Internship Report

January 2021

Pedestrian Safety in Indian Roads

by
Ananya Mohanty
5th Semester (B. Tech)
Department of Civil Engineering
College of Engineering and Technology, Bhubaneswar

Under the Guidance of

Dr. Partha Pratim Dey
Assistant Professor
School of Infrastructure
Indian Institute of Technology, Bhubaneswar

SCHOOL OF INFRASTRUCTURE
INDIAN INSTITUTE OF TECHNOLOGY, BHUBANESWAR
 ACKNOWLEDGEMENT
I express my deepest sense of reverence, gratitude and indebtedness to
Dr.Partha Pratim Dey, Assistant Professor, School of Infrastructure, Indian Institute
of Technology, Bhubaneswar. Without his valuable guidance, stimulating criticism,
encouragement, constructive suggestions and sympathetic attitude, the present
study would not have seen the light of this day.

I further acknowledge my gratitude towards Academic Section, Indian

Institute of Technology, Bhubaneswar for giving me this internship opportunity in
the situation of COVID-19 pandemic.

I express my sincere thanks to my parents for their constructive suggestions

to bring about improvements in the quality of this report.

Ananya Mohanty
 ABSTRACT
Pedestrians are the most vulnerable road users. Most of the
developments in transportation sector are directed towards
improvement of vehicular traffic. Pedestrians are often neglected during
planning and design of transportation systems. Around 6,50,000
pedestrians were killed in 2019 on a worldwide scale, out of which
90,000 deaths were recorded in India. With increase in number of road
accidents and fatalities, it is important to ensure safety of pedestrian on
roads. Thus improvement of pedestrian facilities has assumed great
significance. Facilities for pedestrians can be crosswalks, footpaths,
ramps, foot-over bridges, escalators. To provide these facilities, it is
important to study pedestrian characteristics and understand the
problems faced by pedestrians. Recent development in traffic control
devices, geometric design features and technology can improve safety of
pedestrians.

In the project discussed, “Pedestrian Safety in Indian Roads”, we

look into various problems faced by pedestrians. After detailed study we
learn about different factors affecting demand of pedestrian facilities,
guidelines provided by IRC for Pedestrian level of service and
pedestrian behavior. The condition of pedestrian facilities available in
Bhubaneswar is reviewed. We also discuss provisions taken by
Government of India and further improvements that can be done to
enhance the safety of pedestrians.

Keywords: Pedestrian Facility, Transportation, Pedestrian Safety, IRC,

Bhubaneswar, Pedestrian Level of Service.
 CONTENTS
Sl.No TOPIC Page No.

Acknowledgement
Abstract

1. Introduction 1
1.1 Pedestrian Accidents 1
1.1.1 Global Scenario 1
1.1.2 Indian Scenario 1
1.2 Pedestrian Problems 1
1.3 Objective 2
2 Review Of Literature 3
3 Enhancing pedestrian Safety 5
4 Pedestrian Safety In Bhubaneswar 7
(A Case Study)
4.1 Smart City Mission-Bhubaneswar 7
4.2 Present Scenario 8
4.3 Requirements 10
5 Conclusion 11

Bibliography
 INTRODUCTION
A pedestrian is a person walking on foot. Every person is a pedestrian at some stage of
his travel. The explosive increase in vehicular traffic has made pedestrians the most vulnerable
road users. Hence ensuring pedestrian safety is of utmost importance. Developed countries have
made huge development by making cities pedestrian friendly, to motivate the citizens to walk for
short trips. In order to encourage the use of non–motorized modes of transportation, designers
and planners have to provide structures which are more suitable for pedestrians and minimize
conflicts with vehicular traffic.

1.1 Pedestrian Accidents

1.1.1 Global Scenario
Road traffic injuries have been found to occur more often in the
developing nations than the developed nations. The Global Status Report on Road
Safety 2018 indicates that 1.35 million road traffic deaths occur every year and more
than 50% of all road traffic deaths are among vulnerable road users. It was stated
that the highest road traffic fatalities are observed in low-income countries. With an
average rate of 27.5 deaths per 1,00,000 population, the risk of a road traffic death is
more than three times higher in low-income countries than in high-income countries
where the average rate is 8.3 deaths per 1,00,000 population. In addition, over a one-
third of road traffic deaths in low and middle-income countries were among
pedestrians and cyclists.

