TRAFFIC PROBLEM IN PUNE SUGGESTIONS

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PLEASE PREPARE A COMBINED SYNOPSIS OF THE SUMMARIES OF FOLLOWING STUDIES ON TRAFFIC ACCIDENTS IN PUNE INDIA AND THEIR REASONS ALONG WITH SUGGESTIONS FOR IMPROVEMENT: Road accidents in India are caused by a combination of factors involving both governmental lapses and civilian behavior. Key reasons identified include: Government and Traffic Police Force Contributions: Road Defects: Improperly constructed speed breakers and potholes are significant issues. Motorists often maneuver unpredictably to avoid these, leading to accidents, particularly affecting motorcyclists. Road Digging: Inadequate closure after road digging for utilities creates hazards such as crevices and uneven surfaces, contributing to accidents and traffic jams. Poor Lighting: Dimly lit roads reduce visibility, especially on highways, increasing the risk of accidents. Lack of Road Signs: Insufficient signage fails to alert drivers about turns, speed limits, and crossings, crucial for safe driving. Obstacles and Cross-Roads: Trees obstructing roads and poorly designed cross-roads pose dangers due to reduced visibility and abrupt intersections. Sidewalk Issues: Often unusable due to damage or encroachment, forcing pedestrians onto roads, which is hazardous. Dangerous Curves: Sharp turns in hilly areas cause vehicles, especially heavy ones, to overturn or skid, contributing to accidents. Contributions by Road Users/Civilians: Non-Use of Helmets: Motorcyclists often neglect wearing helmets, increasing the severity of head injuries in accidents. Triple-Riding and Overloading: Illegal practices like triple-riding on motorcycles and overloading vehicles exceed safe capacity, destabilizing vehicles and increasing accident risks. Speeding: Excessive speeds, especially on highways, are a common cause of accidents, contributing to around one-third of incidents. Distracted Driving: Activities like using cell phones, eating, or applying makeup divert drivers' attention from the road, leading to accidents. Drunk Driving: Driving under the influence impairs judgment and reflexes, significantly increasing accident risks. Vehicle Maintenance: Poorly maintained vehicles, with neglected brakes or worn-out tires, are accident-prone. Reckless Driving: Aggressive maneuvers such as sudden lane changes or tailgating escalate accident risks. Driving While Drowsy: Fatigue diminishes driver alertness, increasing the likelihood of accidents, especially during night-time driving. Other Contributing Factors: Violations such as running red lights, improper turns, and unsafe lane changes also contribute to accidents. Proposed Solutions: Government Initiatives: Implement proper road design, enhance safety and warning signs, install traffic signals, and impose stringent fines and penalties for violations. Scrutiny for Driving Licenses: Ensure rigorous testing and medical checks before issuing licenses to ensure only competent drivers are on the road. Public Awareness Programs: Educate citizens about road safety and first aid, emphasizing the importance of the "golden hour" for accident victims. Improved Infrastructure: Maintain roads, especially in hilly areas, with appropriate signage and safety measures to mitigate accidents. Civilian Responsibilities: Encourage helmet use, responsible road-crossing, vehicle maintenance, avoidance of distractions, and adherence to traffic rules. In conclusion, road accidents in India remain a pressing issue, exacerbated by both infrastructure deficiencies and irresponsible behaviors. Addressing these through comprehensive measures involving both governmental improvements and individual accountability is crucial to reducing fatalities and injuries on the roads. The reasons for road traffic accidents (RTAs) in India are multifaceted and involve interactions between various components of the road system, vehicles, environment, and human behavior: Factors Influencing Exposure to Risk: Modes of travel, duration of travel, road layout, and insufficient knowledge of traffic regulations like speed limits contribute to exposure to road traffic accidents. Human Factors in RTA: Drunken driving, speeding, failure to follow traffic rules, and reckless driving are major contributors. Factors such as driver fatigue, sleepiness, younger age (15–29 years), male sex, inadequate use of safety gear (helmets, seat belts), medical conditions, and distractions (e.g., mobile phones) also play significant roles. Environmental Risk Factors: Defective road conditions like narrow roads, poor lighting, and lack of road markings contribute. Issues with road construction quality, including outsourcing to profit-oriented contractors, lead to ditches, potholes, and unsafe road designs. Vehicle Factors: Poorly maintained vehicles, excessive speeds, overcrowding, and low driving standards contribute significantly to accidents. Preventive measures recommended to reduce road traffic accidents and fatalities include: Vehicle Safety: Ensure well-maintained vehicles with functioning brakes, lights, and tires. Phase out older and highly polluting vehicles. Mandate safety features like seat belts and airbags. Environmental Measures: Maintain roads regularly with proper surfacing and markings. Provide pedestrian crossings, footpaths, and separate lanes for different speeds of vehicles. Improve road width and lighting for better visibility. Human Factors: Enforce strict regulations for issuing driving licenses based on proficiency. Provide comprehensive driver training and regular medical check-ups. Educate drivers and the public about traffic rules and discourage reckless behavior. Strengthen penalties for traffic violations and enforce rules on overloading. Emergency Management: Ensure prompt medical assistance ("Golden Hour") at accident sites with adequate first aid facilities, ambulances, and trained personnel. Raise awareness in the community about handling accident victims effectively. Policy and Enforcement: Implement compulsory use of safety devices (helmets, seat belts) and strictly enforce traffic rules. Address issues like stray animals on roads, encroachments, and haphazard parking to improve traffic flow and safety. In conclusion, road traffic accidents in India are preventable through a combination of improved infrastructure, vehicle safety, stricter enforcement of regulations, and raising awareness among road users. Strong political commitment and holistic strategies are essential to effectively address this persistent issue and reduce the significant toll on lives and the economy. The report highlights the inadequacy of traffic crash data at the national level in India, especially for non-fatal injuries which are grossly underestimated. It focuses on road traffic fatalities, noting significant findings: Road User Category: Vulnerable road users (pedestrians, bicyclists, motorized two-wheeler riders) dominate traffic fatalities in Delhi (84%) and on rural highways (67%), in contrast to high-income countries where car occupants form a larger proportion. This is attributed to low car ownership in India. Age and Gender: In 2007, only 15% of road traffic fatalities were females. Children (0-14 years) represented only 6% of fatalities despite being 32% of the population, while middle-age groups (30-44 and 45-59) were overrepresented. Time of Day: Fatalities remain high during the day (09:00-21:00) but also significantly occur during late night hours (21:00-24:00) despite lower traffic volumes. Early morning fatalities are higher in rural areas, potentially due to commercial traffic and higher speeds. Cities with Populations Over 1 Million: In 2007, Delhi had the highest number of fatalities among major cities. Vulnerable road users constitute the majority of victims, with rising fatality rates attributed to increasing vehicle speeds. Rural Highways: Trucks and buses are frequently involved in fatal crashes. Vulnerable road users are significantly affected, and four-lane highways without access control have higher fatality rates than two-lane sections. The report concludes that India's road safety policies must prioritize vulnerable road users, improve data collection, and establish research centers to develop effective countermeasures. Projections indicate traffic fatalities may peak by 2030-2042 unless substantial measures are take Road traffic fatalities and injuries are largely preventable through effective countermeasures and integrated, multisectoral strategies. Key factors influencing road accidents include exposure, behavioral factors, road environment, and vehicle design. Exposure Reducing travel exposure can decrease road accidents. Strategies include promoting self-sufficient, compact townships to minimize travel distances, and encouraging the use of safer public transport over private vehicles. Policies supporting walking and cycling, alongside improvements in bicycle technology, can also help. Behavioral Factors Driver behavior, influenced by factors like age, experience, alcohol, drugs, fatigue, and psychological stress, is a major cause of accidents. Inexperienced drivers, especially in countries with inadequate driver training like India, are at higher risk. Graduated driver licensing schemes and stricter enforcement of speed limits, alcohol laws, and driver fatigue regulations can mitigate these risks. Road Environment and Vehicle Factors Human error causes most accidents, but better road design and vehicle safety features can reduce their severity. Self-explaining roads and forgiving designs, such as pedestrian refuge islands and safety barriers, are effective. Improved vehicle standards, including crashworthiness and better regulation of vehicle maintenance, especially for commercial vehicles, are crucial. Concluding Remarks Despite the high incidence of road traffic fatalities and injuries in India, road safety receives insufficient attention due to fragmented responsibilities among various agencies. A coordinated, systems approach emphasizing road design, vehicle standards, speed control, and behavior modification is essential. Political will and commitment at all government levels are necessary to implement effective road safety measures and protect road users. Road Traffic Injuries in Rapidly Developing Countries like India Epidemiological Context Epidemiological Mosaic: India faces a mix of communicable diseases (e.g., malaria, tuberculosis, HIV/AIDS) and non-communicable diseases, including road traffic injuries (RTIs). Neglect of RTIs: Despite their prevalence, RTIs receive little attention from health administrators and researchers. This is partly due to the perception that RTIs are not preventable and are seen as accidents. Vulnerable Road Users (VRUs) Demographics of RTI Victims: Predominantly young adults with a male-to-female ratio of 4:1 to 5:1. High-Risk Groups: Pedestrians and two-wheeler riders are particularly vulnerable due to their higher exposure and lack of protection (e.g., low helmet use). Timing and Trends: Higher incidence of accidents on weekends and during nighttime (8 pm to midnight) due to poor visibility and increased traffic violations. Recommendations for Prevention Policy Infrastructure Improvements: Wider pavements, zebra crossings, and underground passages for pedestrians. Enforcement of Safety Regulations: Stricter enforcement of helmet laws for two-wheeler riders. Improved Lighting: Better street lighting to enhance visibility during nighttime. Injury Profile and Response Injury Severity: A significant proportion of RTI victims (54.24%) suffer from multiple injuries or polytrauma. Comparison with Other Studies: The rate of multiple injuries in this study is higher than other reports (20-40%), possibly due to different settings or case selection. Historical Context: Developed countries experienced similar trends before the 1970s but reversed them through coordinated actions and policies. International Evidence and Strategies Cochrane Reviews: The Cochrane Injuries Group has reviewed various interventions for preventing and treating traumatic injuries, such as graduated driver's licensing and safety education for pedestrians. Conclusion Challenge of Urbanization: Rapid urbanization and economic development in India contribute to the rising burden of RTIs. Need for Inter-Sectoral Coordination: Effective RTI prevention requires coordinated efforts across sectors, including health authorities and traffic police. Lessons from Developed Countries: Implementing integrated measures, similar to those in developed countries, can help address the growing RTI problem in India amidst its rapid motorization and unplanned development. Accident and Injury Causation on the Mumbai–Pune Expressway Accident Causation: Baseline Conditions Ideal Conditions for Accident Avoidance: Human: Sober, alert, obeying regulations, using safety systems correctly. Vehicle: Safe, drivable, not overloaded, secure loads. Road: Good condition, proper signage, adequate shoulders, intuitive layout, good visibility. Any deviations from these ideal conditions were recorded in the causal analysis. Injury Causation: Baseline Conditions Ideal Conditions for Injury Avoidance: Human: Proper use of safety systems, no overloading. Vehicle: Seat belts for all seats, no passenger compartment intrusion. Road: No rigid barriers or dangerous features, mitigated by impact attenuators if present. Deviations from these ideal conditions were recorded in the analysis. Example Application of Baseline Conditions Case Study Example: Human factors: Driver sleepy and not vigilant. Injury factors: Driver not belted, passenger compartment intrusion, lack of impact attenuators. Each accident was analyzed similarly, with factors ranked by their influence on accident and injury occurrence. Study Area Mumbai–Pune Expressway: 94-kilometer controlled-access highway connecting Mumbai and Pune. Six-lane roadway with an 80 km/h speed limit. Common vehicles: cars, trucks, buses. Two-wheelers, three-wheelers, pedestrians, and non-motorized vehicles are mostly prohibited. Data Analysis Accident Analysis: Analysis of 214 accidents over 12 months. Separate analysis for 68 accidents resulting in fatal or serious injuries. Injury Severity Definitions: Fatal Injury: At least one fatality within 30 days of the accident. Serious Injury: Hospitalization for more than 24 hours. Minor Injury: Treated on-scene or outpatient. No Injury: No injuries, only vehicle damage. Accident Severity Distribution: Fatal: 17% Serious: 14% Minor: 24% No Injury: 43% Unknown: 2% Factors Influencing Accident Occurrence (214 Accidents) Contributing Factors: Human factors alone: 57% Human and infrastructure: 22.5% Vehicle factors alone: 16.5% Top Human Factors: Driver sleep/fatigue: 29% Speeding (excessive speed for conditions and exceeding speed limit): 30% Improper lane change: 8% Driving too slow for conditions: 7% Top Vehicle Factors: Brake fade: 11% Tire burst: 5% Steering defect: 1% Suspension defect: 1% Overloading: 0.5% Top Infrastructure Factors: Poor road markings/signage: 9% Narrow shoulder: 8% Sharp curvature: 7% Inadequate warning about accidents/parked vehicles: 7% No shoulder: 1% Factors Influencing Injury Occurrence (68 Fatal/Serious Accidents) Contributing Factors: Vehicle factors alone: 28% Human and vehicle: 21% Vehicle and infrastructure: 19% Top Human Factors: Seat belt not used: 46% Overloading of occupants: 6% Occupants in cargo area: 1% Top Vehicle Factors: Passenger compartment intrusion: 60% Seat belts not available/usable: 16% Passenger compartment intrusion (underride/override): 13% Pedestrian impact/run over: 6% Unsecured cargo: 4% Top Infrastructure Factors: Object impact (manmade structures): 28% Roadside steep slope/drop-off: 12% Object impact (trees/plantations): 4% Object impact (other): 3% Findings Human Factors: Speeding and fatigue are the main contributors to accidents. Seat belt use significantly influences injury outcomes. Vehicle Factors: Brake fade and tire burst are significant contributors to accidents. Passenger compartment intrusion is a major factor in serious injuries. Infrastructure Factors: Poor signage, narrow shoulders, and sharp curvatures are significant accident contributors. Manmade structures and steep slopes are major contributors to serious injuries. Conclusion A comprehensive approach involving human behavior, vehicle safety, and infrastructure improvements is essential to reduce accidents and injuries on the Mumbai–Pune Expressway Qualitative Analysis on Traffic Behavior and Road Safety In-depth Interviews with Drivers and Pedestrians: Ten drivers and pedestrians were interviewed. All participants claimed to follow traffic signals and were knowledgeable about road safety. None felt helmets were necessary. Focus Group Discussions with School Children: Ten discussions were held with children of different ages. Children rated road-crossing facilities as average and emphasized the need for zebra crossings and speed breakers. They preferred crossing roads in groups and received safety guidance mainly from parents. Playground Test: Children demonstrated caution, looking both ways before crossing roads. Observations at Traffic Signals: Mixed traffic behavior: adherence to rules during peak hours (8-9 am, 8-9 pm) but frequent violations at other times. Young male two-wheeler drivers and auto-rickshaw drivers often broke traffic rules, even with operational signals. Discussion Accident Victims: Sixty accident victims participated, with males (average age 34) being more frequent victims than females (average age 30). Most victims were males aged 20-40, reflecting higher outdoor exposure and economic impact on families. Pedestrians and cyclists were common victims, with a notable percentage (51.55%) of under-18s involved in accidents despite not driving. Similar findings were reported in other studies, emphasizing the global and local prevalence of these trends. Driver Behavior: 92.6% of drivers did not use helmets or seat belts. Interviews revealed a belief that helmets were unnecessary, contradicting WHO reports on helmet safety. Few drivers admitted to drinking alcohol while driving. Some drivers exhibited rash driving or lacked licenses, and many blamed road conditions for accidents. Accident Analysis: Common collision types included side hits (76.7%) and hitting fixed objects. Most injuries were abrasions (83.3%), with some fractures and severe injuries. Consciousness at hospital admission was high (96.7%). Conclusion Behavioral change in drivers, especially young ones, is essential through media campaigns and education. Increased awareness of traffic rules and safety should be cultivated, particularly in children. Preventive measures should focus on improving road safety for children and pedestrians. Enhancing traffic management, road design, and infrastructure quality, along with safer transport systems, can reduce road traffic accidents. Factors Causing Traffic Congestion in Pune Traffic Congestion Factors: People Problems: Population Growth: Pune's population nearly doubled from 3.8 million in 2000 to 6.8 million in 2021, causing a strain on infrastructure. Population Density: High density due to migration for education and jobs, with density rising from 14,643 people per sq. km in 2001 to 27,488 in 2011. Increase in Private Vehicles: Pune is the second most car-congested city in India, with a significant rise in cars and two-wheelers, contributing to congestion. Commercial Vehicles: The increase in app-based cabs and auto-rickshaws adds to traffic. Accidents and Vehicle Breakdowns: Poorly maintained vehicles lead to breakdowns and accidents, creating bottlenecks. Purchasing Power: Increased vehicle purchases due to higher income levels. Lack of Self-Discipline: Casual attitude towards traffic rules and lack of strict enforcement lead to rule violations and congestion. Traffic Rule Violations: Frequent violations of traffic rules and signals, and poor lane management. Infrastructural Problems: Footpath/Pavement Availability: Narrow roads with large pavements lead to congestion. Narrow Roads: Major routes are not wide enough, and illegal encroachments create bottlenecks. Lack of Connectivity: Insufficient road network growth compared to traffic increase. Poor Quality Roads: Potholes and poor drainage worsen congestion, especially during monsoons. Improper Manholes: Uncovered manholes create navigation difficulties. Poor Public Transport: Inadequate public transport forces people to use private vehicles. Improper City Planning: Poor urban planning contributes to congestion. Implementation & Management Problems: Illegal Parking: On-road parking due to lack of enforcement. Signal Issues: Absence or malfunctioning of traffic signals leads to chaos. Delayed Construction: Ongoing construction projects create bottlenecks. Lack of Proper Signage: Insufficient signage leads to traffic mismanagement. Improper Lane Management: Lack of effective lane management system. Lack of Strict Monitoring and Penalties: Insufficient enforcement of traffic rules. Street Vendors and Hawkers: Presence of vendors and cattle on roads exacerbates congestion. Unregulated Vehicle Purchases: Unchecked increase in vehicle numbers. Conclusion and Future Steps: Pune faces severe traffic congestion due to a combination of population growth, infrastructural inadequacies, and management issues. Interrelated factors exacerbate congestion, requiring comprehensive policy decisions, better planning, and strict enforcement. Improvements in infrastructure, public transport, and stricter traffic regulations can alleviate congestion and enhance traffic management. Gehl’s Toolbox for a Pleasant Urban Environment Jan Gehl’s Toolbox: In his book "Cities for People," Jan Gehl outlines a toolbox consisting of 12 criteria to create a pedestrian-friendly urban environment: Protection against traffic and accidents - Ensure safety from vehicles. Protection against crime and violence - Ensure a secure environment. Protection against unpleasant sensory experiences - Mitigate noise and pollution. Opportunities to walk - Facilitate walking routes. Opportunities to stand/stay - Provide spaces to pause. Opportunities to sit - Offer seating areas. Opportunities to see - Enhance visual engagement. Opportunities to talk and listen - Reduce noise to foster communication. Opportunities for play and exercise - Create spaces for physical activities. Scale - Maintain human-scale design. Opportunities to enjoy positive aspects of climate - Use climate to enhance experience. Positive sensory experience - Promote pleasant sensory experiences. Concept Plan Key Points: Block through traffic with pedestrian streets. Create a ring road around the city core with complete streets. Establish pedestrian street networks in the core city. Use shared spaces in residential areas. Improve sidewalks and accessibility across all streets. Enhance cycling infrastructure with safe intersections and cycle tracks. Upgrade public transport. Restrict certain streets to pedestrians and public transport. Eliminate free parking. Implementation of Gehl’s Toolbox: Traffic safety - Vehicles banned from streets for safety. Security - Mixed land use promotes safety through constant activity. Reduce unpleasant sensory experiences - Eliminate vehicle noise and pollution. Walking opportunities - Central objective to enhance walkability. Standing/pausing spaces - Increased pedestrian space allows for standing. Sitting opportunities - Install new seating in shaded areas. Visual engagement - Laxmi Road's vibrant street life provides constant visual stimuli. Talking/listening opportunities - Reduced traffic noise improves auditory environment. Play/exercise opportunities - Other areas in the core city are more suitable than shopping streets. Human scale - Maintain small-scale buildings and roads. Enjoy climate - Tree planting for shade during hot days. Positive sensory experience - Removing negative stimuli enhances positive ones. Air Pollution and Emission Calculations: Calculated emissions for different vehicles, using data from the Society of Indian Automobile Manufacturer’s emission norms. Results: Laxmi Road vehicles emit approximately 130 kg of CO and 104 kg of HC and NOx daily. Conclusion: Implementing this concept plan is a large-scale project requiring significant investment and political will. Focus on understanding the importance of these changes to ensure partial implementation if necessary. Success on Laxmi Road could serve as a model for other Indian cities, potentially influencing sustainable transport practices across Asia. Evaluate air quality, traffic safety, and commercial impacts before and after implementation to ensure the project's effectiveness. Integration of Views of Local and International Experts This chapter consolidates the findings of the dissertation by focusing on the third research objective and analyzing data from previous chapters. The integration of primary data from expert interviews helps form the final set of conclusions by synthesizing map analysis (street network), qualitative primary data (expert interviews), and secondary literature based on emerging themes from the interviews. Expert Interview 1: Local NGO Experts Validation of Findings: Discussed with Parisar, a leading NGO in Pune focused on sustainable urban transport, pedestrian rights, road safety, and air quality. Expert Opinions: Discussions with experts in collaborative activism, architecture-urban design, and campaign management revealed the need for adaptive street planning to accommodate transformative development in Pune’s core area. Challenges and Recommendations: Importance of adaptive street planning to serve changing land use and transforming character of the area. The need to reimagine a safe, green, and clean core area by reviving neglected river streams and repurposing heritage spaces. Recommendations for mixed-traffic streets and walkable core areas to promote healthy living and reduce pollution. Analysis Findings 2: Traffic-Safety and Prioritization Traffic-Safety Improvements: Streets were analyzed and divided by the priority of modes, with a focus on segregating traffic by purpose to improve safety. Route Maps: Creation of route maps based on expert comments and the need to address traffic safety challenges in Pune’s core area. Expert Interview 2: International Expert Recommendations Policy Directions: Using transport policy as a means of environmental policy to speed up sustainable public transport. Leveraging congestion charges and partnerships with private actors to fund and operate public transport systems. Conclusion of the Chapter Vision for the Core Area: Attainable through collaborative actions among residents, commerce owners, and city leaders. Symbolic Leadership: Development of the core area as a sustainable example can inspire other parts of the city. Recommendations: Integrate contributions of this dissertation with current opportunities and actions in Pune. Focus on retrofitting existing infrastructure rather than constructing new roads to ease traffic congestion. Emphasize the importance of political will and cohesive planning for sustainable mobility. Conclusion of the Dissertation Street Equity: Redistribute street space for non-motorized user groups (pedestrians, cyclists, vendors) to ensure equitable use. Investment Focus: Shift from large-scale infrastructure projects to basic street services and safety for pedestrians and cyclists. Strengths and Limitations: Strengths: Evidence-based, user-oriented, and contextualized methodology. Limitations: Lack of in-depth study on governance and systemic failures, impact of COVID-19 on data collection. Outlook: Prepare Pune for upcoming transformational changes, emphasizing mode-priority street management and adaptive planning to face development pressures. This chapter and the dissertation as a whole emphasize the need for a cohesive and adaptive approach to sustainable urban transport planning, integrating local and international perspectives to address current challenges and future developments in Pune.

