transport buses (45) during the year. Thus, in 1999 trucks, cars, light vehicles and state transport buses were involved in 42%, 28%, 13% and 11% accidents respectively. One of the reasons of less percentage of busses involved in accidents compared to trucks seems to be training and well organised schedule for bus drivers compared to unorganised truck drivers. The above finding is in line with the studies of the Committee for Prevention of Road Accidents (1992). It was found that heavy vehicles are more involved in road accidents and accounted for 42 percent (Table 9, Figure 7) of the total. 11
Table 8 Vehicles Involved in Accidents in the Ahmedabad-Vadodara Section of NH-8 (1999)
Luxury State Light
Non auto
Truck Car transport
Total Month bus vehicle
vehicle
bus
Jan 16 12 2 6 2
0 38
February 20 9 3 5 4
2 43
March 22 15 3 1 7
3 51
April 9 9 2 8 4
1 33
May 6 8 2 1 5
1 23
June 18 12 0 2 4
1 37
July 13 3 01 0 8
0 25
August 21 13 1 6 3
0 44
September 17 10 2 7 4
0 40
October 15 9 2 4 0
0 30
November 10 10 1 5 8
0 34
December* 5 3 0 0 3
0 11
Total 172 113 19 45 52
8 409 (42.0) (27.6) (4.6) (11) (12.7)
(2) (100)
* Data partly available. Figures in parenthesis indicate percentages.
Source: Prepared from the records of Police Stations along the stretch of NH-8.
Truck L. Vehicle ST Bus Car
25
fhhwnphaoo 20
10
15
ro . 5
0 Feb . MarchApril May June July Aug . Sep . Oct . Nov . Dec *.
Jan
Month
Figure 6: Monthwise Mix of Vehicles Involved in Accidents in the Ahmedabad-Vadodara Section of NH-8 (1999) * Data partly available. Source: Prepared from the records of Police Stations along the stretch of NH-8. 12
Table 9 Mix of Vehicles Involved in Road Accidents in Gujarat (1989-1991) Type of Vehicle Percentage Heavy Vehicles 42.0
Auto Rickshaws 10.6
Motor Cycle 10.0
Car 9.7
Jeep 4.8
Tractor 3.1
Other Motor Vehicle 10.8
Other Vehicles 0.5
Source: Government of Gujarat (1992) Report of the Committee for Prevention of Road Accidents, STB, Ahmedabad, Gujarat.
45
40
35
nohapwmeawoh 30
25
20
15
%
10
5
0
vehicles
H.Vehicle Auto Rickshaw Motor cycle Car Jeep Tractor Other Motor Vehicle Other Type of Vehicles Figure 7: Percentage Contribution to Road Accidents in Gujarat by Various Types of Vehicles (1989-91) Source: Government of Gujarat (1992) Report of the Committee for Prevention of Road Accidents, STB, Ahmedabad, Gujarat. 13 4.0ANALYSIS OF FACTORS HINDERING SMOOTH TRAFFIC FLOW This section presents the factors hindering smooth traffic flow in the Vadodara- Ahmedabad section of NH-8 as identified by the study. Some of the major factors are accidents, vehicle breakdown, RTO/Police checking, narrow bridges, poor driving practices, and improper and inadequate infrastructure support services. All the factors hindering smooth traffic flow are summarized in Annexure 1. According to our study, 95% of the respondents indicated that accident/ breakdown of vehicle, RTO checking, driving practice of light motor vehicles and narrow bridge on the Vatrak River are the most important reasons of traffic jam in theVadodara-Ahmedabad section of NH-8. RTO checking, accident/vehicle breakdown, driving practice of LMVs and narrow bridge over River Vatrak featured among the top three reasons of traffic jam by 87%, 86.5%, 83% and 76% of respondents respectively (Table 10, Figure 8). The major reasons of traffic jam are discussed below in detail. Table 10 Reasons for Traffic Jams in the Ahmedabad Vadodara Section of NH-8
Percentage of drivers responses in order of
Reasons
declining significance
1 2 3 4 5
Total 1. Accident/breakdown 32 29 25 14 0
100
2. R.T.O. checking 28 32 27 7 6
100
3. Poor driving practice of light 21 30 32 12 5
100
vehicle drivers
4. Narrow bridge over Vatrak 14 28 34 15 9
100
5. Others 5 11 22 14 48
100
Total 100 100 100 100 100
Source: Primary records of the Police Stations along the stretch of NH-8, 1999. 4.1Accidents/Breakdown Occurrence of accidents on the highway is the major hindrance for smooth traffic flow, especially on the section where there are only two lanes and which does not have road dividers. After an accident, both upstream and down stream 14
lpphphatvpooooepeeohnphae 35 Rank I Rank II Rank III
30
25
20
15
10
5
0
R.T.O. Breakdown Hurry by Others Total
L.V.
Reasons
Figure 8: Reasons for Traffic Jams in the Ahemadabad -Vadodara Section of NH-8 Source: Prepared from the records of Police Stations along the stretch of NH-8, 1999. Further, lack of roadside communication facility hinders quick delivery of the message about an accident. Presently, the traffic police gets the message of an accident from the driver of a vehicle passing on the opposite side of the road. Finally, there is no systematic effort in managing the traffic at the road crossings in the highway. Between Ahmedabad and Vadodara there are about eleven major crossings on NH-8. These junctions not only hinder smooth flow of traffic but also lead to accidents. Thus, for smooth traffic flow mechanisms have to be developed for minimisation of the number of accidents (ideally, elimination of the possibility of accidents) and developing means to quickly restore the blocks at the accident site. In the discussions that follow we first address the causes of accident and possible remedy for prevention. Then we look into the means by which quickest possible help can be provided to the accident site for restoring normal traffic flow. 15 4.1.1 Share of Various Factors in Road Accidents in Gujarat As can be seen from Table 11 and Figure 9 about 83 percent of the road accidents take place due to fault of drivers of heavy motor vehicles while the fault of drivers of other motor vehicles is only 3 percent. Fault of pedestrian and cyclist was observed only 2.9 and 2.4 percent respectively. Other factors like defect in road surface and bad weather were comparatively of less significance. Table 11 Causes of Road Accidents in Gujarat in 1998 Sr. Causes of accidents
1998 No. Numbers
Percent
1 Fault of Driver of Heavy Motor Vehicle 29611
83.1
2 Fault of Driver of Other Vehicles 1087
3.0
3 Fault of Cyclist 856
2.4
4 Fault of Pedestrian 1027
2.9
5 Fault of Passenger 418
1.2
6 Defect in Mechanical Condition of Vehicle 716
2.0
7 Defect in Road Surface 7.32
2.1
8 Bad Weather Condition 242
0.7
9 Other Reason 9.51
2.7
Source: State Traffic Branch Gujarat, Ahmedabad (2000). Drowsiness, wrong overtaking and driving under alcohol featured among the top three reasons of accident by 82%, 80% and 66% of truck drivers respectively. 6% of drivers reported head light glare and non-use of dipper at night as the most important reason for accident. Other reasons of accidents in Table 12 include road conditions, weather conditions, traffic regulations such as markings, signals, signboards etc., lack of footpaths, stray animals, inadequate parking space, general health of drivers and fatigue, life of vehicles, overloading and over dimension of the vehicles and no proper trimming of trees close to pavement. 16
Fault of M.V. drivers
2 1 3
Fault of other than M.V. Drivers
1 2
Fault of Cyclist 3
Fault of Padestrian
2
Fault of Passenger
3
Defect in Vehicles
Defect in Road
Weather
Other