1.1.2 Indian Scenario

Similarly, in India, the present rate of pedestrian fatalities is about 10%.
According to official statistics, 1,54,732 persons were killed and 2,82,664 were
injured in road traffic crashes in India in the year 2019. However these statistics
cannot be assumed to be accurate because most of the accidents are reported to the
authorities.

1.2 Pedestrian Problems

Pedestrian accidents occur mostly at crosswalks or between intersections.
Darting (sudden appearance of a pedestrian from behind a sight obstruction) and
Dashing (running pedestrian) can also be considered as common reasons of crashes.
A major reason of most road accidents is Intoxication and drug effects. Effects of
alcohol and drugs can impair the behavior of road users (pedestrians or motorists) to
the extent that they can cause fatal accidents.
With high rate of motorization and construction of flyovers, transportation is
focused on vehicular traffic resulting in mixed traffic condition. Pedestrian facilities
are provided in major locations of big cities only. The provided facilities are not

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 maintained properly and hence not used optimally. Thus pedestrians are forced to
use the carriage way designed and planned for vehicular traffic. Mixed traffic
condition and absence of well designed pedestrian facilities like footpaths and
crosswalks are a major reason of such high fatality rate.
1.3 Objective
 To determine the traffic volume data and pedestrian accident data and enlighten
the various reasons for the cause of pedestrian accidents.
 To study the needs & facilities provided for pedestrian movement is sufficient or
not.
 To analyze and identify data to suggest best practices to improve the pedestrian
safety under suggested guidelines and standards

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 REVIEW OF LITERATURE
Najamuddin and Parida (2004) from their study claimed that pedestrians are the main
victim of fatal accidents. Nearly 90 % of the total fatalities in our country occur on rural roads
while only 10 percent occur on urban roads. Traditional planning is greatly biased to the
motorized modes of transport. The problem had always been realized but efforts are mostly
negligent. Therefore, the researchers suggested the need to address it within an integrated system
of roads, road users and vehicles. The researchers also claim that Pedestrian traffic safety needs
to be addressed within an integrated system of roads, road users and vehicles.

Charles (2010) claimed that as automobile transportation continues to increase around the
world, bicyclists, pedestrians, and motorcyclists, also known as Vulnerable Road Users (VRU),
will become more susceptible to traffic crashes, especially in countries where traffic laws are
poorly enforced. Several countries, however, are employing innovative strategies to ensure that
road users can more safely navigate the urban landscape. The research addressed the potential
countermeasures and strategies for improving pedestrian safety from an international
perspective.

Anthaput and Got (2012) acclaimed that in the age of rapid motorization, the pedestrian
has been left far behind. Huge investments are directed towards building infrastructure for
motorized modes, while little or no planning is provided to non-motorized modes of travel such
as walking and cycling, which have been the traditional modes of travel. Increased urban sprawl,
improved economic conditions and neglect of pedestrian facilities have all led to increase in the
number of motorized vehicles, which have resulted in our cities with high levels of pollution,
congestion, road accidents, social inequality, poor mobility, and deterioration of quality of life.
Asian cities are set to explode with over 55% of population projected to live in them by 2030.
This poses a huge challenge to the concept of sustainability and livability

Rankavat and Tiwari (2013) estimated 8503 fatalities in road traffic crashes were
recorded in Delhi from 2006-2009, with 51 percent of pedestrians’ deaths. It was also revealed
that the pedestrian fatalities at arterial road intersections in Delhi involving cars and buses were
27 percent and 14 percent respectively

Naqvi and Tiwari (2016) showed that six-lane NH had four times higher fatal crashes per
km per year than two-lane NH. It was also revealed that probability of occurrence of such fatal
pedestrian crashes were twice on four-lane NH and approximately one and half times on six-lane
NH as compared to two-lane NH. Pedestrian facilities combined with speed calming at pedes-
trian crash prone location(s) on undivided as well as divided highways are to be incorporated in
design for two-lane highways and at the time of up gradation of two-lane highways to four-lane
or six-lane highways.

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 Dass, Singhal and Aggarwal (2017) found that the most critical factors responsible for
pedestrian safety were found out by doing an extensive literature survey and also methods were
devised which would provide solution for the same.