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Combined Synopsis of Studies on Traffic Accidents in Pune, India

Overview

Traffic accidents in Pune, India, are caused by a complex interplay of factors involving both government shortcomings and civilian behaviors. These factors lead to high rates of accidents and fatalities, necessitating a comprehensive approach to improve road safety and reduce traffic congestion.

Governmental Contributions to Accidents

1. Road Defects: Improperly constructed speed breakers and potholes lead to erratic maneuvers by motorists, causing accidents, especially for motorcyclists.
2. Road Digging: Incomplete closure after utility work leaves crevices and uneven surfaces, increasing hazards.
3. Poor Lighting: Dim lighting on roads, particularly highways, reduces visibility and increases accident risk.
4. Lack of Road Signs: Insufficient signage fails to warn drivers about turns, speed limits, and crossings.
5. Obstacles and Cross-Roads: Trees and poorly designed intersections obstruct visibility and create abrupt hazards.
6. Sidewalk Issues: Damaged or encroached sidewalks force pedestrians onto roads, posing dangers.
7. Dangerous Curves: Sharp turns in hilly areas often cause heavy vehicles to skid or overturn.

Civilian Contributions to Accidents

1. Non-Use of Helmets: Motorcyclists frequently neglect helmets, increasing head injury risks.
2. Triple-Riding and Overloading: Illegal practices destabilize vehicles, increasing accident likelihood.
3. Speeding: Excessive speeds contribute to around one-third of accidents.
4. Distracted Driving: Using phones, eating, or applying makeup diverts attention from driving.
5. Drunk Driving: Alcohol impairs judgment and reflexes, significantly raising accident risks.
6. Vehicle Maintenance: Neglected brakes or worn tires lead to accident-prone vehicles.
7. Reckless Driving: Aggressive maneuvers, sudden lane changes, and tailgating increase accident risks.
8. Drowsy Driving: Fatigue diminishes alertness, particularly at night, increasing accident chances.

Other Contributing Factors

1. Running Red Lights: Violations of traffic signals lead to collisions.
2. Improper Turns and Unsafe Lane Changes: Unsafe driving practices contribute to accidents.

Key Findings

1. Vulnerable Road Users: Pedestrians, bicyclists, and motorized two-wheeler riders are the majority of traffic fatalities.
2. Age and Gender: Middle-aged males (30-59 years) are overrepresented in fatalities, with children under 14 being underrepresented despite their population share.
3. Time of Day: Accidents peak during daytime and late-night hours due to higher speeds and commercial traffic.

Suggested Improvements

1. Government Initiatives:

   • Road Design: Implement better road designs with clear signage and proper traffic signals.
   • Infrastructure Maintenance: Regularly maintain roads, particularly in hilly areas, with appropriate safety measures.
   • Strict Licensing: Enforce rigorous testing and medical checks before issuing driving licenses.
   • Public Awareness: Conduct road safety education and first aid training for citizens.

2. Civilian Responsibilities:

   • Helmet Use: Promote the use of helmets and seat belts.
   • Vehicle Maintenance: Ensure regular maintenance of vehicles.
   • Adherence to Rules: Encourage adherence to traffic laws and responsible driving behaviors.

3. Emergency Management:

   • Prompt Medical Assistance: Ensure quick response and first aid availability at accident sites.
   • Awareness of Golden Hour: Educate the public about the critical period for medical intervention post-accident.

4. Policy and Enforcement:

   • Compulsory Safety Devices: Enforce the use of helmets and seat belts.
   • Stricter Penalties: Impose severe penalties for traffic violations.
   • Roadside Safety: Address issues like stray animals, encroachments, and illegal parking.

Conclusion

Road accidents in Pune are a significant issue, rooted in both infrastructural deficiencies and irresponsible behaviors. A multi-faceted approach involving governmental action, public education, and stricter enforcement of traffic laws is crucial to mitigating this problem. Collaborative efforts to improve road design, vehicle safety, and driver behavior are essential to reduce the high rates of traffic accidents and fatalities.