83 Figure 9: Causes of Road Accidents in Gujarat 1998 (in %) Source: Prepared from the records of the Police Stations along the stretch of NH-8, 1999. 4.1.2Factors Related to Drivers Drivers are often the cause of accident. According to the Society of Indian Automobile Manufactures (SIAM) about 80 per cent of the accidents occur due to bad driving habits and human error. (In his 1999 study, Rao has also supported the observation of SIAM by putting it at 75 per cent). Some of the drivers' behaviour/conditions that lead to accident are drowsiness, wrong overtaking, driving under alcohol, non- use of dipper/head light glare and poor physical condition, fatigue and unsafe practices. 4.1.2.1 Drowsiness While 30% of truck drivers indicated that the most important factor contributing to accident is their drowsiness, 82% found drowsiness as one of the three major reasons of accident (Table 12, Figure 10). It was corroborated by the transporters, according to whom about 90 per cent of the truck drivers take alcohol. A detailed study of accidents at different time of the day was 17
done from the records of various police stations along the highway. The findings are presented below. Table 12 Reasons for Road Accidents in the Ahmedabad-Vadodara Section of NH-8
Percentage of drivers responded in order of
Reason of road accident
declining significance
1 2 3 4 5 Total 1. Drowsiness 30 28 24 18 0 100
2. Wrong overtaking 25 33 22 16 4 100
3. Driving under alcohol 23 25 18 16 28 100
4. Non-use of dipper 6 10 15 24 45 100
5. Other reasons 16 11 9 15 49 100
Total 100 100 100 100 100
Source: Primary records of the Police Stations long the stretch of NH-8, 1999. lpphphatvpooooepeeohnphae 35
30
25
Rank I
20
Rank II
15
Rank III
10
5
0 Wrong Overtaking Use oI Alcohol No Dipper Others Drowsiness
Reasons for Road Accident
Figure 10: Reasons for Road Accidents in Ahmedabad- Vadodara Section of NH-8 Source: Prepared from the record of the Police Stations along the stretch of NH-8,1999. 18 All the above reasons of accident can be classified under three categories such as factors related to drivers, vehicle and road. These are discussed below. Of the vehicles involved in accident, 70% fall in two categories, i.e., trucks and cars (Table 13, Figure 11). Maximum number of accidents occur between 8 am to 2 pm in the day time because of heavy traffic intensity (primarily cars) during this period. According to transporters, truck drivers do not operate much in the daytime due to fear of RTOs and Traffic Police. According to them, one of the reasons of nighttime accidents is over-speed driving to compensate the hours lost during the day and the stress of check that is carried over. From 8 am to 2 pm and 4 am to 10 pm and 12 pm to 4 pm trucks get involved in more accidents. As explained by traffic police officers, the above finding clearly explains the drowsiness hypotheses that the truck drivers feel sleepy after dinner and around dawn and that leads to accidents. From a study of diurnal variation of number of accidents one can safely conclude that drowsiness and the vehicle intensity (especially cars) are the reasons of the accident pattern that is observed throughout the day. Data for more number of years could further substantiate the veracity of this hypothesis. Table13 Diurnal Accident Profile in the Ahmedabad-Vadodara Section of NH-8 (1999)
Time
Type of vehicles involved in accidents
Light Non-automated Total
(hour) Truck Luxury bus ST bus Car vehicle vehicle
00-02 23 3 1 5 5 1 38
02-04 6 5 4 1 1 1 18
04-06 16 2 4 3 1 0 26
06-08 12 2 8 6 3 1 32
08-10 17 0 4 21 2 0 44
10-12 8 1 5 24 8 4 50
12-14 18 0 7 13 6 0 44
14-16 16 1 3 7 5 0 32
16-18 9 0 1 6 4 0 20
18-20 9 0 2 9 9 1 30
20-22 13 1 6 7 6 0 33
22-24 15 2 1 10 6 0 34
162 17 46 112 56 8 401
Source: From the records of Police Stations along the stretch of NH-8. 19
ro.oooofhhwnphae 50
45
40
35
Truck 30
L. Vehicle
ST Bus 25
Motorcar
20
Total 15
10
5
0
0 to 2 2 to 4 4 to 6 6 to 8 to 10 to 12 to 14 to 16 to 18 to 20 to 22 to 24
8 10 12 14 16 18 20 22 Time (Hours) Figure 11: Diurnal Accident Profile in the Ahmedabad-Vadodara Section of NH-8 Source: Prepared from the records of Police Stations along the stretch of NH-8, 1999. 4.1.2.2 Wrong overtaking From the interview with the truck drivers it was found that wrong overtaking by drivers, especially car drivers, leads to accidents. According to these drivers, when a car overtakes a vehicle and encroaches into the safe distance maintained between two vehicles; often the truck driver has to suddenly decelerate his vehicle. In the process the truck driver or the driver of the following vehicle some time loses control and it often leads to an accident. All participants in the workshop were unanimous on wrong overtaking by vehicles. Strict action against the defaulters particularly by Traffic Police was suggested. In the light of Motor Vehicle Act in force, defaulters get penalty that is quite low. By paying paltry sum they get acquitted and it is not exemplary enough to keep them away from committing the same mistake. 20 4.1.2.3 Driving under alcohol Use of alcohol by drivers while driving the vehicle is one of the root causes of accident. It has been observed in the survey that 83% of the truck drivers, while on long trip, consume alcohol and consequently drive in a reckless manner. About 35% of the drivers were observed not to be hesitant in admitting that they are regular users of alcohol. Some of them were of the opinion that it was very difficult for them to drive without taking alcohol. Majority of the drivers were of the view that after taking alcohol they do not feel tired. While driving in a drunken state is liable to punishment, drivers do not take it seriously as they know that police hardly take any stern step against this fault. 4.1.2.4 Fatigue and physical fitness About 80% of truck drivers admitted that they drive on an average about 16 hours in a day when going on long trip. Such long hours of drive make them susceptible for accident especially in difficult weather conditions. Poor health, especially poor eyesight, is one of the most serious reasons behind the drivers committing fault. Most of the drivers admitted that they do not go through a thorough check of their medical fitness (heart disease, deafness, lunacy and night blindness) primarily because of financial reasons, although they understand its utility for their own safety. According to the study done by the Traffic Police 80% of the drivers have some health problem and about 60% have serious eyesight problems. By issuing driving license for period of 20 years, which is too long, and without any regular health check up the possibility of accident on the road increases. 4.1.2.5 Untrained drivers Drivers are often illiterate or have very low level of education (Figure 12). They are improperly trained. Majority of the drivers (55%) had an educational status up to primary level. Truck drivers generally travel across the states. They often face the problem of language as they just have some knowledge of their mother tongue and most of the instructions on national highway are in local language and English. Driving is not learned in a formal school. Most of them learn while being a helper to the driver. According to them getting a permanent 21
driving license is not difficult even for the inadequately trained ones. Based on the observation of state transport officials, trained drivers not only save fuel but also drive more miles without accidents.