Kumar, Nandini and Saranya (2018) found that 22.6 percent of pedestrians observed
performed a distracting activity while crossing. Most of the pedestrians crossed the road by
hesitating (32.1percent) and by running (28.2percent). Pedestrians with technological and social
distractions were more prone for road traffic injuries (χ 2 = 31.59, df = 4, p = 0.001). they
suggested that There is a need to implement pedestrian safety rules and to provide facilities for
pedestrians in the infrastructure of roads in India and effective interventions to protect pe-
destrians

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 ENHANCING PEDESTRIAN SAFETY
A major cause of road traffic accidents is the mixed traffic conditions. Due to lack of
adequate facilities, pedestrians are forced to use the roads designed and constructed for vehicular
traffic. Pedestrians facilities are the spaces in the transportation system that are designed for the
purpose of reducing pedestrian vehicle conflict to the minimum. They are critical element in
producing a pedestrian friendly environment. Thus pedestrian safety can be enhanced by
providing adequate pedestrian facilities

1. Using Foot-over bridge / subway

Foot-over bridges and subways segregate pedestrian traffic and vehicular traffic
especially across the carriageway. But these facilities are not effectively used by
pedestrians due to various reasons like increasing travel time, unsafe during non-peak
hours, poor lighting, and health reason of elderly user. These can be improved by
providing proper lighting, ramp and escalator facility for elderly and handicapped,
providing sufficient width of stairs for free movement avoiding congestion.

2. Sidewalks / Footpaths
IRC Guidelines for Pedestrian Facilities states that footpaths should be provided
on both side of roads with raised kerbs and guard rails to separate it from the
carriageway. These guidelines are not followed in many regions. The NHs and SHs
running through settlements are not provided with sidewalks particularly in rural areas.
This increases the risk of fatal road accidents. Sidewalks are provided in urban areas. It is
often seen that they are used for other purposes like parking of vehicles or encroached by
street vendors, but are fully available for pedestrian.
This issue can be resolved by constructing a well connected network of footpaths
and creating separate vending zones. Planning and construction bypasses can change the
route of NHs and SHs that otherwise pass through settlements.

3. Enforcing laws
Behavior of drivers is an important aspect. By enacting and enforcing laws for
speed limits, drunk – driving, use of helmet and seat belts for vehicle drivers and
passengers can reduce the risk of road crashes.

4. Improved lighting and signaling

Timed traffic lights are introduced in many cities but they are not maintained
properly. Also drivers are seen jumping the signals. Maintenance of traffic lights,
inclusion of pedestrian signal in traffic lights, introduction of pelican signals can be
effective.

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5. Pavement marking –
The markings on carriageway are lane lines, centre lines, zebra crossing, kerb
lines, etc. to guide the vehicular traffic. Over time and use, these marking fade away. It is
necessary to restore the marking at regular interval for smooth flow of traffic. Reflectors
can be used along the lane lines and zebra crossing to enhance visibility in dark.

6. Self Protection by pedestrian

More than 15% pedestrian fatalities happened due to dashing, darting, to and fro
movement on crosswalks, poor visibility in dark. Pedestrian need to follow rules for safer
travel. Pedestrian can wear or carry light / reflective material when traveling in dark.
They should use footpaths, if footpaths are not provided; they should keep to left and be
alert. They should cross the road at zebra crossings only. They should be attentive while
on road and avoid use of any electronic device.

7. Pedestrian friendly vehicle –

Frontal protection system (FPS) in cars uses peripheral sensors in front part of the
car and uses infrared radiations for detection of possible accident and automatically apply
brakes.

The hoods of cars are made of deformable material at some places and airbags are
provided at the other places on the hood to prevent high impact collision of pedestrian
head with engine in case of a hit. Attempts are made to use softer material in bumper to
reduce the injuries to pedestrian limbs and body.

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 PEDESTRIAN SAFETY IN BHUBANESWAR
(A Case Study)
1. Smart City Mission – Bhubaneswar
Under the Smart City Mission, Bhubaneswar Smart City Limited has planned to
provide various facilities to the people of Bhubaneswar. Efficient urban mobility and public
transport is one of the essential features of the smart city mission. The following proposals
are presented to get efficient and safe transportation system in the city.

