Road Safety Assessment for MumbaiAnirudh Tagat, Consultant, EMBARQ India

Road Safety Assessment for

Mumbai

Key Findings

CONNECTKaro Session 3B – 16th April, 2013

All Tables, Charts: Mumbai Traffic Police, Traffic Training

Institute, Byculla

Two main reports used:

a) Yearly Accident Review (2008-2012)

b) Annual report generated by Mumbai Traffic Police(19-

page, 7-page)[2008-2012]

Passenger Kilometres Travelled [PKT] (CTS, MMRDA)

for representing traffic volumes in Mumbai

Methodology: Data Sources

Trends in fatalities and serious injuries (2008-12)

Data shows a reduction of 13% in total fatalities in Mumbai for 2012 in comparison with 2011

Serious injuries, however, have increased by 2% in the same period.

Past three years show a general decline in fatalities

Trends in fatalities and serious injuries for 2011-

2012

Occupant Fatalities (Averaged) by Mode of

Transport (2008-12)

58%28%

6%

3%3% 2%

Pedestrians

Motorcycle (Rider &

Pillion)

Others

Auto-rickshaw

Cars

Cyclists

Where do most fatal accidents take place?(2008-12)

Dotted line represents Mumbai

average of 31 fatalities

123

8884 82

73 73 71 70 68

6054

48

41 3933

10

0

20

40

60

80

100

120

140

Police Stations

Tota

l Fa

talitie

s (2

008

-2012)

Vikroli

Goregaon (E)

Vile Parle

Nehru Nagar

Trombay

Dahisar

Kherwadi

Kasturba Marg

Deonar

Mankhurd

Sewree

Dadar

Ghatkopar

BKC

Byculla

Cuff Parade

Two-wheeler fatalities Traffic Police Division-wise

(2009-12)

Note: 2008 data

was unavailable

37 37 4150

44

12 1110

1919

Trombay Vikhroli Vakola Goregaon Borivali

Rider Pillion

Serious Injuries [Involvement] (2008-12)

0

100

200

300

400

500

600

700

800

2008 2009 2010 2011 2012

Car

Motorized Two-wheeler

Auto-

rickshaw

Bus

Tempo

Taxi

Truck

Others

0

20

40

60

80

100

120

140

160

2008 2009 2010 2011 2012

Motorized

Two-

wheeler

Car

Truck

Bus

Tempo

Auto-rickshaw

Taxi

Others

Fatalities [Involvement] (2008-12)

Passenger-Kilometres Travelled indicates the total distance

covered by each mode of transport with reference to number

of passengers (public transport carries large number of

people over long distances, hence will have high PKT).

Greater representativeness in safety assessment of various

modes

Since PKT data for 2012 was not available, 2008 data is

used for analysis (see following figures)

Rationale behind using Passenger Kilometres

Travelled (PKT) data

PKT and Serious Injuries (Causing) – 2012

Auto-

rickshaw

(0.012)

Taxi (0.021)

Car (0.018)

Bus (0.002)

Motorized

Two-wheeler

(0.03)

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

0% 10% 20% 30% 40% 50%

Sh

are

in

To

tal Se

rio

us

Inju

rie

s (2

01

2)

Share in PKT (2008)

45° line, Share in PKT = Share in Serious Injuries

PKT and Fatalities (Causing) – 2012

Auto-

rickshaw

(0.002)

Taxi (0.005)

Car (0.003)

Bus (0.001)

Motorized

Two-wheeler

(0.0067)

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

0% 10% 20% 30% 40% 50%

Sh

are

in

To

tal Fa

talitie

s (2

01

2)

Share in PKT (2008)

45° line, Share in PKT = Share in

Fatalities

Auto-rickshaws shown to contribute less towards

fatalities, but have greater share in serious injuries.

Cars and motorcycles appear to be the least safe modes (on

the basis of accident data) of passenger transport.

Rapid growth of private motor vehicles appears to be a

causal factor

Fatalities and Serious Injuries Findings

PKT and Occupant Fatalities (At Time of Accident) –

2012

Auto-

rickshaw

(0.001)Taxi

(0.0005) Car (0.0006)Bus (0)

Motorized

Two-wheelers

(0.021)

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

100.00

0% 10% 20% 30% 40% 50%

Sh

are

in

Oc

cu

pa

nt

Fa

talitie

s (2

01

2)

Share in PKT (2008)

45° line, Share in PKT =

Share in Occupant

Fatalities

Auto-rickshaws appear to be a safer mode of transport compared to others, but less safer than taxis or cars, on the basis of accident data.

Motorcycle users continue to be the most vulnerable road users (along with pedestrians and cyclists)

No bus occupant fatalities were recorded for 2012

Occupant Fatality Findings

ModeFatalities

(2012)Normalized Share (%)

Auto-rickshaws 8 4.79

Buses 0 0.00

Taxis 1 0.60

Motorized Two-wheelers 150 89.82

Cars 8 4.79

1. Better Accident Reporting

2. Safe Road Design

3. Monitoring Vehicular Population

4. Regulating flow of heavy commercial vehicles in urban areas

5. Improving Vehicle Design and Maintenance

6. Driver Training and Welfare

7. E-enforcement

7-Point Agenda for Road Safety

Accident Data forms can help save time and improve data

collection procedure. Domestic and international data

systems can be used as a case study.

On-site data collection with a team of road safety experts for

appropriate road safety data.

The FIR filed on-site should cover all details necessary for

road safety assessment.

Recommendations for Data Collection and

Management

Stakeholder workshop facilitated by Mumbai Traffic Police, EMBARQ India and MTSU

Sharing of findings from Safety Assessment of Mumbai

Discussion of United Nations Decade of Action for Road Safety (2011-20) commitments

Activities initiated by the Traffic Police Department

Road Safety Workshop