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please summarise the following article : INTEGRATION OF VIEWS OF LOCAL AND INTERNATIONAL EXPERTS. This chapter will further consolidate the findings of the dissertation mainly focusing on the third Research Objective, and its data analysis from the previous chapter. This will be done with the help of the primary data collection through expert interviews. The themes that emerged from the interviews are integrated to produce next stage of conclusions. The final set of conclusions, therefore are formulated as a synthesis of map-analysis (Street Network), qualitative primary data (Expert interviews) and secondary literature (based on the emerging themes from interviews). 4.1 EXPERT INTERVIEW 1 Validation of the results with the local NGO experts in the field of Sustainable Urban Transport The third outcome of the Analysis Finding 1 was achieved by discussing the intermediate findings with the local Non-Governmental Organization or NGO Named Parisar via the channel of online interview. Parisar is a leading NGO in the city currently working on the issues surrounding Sustainable Urban Transport , Pedestrian’s Rights, Road Safety and Air Quality. It has been active since 1980 (Parisar, 2021). The author of this dissertation first got in touch with the Parisar team when she participated in the 2-day online workshop about the rights of the pedestrians in Indian context. This workshop was held in October 2020 which not only informed the author about the current situation of pedestrian-related development in India, but also introduced the plethora of active work done by Parisar in this regard. The maps and findings (Fig. 18 and Fig. 19) were discussed with three experts in an online meeting in January 2021. The meeting duration was over two hours. The experience of the three experts is spread across the fields – Collaborative Activism, Founder and Trustee, Architecture-Urban Design and Campaign Manager-People Based Pedestrian Campaign. Their experience ranges from 10 to 40 years. This discussion strengthened some of the findings with the current situations as well as threw light on relevant challenges that may come in as obstacles that may prevent a new planning proposal from its fruition. Street prioritization with regulated speed is received very well by the experts. This proposal complimented by safe walking and cycling conditions along the streets as well as at the junction crossings are considered to be a step forward to reach the vision. M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 56 The first of the concerns that were highlighted by the experts lie in the transformative development of Pune, especially the ageing core area, that is on the horizon. This is because the old buildings and the narrow plots will soon be converted in the larger developments. In that case the street planning will need to be adaptive and must serve the changing land use and the transforming character of this area. For instance the small alleys with historical residences are already being converted in mid-rise apartment buildings. When more such apartment buildings or group of buildings appear and the underground metro line is completed, there are proposals for mix-use retail and commercial buildings along the mass transit route. This character change from low rise traditional housing to the Central Business and Market District will need to be complemented by the adaptive use of the street network. This may also mean to design new street pattern that is more efficient. For attaining a drastic shift, a strong political will is extremely important. And lastly, the residents, commerce owners and the city leaders together must compromise a cohesive plan that is suitable for each actor of the street (Chawande, Interview with Parisar, 2021) The second theme that emerged from discussion, is the need to reimagine a safe, green and clean future of the core area. To do this, one needs to not only think of the development as a transportation development, but also needs to strongly believe that the old Pune can be reimagined without losing its old charm. The neglected river streams can be revived for greening the open spaces and host markets around them. The forgotten part of the history can be brought back by repurposing the heritage with the help of public events such as exhibitions, and more such innovative land development rules. This vision is possible in the form of power of policy, transport action plan and the good intentions of the local authority due to the new sustainable mobility drive of Pune city (Patwardhan, Interview with Parisar, 2021). The third very important outcome of this discussion is reverification of some of the dissertation’s recommendations. Mix-traffic streets and walkable core area protected by a Core Area Ring are reconfirmed by the experts. The mix traffic is favored especially by the residents because of the daily commute-convenience. Mix-traffic is also favored by the retail (commerce) owners because the allowance of different modes means more diverse clientele. The walkable areas are not only favored by street and market vendors, but are also beneficial for active and healthy life of citizens. And to bring down the excessive stress on pollution levels. M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 57 Moving forward, this dissertation recommends integration of the dimensions of density, land use and real time footpath and parking infrastructure for best results. This could be either done with the help of secondary data available on field studies or primary data collected on site. This integration with the street analysis is expected to create the maps that can act as a multidimensional base maps for stakeholder discussions. However, it is not integrated in this dissertation due to the timescale and the restrictions on international travel due to COVID-19 Pandemic. This discussion was beneficial in advancing the analysis process. The emerging issues summarized above helped in understanding the development challenges of area. This was named to be the reason for a halted progress of Transportation projects, specific to this area. According to one of the experts, the other areas in Pune are witnessing a good drive among residents. This is due to the positive effects of J.M. Road’s recent conversion into a widened pedestrian and cycling-oriented Complete Street. The positive response to this project encouraged many citizens to enjoy the street as a public space. And the second positive effect is seen in the increased demand by the residents to the ward authorities for such streets in their individual neighborhoods (Jaipurkar, Interview with Parisar, 2021). This two together helped in maturing the knowledge about the functions , characters and challenges of some of the streets in the Core Area. The following subchapter will present the next round of refined analysis findings and recommendations that was based on the outcome of this discussion. 4.2 ANALYSIS FINDINGS 2 The most important advancement that is integrated in this version of analysis findings is the traffic-safety of the street. In Analysis Findings 1, the streets were divided by the priority of modes. The literature study indicates that the streets in Pune lack pedestrian and cyclist safety in general. Especially in the Core Area, during peak hours, the streets become a congested mess. The footpaths occupied by the illegal 2-wheeler parking and the vendors’ presence whenever the footpath space is available causes the pedestrians to walk on the streets (Wingard, 2012). This also puts tremendous pressure on the drivers of the Bus Service who are juggling between the time schedules, congestion, car honking and the pedestrians jaywalking. M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 58 Safety is believed to have further improved after segregating traffic by purpose. The routes have been formed which can also be communicated to the users with the help of appropriate friendly signage design and web based applications. For instance, the 2-wheeler traffic originating from Core Area and destined to go in the surrounding area and vice versa is included in the low speed and safer route. This safe route does not coincide with the medium speed and less safe route serving as a prioritized route for Public Buses. The following figures will illustrate this. In this step of analysis the scale of priority and safety in relation to traffic speed is created as follows. The most prioritized mode is shown first and the least in the last as a linear representation NOT VERY SAFE - Fast SAFE – Medium Fast Bus. Van/Car. 2-wheeler Bus. Van/Car. 3-wheeler. 2- wheeler Figure 22: Traffic-safety Legend Part of Safe-Street Guidelines (Continued on the next page) Source : Dissertation Author’s production. Image icons : Google M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 59 SAFE – Slow VERY SAFE – Very slow Cycle. 2-wheeler. 3-wheeler. Pedestrian Pedestrian. Cycle. Cyclerickshaw. Figure 23 : Safe Street Guidelines. Source : Dissertation Author’s production. M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 60 The following Route Map (Fig. 24) is to be referred in conjunction with the Safe Street Guidelines provided in the previous page. The Route Map is believed to be an advanced step that followed the street analysis, because it not only integrates the experts comments and views which were gained during the discussion but also incorporates some of the most challenging issues in Pune’s Traffic. Not Very Safe – Fast Bus.Van/Car.2-Wheeler Safe – Medium fast Bus.Van/Car.3-wheeler.2-wheeler Safe – Slow Cycle.2-wheeler-3.wheeler.Pedestrian Very safe – Very slow Pedestrian.Cycle.Cycle-rickshaw Figure 24 The Route Map. Spatial Map for proposed routes. Source : Dissertation Author’s production. Basemap source: (Wingard, 2012). M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 61 The roadmap of the research outcome is - 1. Space Syntax Street Analysis, 2. Discussion on the analysis maps with local experts, 3. Route Legend and Route Maps. This roadmap is found to be the strength of this dissertation. This is because, it allowed to integrate data from multiple dimensions into spatial information that is understood by many of us. It is believed to be an amalgamation of diverse fields and expertise that are involved in the process of City and Mobility Planning. It is acknowledged that this dissertation cannot fulfil all the steps in the advancement of the Route Map to reality. The steps that need negotiations with stakeholders, integration of the land use with the changing patterns of development among others. However, it exemplifies how could an autonomous process of improving existing streets by using digitally advanced tools be initiated and integrated in Pune’s active environment of Sustainable Transport Planning and Development. The same advanced tools that are internationally applicable and been proven to be Figure 25: Spatial Map for proposed routes superimposed on a satellite image. Source : Dissertation Author’s production, Google Earth. M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 62 successful in shaping cities like London, Nur- Sultan, Beijing among others . The author of this dissertation finds this work as a valuable contribution in Pune’s journey towards becoming a Smart City with safe, active and enjoyable streets. 4.3 EXPERT INTERVIEW 2 : RECOMMENDATIONS Conversation on the final results with the international expert The online conversation with the international expert, Professor Geoffrey Payne, the international adviser at the World Bank, generated creative policy design directions. This is considered an essential as well as complimenting addition to the local perspective in the first interview. Two creative Policy directions that are generated in this discussion are – Using Transport Policy as a means of Environmental Policy : Leveraging Smart City and Clean Air drive to speed up and fund the Sustainable and clean Public Transport As urban pollution levels in Indian cities are breaking record high levels, unfortunately Pune is joining New Delhi in this race. The pressure for action that this episode has brought upon the local as well as state authorities can be seen as a potential to use rigorous Environmental Policy as an opportunity to solve Pune’s mobility conundrum. Example of policy intervention given by the expert is declaring Pune’s Core Area as a congestion zone. This means through traffic modes such as cars, vans, lorries, two-wheelers private buses will need to pay the tax electronically before entering the area. It is monitored by electronic cameras at the entering junctions. This model has been successfully implemented in city of London and has been effectively drawing away large amount of peak time traffic by having them to bypass the core area. For older vehicles the tax is more due to their high emission levels. The funding for the clean-efficient Public Transport to be generated from private motorized users crossing through the Core Area. M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 63 Congestion charges, Parking charges to be efficiently recovered and used to improve public transportation system of Buses. In addition to this form of funding, the partnerships with private actors of the city can be an effective way to operate a successful system. The example of the Curitiba’s Public Transport System (Brazil) is noted during the discussion. The BRTS or the Bus Rapid Transport System of this Brazilian city is one of the well-known longest running system in the world. The Bus fleets are operated by different private companies. While this is considered efficient in operation, the regularization of ticketing system at the junctions is found to be challenging. 4.4 CONCLUSION OF THE CHAPTER Through this experience, the author of this dissertation believes that the qualitative knowledge-base attained in the expert interviews has been valuable. It helped to contextualize the research aim and outcomes both locally and internationally. This dissertation supports certain themes discussed during the interviews and it further adds its remarks as follows - Vision for Core Area is attainable through a collaborative and negotiated actions The actors and the users of the city must work through a cohesive vision of the core area’s sustainable future. The term ‘sustainable’ is used in various contexts, however in this context, it refers to having the existing street network efficiently identified, recognized for its potential in creating safe spaces to walk and to cycle. It is acknowledged that this study is limited to core area. It does not represent the case for other parts of the city. While it’s case-specificity is understood and the findings are taken in the context, it opens door to the act of imagining planning of other parts of the city. City’s core area, especially when holds a historic, cultural and religious significance, if developed as an outstanding example of sustainability, has the potential to inspire other parts of the city to follow the footsteps of sustainability. This is considered to due to the symbolic leadership and the civic sense of responsibility. Examples – Manhattan of New York, Central area of Barcelona among other European cities (Kenworthy, 2019a). In the case of Pune city, the core area along with historic, cultural and religious significance, also holds strong commercial, residential and multimodal transit value. Therefore, the city’s collaborative actors need to take it as the highest priority. The convergence found in the city government’s recent action and in the international expert interview is the preparation of the city for advanced private partnerships in the M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 64 Sustainable Mobility sector (PMC & RMI, 2018). The ideation in this expert interview suggested to encourage public partnerships which in Pune’s existing scenario of strong private sector is attainable. At present, Pune and New Delhi are first two cities that are selected , studied and discussed for need-analysis, scaling and presenting for private partnership opportunities under the intervention called – Urban Mobility Lab (PMC & RMI, 2018). It is recommended to integrate the contribution of this dissertation along with the present opportunities and actions. It is also suggested that this contribution highly supports the idea of retrofitting or improving the existing infrastructure by means of adding new elements. This aspect can be introduced to one of the India’s Smart Cities aims according to Smart City Council, India, which is– ‘Retrofitting’ or addition of new infrastructural development to facilitate greater connectivity in the city. The author urges to add new elements to the old streets, instead of proposing a new street altogether. And, to do so, using open-source advanced digital tools to help the process. It is extremely important to be aware that constructing new roads will not assure to ease the traffic congestion problem. However, this dissertation believes in the world-wide claim that providing more roads instead of improving traffic flow, worsens it by attracting more private vehicle users. M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 65 CHAPTER 5. CONCLUSION M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 66 5 CONCLUSION This dissertation has illuminated the elements that can substantially aid in the process of Pune’s Sustainable Mobility Planning. The various gaps have been identified in the Mobility Plan and its implementation, which are responsible for creating a contradiction in Pune’s Mobility vision and the ground reality. These gaps concerning each of the research objectives have been indicated in previous chapters. This chapter will highlight the elements that have been consolidated from the previous findings of this dissertation, and which are expected to significantly contribute in the process of Pune’s Mobility Planning, interventions and pilot projects in the future. STREET EQUITY BY STREET REDISTRIBUTION Street space for quiet NMT user-groups such as pedestrians, cyclists, vendors, cycle rikshaw, is needed to be carved out of existing urban fabric and to be claimed for equitable use. These user-groups are particularly mentioned as ‘quiet’ to emphasize their weak representation in the public participation platforms, which are accessible through online traffic-grievance forums. The inequitable access to public participation is clearly reflected in the inequitable distribution of street space, as well as in the infrastructure investment. The findings of this dissertation have shown how the financing for large-scale infrastructure projects is provided based on a highly biased attitude towards motorized traffic, and which contradicts with the national transport vision of promoting NMT. This has been further supported by the views of the local experts, who expressed serious concern about the lack of political will in reimagining the status quo. In this regard, a three-rights-formula – ‘right attitude’, ‘right redistribution’ and ‘right language’ is essential. This formula can be effectively demonstrated with the following example of a ‘Play Street’ in Germany. It is a traffic concept which can be frequently seen at the start of the quieter streets, where schools and residences are located. The sign displays the icons of a child playing with an adult, alongside of a house in the foreground, and a car in the background. The highest priority for pedestrians is observed by all the street users when this signage is displayed. This attitude ensures highest degree of traffic-safety of the children and the residents, by keeping the high speed traffic away. The right attitude by all the users of the street, right redistribution by carving out available space, and right language communicated via effective signage, are a key that can potentially solve large part of Pune’s traffic issues. M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 67 LARGE INVESTMENTS WILL NOT BRING ABOUT A NECESSARY CHANGE Pune city is heavily pouring money into the large-scale mobility projects such as Metro Train Service, Ring Roads on state and national routes, BRTS, and multiple flyovers. However, there is a severe lack of basic street services on almost every street in the city. The municipality’s survey indicates lack of footpaths, street signage, adequate drainage, lighting (L&T Infra Engineering, 2018). Moreover, the surveys by NGOs and individual researchers further highlight the extreme lack of pedestrians’ traffic-safety at the crossings and the street junctions. This dissertation emphasizes that the concern of the city authority and Transport Planners should be focused on the redistribution infrastructural investment, that will serve the basic needs of a daily commuter, rather than adding more traffic in these unsafe streets. The example of a ‘Play Street’ must be recalled to highlight that a relatively smaller investment is needed to underpin a necessary change in the current neglected condition of pedestrians and cyclists on Pune’s streets. Figure 26: Play Street (Left image) Boundary of a motorized street and a ‘Play Street’ in Mühltal, a town situated 45 km from Frankfurt, Germany. Source : Aboli Mangire. (Right image) A typical road signage on a ‘Play Street’ to indicate pedestrian-priority over motorised traffic. Source : Driving in Germany, Road Signs. M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 68 5.1 STRENGTH AND LIMITATION OF THE DISSERTATION This dissertation believes to have acquired qualities of being evidence-based, user-oriented and contextualized. Evidence-based by means of a street-network-analysis, user-oriented due to Space Syntax’s proven tools of pedestrians and cyclists’ mobility, and contextualized in a local and international frame of relevance due to the experts’ engagement. This chapter will elucidate the details of how each of the three objectives, the methods used in them, have added to the strength of the final outcome. The limitations of these methods have then been discussed at the end of this subchapter. The first objective – To investigate Pune city’s Mobility Plan, has offered a decade-long view of adequacy as well as inadequacy of the mobility planning process. Moreover, the knowledge of local needs, planning measures and their results found in the municipality documents, acted as a rich database in every step of the research. The second objective - To spatially analyze the street network by using Space Syntax tools, brought out the multiscale potential of this method. Three scales of street-network-systems, long-distance (between 2 cities), medium-distance (within the city) and short-distance (within an area), could be collectively analyzed. In other words, a multiscale perspective has discovered changing purpose of the major streets, according to their position in each of the three network systems. This insight has been crucial in determining which modes must be prioritized on these major shared streets, to regulate their undisciplined mix-traffic, and in optimization of their spatial network . As a result of this, the planning measure of ‘mode-prioritization’ that this dissertation has recommended, had the benefit of a complex background study of various spatial scales, which has not been practiced in city’s current planning process. The third objective – To discuss findings with the local and international experts, brought in social, economic and environmental cohesion by integrating local, national and international interests. These discussions, one with the local leading NGO, and the second with the international adviser at the World Bank, allowed the alignment of topics that are relevant both in the local and in the international context. In the similar manner, as the strengths of the methodology have contributed in the process of Mobility Planning, the limitations of this methodology have illuminated the uncovered directions. The Intricacies hidden in the governance system of Pune City and Indian National government, that are largely responsible for the adequacies and inadequacies of the Mobility Planning, have not been studied in this dissertation. In many parts of the world it has been observed that the strong political and administrative systems have been successful in bringing about the systemic changes. This dissertation, even though has studied the City Corporation’s databases, could not reach to the depths of its systemic failures. Similarly, the failure in the M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 69 BRTS which has negatively influenced Pune’s mobility system, has not been studied in the scope of this dissertation. However, the future research may benefit largely from the inclusion and integration of BRTS analysis with the NMT Analysis. During the data collection phase, the highly infectious COVID-19 pandemic had highly influenced how everyone communicates in the public spaces. In India, at first the lockdown measures shaped the new ways of economic activities and public space usage by prohibiting or minimizing the social interactions. The traffic data that has been included in this dissertation reflects the public space usage prior to the pandemic times. It could not be updated with the new forms of public activities. While the lack of updated data can be seen as a limitation of this study, this dissertation would like to emphasize the non-perpetual nature of the COVID-19 pandemic. 5.2 OUTLOOK This dissertation expects its contribution in preparing Pune city for upcoming major transformational changes. Transformative development that is observed in the Metropolitan Region or the hinterland villages outside Pune Municipal Area is inevitable. As advanced, shiny, clean and organized as it seems, it will have negative impacts on the existing, ageing, and decaying urban areas. Especially the 400-year-old Core Area. This dissertation believes that it has been successful in communicating the concerns of the local actors about the core area. It would like to re-emphasize the inevitable development pressure that this area will soon face. When the proposed underground metro line will pass under busy Shivaji road, and above the ground, the shiny buildings with ample side margins will replace the old Gaothan style urban development (with no side margins), it will be essential for Pune residents to be prepared for these changes. This dissertation highlights that if the streets are prioritized and designed for walking and cycling , and other dominant modes which favor public mobility are organized with better efficiency, it will be easier to face the pressure of the new development. In other words, instead of surviving the pressure that the metro line and shopping malls bring, it is recommended to creatively prepare and welcome these changes. This dissertation recommends the street management on the basis of mode-priority, not only for the smaller areas and for walking and cycling, but it also recommends for larger radii such as 30 Km for Pune Metropolitan Region for high-speed, long distance public and private transport. This dissertation does not attempt to defy the new development promoted by Pune Metropolitan Region Development Authority or PMRDA. However, it urges to bring to the city authorities’ attention towards the interdependent benefits that the prioritized , safe street network combined with the Smart City street management can bring to M.Sc. International Cooperation in Urban Development Technische Universität Darmstadt Aboli Mangire 70 both old Pune and the new Pune. In other words, old and New Pune have the opportunity to become smart together by using the interdependent transportation needs of each other. If people can walk and cycle safely, they will be more likely to use the Public Transport. Therefore, the safe, calm neighborhood streets with prioritized walking and cycling, will benefit the safe, fast mobility corridors prioritized for high speed public transport. This dissertation offers insight into how can the steps be taken by using advanced digital tools, which, without any political bias deliver the crisp clear analytical colored lines, combined with local surveys by students and expert actors who witness these streets on daily basis, breathe into the pollution , hear the noisy honking and undertake the dangerous act of street crossing in busy hours. In this way, this dissertation concludes that determining and implementing mode-priority on Pune’s shared streets, is an attainable solution which can ensure long-term success of the city’s old as well as new mobility development efforts.