1.1 Pedestrian Friendly Pathways

Projects plans to transform total 80 km of roadways into complete streets by
allocating equitable space for all users. For differently abled persons, streets will
include slopes and ramps in, installation of auditory traffic signals, engraving on
surfaces at zebra crossings, Braille and tactile maps for bus transportation systems
and directional signs. Janpath road will be the first roadway that will undergo a
redesign into a pedestrian friendly roadway through road diets, no parking zones,
mid-block crosswalks every 250m, shade trees, etc. other redevelopment areas
include Railway Station Multimodal Hub, Lake Neutral, Satya Nagar Institutional
Core which provide pedestrian friendly pathways within the development.

1.2 Encouragement To Non-Motorized Transport

Projects under this proposal include:
a) BBSR Cycle Highway: this project will transform the unused right-of-way along
the railway tracks into a continuous cycle trail connecting BTCD. The Greenway
trail (east-west) in Lake Neutral will connect with the cycle highway thereby
creating a network.
b) Public Bicycle Sharing Pilot Scheme: On pilot basis with a network of multiple
docking stations and 500 bicycles is proposed to promote alternative mode of
travel.
c) Electric cycle-rickshaws: with dedicated routes, charging points and aggregation
service is also proposed as an eco-friendly solution.

1.3 Intelligent Traffic Management

Integrated City Operations and Management Centre get enhanced in BTCD by
having a dense network of sensors, cameras and other touch points. This will provide
traffic signaling with area-based traffic control; traffic network flow monitoring;
video analytics supported traffic violation detection and e- challan.

1.4 Non-Vehicle Streets/Zones

Permanent car-free zones are proposed within the 30-acre Lake Neutral and along
a 0.5km stretch near Bhawani Mall. On-street no-parking zones are designated within

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 the CBD along Janpath. Key redevelopment projects including the Railway Station
Multimodal Hub and Satya Nagar Institutional Core have designated non-vehicle zones.

1.5 Smart Parking

Smart Parking Management will have the following components:
1. Electronic parking systems for on-street parking and publicly owned parking lots.
2. Parking Guidance Mobile App: Integration of public and privately owned (publicly
accessible) parking availability on a common platform.
3. Mixed-Use Multi-Level Parking: facilities at proposed Railway Station Multimodal
Hub, Rajmahal MLCP, Satya Nagar MLCP in which commercial leasable space on
various floors will be juxtaposed to semi-automated parking facilities.

2. Present Scenario
2.1 A Transformed Rupali Square
The major problems at Rupali square were speeding at turns, wrong side driving due
to extra space, pedestrian walking longer distances to reach the other side, no waiting
space near crosswalks, overtaking due to increased road width
Geometrical correction measures were taken to overcome these problems. The
BUCK-WRI Indian team in coordination with the BDA, BMC created Traffic bulb outs,
pedestrian islands, footpaths. The crosswalks were marked properly. Traffic volunteers
and police were explained the thought behind short term improvement & required
enforcement for propose use of pedestrian facilities
As a result, Rupali square is safer than before. Consistent travel lanes are
maintained. Illegal parking and wrong side driving have minimized. Roads users get
better visibility at turnings. Pedestrians have got safe walking and waiting space and they
walk less distance to cross the carriageway.

Before After
Rupali Square, Bhubaneswar
Source: www.bhubaneswarbuzz.com

2.2. Foot-over Bridge at Jaydev Vihar near PAL Heights

The foot-over bridge near pal heights is the first of its kind in Bhubaneswar. It covers one
of the busiest roads in the city, i.e., the Jaydev vihar-nandankanan road. The foot over bridge has
wide stairs with regular breaks. It has elevators for traveler’s convenience and is well lit for night

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time use. The foot-over bridge is also equipped with drinking water supply and mobile phone
charging spots.

Footpaths and Foot over Bridge are constructed for pedestrian safety

2.3. Adaptive Traffic Signal Control (ATSC)

ATSC is implemented at more than 90% of the city. This AI technology was first adopted
along the KIIT – Jaydev Vihar route that often see traffic congestion. Later it was implemented
at other 50 intersections of the city. This system was supposed to reduce congestion by creating
smooth flow of vehicles. It was supposed to predict traffic volumes and adjust signal timings,
instead of maintaining a fixed waiting time. But over the period of time, the system has failed at
many places and keeps beeping the amber light all day. Traffic policemen and volunteers
struggle all day to maintain smooth traffic flow.

