You are on page 1of 60

19

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

private)

Year


Five

Five

Five

Five

Five

No. yearly No. yearly No. yearly No. yearly No. yearly

('000) growth ('000) growth ('000) growth ('000) growth ('000) growth

(%)

(%)

(%)

(%)

(%)
1950-1 27.0

159.0

82.0

34.0

306.0


1955-6 41.0 51.9 203.0 27.7 119.0 45.1 47.0 38.2 426.0 39.2

1960-1 88.0 114.6 310.0 52.7 168.0 41.2 57.0 21.3 665.0 56.1

1965-6 226.0 156.8 456.0 47.1 259.0 54.2 73.0 28.1 1099.0 65.3

1970-1 576.0 154.9 682.0 49.6 343.0 32.4 94.0 28.8 1865.0 69.7

1975-6 1045.0 81.4 779.0 14.2 351.0 2.3 115.0 22.3 2669.0 43.1

1980-1 2599.0 148.7 1147.0 47.2 542.0 54.4 159.0 38.3 5336.0 99.9

1985-6 6207.0 138.8 1758.0 53.3 848.0 56.5 223.0 40.3 10490.0 96.6

1990-1 14047.0 126.3 3013.0 71.4 1411.0 66.4 333.0 49.3 21310.0 103.1

1995-6 23111.0 64.5 4189.0 39.0 1785.0 26.5 449.0 34.8 33558.0 57.5

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)

Type/
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 Total

year





Fatal
73 75 86 59 102 88 101 106 100 89 879
14.5 19.4 20.6 14.5 20.7 19.5 17.9 18.1 14 16.8 17.4



Serious
95 65 80 78 85 83 86 114 .88 65 839
18.9 16.8 19.5 19.2 17.3 18.4 15.3 19.5 12.3 12.3 16.6



Normal
335 246 245 269 305 280 377 366 527 378 3328
66.6 63.7 59.6 66.3 61.7 62.1 66.8 62.5 73.7 71.3 66



Total
503 386 411 406 492 451 564 586 715 530 5044
100 100 100 100 100 100 100 100 100 100 100


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.

January 7.36 5.18 7.54 6.90 7.52 7.98 11.17 8.19 6.71 9.81 7.93

February 7.16 6.48 11.19 3.69 8.94 8.20 7.62 8.19 6.43 12.08 8.01

March 7.55 11.66 7.54 5.67 5.08 11.09 9.40 8.02 5.03 7.55 7.69

April 7.95 9.07 8.27 7.88 10.98 7.54 7.45 8.02 8.95 11.13 8.74

May 8.55 9.07 8.03 7.88 7.72 11.09 8.33 9.73 7.13 11.32 8.84

June 18.09 9.59 9.73 7.64 7.93 7.54 9.40 7.00 6.99 9.06 9.20

July 8.75 9.84 9.98 8.37 8.33 8.20 6.74 7.51 11.89 7.74 8.78

August 9.34 8.81 9.00 11.33 9.35 6.65 7.62 8.19 9.23 10.00 8.92

September 5.96 5.70 6.08 9.61 7.52 5.10 7.80 10.07 11.75 7.55 7.99

October 7.16 6.99 7.79 11.08 10.16 10.20 6.91 7.51 8.81 11.32 8.76

November 5.77 5.18 8.27 8.37 7.32 5.54 6.91 7.51 9.09 2.45 6.72

December 6.36 12.44 6.57 11.58 9.15 10.86 10.64 10.07 7.97 0.00 8.41

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)