ChatGPT said:

Summary of the Chapter: Integration of Views of Local and International Experts

This chapter consolidates the findings of the dissertation by focusing on the third research objective and analyzing data from previous chapters. The integration of primary data from expert interviews helps form the final set of conclusions by synthesizing map analysis (street network), qualitative primary data (expert interviews), and secondary literature based on emerging themes from the interviews.

Expert Interview 1: Local NGO Experts

• Validation of Findings: Discussed with Parisar, a leading NGO in Pune focused on sustainable urban transport, pedestrian rights, road safety, and air quality.
• Expert Opinions: Discussions with experts in collaborative activism, architecture-urban design, and campaign management revealed the need for adaptive street planning to accommodate transformative development in Pune’s core area.
• Challenges and Recommendations:
  • Importance of adaptive street planning to serve changing land use and transforming character of the area.
  • The need to reimagine a safe, green, and clean core area by reviving neglected river streams and repurposing heritage spaces.
  • Recommendations for mixed-traffic streets and walkable core areas to promote healthy living and reduce pollution.

Analysis Findings 2: Traffic-Safety and Prioritization

• Traffic-Safety Improvements: Streets were analyzed and divided by the priority of modes, with a focus on segregating traffic by purpose to improve safety.
• Route Maps: Creation of route maps based on expert comments and the need to address traffic safety challenges in Pune’s core area.

Expert Interview 2: International Expert Recommendations

• Policy Directions:
  • Using transport policy as a means of environmental policy to speed up sustainable public transport.
  • Leveraging congestion charges and partnerships with private actors to fund and operate public transport systems.

Conclusion of the Chapter

• Vision for the Core Area: Attainable through collaborative actions among residents, commerce owners, and city leaders.
• Symbolic Leadership: Development of the core area as a sustainable example can inspire other parts of the city.
• Recommendations:
  • Integrate contributions of this dissertation with current opportunities and actions in Pune.
  • Focus on retrofitting existing infrastructure rather than constructing new roads to ease traffic congestion.
  • Emphasize the importance of political will and cohesive planning for sustainable mobility.

Conclusion of the Dissertation

• Street Equity: Redistribute street space for non-motorized user groups (pedestrians, cyclists, vendors) to ensure equitable use.
• Investment Focus: Shift from large-scale infrastructure projects to basic street services and safety for pedestrians and cyclists.
• Strengths and Limitations:
  • Strengths: Evidence-based, user-oriented, and contextualized methodology.
  • Limitations: Lack of in-depth study on governance and systemic failures, impact of COVID-19 on data collection.
• Outlook: Prepare Pune for upcoming transformational changes, emphasizing mode-priority street management and adaptive planning to face development pressures.

This chapter and the dissertation as a whole emphasize the need for a cohesive and adaptive approach to sustainable urban transport planning, integrating local and international perspectives to address current challenges and future developments in Pune.

You said:

summarise the following ararticle: Gehl’s toolbox for a pleasant urban environment In the end of his book Cities for people Jan Gehl presents a toolbox for how to create an urban environment that makes people stay and walk. He presents 12 criteria for a good pedestrian environment. Th ese requirements will be used as guidelines as well as evaluation of the planning proposal and current environment. • Protection against traffi c and accidents – feeling safe • Protection against crime and violence – feeling secure • Protection against unpleasant sensory experiences • Opportunities to walk • Opportunities to stand/stay • Opportunities to sit • Opportunities to see • Opportunities to talk and listen • Opportunities for play and exercise • Scale • Opportunities to enjoy the positive aspects of climate • Positive sensory experience Summarize The concept plan can be summarized into these bullet points: - block through traffi c with help from pedestrian streets - create a ring road around the core city with the concept of complete streets - make pedestrian streets network in the core city - use shared space in residential areas - improve the walking environment on all streets, improving sidewalks and accessibility - improve for bicyclists with cycle tracks and safe intersections on major roads, and shared space in residential areas - improve public transport - some streets where only pedestrians and public transport is allowed - no longer supply free parking Implementation of Gehl’s toolbox Gehl’s toolbox for urban environment has been kept in mind while creating and evaluating the detailed planning proposal. How the 12 diff erent criteria are considered is presented here. • Protection against traffi c and accidents – feeling safe - This criteria is being fulfi lled by banning vehicles on the street • Protection against crime and violence – feeling secure - This is not something being specifi cally considered in the planning proposal, but the mixed land use on Laxmi Road makes the street stay alive during all parts of the day. This is often pointed out to protect against crime and violence. As the proposal is aiming to keep this kind of land use, this criteria is also fulfi lled. • Protection against unpleasant sensory experiences - Vehicles, which creates a rather stressful and unpleasant environment, with noise and air pollution etc are taken away from the street. • Opportunities to walk - This is one of the main objectives of this thesis and both the detailed planning proposal and the overall concept plan aims to improve the walking environment. • Opportunities to stand/stay - More space for pedestrians creates more space to stop and stand as well. • Opportunities to sit - While visiting Laxmi Road it has been noted that places to sit are a scarce resource at present. People sometimes sit on other peoples parked two-wheelers while waiting for something, in lack of other of other places to sit. New seats with a good view of the street and in shade from the trees will be implemented. • Opportunities to see - There are always something to see on Indian streets. The many sari fabric shops and the vendors makes Laxmi Road an extra colorful street. • Opportunities to talk and listen - When traffi c is taken away, so are at least two sources of disturbing sounds on the street. The noise from the engines and wheels of the vehicles as well as the constant honking. • Opportunities for play and exercise - As important as it is to have these kind of places in the city, a shopping street as Laxmi Road is not considered ideal for activities as play and exercise. It is likely possible to fi nd better suited places for this within the core city area. • Scale - To keep buildings and roads small scale is something that is something that permeates the planning proposal. The land use and buildform is not changed with the planning proposal. • Opportunities to enjoy the positive aspects of climate - Pune has a climate that for most parts of the year is pleasant for outdoor activities. During winter it never rains, whereas the rainfall is sometimes heavy during the monsoon season. To create shade well needed on hot days the thesis suggests planting trees along the whole street. • Positive sensory experience - There are already lots of positive sensory experiences on the street. By taking away negative sensory experiences, the positive can be reinforced. 78 Air pollution Method To evaluate the planning proposal a goal was set to fi nd out some key fi gures for air pollution improvements from vehicle emissions. It has been diffi cult to fi nd numbers on carbon dioxide and other emissions from diff erent vehicles to use for this calculation. Th is is due to the complex situation, where cars of diff erent sizes, models and ages emit diff erent amounts per kilometres. Th e emissions also diff er depending on length on of the trip, and the style of driving. Shorter trips generally emits more per distance than longer as the engine works more effi ciently once it is warm. Th e calculations have been based upon Society of Indian Automobile Manufacturer’s, SIAM, presentation of emission norms in India (http://www.siamindia. com/scripts/emission-standards.aspx). Th e fi gures cover carbon monoxide, CO, hydrocarbons, HC, and nitrogen oxides, NOx, where sometimes HC and NOx are presented together. Figures have been found for petrol three-wheelers (auto-rickshaws), two-wheelers (motorcycles etc.) and cars, as well as for diesel cars and heavy vehicles over 3.5 Tons (buses and trucks). Th e calculations performed and what numbers have been used is displayed in the Appendix on page 87-89.Th e results from the traffi c count that was made on Laxmi Road on October 17th was used for the calculations (October 17th was a Monday leading up to Diwali, but the traffi c is deemed to correspond to the number of vehicles on a normal weekday, see page 36). Th e number of vehicles of each mode was recorded, and for cars the age was estimated. Emission standards have been sharpened in 1991, 1996 and 2000. For older cars than 1991, the value for 1991 has been used, meaning that the numbers used are likely to be a bit lower than actual emissions for the older cars. Th e age estimation was not possible to carry out in any exact manor, not being an expert on car models, but an honest try was made. Th e vehicle fl eet is surprisingly new, which is explained by the recent rapid increase in car ownership, and that it is mainly the upper classes that owns cars. As diff erent vehicles carries diff erent amount of passengers, the occupancy from the O-D- survey presented on page 43 has been used to calculate emission per passenger, rather than per vehicle. Result It was calculated that approximately 130 kg of CO and 104 kg of HC and NOX is released from the vehicles on Laxmi Road every day from 7 am to 10 pm. For instance, since walking and bicycling creates no emissions, a switch over from a two-wheeler on the 1.3 km stretch would emit 1.6 g less CO and 1.6 g less HC and NOx gases person on an average. All modes are displayed in the chart on the next page. Conclusion Th e concept plan is a large scale project that would need time, money and lot of political will to implement. Much of the thesis is therefore focused on why these solutions are necessary. It is essential that the underlying ideas are understood, so that important parts of the proposal are still implemented even if all ideas are not used. It is important that a project like this is well-implemented from the beginning. Otherwise there is a risk that a similar situation occurs as with the implementation of the BRT system trial in Pune, the cycle tracks, or the pedestrian plaza on M.G. Road. When some things are not working fully, the whole project gets criticised and lose support from people and politicians. Some of the analysis are aimed mainly to investigate if pedestrianisation of a major road in the core city is possible, and if Laxmi Road is at an appropriate street to start with. It can be concluded from the Lynch analysis (see page 48), that there is no coincidence that Laxmi Road has been suggested for pedestrianisation for several years. Th e many places with tourist interest in the area, as well as the already highly pedestrianised area Tulshibaug, and the already high share of pedestrians makes this a suitable fi rst project. Inventory and analysis have also been aimed to locate potential problems with blocking a stretch of Laxmi Road for traffi c, and then fi nd solutions for these problems in the planning proposal. Laxmi Road is a popular street for shopping for higher social classes in Pune. If an area like this is pedestrianised successfully, the status of these kind of projects could be raised, and the nice parts of traffi c-free areas could be realised by many Indians. Creation of a public transport system that would be accepted also by the higher classes should also be prioritised, and would be something that would benefi t all social classes. Th e design of the pedestrian street is made relatively simple, which is keeping the costs down. With the dense structure of Indian cities and extensive street life it is important to not make the street over-crowded with street furniture etc. However, it is also important to keep the design smallscale. Th e diff erent colors and patterns of the pavement stones for instance, is a way to make the street feel narrow, without taking away any space. It has been demonstrated that the air quality on the street can be greatly improved. Measurements should be made before and after implementing the project for further evaluation. Other parameters should also be evaluated, when the project is implemented. For instance traffi c safety, before and after implementation, should be analysed. Another important parameter is if the shop sales are going up or down if the street is pedestrianised. It would also be interesting to analyse if the project would lead to any trip reductions, or if it just changes the common routes slightly. Th ese kinds of measurements are important in order to get tangible and comparable results. If the project is successful, Pune can be used as a best practice encouraging use of sustainable transport principles also outside the core city area, as well in other Indian and perhaps Asian cities.

ChatGPT said:

Summary of Gehl’s Toolbox for a Pleasant Urban Environment

Jan Gehl’s Toolbox: In his book "Cities for People," Jan Gehl outlines a toolbox consisting of 12 criteria to create a pedestrian-friendly urban environment:

1. Protection against traffic and accidents - Ensure safety from vehicles.
2. Protection against crime and violence - Ensure a secure environment.
3. Protection against unpleasant sensory experiences - Mitigate noise and pollution.
4. Opportunities to walk - Facilitate walking routes.
5. Opportunities to stand/stay - Provide spaces to pause.
6. Opportunities to sit - Offer seating areas.
7. Opportunities to see - Enhance visual engagement.
8. Opportunities to talk and listen - Reduce noise to foster communication.
9. Opportunities for play and exercise - Create spaces for physical activities.
10. Scale - Maintain human-scale design.
11. Opportunities to enjoy positive aspects of climate - Use climate to enhance experience.
12. Positive sensory experience - Promote pleasant sensory experiences.

Concept Plan Key Points:

• Block through traffic with pedestrian streets.
• Create a ring road around the city core with complete streets.
• Establish pedestrian street networks in the core city.
• Use shared spaces in residential areas.
• Improve sidewalks and accessibility across all streets.
• Enhance cycling infrastructure with safe intersections and cycle tracks.
• Upgrade public transport.
• Restrict certain streets to pedestrians and public transport.
• Eliminate free parking.

Implementation of Gehl’s Toolbox:

• Traffic safety - Vehicles banned from streets for safety.
• Security - Mixed land use promotes safety through constant activity.
• Reduce unpleasant sensory experiences - Eliminate vehicle noise and pollution.
• Walking opportunities - Central objective to enhance walkability.
• Standing/pausing spaces - Increased pedestrian space allows for standing.
• Sitting opportunities - Install new seating in shaded areas.
• Visual engagement - Laxmi Road's vibrant street life provides constant visual stimuli.
• Talking/listening opportunities - Reduced traffic noise improves auditory environment.
• Play/exercise opportunities - Other areas in the core city are more suitable than shopping streets.
• Human scale - Maintain small-scale buildings and roads.
• Enjoy climate - Tree planting for shade during hot days.
• Positive sensory experience - Removing negative stimuli enhances positive ones.