60
50
spwgppe 40
30
o% oo
20
10
0
Illiterate Up to 5th 5th-10th Above 10th Education Status Figure 12: Status of Truck Drivers' Education Source: Prepared from the records of the Police Stations along the stretch of NH-8, 1999. 4.1.2.6 Unprofessional breakdown maintenance practices of truck drivers During night, when vehicles break down, drivers often make a bonfire on the road. Besides lighting, bonfire is used to clean certain components (e.g. removing grease, etc.). The fire on the road damages the asphalt surface. Unless the road is repaired in time, the small cavity becomes a big ditch in no time because of continuous traffic flow and eventually leads to hindrance in smooth traffic flow. The practice of bonfire on the road can be stopped by providing emergency light by traffic police for breakdown maintenance in the night. 22 4.1.3 Factors Related to Vehicles Vehicle condition influences the probability of accident to a great extent. A new andwell- maintained vehicle has a low probability of accidents. Results of some studies have shown that vehicles above four years of age cause maximum accidents (Government of Gujarat 1992). Such vehicles not only pose a threat to the smooth flow of traffic on highways, but also to the environment through their highly polluting nature. A common policy on this aspect to stop old vehicles on National Highway is very much needed. Vehicles having defects in the breaks, gears, tyres, lights, etc., due to poor maintenance also add to the risk of accident on highways. As regards the headlamp glare and non-use of dipper at night, all the truck drivers in the sample were unanimous in blaming the owners of vehicles particularly luxury buses and new models of cars for using high intensity lights (mercury vapour lamps or halogen gas filament lamps). There should be uniformity in the system of lighting in vehicles and the drivers found responsible for violating that system should be punished heavily. 4.1.4Factors Related to Road Road condition is one of the important factors that influences the happening of the accidents. Some of the issues on road condition for smooth traffic flow are given below. 4.1.4.1 Sudden appearance of sharp curve Sudden appearance of sharp curve on the highway leads to accident. Thus, due notice through road signs from a comfortable distance needs to be provided. 4.1.4.2Absence of four-lane with road divider and sudden appearance of road divider A large part of NH-8 between Ahmedabad and Mahi River has two lanes and without a road divider. Such road condition increases the risk of accident while overtaking (Table 14, Figure 13). Increased traffic intensity is one of the reasons responsible for deteriorating the road conditions (Mahalingam 1991). The Ministry of Surface Transportation (MOST) recommends four-lane highway if the intensity of traffic is more then 35000 passengers car unit (PCU) per day. At all major points of the Vadodara-Ahmedabad section, 23
although the actual traffic intensity is much higher than the MOST norm (Table 15) the road primarily remains two-lane. Table 14 Occurrence of Accidents According to Carriage-Way of Road in Gujarat Sr. Width of carriage way Total number of accidents
No. 1989 1990
1991
1 Single Lane 5214 5975
5451 2 Double Lane 15863 17966
19595 3 Three lane 2670 2117
1753 4 Four-lane 1584 245
194
Total 25331 26303
26993 Source: Government of Gujarat (1992) Report of the Committee for Prevention of Road Accidents, STB, Ahmedabad, Gujarat. 3% 8% 21% Single Lane Double Lane Three lane Four Lane 68% Figure 13: Occurrence of Accidents according to Carriage- way of Road in Gujarat, 1991 Source: Government of Gujarat (1992) Report of the Committee for Prevention of Road Accidents, STB, Ahmedabad, Gujarat. On some major junction/inter-section, four-lane the road has been broadened to make it a four- lane highway2 but it is not sufficient and whole of the stretch between Vadodara and Ahmedabad needs four-lane, considering the existing traffic intensity and the likely reduction in number of accidents (Tables 14 and 15). 24 Table 15 Traffic Intensity at Specific Locations on the NH-8 Location (Distance from Ahmedabad) PCU (Oct. 1997) PCU (Oct. 1998)
Source: Highway Department of PWD, Gujarat, Ahmedabad (1999). Officials of PWD who were looking after Ahmedabad and Vadodara section ofNH-8 hold delay in completion of Express way as the major reason of problems on the said section of NH- 8. They are of the opinion that there has not been any technical problem (from engineering point of view) on existing section of NH-8between Ahmedabad and Vadodara as per its design. The problems of accidents and traffic jams are basically the result of high intensity of traffic. The whole section should have been converted into four lanes long time back but the Government does not want to invest in converting it into four-lanes as after completion of Express Way, both NH-8 and Express Way would jointly be sufficient for smooth flow of traffic between Ahmedabad and Vadodara. However, how much time the Express Way will take for its completion still remains uncertain. 4.1.4.3Segregation of slow moving and fast moving traffic and keeping the stray animals out of the roads It is a common knowledge that segregating slow moving and fast moving vehicles will improve traffic flow and reduce the possibility of accidents. There should be separate lanes for slow moving and fast moving traffic. Provision of cycle track on National Highway is absolutely necessary to reduce the number of accidents. Presence of stray animals on the National Highway sometimes leads to accidents and hinders traffic speed. Some of the drivers consider it a very serious problem in smooth running of traffic. 4.1.4.4 Design of junctions/intersections and traffic signs Some of the junctions such as Vasad and Chikhodra need to have proper traffic control mechanisms. Most of the drivers interviewed complained that traffic 25 signs on the road are not clearly visible because of growth of trees and bill boards and thus fail to get a clear picture of impending sensitive points on the road. A thorough checking of road signs and signals requiring more clarity and visualization needs to be done. 4.1.4.5 Maintenance of road surface Damaged road surface (e.g. pot-holes, etc.) specifically after rain, leads to vehicle breakdowns and accidents. These need maintenance. According to highway officials and RTO, overloading of trucks leads to road damage, vehicle breakdowns and hindrances to free flow of traffic. As per the standards, single axle trucks should not have load more than 10.2 tonnes but generally they are overloaded as much as 15 tonnes or even more. Strict checking and stern action against the defaulters appears to be the only way to stop this practice. 4.1.4.6 Road width and paving Where the road is not sufficiently wide, side lanes are used continuously forover-taking. On some parts of NH-8 side lanes are narrow in width. They are dangerous in normal condition and accident-prone during rainy seasons. Uniform width and proper markings of side lanes are needed in the whole section of NH-8. 4.1.4.7 Improper pruning of roadside trees There is a high risk of accidents due to improper pruning of trees near pavements. So, timely removal of branches of trees that create problems on the highway is essential. Some officials felt that there is need for proper coordination between forest department and traffic police and other concerned agencies for the purpose. Over the past 15 years road widths have increased and trees have come quite near to the national highways. Cutting of the unwanted trees, tree branches and removal of suddenly fallen trees are the major activities of the Forest Department for smooth traffic flow on national highway. But due to paucity of funds and time consuming and intricate procedure in seeking permission, Forest Department is unable to do its activities properly. It is also not advisable to transfer its activities to some other department like traffic police as cutting of the trees needs skilled labourers. 26 4.2Harassing Attitude of Road Transport Officers (RTO) and Traffic Police Most of the truck drivers prefer to drive in the night for fear of RTO checking (RTO checking is more in the office hour of day time). The fear is so terrible that at times there is a long queue of trucks some distance away from the RTO check points. The trucks wait till the checking is over and the RTO squad is dispersed from the scene. Trucks flowing in the opposite direction inform about the onset and completion of the checking through hand signal. Drivers suggest that there can be some fixed check post for thorough checking and other than these no checking of vehicles should be practiced. According to truck union officials and drivers, traffic police and RTO's unnecessarily harass to extract bribes from drivers. If truck drivers do not oblige, the officials insist on a thorough check (by complete unloading of the vehicle), which may result in hours of delay and associated hassle. According to a rough estimate, for a truck on a long trip (e.g. Ahmedabad to Goa), the cost of the bribes is nearly equal to the actual cost of transportation. This includes truck drivers own share by falsely increasing the bribe amount paid to the officials. During our survey it is observed that when RTO is bribed, 68 % of respondents did not spend more than 10 minutes time during "check up" (Table16). When bribe is not given the normal waiting time is about 30 minutes (with maximum of 102 minutes). Table 16 Time Taken by RTO and Police While Checking the Vehicle