2.4. Pedestrian Friendly Pathways

Footpaths are constructed as per IRC Guidelines for Pedestrian Facilities but they are
provided only at prime locations. Footpaths in marketplaces are often used as parking space or
occupied by street vendor. At some places, important structures like electricity towers cover the
whole width of footpaths thus forcing pedestrian to join the vehicular traffic.

Footpaths are obstructed by essential structures and street vendors near CRP square

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2.5. Other measures taken
Laws regarding speeding, wrong-side driving, drunk-driving, use of helmet and seat
belts, under age driving are strictly enforced in the city. Efficient public transport, Mo Bus,
providing service in all routes within the city and nearby towns. A multi-level parking is built for
Nandankanan zoological park. 4 other multi-level parking in Nayapalli, Kharabela Nagar,
Saheed Nagar & Kalpana sqaure are under planning.

Multi-level Parking for Nandankanan Zoological Park

a
3. Requirements
Though the transportation system in view of pedestrian safety has improved a lot over the
past few years, it is not sufficient. People of Bhubaneswar still need the following development
to travel safely.

1. Pedestrian friendly pathway along the Janpath road.

2. Network of footpaths should be continuous and spread in all parts of the city
3. Separate parking zones / mixed-use multi-level parking near every busy market place and
tourist attraction centers.
4. Proper maintenance and use of ATSC
5. Strict enforcement of traffic rules
6. More Foot-over bridges across busy routes
7. Creating public awareness for proper utilization of pedestrian facilities already provided
8. Relocating street vendors from footpaths to vending zones.
9. Installation of PELICAN signals for pedestrians, and auditory signals for visually
impaired.

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 CONCLUSION

Walking is recommended for a healthy lifestyle. It is also considered to be clear example

of sustainable mode of transport especially suitable for urban use and/or relatively shorter
distances. Walking is one of the most important travel modes in every country but pedestrians
are always neglected in transportation planning and management. Pedestrian spaces are
becoming increasingly rare nowadays. The explosive increase in vehicular traffic has relegated
the pedestrian to subways and over bridges. A pedestrian is not taken into account in the
planning and design of traffic and transportation systems with the importance imparted to
vehicular modes of travel.

Nowadays, developed countries have made a massive development by making the cities,
pedestrian friendly to motivate the citizens to walk for short trips. Walking has become an
important mode of transportation that provides a better environment due to reduced pollution. In
order to encourage the use of non-motorized methods of transportation, designers and planners
have to provide with a structure which is more suitable for road users and minimize conflicts
with the vehicular traffic.

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 BIBLIOGRAPHY

1. Anthaput S.K. and Gota S. “Walk ability and pedestrian facilities in Asian
cities”, SAE Technical Paper 2012-01-0353, 2012
2. Charles V. Z. and Max B. (2010) “Pedestrian Crash Trends and Potential
Countermeasures from Around the World”
3. Dass, S., Aggarwal, P. and Singhal, D. “Pedestrian Safety on Indian Roads –
A Review of Recent Studies”, International Journal of Engineering
Technology Science and Research, 4(9), pp. 955-967,2017
4. IRC Guidelines for Pedestrian Facilities, 2012
5. Kumar, N.P., Nandini, C., Saranya, R. and Sridevi, N. H. “Impact of
Pedestrian Crossing Behavior at Intersections on Road Traffic Accidents in
Shivamogga”,Karnataka: an observational study. International Journal of
Community Medicine Journal of Community Medicine and Public Health,
5(6), 2018.
6. Najamuddin and Parida P. (2004) “Development of measures for pedestrian
safety on Indian roads”, Institute of town planning India, Vol. 4, pp. 43-46.
7. Naqvi, H.M. and Tiwari, G. “Risk factors for fatal pedestrian crashes on
national highways in India”, Transportation Research Board 95th Annual
Meeting, PaperNo.16, pp. 4612, 2016.
8. Rankavat, S. and Tiwari, G. “Pedestrian Accident Analysis in Delhi Using
GIS”, Journal of the Eastern Asia Society for Transportation Studies, 10, pp.
1446-1457, 2013.
9. WHO Global Status Report on Road Safety 2018

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