Air Pollution and Emission Calculations:

• Calculated emissions for different vehicles, using data from the Society of Indian Automobile Manufacturer’s emission norms.
• Results: Laxmi Road vehicles emit approximately 130 kg of CO and 104 kg of HC and NOx daily.

Conclusion:

• Implementing this concept plan is a large-scale project requiring significant investment and political will.
• Focus on understanding the importance of these changes to ensure partial implementation if necessary.
• Success on Laxmi Road could serve as a model for other Indian cities, potentially influencing sustainable transport practices across Asia.
• Evaluate air quality, traffic safety, and commercial impacts before and after implementation to ensure the project's effectiveness.

You said:

summarise the following : . The Factors Causing the Traffic Congestion The factors causing the Traffic congestion can be divided into 3 broad categories Figure 8 & Figure 9. Figure 8. The factors causing the Traffic Congestion 3.4.1. People Problems Increase in population The population of Pune was 3.8 million in 2000, which Civil Engineering and Architecture 10(3): 1071-1080, 2022 1077 has almost doubled to 6,807,984 (Figure 3) in 2021 [3] and represents a 2.69% annual change. This influx of people to Pune is creating a huge gap between the available and required infrastructure for sustaining the city. Steep rise in the Population density Pune city is a popular educational, IT and manufacturing hub and its proximity to Mumbai makes it a favorite destination for students and working professionals to migrate to the city. Musmade [8] studied the Population Density of Pune district which also included Pune city. In his study, the researcher stated that Pune City with an area of 184 sq. km had a population density of 14643 people per sq. km in 2001 compared to 27488 people per sq. km in 2011, making Pune city one of the most densely populated cities and is growing at a faster rate. This rise in population density and increasing number of commuters is also adding to the problems of traffic congestion. Increase in private vehicles (cars and two- wheelers) Business Today [9] reported that Mumbai tops the chart with 510 cars per km to become the most car-congested city in India followed by Pune with 359 cars per km holding the second spot as the density of private cars soared. A similar report was published in The Times of India [10] stated that Pune city has 24.96 lakh two-wheelers till March 2017. Another article published in India Today [11] reported that Regional Transport Office (RTO) chief Mr. B. Ajri stated that till the end of March 2018, there was an increase of over 280,000 vehicles, which takes the figure of registered vehicles in the Pune city in the year 2017-2018 to 36.27 lakh, from 33.37 lakh the 2016-2017. Compared with 2017, the number of four-wheelers registered increased from 5.89 lakh to 6.45 lakh in 2018 and the number of registered two-wheelers shot up from 24.97 lakh to 27.03 lakh. The sheer number of private vehicles has added to the problem of traffic congestion. Increase in private commercial vehicles (Ola / Uber/ auto rickshaws) According to Pune’s regional transport office (RTO) as reported by The Times of India [12], there were as many as 7,000 to 8,000 app-based cabs plying in the city. Pune city also has a lot of three-wheelers (auto rickshaws) that run on the roads. The increase in the private vehicles is another contributor to the ever increasing traffic which has also attributed to the poor public transport system. Accidents /Poorly maintained vehicles leading to breakdown on the road One of the factors leading to road congestion is accidents and vehicle breakdown. The vehicles often break down in traffic due to poor maintenance, which causes a lot of inconvenience. Typically, congestion is seen when a large public transport bus or goods transport truck breaks down, which creates a bottleneck situation leading to congestion. Similar congestion is seen when accidents occur and the bottle neck situation is created. The congestion stays until the vehicle is tolled and the road is cleared which might take a few hours. Increase in purchasing power Shivatre et al. [13] stated that due to the higher purchasing power of the citizens of Pune city, the numbers of vehicles being purchased annually is increasing every year, resulting in the increased rate of traffic jams. Lack of self-discipline to follow the traffic norms Another important reason for the traffic congestion is that people lack self-discipline when on roads and have a very casual attitude towards the traffic rules. This casual attitude is also due to the lack of strict monitoring & penalizing for breaking the traffic rules by police/ traffic authorities. Violations of the traffic rules and signals Another important reason for the traffic congestion is that people often violate the traffic rules : such as wrong side entry or wrong/ unauthorized turn and people often jump signals. It is also seen that people do not follow a proper lane management system. This casual attitude is also due to the lack of strict monitoring & penalizing for violating the traffic rules by police / traffic authorities. There is also a lack of proper lane management system. 1078 To Study the Factors Causing Traffic Problems in India with Specific Reference to Pune City: A Conceptual Framework Figure 9. Relationship between factors causing the Traffic Congestion Civil Engineering and Architecture 10(3): 1071-1080, 2022 1079 3.4.2. Infrastructural Problems Foot path/Pavements availability In many instances, it is found that the roads are too narrow and are occupied by a large pavement/ foot path leading to traffic congestion. Narrow roads Shivatre et al. [13] and S Sarda et al. [5] have mentioned in their study that the major routes connecting the various parts of the city are not wide enough for a free flow of traffic, leading to traffic congestion. They also further state that though most of the roads have undergone road-widening, but the illegal encroachment of hawkers still creates bottlenecks at various intersections. Lack of connectivity to the different locations Shivatre et al. [13] stated in their research that though Pune traffic has increased by more 105 times since 1960, the road network has grown merely by 6 times, leading to huge traffic load as the road network is insufficient and causing traffic congestion. They further stated that the existing road network is 7% while the requirement is more than double, i.e. 15%. This gap of 8% between the actuals and required leads to traffic congestion in different parts of the city. Poor quality of roads Pune city also struggles with bad quality roads. Large potholes, uneven roads and innumerable speed breakers slow the traffic down. The problem is even severe during monsoon due to poor drainage system; the potholes get filled with rain water, making it impossible for drivers to drive properly. It slows down the traffic as well as at times leads to accidents which add to the further congestion. Improper manholes At times, the roads have improper and uncovered manholes creating bottleneck and the drivers have to navigate carefully. Poor public transport and improper bus stop locations S Sarda et al. [5] and Shivatre et al. [13] have mentioned in their studies that another problem is redundant public transport facilities due to which commuters have to wait long hours, which leads to them opting for private transport facilities and some also opt for self-owned vehicles. Improper planning of City development S. K. Rahane et al. [4], in their research have highlighted the problem of improper planning of City development. This improper planning also is one of the reasons for traffic congestion. 3.4.3. Implementation & Management Problems Lack of action against improper parking (on road) On-road / illegal parking of vehicles according to S. K Rahane et al. [4] and S Sarda et al. [5] is one of the main reason behind serious traffic congestion in different parts of the city. This is contributed by the lack of action taken on the law breakers / perpetrators by the traffic police authorities. Absence of signals / non-working signals Another factor that contributes to traffic congestion is the absence of traffic signals. The absence of traffic signals on key junction leads to congestion as everybody is in a hurry to reach their destination. In some places, either the signals are malfunctioning or not functioning at all, which leads to a situation of confusion and chaos. Delayed construction / developmental activities Pune city being a metropolitan city, is developing at an exponential rate. Many roads, under passes, flyovers, buildings and developmental projects are coming up. Currently, the Metro project is also taken up by the government in Pune city. Some of them are completed in time and some of them get delayed. These developmental/ construction activities also create bottle neck and cause traffic congestion. Lack of proper sign and signage A. Jadhav et al. [14] studied the factors of lack of proper sign and signage and their impact on the traffic congestion. They also recommended the Installation of adequate signage consistent with IRC 67-2012 for better traffic management. Improper Lane management S Sarda et al. [5] and C. Shivatare et al. [13] have highlighted that the presence of lane management in any city is an important factor in managing the traffic and lack of proper lane management system in Pune city is an important factor leading to traffic congestion. Lack of strict monitoring & lack of penalizing for breaking the traffic rules by police The lack of strict monitoring and penalizing for breaking the traffic rules by the police/ law enforcers leads to the divers taking the traffic laws very lightly. People are found jumping signals and breaking traffic rules, which leads to traffic congestion. Monitoring and penalizing for breaking traffic rules acts as a deterrent for the commuters and instills respect in their minds for the traffic rules. Action against the presence of Street vendors/ hawkers/ cattle on the pavement /roads Another reason for traffic congestion is the presence of street vendors/ hawkers/ cattle on the pavement and roads. This leads to congestion and bottle neck situation at key 1080 To Study the Factors Causing Traffic Problems in India with Specific Reference to Pune City: A Conceptual Framework junctions. The lack of action against hawkers on the road / pavements leads to them using the roads and pavements for selling their products. Uncontrolled and unregulated purchase of passenger vehicles There are no restrictions on the total number of vehicles that are purchased every year. The uncontrolled and unregulated purchase of passenger vehicles leads to unregulated amount of vehicles running on the roads. 4. Conclusion and Future Steps Traffic and congestion has become a major problem in many major cities in India. Pune, being the 2nd largest city in Maharashtra after Mumbai, has been grappling with the problem for many years now. This research tries to not only identify the factors responsible for the traffic and congestion problems in Pune, but also tries to establish a relationship between these factors. Once the problems and their interrelationships are established, higher are the chances to find solutions to those problems. There are a lot of policy decisions that need to be taken by the government in terms of infrastructural development and law and order to curb this problem. The researcher, in this paper has tried to identify the factors causing the traffic congestion in Pune. The factors identified are categorized in three broad areas namely; People Problems, Infrastructural Problems and Implementation & Management Problems. The researcher has also established relationships between the factors of the three broad categories and how one factor influences the other factors negatively, there by aggravating the overall Traffic Congestion. Since there is interrelationship among the factors, right policies from the Govt., better planning and implementations on the ground and over all better discipline by the citizen can improve the state of affairs, leading to a better traffic and infrastructure management

ChatGPT said:

Summary of Factors Causing Traffic Congestion in Pune

Traffic Congestion Factors:

1. People Problems:

   • Population Growth: Pune's population nearly doubled from 3.8 million in 2000 to 6.8 million in 2021, causing a strain on infrastructure.
   • Population Density: High density due to migration for education and jobs, with density rising from 14,643 people per sq. km in 2001 to 27,488 in 2011.
   • Increase in Private Vehicles: Pune is the second most car-congested city in India, with a significant rise in cars and two-wheelers, contributing to congestion.
   • Commercial Vehicles: The increase in app-based cabs and auto-rickshaws adds to traffic.
   • Accidents and Vehicle Breakdowns: Poorly maintained vehicles lead to breakdowns and accidents, creating bottlenecks.
   • Purchasing Power: Increased vehicle purchases due to higher income levels.
   • Lack of Self-Discipline: Casual attitude towards traffic rules and lack of strict enforcement lead to rule violations and congestion.
   • Traffic Rule Violations: Frequent violations of traffic rules and signals, and poor lane management.

2. Infrastructural Problems:

   • Footpath/Pavement Availability: Narrow roads with large pavements lead to congestion.
   • Narrow Roads: Major routes are not wide enough, and illegal encroachments create bottlenecks.
   • Lack of Connectivity: Insufficient road network growth compared to traffic increase.
   • Poor Quality Roads: Potholes and poor drainage worsen congestion, especially during monsoons.
   • Improper Manholes: Uncovered manholes create navigation difficulties.
   • Poor Public Transport: Inadequate public transport forces people to use private vehicles.
   • Improper City Planning: Poor urban planning contributes to congestion.

3. Implementation & Management Problems:

   • Illegal Parking: On-road parking due to lack of enforcement.
   • Signal Issues: Absence or malfunctioning of traffic signals leads to chaos.
   • Delayed Construction: Ongoing construction projects create bottlenecks.
   • Lack of Proper Signage: Insufficient signage leads to traffic mismanagement.
   • Improper Lane Management: Lack of effective lane management system.
   • Lack of Strict Monitoring and Penalties: Insufficient enforcement of traffic rules.
   • Street Vendors and Hawkers: Presence of vendors and cattle on roads exacerbates congestion.
   • Unregulated Vehicle Purchases: Unchecked increase in vehicle numbers.

Conclusion and Future Steps:

• Pune faces severe traffic congestion due to a combination of population growth, infrastructural inadequacies, and management issues.
• Interrelated factors exacerbate congestion, requiring comprehensive policy decisions, better planning, and strict enforcement.
• Improvements in infrastructure, public transport, and stricter traffic regulations can alleviate congestion and enhance traffic management.

You said:

summarise the following : Qualitative analysis 1. In-depth interview of drivers and pedestrians: Drivers, pedestrians on the road were randomly selected. In depth interview of ten interested drivers and pedestrian was conducted. All the participants mentioned that they follow the traffic signal, they had adequate knowledge about road safety behavior, but all of them felt that the helmet was not necessary. 2. Focus group discussion (FGD ) with school children: As children are the most vulnerable section of the population a total of ten focus group discussions were conducted involving children of different age. Most of the children from all age groups expressed that the facilities for crossing roads were average; they had to be very careful during road crossing. According to the students, “there is a need for a zebra crossing on roads and there should be speed breakers on both the sides of the same, so that they can cross the roads safely. While crossing the roads they always prefer to be in groups. Most of them get guidance mainly from parents, sometimes by teachers, none gets it from policemen.” 3. During the playground test: They were careful while they crossed the road as they looked both sides before crossing the road. 4. Observations at traffic signals: The traffic behavior was mixed as some of the drivers followed the rules and some did not. It was observed that the peak hours on the road were 8 am to 9 am and 8 pm to 9 pm. During peak hours there was less violation of traffic rules. During other times of the day when the roads were not so crowded the traffic rules violation was more. After observation of traffic signal it was seen that young males driving two wheelers and auto rickshaw broke the traffic rules, even though the signals were manned by the computer operated system or traffic police. Discussion The total number of accident victims participated in the present study were 60. Mean age of males was 34 years and that of females was 30 years similar to the study carried out by Patil SS, et al.7 Majority of accident victims were males in the age group of 20-40 years, similar findings were observed in qualitative part of our study and were also seen globally and in the study carried out by different authors in India.1,7-10 The gender difference could be due to the fact that more males work outdoors and therefore are more commonly exposed to traffic accidents and most of them are of active and productive age groups leading to an adverse economic impact on the family. In a focus group discussion amongst school students and a playground test it was observed that children had adequate knowledge of road safety. In our study the age group of accident victims was wide (3 years to 74 years) suggesting that all the individuals irrespective of the age were at risk of accident because of their own fault or others’ fault, it was found that amongst all the victims 51.55% were under 18 years who were not driving, but still met with an accident. Similar results were also found by Harnam Singh and A. D. Aggarwal. In their study, they found that the most frequent victims of road traffic accidents were pedestrians (61%) followed by cyclists (13.6%).11 Bannon M, et al also found that road accidents accounted for 55% of all accidental death in children.2 It was observed that 92.6% of the drivers did not use any safety measure i.e. helmet or seat belt. During an in-depth interview, drivers felt that helmet was not necessary. As reported in the WHO global report wearing a standard, good quality motorcycle helmet can reduce the risk of death by 40% and the risk of serious injury by over 70%.1 Only one (3.7%) driver accepted that he was under the influence of alcohol while driving as against 29% drivers were under the influence of alcohol in the study conducted by Patil SS.7 In South Africa, 7% of drivers with illegal blood alcohol levels account for nearly 30% of non-fatal and 47% of fatal driver deaths , while injury to drunken pedestrians account for 72% of adult traffic deaths.12 Four (14.8%) of the accident victims in our study committed that their driving was rash. One (3.7%) of Table 3. Distribution of accident cases as per their condition at the time of the accident and when they were brought to the hospital Condition of patients at the time of accident Drivers n=27, (%) Others n=33,(%) Total N=60 (%) Type of collision Head on collision 2(40) 3(70) 5(8.3) Hit fixed object 2(33.3) 4(66.7) 6(10) Hit from the side 23(50) 23(50) 46(76.7) Hit pedestrian 0(0.0) 3(100) 3(5) Nature of Injury Abrasion 23(43.4) 30 (56.6) 53(83.3) Fracture 4(57.1) 3 (42.9) 7(11.7) Type of injury Mild 22(43.1) 29(56.9) 51(85) Moderate 4(57.1) 3 (42.9) 7(11.7) Severe 1(50) 1(50) 2(3.3) Status of injured Conscious 26(44.) 32(55.2) 58(96.7) Unconscious 1(50) 1(50) 2(3.3) Raghav P: Road traffic accidents and road safety behavior in Pune [Downloaded free from http://www.ijcfm.org on Wednesday, March 27, 2019, IP: 10.232.74.26] Indian Journal of Community & Family Medicine | Vol. 1 | Issue 02 | Jul-Dec, 2015 78 the drivers was not having the driving license while in the study carried out by Patil SS, et al 29.5% drivers of different vehicles were without driving license.7 One (3.7%) of the drivers blamed vehicle for the accident while according to 81.5% of them road was not in good condition. In the study carried out by A. Bener careless driving was seen in 38% of victims, drug and alcohol in 4%, vehicle condition in 1.9% .13 It was found that in 76.7% cases, there was hit from side. Many cases (83.3%) had abrasion. Severe injury was equally common in both groups while moderate injury was commonly (57.1%) seen in drivers. 11.6% reported fractures. Two patients (3.3%) were unconscious at the time of admission to hospital. Data is comparable to that reported from other study.7 Conclusion The findings are discussed in regard to the necessity of changing the behavior of drivers through media campaigns and health education, particularly the young drivers. A greater awareness about traffic rules and cultivation of road traffic sense is required especially in children. The preventive measures should be directed towards improving the road safety for children and pedestrians. An improvised traffic management, design and quality of road infrastructure and application of the safer transport system may be helpful in reducing the future incidence of RTA.