Description Time taken to clear the vehicle View of drivers (%)
< 5 minutes 27
When bribed 5-10 minutes 41
10-15 minutes 32
When not bribed Normal 30 minutes 100
Maximum 102 minutes
Source: Based on the information supplied by the drivers, 1999. Table17 indicates the amount of bribe paid per month. Normally long distance trucks run for 22 days in a month and face 10 checks per month. On an average, the bribe given per truck per month was observed to be Rs. 2890. The maximum amount of bribe reported was Rs. 6000. According to our survey, 27 about 72-80 % of bribe amount is pocketed by RTO and the rest goes to the police. Table17 Average Bribe Given (per Truck per Month) Particular Bribe amount (Rs/month) RTOs share (%) Police share (%) Average 2890 71.6 29.2 Maximum 6000 80.0 20.0 Source: Based on the information supplied by the drivers, 1999. In Gujarat, there is a ''Golden Permit Scheme'' for heavy vehicles that forbids RTO staffs to stop the vehicles for checking. But, considering its high price (Rs. 6000 per vehicle for three months) many truck owners feel bribing traffic police and RTO is a more economic alternative and they generally do not avail of this facility (Table 18). Table 18 Opinions of Drivers About Golden Permit Scheme Opinions about Golden Permit Scheme % of Drivers agreed Good 52 Not Good 39 Not Known 9 Source: Based on the information supplied by the drivers, 1999. 4.3Poor Driving Practice of LMV Drivers 21% of the respondents felt that driving practice of light motor vehicles (LMV) drivers is the primary cause of traffic jam, while 83% of the drivers put it among the first three most important reasons of traffic jam (Table 10). The light vehicle, particularly cars, hardly wait for road clearance when there is some accident/breakdown. They try to overtake heavy vehicles, make road more congested and create hurdles in the way of recovery vans. Thus, recovery vans often fail to reach the accident site on time and fail to clear the traffic jam. Many respondents suggest the need for strict action against such vehicle owners. 4.4Narrow Bridge on the River Vatrak Two-way traffic flow is not possible on Vatrak bridge, in case there is one large truck/tanker passing over it. When such a large vehicle approaches the bridge, the traffic police stops the movement of vehicles from the opposite side 28 till the large vehicle crossed the bridge. Mahi River Bridge has recently been built and opened for traffic. The Vatrak River bridge will be constructed on BOT (Built, Operate and Transfer) principle by Larsen and Turbo (L&T). 14% of the respondents felt that narrow bridge on Vatrak River is the top most cause of road jam while 76% of the drivers put it among the first three most important reasons of traffic jam. 4.5Other Factors Contributing to Traffic Jam There are a number of additional reasons for parking of vehicles on the road for long hours and thus obstructing the smooth flow of traffic as presented below. 4.5.1 Unavailability of large parking places near the city (within 30 kms) Loading and unloading operations in a city are generally done during the day (from 8 am to 5 pm). Since parking is a major problem in the city, drivers normally park their vehicles 30 to 40 kms away from it during night so as to reach the warehouse in the city in early morning hours. Similarly, in the evening after loading the truck, drivers travel about 30 to 40 kms and park the vehicle for refreshment. Thus, there is a need to construct large parking spaces adjacent to highway at a distance of 30 to 40 kms away from Ahmedabad and Vadodara (similar to the one existing at Bagodara). Presently, in the absence of such large parking spaces, the trucks are parked on the road itself. In our survey we observed that 77% respondents strongly felt the need of parking place with normal amenities such as toilet, bathroom, food, water and cots to sleep. 14% of the respondents opined that drivers stop trucks usually at the known places (e.g. dhaba) and even if parking places are constructed they would not use them. 9% of the truck drivers were indifferent to the establishment of parking places. The majority of drivers also emphasised that parking place should be about 30 kms from the main city like Ahmedabad and Vadodara, so that they can reach or cross the city (as the case may be) early in the morning. 4.5.2 Encroachment and unavailability of pucca parking space Encroachment by garages, restaurants and hotels is a major hurdle against the smooth traffic flow. Moreover, these service centres normally do not provide 29 pucca-parking places for vehicles, particularly for trucks. Truck drivers cannot park their loaded vehicles on kachha ground for the fear of getting stuck and accidental tipping. Thus, trucks are parked illegally on the road that eventually creates obstruction in smooth flow of traffic on the highway. 4.5.3 Nexus between dhaba owners and truck drivers for illegal practices Some truck drivers and Dhaba (restaurant) owners join
4.5.1 Unavailability of large parking places near the city (within 30 kms) Loading and unloading operations in a city are generally done during the day (from 8 am to 5 pm). Since parking is a major problem in the city, drivers normally park their vehicles 30 to 40 kms away from it during night so as to reach the warehouse in the city in early morning hours. Similarly, in the evening after loading the truck, drivers travel about 30 to 40 kms and park the vehicle for refreshment. Thus, there is a need to construct large parking spaces adjacent to highway at a distance of 30 to 40 kms away from Ahmedabad and Vadodara (similar to the one existing at Bagodara). Presently, in the absence of such large parking spaces, the trucks are parked on the road itself. In our survey we observed that 77% respondents strongly felt the need of parking place with normal amenities such as toilet, bathroom, food, water and cots to sleep. 14% of the respondents opined that drivers stop trucks usually at the known places (e.g. dhaba) and even if parking places are constructed they would not use them. 9% of the truck drivers were indifferent to the establishment of parking places. The majority of drivers also emphasised that parking place should be about 30 kms from the main city like Ahmedabad and Vadodara, so that they can reach or cross the city (as the case may be) early in the morning. 4.5.2 Encroachment and unavailability of pucca parking space Encroachment by garages, restaurants and hotels is a major hurdle against the smooth traffic flow. Moreover, these service centres normally do not provide 29 pucca-parking places for vehicles, particularly for trucks. Truck drivers cannot park their loaded vehicles on kachha ground for the fear of getting stuck and accidental tipping. Thus, trucks are parked illegally on the road that eventually creates obstruction in smooth flow of traffic on the highway. 4.5.3 Nexus between dhaba owners and truck drivers for illegal practices Some truck drivers and Dhaba (restaurant) owners jointly get involved in a number of illegal practices such as supply of prohibited drugs, arms, etc. This often leads to parking of vehicles for a long time. 4.5.4 Unethical practices Unethical practices in the Ahmedabad and Vadodara section of NH-8 are no secret to many people, including the authorities. About 76% of truck drivers admitted positively about the existence of prostitution on NH-8 (Table 19). It was observed from the survey that 72% truck drivers are involved in prostitution. Most of the drivers are aware of the fatal disease AIDS as a consequence of this practice, but they hardly take any preventive measures. Average rate per visit to the prostitute was reported Rs 50, with a range of Rs 25 to Rs 200. Usually the small teashops on NH-8 and some dhabas are the major places for this activity. Most of the police officers admitted prevalence of this practice on NH-8 and expressed inability to take stern steps against it as they were not empowered to do so. According to rule, police officers below the rank of Deputy Superintendent of Police in the hierarchy are not authorised to raid the sensitive points in this regard. This practice on NH-8 also leads to Table 19 Opinions of the Drivers About Existence of Unethical Practices (Prostitution) on NH-8
Sr. Description Response No.