Month
Cate-
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 Avg.
gory




Fatal 8.22 9.33 5.81 6.78 7.84 5.68 7.92 8.49 5.00 5.62 7.05



January Serious 10.53 1.54 3.75 7.69 3.53 8.43 10.47 4.39 7.95 6.15 6.56




Normal 6.27 4.88 9.39 6.69 8.52 8.57 12.20 9.29 6.83 11.38 8.50




Fatal 6.85 6.67 5.81 6.78 10.78 9.09 9.90 4.72 10.00 13.48 8.53



February Serious 6.32 4.62 18.75 3.85 8.24 6.02 9.30 12.28 9.09 15.38 9.42




Normal 7.26 6.91 10.61 2.97 8.52 8.57 6.63 7.92 5.31 11.11 7.51




Fatal 10.96 5.33 11.63 6.78 3.92 10.23 13.86 11.32 5.00 6.74 8.65



March Serious 6.32 13.85 2.50 6.41 3.53 14.46 8.14 7.02 3.41 7.69 7.15




Normal 7.16 13.01 7.76 5.20 5.90 10.36 8.49 7.38 5.31 7.67 7.57




Fatal 12.33 8.00 8.14 5.08 14.71 10.23 6.93 5.66 12.00 8.99 9.33



April Serious 7.37 15.38 5.00 6.41 14.12 6.02 8.14 9.65 10.23 9.23 9.06




Normal 7.16 7.72 9.39 8.92 8.85 7.14 7.43 8.20 8.16 11.90 8.50




Fatal 8.22 12.00 9.30 10.17 5.88 10.23 8.91 10.38 3.00 12.36 8.87



May Serious 10.53 7.69 8.75 5.13 8.24 14.46 5.81 7.89 5.68 18.46 9.06




Normal 8.06 8.54 7.35 8.18 8.20 10.36 8.75 10.11 8.16 9.79 8.77




Fatal 12.33 12.00 11.63 11.86 4.90 9.09 8.91 7.55 11.00 6.74 9.33



June Serious 9.47 9.23 11.25 3.85 10.59 6.02 9.30 6.14 5.68 6.15 7.75




Normal 21.79 8.94 8.57 7.81 8.20 7.50 9.55 7.10 6.45 10.05 9.53




Fatal 9.59 12.00 10.47 5.08 8.82 3.41 5.94 9.43 11.00 7.87 8.42



July Serious 7.37 12.31 8.75 7.69 7.06 3.61 4.65 9.65 13.64 7.69 8.22




Normal 8.96 8.54 10.20 9.29 8.52 11.07 7.43 6.28 11.76 7.76 9.01




Fatal 10.96 6.67 6.98 16.95 5.88 6.82 10.89 10.38 9.00 11.24 9.33



August Serious 6.32 9.23 8.75 10.26 9.41 10.84 4.65 4.39 5.68 7.69 7.51




Normal 9.85 9.35 9.80 10.41 10.49 5.36 7.43 8.74 9.87 10.58 9.22




Fatal 8.22 5.33 5.81 5.08 10.78 3.41 9.90 7.55 16.00 6.74 8.19



September Serious 7.37 1.54 8.75 15.38 3.53 2.41 8.14 9.65 11.36 7.69 7.75




Normal 5.07 6.91 5.31 8.92 7.54 6.43 7.16 10.93 11.01 7.67 7.99




Fatal 8.22 6.67 5.81 6.78 10.78 20.45 4.95 10.38 5.00 16.85 9.67



October Serious 10.53 7.69 11.25 8.97 10.59 8.43 10.47 5.26 6.82 10.77 8.94




Normal 5.97 6.91 7.35 12.64 9.84 7.50 6.63 7.38 9.87 10.05 8.47




Fatal 1.37 6.67 8.14 11.86 8.82 5.68 3.96 5.66 5.00 3.37 5.92



November Serious 5.26 6.15 7.50 10.26 8.24 4.82 8.14 7.89 9.09 3.08 7.15




Normal 6.87 4.47 8.57 7.06 6.56 5.71 7.43 7.92 9.87 2.12 6.82




Fatal 2.74 9.33 10.47 6.78 6.86 5.68 7.92 8.49 8.00 0.00 6.71



December Serious 12.63 10.77 5.00 14.10 12.94 14.46 12.79 15.79 11.36 0.00 11.44




Normal 5.37 13.82 5.71 11.90 8.85 11.43 10.88 8.74 7.40 0.00 8.08


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)

Sahabodi (7 kms.) 139 266 140 525
Vatrak bridge (34.5 kms.) 84 301 69 702
Sixmile (49 kms.) 59 377 52 347

Vorivi Jn. (65.8 kms.) 42 744 49 134
Chikhodra (76 kms.) 52 404 57 374

PCU= Passenger Car Unit.

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

Light Very light Heavy Light

Very light

vehicles vehicles vehicles vehicles vehicles vehicles
No. of persons 1044 774 267 3132 2322 801

Avg. idling time (minutes) 40 40 40 120 120 120

Avg. No of jams/ year 72 72 72 72 72 72

Wage rate (Rs/ hour) 8.75 8.75 8.75 8.75 8.75 8.75

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






Fatal 879 (17.4) 87.9 101016 181829 15982769 (64.28)



Serious 839 (16.6) 83.9 47243 85037 7134604 (28.69)



Normal 3328 (66) 332.8 2911 5250 1747200 (7.30)



Total 5044 (100) 504.4 272116 24864472.73 (100)


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

Carbon monoxide 2895.02 384.26 3279.28 26055.00 3457.80 36071.36

Hydrocarbon 251.72 869.91 1121.63 2265.30 7829.10 12337.66

Nitrogen oxide 142.70 1419.62 1562.32 1284.30 12776.40 17185.34

Sulphur dioxide 10.49 256.17 266.66 94.50 2305.80 2933.62

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



47

Annexure 2
Bypass Loops in NH-8
Vadodara
Gotri
Umeta
Chhani Asodhar

Nandesari
Mahi bridge
Navli
Vasad
Umreth

Chikhodra
Napad
Bhalej

Anand


Bhumel
Samarkha
Lambhvel

Nadiad Narsanda
Crossing
Dabhan
Kheda
Vatrak bridge
Mehmedabad Haryala
Dholka
Bareja
Gita Mandir
Ahmedabad
48

Annexure 3
49

Annexure 4
Schematic Road Map of National Highway-8
between Ahmedabad and Vadodara
50
Convert Word to PDF

You might also like