ChatGPT said:

Summary of Qualitative Analysis on Traffic Behavior and Road Safety

1. In-depth Interviews with Drivers and Pedestrians:

   • Ten drivers and pedestrians were interviewed.
   • All participants claimed to follow traffic signals and were knowledgeable about road safety.
   • None felt helmets were necessary.

2. Focus Group Discussions with School Children:

   • Ten discussions were held with children of different ages.
   • Children rated road-crossing facilities as average and emphasized the need for zebra crossings and speed breakers.
   • They preferred crossing roads in groups and received safety guidance mainly from parents.

3. Playground Test:

   • Children demonstrated caution, looking both ways before crossing roads.

4. Observations at Traffic Signals:

   • Mixed traffic behavior: adherence to rules during peak hours (8-9 am, 8-9 pm) but frequent violations at other times.
   • Young male two-wheeler drivers and auto-rickshaw drivers often broke traffic rules, even with operational signals.

Discussion

• Accident Victims:

  • Sixty accident victims participated, with males (average age 34) being more frequent victims than females (average age 30).
  • Most victims were males aged 20-40, reflecting higher outdoor exposure and economic impact on families.
  • Pedestrians and cyclists were common victims, with a notable percentage (51.55%) of under-18s involved in accidents despite not driving.
  • Similar findings were reported in other studies, emphasizing the global and local prevalence of these trends.

• Driver Behavior:

  • 92.6% of drivers did not use helmets or seat belts.
  • Interviews revealed a belief that helmets were unnecessary, contradicting WHO reports on helmet safety.
  • Few drivers admitted to drinking alcohol while driving.
  • Some drivers exhibited rash driving or lacked licenses, and many blamed road conditions for accidents.

• Accident Analysis:

  • Common collision types included side hits (76.7%) and hitting fixed objects.
  • Most injuries were abrasions (83.3%), with some fractures and severe injuries.
  • Consciousness at hospital admission was high (96.7%).

Conclusion

• Behavioral change in drivers, especially young ones, is essential through media campaigns and education.
• Increased awareness of traffic rules and safety should be cultivated, particularly in children.
• Preventive measures should focus on improving road safety for children and pedestrians.
• Enhancing traffic management, road design, and infrastructure quality, along with safer transport systems, can reduce road traffic accidents.

You said:

summarise the following : Accident causation: baseline For accident avoidance, an ideal condition as a starting point for examining the “human factor” influences is defined as the occupant/cyclist/pedestrian is sober and alert, obeys road regulations and has properly used the available safety systems (mirrors, etc.), as outlined in Table 2. Any variation from this ideal is noted in the causal analysis. A vehicle is defined as ideal when the vehicle is in a safe, drivable condition, it has not been designed to encourage overloading (e.g., more interior or cargo space than vehicle can safely manage when loaded to actual capacity) and it offers provisions for securely fastening loads. Road conditions are considered ideal when the road section is in good condition and has proper signage, sufficient shoulder widths, intuitive road layout and function (for turns, merging, etc.), and good visibility. If any of these ideal conditions are not met, the failure is recorded. Injury causation: baseline For injury avoidance, an ideal human condition exists when occupants/cyclists/pedestrians have properly used the available safety systems (seat belts, helmets, etc.), the vehicle is not overloaded (includes passenger loads) and any non-human loads are properly fastened. Ideal vehicle conditions exist when the vehicle has seat belts available for all its seating positions and suffers no passenger compartment intrusion in the accident. Ideal road conditions exist when there are no rigid barriers (including trees) or other dangerous features, such as steep drop offs, rocky outcrops, etc., alongside the roadway or median. If rigid barriers/dangerous conditions do exist, they should be mitigated by impact attenuators or by structures that can afford sufficient protection to keep vehicles safely on the road while still being forgiving enough to avoid creating even more dangerous impact situations than the ones they are protecting against. Example: baseline applied As an example of how this works, consider Case 2 from Table 1. In this instance, the contributing factors that led to the accident are human factors alone: driver sleepy and not vigilant (just as in Case 1). However, the contributing factors that led to the fatal injuries are more involved: • Human - Driver not belted • Vehicle - Passenger compartment intrusion • Infrastructure - Absence of impact attenuators before a rigid barrier Each accident in this study was analyzed against the accident and injury baselines in a fashion similar to that shown in Table 1. The factors were then ranked. For accident causation, this ranking is based on the number of accidents a factor has influenced. For injury causation, the ranking is based on the number of injury occurrences that specific factor has influenced. Study area The Mumbai–Pune Expressway is a 94-kilometer, controlled-access highway that connects Mumbai, the commercial capital of India, to the neighboring city of Pune, an educational and information technology hub of India. It is a six-lane roadway with a speed limit of 80 km/h along most of its stretch. Two-wheelers, three-wheelers and pedestrians are not permitted to use most parts of the expressway and non-motorized vehicles are not permitted for the whole stretch. Common vehicle types plying the expressway are cars, trucks and buses. Data analysis The methodology study consisted of analysis of contributing factors for 214 accidents (irrespective of injury) that occurred on the Mumbai–Pune Expressway over 12 consecutive months. A second analysis was conducted for those 68 accidents that resulted in a fatal or serious injury. Injury severity definitions Figure 1 shows the distribution of accidents by the highest level of injury (severity) sustained by any involved party. The definitions for each level of severity are as follows: Fatal Injury: An accident involving at least one fatality. Any victim who dies within 30 days of the accident as a result of the injuries due to the accident is counted as a fatality. Serious Injury: An accident with no fatalities, but with at least one or more victims hospitalized for more than 24 hours. Minor Injury: An accident in which victims suffer minor injuries which are treated on-scene (first aid) or in a hospital as an outpatient. No Injury: An accident in which no injuries are sustained by any of the involved persons. Usually only vehicle damage occurs as a result of the accident. Figure 1. Distribution of accidents by highest injury severity Fatal 17% Serious 14% Minor 24% No Injury 43% Unknown 2% Factors influencing occurrence of accidents (214 accidents) A distribution by contributing factors (human/vehicle/infrastructure) for the accidents analyzed is shown in the Venn diagram presented as Figure 2. This diagram shows that human factors alone (57%) had the highest influence on the occurrence of accidents, followed by the combination of human and infrastructure factors (22.5%) and vehicle factors alone (16.5%). Figure 2. Distribution of accidents by contributing factors influencing accident occurrence Figure 3. Distribution of fatal/serious injury accidents by contributing factors influencing injury occurrence 57% 2% 0% 22.5% Veh icle (19. 5%) Human (81.5%) Infr astr uctu re (24. 5%) 16.5% 1% 1% 10% 21% 12% 7% Veh icle (80 %) Human (50%) Infr astr uctu re (41 %) 28% 19% 3% Factors influencing occurrence of injuries (68 fatal/serious accidents) Of the 214 accidents, 68 accidents involved fatal or serious injury to at least one occupant or pedestrian. The distribution by contributing factors (human/vehicle/infrastructure) is shown in the Venn diagram presented as Figure 3. This diagram shows that vehicle factors alone (28%) had the greatest influence on a fatal/serious injury outcome, followed by a combination of human and vehicle factors (21%) and combination of vehicle and infrastructure factors (19%). When the overlapping combinations are considered, infrastructure factors, which were not so pronounced as a stand-alone (showing only a 3% influence) become more evident (41%). FINDINGS The focus of this paper is on the application of a new methodology modified for India, and the findings presented here are offered as demonstration of types of results obtained using this new methodology. For more details on the findings themselves, see the Mumbai–Pune Expressway Road Accident Study [5]. Accident occurrence Accident causal factors were analyzed using the new methodology for all 214 accidents, as described under Methodology. The findings are presented by contributing factor type (human, vehicle, or infrastructure). Please note that more than one factor can influence an accident; hence, the sum of percentage influence may not be equal to sum of factors influencing accidents. Human factors Table 3 shows the top five contributing human factors that influenced accidents. Speeding and fatigue are the main contributors. Other contributing factors include following too closely (4%), parked vehicle on road (4%), wrong usage of lanes (3%), parked vehicle off road (2%), overtaking from left of vehicle (2%), illegal road usage (2%), driving under the influence of alcohol or drugs (1%) and dangerous pedestrian behavior on roadway (1%). Table 3. Contributing human factors influencing accident occurrence Contributing human factors (Accident occurrence) Number of accidents % Influenced Driver Sleep / Fatigue (50 Trucks, 12 Cars, 1 Minitruck) 63 29 Speeding – Excessive speed for conditions (21 Cars, 12 Trucks, I Minitruck, 1 Bus) 35 16 Speeding - Exceeding speed limit (28 Cars, 1 Truck, 1 Minitruck, 1 Bus) 31 14 Improper lane change (11 Trucks, 5 Cars, 1 Bus) 17 8 Driving too slow for conditions (13 Trucks, 2 Cars) 15 7 Vehicle factors Table 4 shows the top five contributing vehicle factors that influenced accidents. “Other defect” was also listed as a contributing vehicle factor, with an influence in 1% of accidents. Clearly, though, this category is dominated by brake fade, followed by tire burst. Table 4. Contributing vehicle factors influencing accident occurrence Contributing vehicle factors (Accident occurrence) Number of accidents % Influenced Brake fade (24 Trucks) 24 11 Tire burst (7 Cars, 2 Buses, 2 Trucks) 11 5 Steering defect (3 Trucks) 3 1 Suspension defect (2 Trucks) 2 1 Overloading 1 0.5 Infrastructure factors Table 5 gives the top five contributing infrastructure factors that influenced accidents, with the top four showing fairly equal weight. Other factors include improper gap-in-median (1%), vision obstruction because of plantation (0.5%) and uphill gradient (0.5%). The top five factors together contribute to about 32% of all accidents occurring on Mumbai–Pune Expressway. Table 5. Contributing infrastructure factors influencing accident occurrence Contributing infrastructure factors (Accident occurrence) Number of accidents % Influenced Poor road markings/signage (11 Trucks, 8 Cars) 19 9 Narrow shoulder (13 Cars, 3 Trucks, 1 Bus) 17 8 Sharp curvature (10 Trucks, 5 Cars) 15 7 Inadequate warning about accident/parked vehicle (11 Trucks, 2 Cars, 2 Buses) 15 7 No shoulder 3 1 The factor “inadequate warning” was judged to be a failure of the Infrastructure/Accident ideal condition of “proper signage”, although it could also fall under a Human/Accident category, depending on the circumstances. See discussion under Limitations/Refinements. Fatal/serious injury occurrence Injury causal factors were analyzed using the new methodology for the 68 fatal/serious injury accidents. The findings are presented below. Please note that more than one factor can influence injury; hence, the sum of percentage influence may not be equal to sum of factors influencing injuries. Human factors Table 6 shows the contributing human factors that influenced fatal or serious injury outcomes. As can be seen, failure to use a seat belt was the single largest human factor influencing injury. Table 6. Contributing human factors influencing fatal/serious injury occurrence Contributing human factors (Injury occurrence) Number of accidents % Influenced Seat belt not used (26 Cars, 4 Trucks, 1 Minitruck) 31 46 Overloading of occupants (number of occupants > seating capacity) (3 Cars, 1 Truck) 4 6 Occupants in cargo area 1 1 Other 1 1 Vehicle factors As Table 7 shows, passenger compartment intrusion causing injury occurred in 27 cars and 21 trucks. The breakdown across the four collision types seen for the cars was as follows: 37% were object impacts, 26% were rollovers, 22% were collisions with trucks, and 15% were collisions were cars. For the trucks that involved injuries from passenger compartment intrusion, the collision types and percentages were as follows: 53% were collisions with trucks, 20% were rollovers, 14% were cargo intrusions, and 14% were object impacts. Table 7. Contributing vehicle factors influencing fatal/serious injury occurrence Contributing vehicle factors (Injury occurrence) Number of accidents % Influenced Passenger Compartment Intrusion – Other (20 Cars, 19 Trucks , 1 Minitruck, 1 Bus) 41 60 Seatbelts not available/usable (10 Trucks, 1 Bus) 11 16 Passenger Compartment Intrusion – Underride / Override (7 Cars, 2 Trucks) 9 13 Pedestrian Impact / Run over 4 6 Unsecured Cargo (3 Trucks) 3 4 Infrastructure factors The largest percentages of infrastructure influences on fatal/serious injury involved object impacts, as shown in Table 8. Most of the objects encountered along the expressway are manmade structures located on the roadside or median. On the expressway, these objects included concrete barriers/walls (27%), guard rails (18%), flower pots (14%), bridge walls (14%), overhead bridge pillars (14%), sign posts, curb stones, etc. Flower pots and curb stones may look harmless, but in the event of an impact, these can be quite devastating to the car and its occupants. Natural objects can be just as deadly; trees accounted for 14% of object impacts on the expressway. Also, as noted in the previous paragraph, a lot of passenger compartment intrusions, which significantly reduce occupant safety, have been caused by collisions with these objects. Table 8. Contributing infrastructure factors influencing fatal/serious injury occurrence Contributing infrastructure factors (Injury occurrence) Number of accidents % Influenced Object impact - roadside/median - manmade structures (17 cars, 1 truck, 1 minitruck) 19 28% Roadside - Steep slope/Drop off (5 trucks, 3 cars) 8 12% Object impact - roadside - trees/plantations 3 4% Object impact – Other 2 3% The expressway also includes numerous sections with bridges over canals and mountain regions with steep drop offs. It has been noted that adequate barriers are not provided to prevent vehicles from tipping over and plummeting down slopes or into hillsides. Figure 4 presents one such example of an inadequate barrier on a hillside

ChatGPT said:

Summary of Accident and Injury Causation on the Mumbai–Pune Expressway

Accident Causation: Baseline Conditions

• Ideal Conditions for Accident Avoidance:
  • Human: Sober, alert, obeying regulations, using safety systems correctly.
  • Vehicle: Safe, drivable, not overloaded, secure loads.
  • Road: Good condition, proper signage, adequate shoulders, intuitive layout, good visibility.
  • Any deviations from these ideal conditions were recorded in the causal analysis.