1 Admitted positively about the existence of unethical 65% of the drivers
practices along the highway
2 Ambivalent about the existence of unethical practices 35% of the drivers
along the highway
3 Average price of unethical services Rs 50 per visit
4 Extent of involvement in unethical practices 72 % of the drivers
Source: Based on the information supplied by the drivers, 1999. 30 inconvenience in the smooth flow of traffic as some of the truck drivers while visiting the prostitute park their trucks on the unauthorized place on the roadside. Most of the drivers were of the opinion that there should be some legalised safe points for this activity. They feel, it will help in reducing the risk of AIDS/other diseases. There are some centres on NH-8 where contraceptives are available for drivers, free of cost, but they hardly use them due to shyness and personal dislike. 4.5.5 Check-post and octroi Check posts are one of the impediments to the free flow of traffic on National Highways. They are for octroi, sales tax and are set up by transport authority, civil supply and forest department. According to the respondents, passing through the check-posts on inter-state boarder is very time consuming. A step in this regard has already been taken by the state government of Gujarat at entry points to state through computerisation of vehicle verification system. A similar system needs to be implemented at other checkpoints on the highway. 5.0LOSSES DUE TO TRAFFIC JAMS According to the estimates available, during Seventh Plan period the country was losing about 50 percent of the annual investment on road development due to road accidents (Nayak, et al. 1986). Keeping in view the importance of road accident cost which seems to be even more relevant in context of a developing country like India, where funds management is the most difficult task, efforts are made to address this issue briefly in the following section. Economic loss due to traffic jams comes from higher fuel consumption, increased man-hour of drivers and helpers on wheel and damage to life (if jam is due to accident). 5.1Economic Loss due to Higher Fuel Consumption One of the important losses while there is traffic jam on national highway is economic loss of fuel consumption. It has been observed that for every minute that a car is slowed down and stops at a check- post or a railway crossing it wastes about 10.5 cc of gasoline. A goods vehicle with carriage capacity of 7.5 to12 tonnes wastes about 35 cc of diesel per minute at such stoppage. There are over 5000 check- posts and 4100 railway crossings in the country and new 31 check-posts and barriers are being added with the passage of time. Some of the experts committees in the past have estimated that 15 percent of the total fuel consumed by all types of vehicles were being wasted by these check-posts. Trade bodies and transport operators have, in fact, observed a higher figure and have stated that, on an average, one day out of every five days of a trucks journey is wasted at the check-posts, railway crossings and similar other barriers. In other words, it can be said that total goods transport capacity is reduced by 20 percent. (Birla Economic Research Foundation 1993). Also, the loss would increase with increase in fuel prices. It can be seen from Table 20 that the annual loss on the Ahmedabad-Vadodara section of NH-8 varies from about Rs. 1,200,000 to more than Rs. 10,700,000. The annual loss per kilometre varies from about Rs. 11,000 to Rs. 97,000. An optimal investment will not only save precious petroleum fuel and reduce environmental pollution but also help smooth traffic flow. Table 20 Economic Loss of Oil Consumption During Traffic Jams in the Ahmedabad-Vadodara Section of NH-8 Scenario-I Scenario-II (Jam duration- 40 minutes) (Jam duration- 120 minutes) Description Heavy
Light Very Heavy
Light Very
light
light
vehicles
vehicles vehicles
vehicles
vehicles
vehicles
No. of vehicles 522 258 267 1566 774 801
Avg. idling time 40
40 40 120
120 120 (minutes)
Avg. No of 72
72 72 72
72 72 Jams/year
Fuel consumption/ 35.5
10.5 3.5 35.5
10.5 3.5 minute (c.c.)*
Loss per year (Rs.) 907278 210652 72667 8165500 1895871 654000
Total loss/year (Rs.) 1190587 10715367
Loss per kms. (Rs.) 10824 97416
Source: based on primary data collected from the field. * Birla Economic Research Foundation (1993) Road and Road Transport Problems and Prospects. 5.2Cost due to Increased Driving/Idling Man Hour Loss of man-hour during traffic jams as revealed in Table 21 has been estimated assuming average wage rate of Rs. 70 per day for eight hours. Total 32 annual man-hour loss in money terms ranges between about Rs.875,000 to about Rs. 7,880,000 annually. Loss of man-hour per kms varied from Rs. 7,961 to Rs. 71,648. Given a proper policy, road users will not hesitate to pay an appropriate toll fee in return of a smooth and trouble free flow of traffic on national highway. Table 21 Economic Loss of Man-hour during Traffic Jams in Ahmedabad-Vadodara Section of NH-8 Scenario-I Scenario-II Description (Jam duration - 40 minutes) (Jam duration - 120 minutes) Heavy
Loss per year (Rs.) 438480 325080 112140 3946320 2925720 1009260
Total loss/year (Rs.) 875700 7881300
Loss per kms (Rs.) 7961 71648
Average number of person per vehicle: Heavy vehicle: 2, Light vehicle: 3, Very light vehicle: 1. Average wage rate: Rs. 70/day (Rs. 8.75/hour). Source: Calculated from primary data collected under study. 5.3Cost due to Damage to Life Funds for safety measures for road users are very difficult to manage3. Keeping this in view an attempt has been made here to show the annual economic loss in road accidents per annum between Ahmedabad and Vadodara section of NH-8. Average cost per head for different types of accidents, viz., fatal, serious and normal have been taken from Nayak K.C. et al. (1986) for the year 1984. Assuming on an average 5 per cent increase in the cost of accident per annum, average total cost of accident in 1999 has been estimated. The amount calculated does not include repair cost of vehicles involved in accidents and other business losses due to vehicles becoming non-operative (Table 22). Table 23 indicates the average cost of road accidents per annum in the Ahmedabad -Vadodara section of NH-8. It is remarkable to note that the average cost of accidents per year is as high as Rs. 2.5 crores (24864573). 33
Table 22 Cost of Accidents Description Cost (Rs.) (a) Cost of Minor Accidents 1. Cost to the injured party Medical Expenses 738.89 Cost due to loss of earning 900.65 Legal fees 731.25 2. Cost to the insurance Company Legal fees 442.98 Overhead charges 44.30 3. Cost to the party causing accident Medical expense 53.19 4. Cost per head 2911.26 (b) Cost of Serious Accidents 1. Cost to the injured party Medical expense 2420.60 Cost due to absence from duty 2640.93 Legal fees 1430.00 Cost due to permanent disability 40043.77 2. Cost to the insurance company Legal fees 463.59 Overhead charges 46.35 3. Cost to the party causing accident Medical expense 198.00 4. Cost per head 47243.24 (c) Total Cost of the Fatality 1. Cost to the injured party Loss of future output 80087.54 Medical expenses 87.00 Legal fees 2647.41 After death expenditure 250.00 2. Cost to the insurance company Legal fees 757.86 Over head charges and establishment charges 75.78 3. Cost of the third party Medical fees 18.00 Loss due to absence from duty 75.00 4. Nominal value of pain and grief 16017.51 5. Administrative expenses of courts and police departments 1000.00 6. Cost per fatality 101016.10 Note: Amount does not include repair cost of vehicles involved in accidents and loss of business due to vehicles becoming non-operative. Source: K.C. Nayak et al. (1986) Economic Cost of Road Accidents in Gujarat State, International Seminar on Road Safety. 34 Contribution of fatal accidents in total cost is more than 64 percent while contribution of serious and normal types of accidents is of the order of about 29 percent and 7 percent respectively. The costing of road accidents is fraught with tedious difficulties as it requires authentic data on various components of accidents which are not available (Nayak K.C. et al. 1986). However the estimates which are based on some assumptions as well as data availability seem to arrest the attention of planners, administrators, politicians and researchers alike. The economic loss resulted, inter alia, from accidents, fuel consumption and manpower is significant. Fairly large number of deaths in road accidents occur due to excessive bleeding, which is the result of not getting timely treatment. Thus, there is an urgent need to devise a system that accords priority to the quick treatment of the victims. This huge economic loss caused to the society resulting from the improper traffic management on the highway could be minimised to a greater extent by following the suggestions made in the next section of the study. Table 23 Annual Economic Cost of Road Accidents in the Ahmedabad- Vadodara Section of NH-8
Type of Total number Average Cost per Total cost per
number per Total cost (Rs.) accident (1990-99) head (Rs.) head (Rs.)* annum
Note: Figures in parentheses indicate percentages. * Computed by inflating cost per head @ 5% per annum for a period of 16 years. Source: Compiled from the records of Police Stations along the stretch of NH-8 studied and K.C. Nayak et al. (1986). 5.4Environmental Pollution Air pollution from transportation is one of the major factors causing environmental deterioration. When there is traffic jam, vehicles waste fuel through idling or repeated start/stop of engine. Table 24 indicates the gravity of air pollution caused by traffic on nh-8 during traffic jams. The annual total emission on this stretch due to jams only, varies from 3279 to 29513 kg carbon monoxide, 1122 to 10095 kg hydrocarbon, 14120 to 14060 kg nitrogen oxide 35 and 267 to 2400 kg sulphur dioxide. Air pollution has a significant impact on drivers, passengers and the population living near by. Table 24 Annual Emission (kg) from Different Categories of Vehicles During Traffic Jams in the Ahmedabad- Vadodara Section of NH-8 Scenario-I Scenario-II Type of emission (Jam duration - 40 minutes) (Jam duration -120 minutes) Petrol Diesel Total Petrol Diesel Total
Source: Emission factors for calculating total emission for diesel and petrol were taken from Henry C. Perkins (1974) Air Pollution, pp. 58-59. 6.0RECOMMENDATIONS FOR SMOOTH TRAFFIC FLOW It is impossible to totally prevent accident and inconvenience on national highways. However, proper planning and management could reduce the accidents and other hindrances to smooth traffic flow. One possible approach can be the adoption of three Es, i.e., engineering measures, educational measures and enforcement measures (Table 25). 6.1Educational Measures Road users and common men are required to be made aware of the basic rules of the roads. Through various communication measures such as exhibition, posters, lectures and advertisement through radio, TV and Newspaper a common sense regarding traffic norms is to be instilled in the public. Government, schools and voluntary organisations can implement this communication strategy. These measures have also been supported by Seth (1982). However, it has been observed in the survey that no serious attention is paid to this aspect. Although some organisations, particularly traffic police, do conduct some lectures from time to time, the overall efforts seem to be quite inadequate in relation to the gravity of the problem. The role of NGOs can be of vital significance in this context. 36
Table 25 Major Constituents of Traffic Management
Education Enforcement Engineering
Police/RTO/NGO Police/RTO SIAM
Exhibition Posters On the spot fine Vehicle design
School visits Detention PWD TV, Radio and Newspaper Cancellation of license Mettalling of roads
advertisement Strict implementation of Painting of roads
Signs and hoarding on the roads Revised Curriculum rules
Preventive maintenance of roads
Forest Department
Cutting of unwanted trees The basic reasons cited for the above situation are lack of finance, manpower and co-ordination among the concerned organisations. 6.2Enforcement Enforcement of traffic regulations is exercised by Police and RTO staff. Fear of fine, vehicle detention and cancellation of driving license force the drivers to strictly follow the traffic rules and regulation. However, lack of essential instruments and coordination and due to corruption in the concerned organisations, road users hardly hesitate to flout the rules. 6.3Engineering Good construction and preventive maintenance facilitates better traffic management. This study is focussed on the role of maintenance. Timely repair of the road, putting signboards wherever required, removing billboards that distract and pruning trees along the highway are the major constituents of this part. Officials of PWD are of the opinion that as per the design of road there has not been any significant problem in the Ahmedabad-Vadodara section of NH-8 for about last ten years. The problem on the said stretch is basically due to the high intensity of traffic which has been discussed earlier at length. There is enough scope to use bypass loops of highway between Ahmedabad and Vadodara for better traffic management (Annexure-2, also see Annexures 3 & 4). There are two bypass loops: one from Vadodara to Bhumai via Gotri, 37 Umeta, Anklav, Napad, Navli, Anand, Lambhvel and two from Bhumel to Gita Mandir, Ahmedabad via Nadiad and Mahemdabad. These sub routes fall under the jurisdiction of State Highway. As per the opinions of drivers of all categories of vehicles and feed back from the concerned authorities for traffic management on NH-8 between Ahmedabad and Vadodara, these bypass loops if maintained properly can help significantly in reducing the intensity of vehicles on NH-8, which in turn could facilitate the smooth traffic flow on NH- 8. Bypass loops management between Ahmedabad and Vadodara can help not only in reducing the obstructions on the road but also in minimizing the time taken to cover the distance of the whole section by maintaining proper speed on the national highway. Global Positioning System (GPS) in strategic locations along with real time Geographical Information System (GIS) can be used for smooth traffic flow in bypass loops and highway. Additionally, increasing frequency of passenger and goods trains, between Ahmedabad and Vadodara can significantly reduce the traffic intensity on NH- 8. In addition to the factors such as engineering, enforcement and education there is a need for commitment at the government level to improve traffic management. The commitment can be better observed through the provision of a nodal agency with adequate financial and other resources for effective traffic management. The nodal agency shall take care of all aspects related to traffic management on NH-8. Keeping the above issues in mind, the following recommendations are made for smooth operation of traffic on the Ahmedabad-Vadodara section of NH-8. (1)Installation of quick communication facilities (to attend to emergencies), equipping traffic police with high capacity cranes, mobile vans and ensuring quick availability of breakdown maintenance services. (2)To stop the driving in drunken state Alcohol Breath Analyser must be provided to the Traffic Police in sufficient number. (3)Traffic Police must be well equipped with advance communication system and powerful and well maintained vehicles to stop the practice of wrong overtaking and unsafe driving practice. 38 (4)Installation of high-speed detection system at appropriate points. (5)Availability of mobile medical facility for random checking of drivers physical fitness. (6)Training of drivers for adequate reading and writing abilities in Hindi and English, besides developing driving skill. Also, drivers of trucks or luxury busses should be trained about the effect of alcohol and other safety aspects. Level of alcoholism can be reduced if the drivers are educated (at least up to SSC) and made responsible by training and better service conditions comparable to other modes of transport (Railways, Airways, Seaways, etc.). Recording and maintaining sound database and analysing it in the light of traffic problems and their solutions on NH-8.4 (7)To provide space for breakdown vehicles well design shoulders on the side of pavement may considerably reduce traffic-jam. Shoulders should be able to take the load of loaded truck during extreme wet conditions (immediately after heavy rainfall). (8)RTO checking requires a detailed study to minimize traffic jam. (9)Overtaking should not be allowed on two-lane roads. For four-lane roads, the lane near the centre be kept for fast vehicles and edge lane for slow vehicles. (10)Providing emergency light in the night and timely provision of breakdown service to the vehicles on the road or to prevent bonfire, drivers should have high power battery for illumination during vehicle breakdown during night. This has to be ensured by law (Motor Vehicle Act). (11)Strict checking of fitness certificates, vehicle loading, pollution characteristics and maintenance requirements. (12)Monitoring of headlamp condition and dipper use in the night. (13)Development and implementation of lighting standard for vehicles in the country. (14)Thorough checking of road signs across the entire section of highway. Checking should be done keeping in mind the appropriate distance before the occurrence of the condition (e.g. road curve, crossing, etc.), size of 39 the letter, language of the sign, obstruction to visibility due to growth of trees and installation of bill boards, etc. (15)Converting the entire stretch between Ahmedabad and Vadodara into four-lanes. (16)Creating two separate lanes for high speed and low speed vehicles. (17)Erecting fences at appropriate place to avoid entry of stray animals and making lighting arrangement along the national highway at accident- prone zones. (18)Better traffic control in major crossings through circular islands, traffic lights, etc. (19)Preventive maintenance of roads. (20)Maintaining a uniform road width and strengthening side lanes. (21)Regular pruning of the trees near road soldier, (e.g. between Vasad petrol pump and Kanjari crossing). (22)The police and RTO should play the role of facilitating better traffic flow and not be a hindrance to it. While checking they should not harass the drivers. (23)The various documents to be checked from the truck/bus drivers must be made public and standard procedure must be adopted to avoid harassing. (24)Medical attention should be given to accident victims at the earliest. This can be achieved if persons are suitably rewarded by the Government instead of harassment by the police. (25)Improving the credibility of RTO and traffic police; reduction of excessive checking and policing; and taking stern steps against officials found involved in any illegal activities. (26)Checking of the vehicles by RTO/ Police should be done at some specific points mainly constructed for this purpose. It would be better if these points be located at the entry or exit of a city with separate space for this purpose adjacent to the NH-8. (27)Charges for golden permit scheme should be reduced and the procedures for obtaining it needs simplification. 40 (28)Imposing heavy punishment for the violation of traffic rules; especially by LMV drivers. (29)Construction of large parking places with associated facilities (dhabas, hotels and garages, etc.) at about 30 kms away from Ahmedabad and Vadodara cities is required. (30)Parking place between Swaminarayan Temple and Ravendas Petrol Pump at Vasad is recommended as it has been observed quite necessary in the report of Vasad Police Station also. (31)Construction of truck lay bay on both sides of NH-8 near Bal Amul- towards canal, while going to Vadodara, is required as truck drivers usually stop there to clean the trucks and to take bath. (32)Removal of encroachments and mandatory provision of pucca parking facility near dhabas, hotels and garages. (33)Traffic Police should be fully empowered to check illegal and unethical practices along the high way and to fine on the spot. (34)High degree of co-ordination between all the agencies engaged in traffic management particularly, Traffic Police, PWD, RTO and Forest Department is urgently needed. (35)Construction of bumps (speed breakers) on the link roads just few metres before they join the NH-8. (36)Construction of flyovers at major junctions and better traffic control. (37)Undertaking regular surveys and studies aimed at improving the traffic management. (38)Communicating safe driving practices and importance of respecting traffic rules to all sections of societies. Some steps will not require large investments and thus can be the immediate target of attention. In the next stage, steps such as identified in (1) and (2) may be taken up. Finally, focus of action should be on items of high investment like (15), (16), (29) and (30). The short and long-term measures for better traffic management considering the nature of investment are suggested in Table 26. 41 Table 26 Traffic Management Measures (Short and Long-Term) Measures Low cost High cost
1. Traffic regulation 1. Truck parking complex 2. Road signs 2. Wayside facilities and amenities 3. Pavement marking 3. Foot paths 4. Publicity campaign 4. Cycle tracks 5. Intersection improvements 5. Side shoulders 6. Ambulance/medical facilities 6. Over speed detection system Short- 7. Removal of encroachment from 7. Increasing the frequency of term road
side intercity passenger and goods
8. Provision of break-down service to trains
drivers 8. Provision of bypass loops 9. Better coordination among various 9. Highway telephone system agencies 10. GPS based information
10. Bumps on link roads before meeting management system highway
1. Education 1. Grade separator 2. Vehicle design and R&D 2. Widening of roads 3. Seminar/workshop 3. Privatisation of highways 4. Training 4. Traffic separation Long- term 5. Authorizing issue of fitness certificate 5. Large parking space
by recognised institutions 6. Development of the policies and standards 7. Regular studies and surveys
7.0CONCLUDING REMARKS The Ahmedabad-Vadodara section of NH-8 is one of the busiest roads in the country. Over the years, the traffic intensity has increased manifold without corresponding improvements in the infrastructure facilities in the highway. Thus, the average time spent by the vehicles to cross the above stretch of 110 kms has gone up to anywhere between 3 to 5 hours. This has led to 42 consequential losses due to low effective use of fleet and driver, increase in passenger commuting time and transit time for goods, additional fuel consumption, increase in pollution and rise in number of accidents. Some of the major factors that contribute to the traffic problem in the Ahmedabad-Vadodara section of NH-8 have been identified as: narrow bridge on the Vatrak River, non-existence of road dividers and four-lanes throughout, encroachment by garages, restaurants and hotels and unavailability of pucca parking places in front of these establishments, unavailability of dedicated parking places within close proximity of the city, poor breakdown maintenance service, and hostile attitude and unethical practices of traffic police and road transport officials. Financial constraint is one of the major problems for better traffic management. To solve this problem a proper policy needs to be devised in such a way that instead of wastage of fuel and manpower during traffic jams road users could be provided trouble free highway and at the same time there may not be additional financial burden on the Government. Towards this end, some additional tax may be imposed on road users, which could be almost equal to the estimated amount of fuel and manpower wastage realized while stranded in the traffic jams. As discussed in the earlier section, actions requiring low capital investment such as clearance of roadside encroachments and improving the credibility and friendliness of RTO and traffic police should be taken up immediately. In the next stage, large capital-intensive solutions like constructing bridges and providing four-lanes with road dividers along the entire section of the highway may be taken up. Traffic management is an inter-disciplinary area that requires expertise from many fields like engineering, law, social sciences (psychology, humanities, etc.), economics, ethics and management. Thus, a nodal agency with power to enforce traffic laws, traffic planning, design and operation could lead to better traffic management. There is a need to undertake a comprehensive long-term road safety programme at a national level to tackle road accidents on a war footing. 43 Endnotes 1.The authors are respectively Associate Professor (email: hari@fac.irm.ernet.in) and Research Associate (RBI Endowment Unit, email: rsp@fac.irm.ernet.in), Institute of Rural Management, Anand-388001, Gujarat, India. 2.The term refers to building of four-lane roads. It is frequently used in the official records of the government and in discussions with the staff. 3.Two articles were found to be relevant to this area, but have not been cited. These include Jayaram Anup (1998) and UNI (1996). 4.Suggestions made at numbers 6, 22 and 33 are similar to the suggestions made in the report of the Vasad Police Station (1998). Acknowledgement The study benefited substantially from the comments of Dr. V. Kurien, Chairman, IRMA, during the discussion on an earlier version of this paper. We are extremely grateful for his contribution. We thank Prof. Katar Singh, Director, IRMA who continuously encouraged us and provided a number of useful suggestions to improve the study. The authors gratefully acknowledge the support extended by the District Collector, Anand, and the officials of the State Transport Roadways, Police Department, Traffic Police, Highway Division of the Public Works Department (PWD), SOCLEEN (NGO) and Private Truck Unions during the collection of data for the study. We thank the drivers of heavy vehicles who spent their valuable time in answering our numerous queries. The authors specially thank, Shri Keshav Kumar, Senior Superintendent of Police, and the staff of the Police Stations situated along the NH-8, who provided access to all required data for the study. Suggestions and comments made by the participants of the workshop held at IRMA (on 28th December 2001) to share the findings of the study are duly acknowledged. Mr. Prabhat Desai helped in collecting the data for the study and we thankfully acknowledge his help. Authors also gratefully acknowledge the comments of two anonymous referees that led to further improvement of the paper. 44 References Birla Economic Research Foundation (1993) Roads and Road Transport Problems and Prospects. New Delhi: Radiant Publishers. Centre for Monitoring Indian Economy (CMIE) (1999) Infrastructure. Mumbai: CMIE Pvt Ltd., December, p. 119. _________ (1993) Basic Statistics Relating to Indian Economy. Mumbai: CMIE Pvt Ltd., August, Table 5.7. Government of Gujarat (2000) Socio Economic Review. Gandhinagar, Directorate of Economics and Statistics, Gandhinagar: Gujarat. _________ (1992) Report of the Committee for Prevention of Road Accidents. State Traffic Branch (STB), Ahmedabad, Gujarat. _________ (1996-97) Motorvan Khatu: Varshik Vahivati Ahewal (Report in Gujarati). Ahmedabad, Gujarat. Jayaram, Anup (1998) Clearing Some of the Road blocks, Business World, 17(22). Mahalingam, Sudha (1991) Maintenance of Highways: An Evaluation, Economic and Political Weekly, 26(49), pp. 2821-2826. Nayak, K.C., J.D. Shah, H.K.Bhatt and H.J.Shah (1986) Economic Cost of Road Accidents in Gujarat State, International Seminar on Road Safety: Proceedings of the Seminar held at Srinagar, September 17-18. New Delhi: Indian Road Congress. Perkins, Henry C. (1974) Air Pollution. New York: McGraw-Hill Book Company, pp. 58-59. Rao, P.C. (1999) Truck Accidents in India, Road Safety Digest, 9(3), pp. 1-7. Rowley, Anthony, Suhaini Aznam, Paul Handley and Hamish McDonald (1993) Heart of Darkness, Far Eastern Economic Review, 156(4), 28 January, pp. 44-49. Seth, S.C. (1982) Transport Management: Societal Considerations of Future Policy Thrust, Indian Management, 21(3), pp. 3-8. 45 Society of India Automobile Manufactures (SIAM) (http://siamindia.com.page/ safety1.html, 21/12/01). UNI Economic Service (1996) Transport and Shipping: National Highways Get Due Attention, 18(31), July 31. Vasad Police Station (1998) Suggestions to Reduce the Accidents on National Highway-8, (Report in Gujarati), September, Anand, Gujarat. 46
Annexure 1 Factors Hindering Smooth Traffic Flow Factors Hindering Smooth Traffic Flow Accident/ Harassing Poor Driving Narrow Bridge Other Break- Attitude of RTOs Practices of on the River Factors down & Traffic Police LMV Drivers Vatrak
Factors Factors Factors 1. Unavailability of large parking Related to Related to
Related to places near city Drivers Vehicles Road 2. Encroachment by garages etc. and
unavailability of pucca parking
space
3. Nexus between dhaba owners and
Condition & Design
truck drivers for illegal practices
of Vehicles
4. Unethical practices
5. Check-post and octroi
1. Drowsiness 1. Sudden appearance of sharp curve
2. Wrong overtaking 2. Absence of four-lane with road divider
3. Driving under alcohol 3. Segregation of slow & fast moving traffic &
4. Fatigue and physical fitness
keeping the stray animals out of the road
5. Untrained Drivers 4. Design of junctions/intersections & traffic signs
6. Unprofessional breakdown 5. Maintenance of road surface
maintenance by the truck 6. Road width and paving drivers 7. Improper pruning of roadside trees