Injury Causation: Baseline Conditions

• Ideal Conditions for Injury Avoidance:
  • Human: Proper use of safety systems, no overloading.
  • Vehicle: Seat belts for all seats, no passenger compartment intrusion.
  • Road: No rigid barriers or dangerous features, mitigated by impact attenuators if present.
  • Deviations from these ideal conditions were recorded in the analysis.

Example Application of Baseline Conditions

• Case Study Example:
  • Human factors: Driver sleepy and not vigilant.
  • Injury factors: Driver not belted, passenger compartment intrusion, lack of impact attenuators.
  • Each accident was analyzed similarly, with factors ranked by their influence on accident and injury occurrence.

Study Area

• Mumbai–Pune Expressway:
  • 94-kilometer controlled-access highway connecting Mumbai and Pune.
  • Six-lane roadway with an 80 km/h speed limit.
  • Common vehicles: cars, trucks, buses. Two-wheelers, three-wheelers, pedestrians, and non-motorized vehicles are mostly prohibited.

Data Analysis

• Accident Analysis:

  • Analysis of 214 accidents over 12 months.
  • Separate analysis for 68 accidents resulting in fatal or serious injuries.

• Injury Severity Definitions:

  • Fatal Injury: At least one fatality within 30 days of the accident.
  • Serious Injury: Hospitalization for more than 24 hours.
  • Minor Injury: Treated on-scene or outpatient.
  • No Injury: No injuries, only vehicle damage.

• Accident Severity Distribution:

  • Fatal: 17%
  • Serious: 14%
  • Minor: 24%
  • No Injury: 43%
  • Unknown: 2%

Factors Influencing Accident Occurrence (214 Accidents)

• Contributing Factors:

  • Human factors alone: 57%
  • Human and infrastructure: 22.5%
  • Vehicle factors alone: 16.5%

• Top Human Factors:

  • Driver sleep/fatigue: 29%
  • Speeding (excessive speed for conditions and exceeding speed limit): 30%
  • Improper lane change: 8%
  • Driving too slow for conditions: 7%

• Top Vehicle Factors:

  • Brake fade: 11%
  • Tire burst: 5%
  • Steering defect: 1%
  • Suspension defect: 1%
  • Overloading: 0.5%

• Top Infrastructure Factors:

  • Poor road markings/signage: 9%
  • Narrow shoulder: 8%
  • Sharp curvature: 7%
  • Inadequate warning about accidents/parked vehicles: 7%
  • No shoulder: 1%

Factors Influencing Injury Occurrence (68 Fatal/Serious Accidents)

• Contributing Factors:

  • Vehicle factors alone: 28%
  • Human and vehicle: 21%
  • Vehicle and infrastructure: 19%

• Top Human Factors:

  • Seat belt not used: 46%
  • Overloading of occupants: 6%
  • Occupants in cargo area: 1%

• Top Vehicle Factors:

  • Passenger compartment intrusion: 60%
  • Seat belts not available/usable: 16%
  • Passenger compartment intrusion (underride/override): 13%
  • Pedestrian impact/run over: 6%
  • Unsecured cargo: 4%

• Top Infrastructure Factors:

  • Object impact (manmade structures): 28%
  • Roadside steep slope/drop-off: 12%
  • Object impact (trees/plantations): 4%
  • Object impact (other): 3%

Findings

• Human Factors:

  • Speeding and fatigue are the main contributors to accidents.
  • Seat belt use significantly influences injury outcomes.

• Vehicle Factors:

  • Brake fade and tire burst are significant contributors to accidents.
  • Passenger compartment intrusion is a major factor in serious injuries.

• Infrastructure Factors:

  • Poor signage, narrow shoulders, and sharp curvatures are significant accident contributors.
  • Manmade structures and steep slopes are major contributors to serious injuries.

Conclusion

• A comprehensive approach involving human behavior, vehicle safety, and infrastructure improvements is essential to reduce accidents and injuries on the Mumbai–Pune Expressway.

You said:

summarise the following: Countries like India that are undergoing rapid economic and social transition are experiencing an epidemiological mosaic. In addition to the burden of communicable diseases such as malaria, tuberculosis, and HIV / AIDS, rapidly developing countries have to cope with rising trends of non-communicable diseases including road traffic accidents. Out of all non-communicable conditions, road traffic injuries engage the least attention from health administrators and health researchers, as evidenced by the paucity of trauma registries and hospital-based research on injuries, which are essential to set up an injury surveillance program. This may be due to the perception that determinants of road traffic accidents are non-medical, besides the belief that accidents are, ‘accidental’ and not ‘preventable’. The most common reference to injurious events, ‘accidents,’ evokes a feeling of chance, misfortune, and helplessness. Hence, the word ‘accident’ should be avoided in discussing injury control, and instead, the focus should be on exposures to hazards and resulting injuries, as well as their preventability.[6] The findings in the present study regarding the age and sex distribution of RTI cases are similar to those of other workers. A review article on road traffic accidents in India has brought out that a majority of the victims are young adults, with a male-to-female ratio of 4 : 1 to 5 : 1.[4] Likewise, the same review has brought out that pedestrians and two wheeler / pillion riders are the most vulnerable group in road traffic accidents. A large number of road users in India are pedestrians, two-wheeler riders, and cyclists — vulnerable road users (VRUs).[4] These groups of road users form the major bulk on Indian roads, and hence, their exposure is higher. Unlike occupants in cars and other heavy vehicles, these road users are directly exposed to the traffic environment, without adequate protection (helmet use among two wheelers is rather an exception than a rule in Pune city). Jirojwang et al.[7] and Singh et al.[8] also reported that the main vulnerable groups in non-fatal road traffic injuries were young adult males, and two-wheeler riders and pedestrians were more at risk. Jirojwant et al.[7] noted a similar cyclic trend in accidents, with more incidence around weekends and after sunset to midnight, as in the present study. The implications for a prevention policy based on these findings are wider pavements, zebra / underground crossings at busy places for pedestrians, and enforcement of the helmet rule for two-wheeler riders. The practice of compulsorily wearing helmets by two wheeler riders and pillions has lagged far behind the theory. Decades ago, around the Second World War, Cairns and colleagues conducted some of the first epidemiological studies, using defined populations with comparison groups, to compare head injury incidence between helmeted and non-helmeted motorcycle riders.[910] Their studies established the protective role of crash helmets in two-wheeler riders and pillions. Similarly, the finding in the present study relating to time can guide the prevention policy. As more accidents occurred on Sundays (and presumably) holidays, extra attention by traffic police in enforcing traffic rules during Sundays and holidays may be helpful. Similarly, as more accidents occurred after sunset, between 8 pm and midnight, and many reported poor visibility as the cause of accident, better lighting of roads in busy streets is essential. Few studies in India have documented the extent of injuries to the head, face, upper and lower limbs in hospitalized cases.[4] In our series a large proportion (54.24%) of cases had multiple injuries or polytrauma. This is in the higher range as other studies have reported multiple injuries or polytrauma ranging from 20 to 40% among RTI patients.[11–13] The higher proportion in our series may be due to the different setting or case selection (as only hospitalized and non-fatal cases were the study sample). India is not the first country to have experienced a rapidly rising road traffic injury problem. Most currently developed countries have experienced a similar increase, prior to the 1970s. However, starting with the 1970s, these countries took a series of actions that reversed the rising trend.[14] The Cochrane Collaboration provides scientific evidence-based reviews of healthcare interventions through the Cochrane Library. The Cochrane Injuries Group has published 57 reviews on the prevention, treatment, and rehabilitation of traumatic injuries. There are 16 reviews of prevention strategies to reduce traffic injuries, including graduated driver's licensing, increasing pedestrian's and bicyclist's visibility to prevent crashes, and safety education of pedestrians. A list of reviews conducted by the Cochrane Injuries Group is available.[15] CONCLUSION Coping with the rising burden of road traffic accidents as a result of rapid urbanization and economic development is a major challenge for the rapidly developing countries. As the causative factors are multiple, many of which are outside the traditional brief of health and medical authorities, they are not attracting the coordinated research and response efforts they deserve. Due to lack of inter-sectoral coordination there is a lack of appropriate policies and accident-prevention programs. Developed countries have addressed the problem over decades of industrialization by implementing a number of measures in an integrated manner. The task is more formidable in developing countries like India, because of a higher population density. Health authorities in India need to work with the traffic police to reduce RTIs, which is likely to increase with galloping economy, globalization, motorization, and unplanned development.

ChatGPT said:

Summary: Road Traffic Injuries in Rapidly Developing Countries like India

Epidemiological Context

• Epidemiological Mosaic: India faces a mix of communicable diseases (e.g., malaria, tuberculosis, HIV/AIDS) and non-communicable diseases, including road traffic injuries (RTIs).
• Neglect of RTIs: Despite their prevalence, RTIs receive little attention from health administrators and researchers. This is partly due to the perception that RTIs are not preventable and are seen as accidents.

Vulnerable Road Users (VRUs)

• Demographics of RTI Victims: Predominantly young adults with a male-to-female ratio of 4:1 to 5:1.
• High-Risk Groups: Pedestrians and two-wheeler riders are particularly vulnerable due to their higher exposure and lack of protection (e.g., low helmet use).
• Timing and Trends: Higher incidence of accidents on weekends and during nighttime (8 pm to midnight) due to poor visibility and increased traffic violations.

Recommendations for Prevention Policy

• Infrastructure Improvements: Wider pavements, zebra crossings, and underground passages for pedestrians.
• Enforcement of Safety Regulations: Stricter enforcement of helmet laws for two-wheeler riders.
• Improved Lighting: Better street lighting to enhance visibility during nighttime.

Injury Profile and Response

• Injury Severity: A significant proportion of RTI victims (54.24%) suffer from multiple injuries or polytrauma.
• Comparison with Other Studies: The rate of multiple injuries in this study is higher than other reports (20-40%), possibly due to different settings or case selection.
• Historical Context: Developed countries experienced similar trends before the 1970s but reversed them through coordinated actions and policies.

International Evidence and Strategies

• Cochrane Reviews: The Cochrane Injuries Group has reviewed various interventions for preventing and treating traumatic injuries, such as graduated driver's licensing and safety education for pedestrians.

Conclusion

• Challenge of Urbanization: Rapid urbanization and economic development in India contribute to the rising burden of RTIs.
• Need for Inter-Sectoral Coordination: Effective RTI prevention requires coordinated efforts across sectors, including health authorities and traffic police.
• Lessons from Developed Countries: Implementing integrated measures, similar to those in developed countries, can help address the growing RTI problem in India amidst its rapid motorization and unplanned development.

You said:

summarise the following : Road traffic fatalities and injuries are to i great extent preventable, since the risk o incurring injury in an accident is largel) predictable and many countermeasures proven to be effective, exist. The most effectivE way to reduce fatalities and injuries would bE through an integrated approach involving closE collaboration of many sectors. Progress is being made in many parts of the world where multisectoral strategic plans are leading to incremental reductions in the number of road accidental fatalities and injuries (Evans, 2003). Such strategies focus on four key factors that contribute to the risk of occurrence of a road accident exposure, behavioral factors, road environment, and vehicle factors. 5.1 Exposure Perhaps the least used of all road safety intervention strategies are those that aim to reduce exposure to risk. Risk in road traffic arises out of a need to travel to have access to work or for education or leisure pursuits. Therefore, there is a need to promote not only regional economies in such a way that reduces the need for long-distance travel but also self sufficient compact townships which would reduce the need for short-distance travel within the cities. The promotion of regional economies should be complemented by the creation of compact settlement structures with the provision of shopping, services and recreational facilities and work opportunities close to where people live, so that the trip distance is kept short. In other words, wherever possible, "towns of short distances" should be promoted (Singh, 2006). One of the main factors contributing to the increase in road accidents and related fatalities in India is the growing number of motor vehicles. Whether measured by the time spent The Neglected Epidemic: Road Traffic Crashes in India traveling or by the number of trips, travel by bus and train is many times safer than any other mode of road travel (Margie et al., 2004). Policies that encourage the use of public transport, and its combination with walking and cycling, are thus to be encouraged. To promote walking and cycling, the safety concerns of cyclists and pedestrians have to be addressed adequately. For this purpose, there has to be a segregated right of way for bicycles and pedestrians. In order to enable longer trip lengths to be undertaken on bicycles, there is a need to improve bicycle technology. Lighter bicycles with gears and tubeless tyres would be handy for longer trip. Government may promote the development and commercialization of lighter and efficient bicycles (Singh, 2005). India is experiencing rapid growth in motor vehicle population; its vehicle fleet increased by more than 100% from 55 million in 2001 to almost 115 million in 2009. But, most of the increase in vehicle fleets is due to rapid increase in motorized two-wheelers population. From 2001 to 2009, two-wheelers population increased from 38.6 million to 82.4 million. Presently, motorized two-wheelers constitute almost 72% of the total vehicle fleet. Growth pattern in total motor vehicle and motorized two-wheeler population is likely to continue more or less in the same way in coming years. Since an increase in use of motorized twowheelers is associated with the increase in road accidental deaths and injuries (Chiu et al., 2000), there is a need to introduce regulations relating to speed and engine performance for two-wheelers. Such restrictions have proved to be successful interventions in many developed countries, for example, in the United Kingdom and Japan. In the United Kingdom, in the early 1980s, for instance, the maximum engine size of a motorcycle that learners could ride was reduced from 250 cc to 125 cc; as a result, many 43 inexperienced motorcyclists transferred to less powerful vehicles, leading to an estimated 25% reduction in casualties among young motorcyclists (Margie et al., 2004). Different groups of people have different exposure to risk. As demographic structure changes over time, the overall exposure of that population also changes. In India, the expected demographic evolution suggests that younger road users will continue to be the predominant group involved in road accidents and related fatalities. Since beginner drivers lack both driving skills and experience in recognizing potential danger, graduated driver licensing scheme should be introduced for them in all states and union territories of the country. Under this scheme, in the first stage, new drivers are given supervised learner driver permit for six months after passing a written test, an oral theory test, and an eyesight test. This is then followed by a provisional license for eighteen months that places certain temporary restrictions such as limits on nighttime driving on unsupervised drivers. In the last stage, after passing a practical driving test, drivers are given a full driving license. Graduated driver licensing schemes have consistently proved effective in reducing accident risk for new drivers; in Canada, New Zealand, and the United States, accidents involving new drivers got reduced in the range of 9-43% after the introduction of this scheme (Begg and Stephenson, 2003; Shope and Molnar, 2003; Simpson, 2003). The problem of road accidents gets aggravated due to mixed nature of road traffic in India with pedestrians, bicycles, mopeds, scooters, motorcycles, auto-rickshaws, taxis, vans, cars, trucks, and buses sharing the same road space. In other words, the same road network is used by different categories of motorized and non-motorized vehicles, of varying width and speed. To reduce the Metamorphosis Vol. 11 No.2, 2012 exposure to risk, there is a need not only to segregate fast moving from slow moving vehicles and heavy from light vehicles but also enforce speed limit on fast moving vehicles. Road accidents and related injuries and fatalities are highly dependent on the speed of motor vehicles. Empirical evidences suggest that an average increase in speed of 1 Km/h is associated with a 3% higher risk of a crash involving an injury (Finch et al., 1994; Taylor et al., 2000). For car occupants in a crash with an impact of 80 Km/h, the likelihood of death is 20 times what it would have been at an impact speed of 32 Km/h (Margie et al., 2004). Pedestrians have a 90% chance of surviving car crashes at 30 Km/h or below, but less than a 50% chance of surviving impacts at 45 Km/h or above (Ashton and Mackay, 1983). The probability of a pedestrian being killed rises by a factor of 8 as the impact speed of the car increases from 30 Km/h to 50 Km/h (Ashton and Mackay, 1979). While in many developed countries, there is increasing use of in-built mechanisms in trucks and buses to restrict speeds above a certain limit, such devices are rarely used in India, if installed, are disabled by the operators. Commercial bus and truck operations, particularly privately owned ones, are often based on timetables that put pressure on drivers to speed. In many places in India, private bus operators link the wages of drivers with the ticket receipts and number of trips, which encourages high speeds. Although various states and union territories and city authorities in India have imposed speed limits on motor vehicles, enforcement of the same is almost non-existent. The time has come to strictly enforce the implementation of speed limits both on highways and city roads. In mix traffic environment, restriction on vehicle speed would also help in reducing casualties to pedestrians, cyclists, and other vulnerable road users. 44 5.2 Behavioral factors Behavior of road users, the way people drive, cycle, or walk on the road, are the most common source of road injuries and fatalities. Factors such as age and experience of driver, alcohol and drug use, fatigue, acute psychological stress, and enforcement of traffic laws are the key determinants of accident and fatality risk. In general, inexperienced drivers are relatively high risk road users, and in newly motorized societies the risk gets increased due to relatively high proportion of new drivers in the driving population. In countries like India where this growth is accompanied by inadequate driver training and testing facilities, the risk gets further increased. As discussed before, road accidents and related fatalities are highly dependent on the speed of motor vehicles. Drivers' speed choice is influenced not only by the legal speed limit but also by age and experience of driver, alcohol and drug use, psychological condition, road layout, traffic density, road surface condition, and the level of enforcement of speed limits. There is still a lack of acceptance among drivers that their choice of speed may increase accident risk not only for themselves but also for other road users. To reduce accident risk, there is a need to focus on changing the drivers' perception of speed risk. Alcohol, drugs, and fatigue are also well established risk factors. Studies have shown that the accident risk increases rapidly when blood alcohol concentration (BAC) exceeds the limit of 0.04 grams per deciliter (Margie et al., 2004). In India, according to section 185 of the Motor Vehicles Act 1988, legal blood alcohol limit for drivers is 0.03 grams per deciliter. On a first offense, the punishment is imprisonment of six months and/ or fine of Rs. 2,000. If the second offense is committed within three years, the punishment is two years of imprisonment and/ The Neglected Epidemic: Road Traffic Crashes in India or fine of Rs. 3,000. However, the level of enforcement of drink-driving law needs to be strengthened. Increasing drivers' perception of the risk of being detected is the most effective means of deterring drinking and driving. An international review of the effectiveness of random breath testing and sobriety checkpoints found that both reduced alcohol-related crashes by about 20% (Elder et al., 2002). Since the use of sustained and intensive random breath testing is a highly effective means of reducing injuries resulting from alcohol impairment, there is a need to strengthen the random breath testing facilities in India. Presently, random breath testing is common only in mega cities of India; it needs to be implemented throughout the country, particularly in all metropolitan cities. It is generally accepted that enforcement of alcohol impairment laws is more effective when accompanied by mass media campaigns. Public support for random breath testing can be improved through extensive public information concerning the measure. Fatigue as a result of lack of sleep, night driving, and working shifts is also an important factor determining traffic crashes involving commercial and public transport vehicles. Fatigue is most prevalent among long distance truck, bus, and taxi drivers. The normal pattern of work of commercial drivers is influenced by strong economic and social forces. Arguments about safety are usually ignored in many places, for commercial reasons. For example, in Indian trucking industry, 66% of drivers drive continuously for more than 9 hours a day, 20% of drivers drive for more than 12 hours a day, and only 30% of drivers drive for 5-8 hours continuously a day (Debroy and Kaushik, 2002). However, the overall cost of accidents involving commercial vehicles is largely borne by society rather than the operators. Therefore, government not only needs to sensitize the drivers and operators but 45 also needs to make the provision for training and information on fatigue to them. The level of enforcement of traffic law and the severity of penalties for infringement also influence the behavior of road users. Low levels of enforcement often negate the efforts made to improve road safety through legislation. Simply legislating is rarely effective without enforcement, education, and publicity to raise public awareness of the purpose of the legislation. When used in support of legislation and law enforcement, education, publicity, and information can create shared social norms for road safety. However, when used in isolation, education, information, and publicity do not generally deliver tangible and sustained reductions in accidental deaths and injuries (O'Neill et al., 2002; Zaza et al., 2001). Therefore, a systems approach to road injury prevention, that is, using the legislation and law enforcement with the support of education, information, and publicity campaigns, needs to be adopted by the government to influence the behavior of road users and consequently to reduce the rate of road accidents and related fatalities and injuries. 5.3 Road environment and vehicle factors Most of the traffic accidents are caused by human errors. In 2009, drivers' fault accounted for 78.5% of total accidents, 77.4% of total injuries, and 71.7% of total fatalities in India. For this reason, road safety initiatives traditionally focus on 'fixing' the driver in order to prevent accidents. There is no doubt that the approaches involving road-safety education and enforcement such as wear your seat belts, always wear helmet while driving, say no to drunken driving, and general adherence to traffic rules are essential in curtailing traffic accidents, however, it is equally important to realize that people will always make mistakes. Therefore, there is a need to focus on mediating Metamorphosis Vol. 11 No.2, 2012 the outcome of accidents by designing safer vehicles and safer roads. It is indeed possible to protect the road user in the event of an accident by designing vehicles and roads to work together to ensure crash energies do not overwhelm the human. For vulnerable road users such as pedestrians, bicyclists, motorcyclists, and those using informal public transport, road design must ensure that they are not exposed to high speed traffic. Road accidents tend not to be evenly distributed throughout the road network. They occur in clusters at single sites, along particular sections of road, or scattered across whole residential neighborhoods. The road network has a significant effect on accident risk because it determines how road users perceive their environment and provides instructions for road users, through signs and traffic controls, on what they should be doing. Faulty road design can easily trigger a crash, whereas some elements of the road environment may mislead road users and thereby can increase the probability of errors. Therefore, roads should be designed in such a way so that it is not only self-explaining but also forgiving. Accidents are less likely to occur on self explaining roads and injuries are less severe on forgiving roads. Roads are selfexplaining when they are in line with expectations of the road users. Self-explaining roads show road users where they should be and how to use road safely. For example, a cost effective, simple pedestrian refuse island (a small section of pavement or sidewalk completely surrounded by asphalt or other road materials, where pedestrians can stop before finishing crossing the road) not only shows where to cross but also makes safe crossing much easier. It should be used when a street is very wide, as the pedestrtan crossing can be too long for some individual to cross in 46 one traffic light cycle. It should also be used when no light exists, and pedestrians need safe harbour after managing one direction of traffic, before taking on the next. The refuse island also calms drivers' speed and restricts overtaking at the crossing point. Forgiving roads protect road users in the event of an accident. Road design must recognize that accidents can occur and ensure that injuries and fatalities are minimized by protecting road users from hazards. For example, a simple engineering feature such as safety barriers can be used to separate fast moving vehicles from people. Similarly, crash cushions (sand-filled plastic barrels, water-filled tubes, foam-filled cartridges, etc.) can be used to reduce the consequences of an accident. (Singh, 2009). Although vehicle defects are generally considered to contribute less than 2% of road accidents in India, risk is directly affected by vehicle design through braking systems, lighting, and tyre quality. The regulation of vehicle safety standards in India is not as systematic as in developed countries. Many engineering advances that are found in vehicles available in high income countries are not standard fittings in vehicles in India. The concept of "crashworthiness" in vehicle design is now well understood and is incorporated into vehicle design in high income countries. India urgently needs to adopt the same standard to improve road safety in its cities and mofussil areas. Though periodic vehicle inspections have not been found useful in reducing accidents, inspections and checks for overloading and safety related maintenance for commercial vehicles and buses could be important (O'Neill et al., 2002). Overloaded trucks create serious problems on Indian roads; besides causing damage to road infrastructure, they are responsible for number of serious accidents. This is happening primarily due to lax enforcement of laws. There are clear The Neglected Epidemic: Road Traffic Crashes in India provisions in the Central Motor Vehicle Act which state that when a truck is caught for overloading, the state must give a notice to the driver and the offence be endorsed on the vehicle permit. The state which has issued the permit should also be informed. But hardly these are followed. Had the law been enforced, permits of many habitual offenders would have been revoked. lt1 s high time that we enforce the law strictly to prohibit the entry of overloaded trucks not only on the city roads but also on the highways. 6. Concluding remarks Everyday nearly 350 people get killed and 1,300 get injured on Indian roads due to traffic accidents. Each year, thousands of people are spending long weeks in hospitals after severe crashes and many of them are never able to live, work or play as they used to do. Pedestrians, users of non-motorized vehicles including bicycles and cycle rickshaws, and motorcyclists carry a large proportion of the burden of road traffic fatalities and serious injuries. Despite the growing burden of road traffic fatalities and injuries, road safety has received insufficient attention at the central, state, and local levels. The main reason for this is that the problem of road traffic accidents does not belong to any specific agency, either at central or state or local levels. The responsibility of dealing with the various aspects of problems including road worthiness test for vehicles, the design of road networks and roads, urban planning, the introduction and enforcement of road safety legislations, and post-crash medical care is divided among many different agencies, sectors, and groups. There has usually been no leader to ensure that they coordinate their efforts and address the problem holistically. 47 This situation must change so that responsibility is clearly assigned, specific roles are allocated to specific agencies, and duplication is avoided. It is important to note that road traffic accidents and related fatalities and injuries are predictable and can be prevented. Many countries, particularly from developed world, have experienced sharp reduction in road accidents and fatalities over the past couple of decades by adopting a systems approach to road safety that emphasizes environment, vehicle, and road user interventions, rather than only focusing on direct approaches aimed at changing the behavior of road users. Although solutions for road safety problems in India may differ from those countries that have very high rate of motorization, some basic principles would remain the same. These include, for example, good road design and traffic management, improved vehicle standards, speed control, the use of seat belts and helmets, and the enforcement of alcohol limits (Margie et al., 2004). Current efforts to address the problems of road safety are minimal in comparison to what should be done. The time to act is now. While there are many interventions that can save lives, political will and commitment at central, state, and local government levels are essential and without them little can be achieved. Road users in India deserve better and safer road travel.

ChatGPT said:

Road traffic fatalities and injuries are largely preventable through effective countermeasures and integrated, multisectoral strategies. Key factors influencing road accidents include exposure, behavioral factors, road environment, and vehicle design.

Exposure

Reducing travel exposure can decrease road accidents. Strategies include promoting self-sufficient, compact townships to minimize travel distances, and encouraging the use of safer public transport over private vehicles. Policies supporting walking and cycling, alongside improvements in bicycle technology, can also help.

Behavioral Factors

Driver behavior, influenced by factors like age, experience, alcohol, drugs, fatigue, and psychological stress, is a major cause of accidents. Inexperienced drivers, especially in countries with inadequate driver training like India, are at higher risk. Graduated driver licensing schemes and stricter enforcement of speed limits, alcohol laws, and driver fatigue regulations can mitigate these risks.

Road Environment and Vehicle Factors

Human error causes most accidents, but better road design and vehicle safety features can reduce their severity. Self-explaining roads and forgiving designs, such as pedestrian refuge islands and safety barriers, are effective. Improved vehicle standards, including crashworthiness and better regulation of vehicle maintenance, especially for commercial vehicles, are crucial.

Concluding Remarks

Despite the high incidence of road traffic fatalities and injuries in India, road safety receives insufficient attention due to fragmented responsibilities among various agencies. A coordinated, systems approach emphasizing road design, vehicle standards, speed control, and behavior modification is essential. Political will and commitment at all government levels are necessary to implement effective road safety measures and protect road users.

You said:

summarise the following :Details of traffic crashes are not available at the national level. While the official road traffic fatality data may be close to the actual number, the injury data are gross underestimates5. In this report only fatality data are used for analysis as non-fatal data may suffer from many biases. 2.1 Road user category Official road traffic crash data do not include fatalities by road user category in India. Such data are only available from a few cities and research studies done on selected locations on rural highways. Table 4 shows traffic fatalities by category of road users in Delhi (capital city of India) and selected locations on national highways4,6. These data show that car occupants were a small proportion of the total fatalities, 3% in Delhi and 15% on rural highways. Vulnerable road users (pedestrians, bicyclists, and motorized two-wheeler riders) accounted for 84% of deaths in Delhi and 67% on highways. This pattern is very different from that obtained in all high-income countries. The low proportion of car occupants can be explained by the low level of car ownership at 7 per 100 persons as compared to more than 50 per 100 persons in most high income countries. At present levels of growth in vehicle ownership in India, vulnerable road users are likely to remain the dominant mode for the next few decades. The incidence of road traffic fatalities can only be controlled in the coming years if road safety policies put a special focus on the safety of vulnerable road users. 2.2 Age and gender Figure 1 shows the distribution of road traffic fatalities in 2007 by age group and gender3. In 2007, only 15% of the victims were females. This is partly because of the low representation of women in the Indian workforce and exposure on roads. Children aged 14 years and younger comprise only 6% of the fatalities, though their share in the population is 32%. The proportion of fatalities in the age groups 15-29 and greater than 60 years is Table 4 Traffic fatalities by category of road user in Delhi and selected locations on national highways Type of road user Location (%) Delhi 2001-2005 Highways* 1999 Truck 2 14 Bus 5 3 Car 3 15 Three-wheeled scooter taxi 3 - Motorized two-wheeler 21 24 Human and animal powered vehicle 3 1 Bicycle 10 11 Pedestrian 53 32 Total 100 100 * The data are for 11 selected locations, and thus might not be representative for the entire country. (Tractor fatalities are not included.) Source: National Crime Records Bureau, Delhi Fig. 1 Traffic fatalities by age and gender, India 2007 Female　　　　　　　　 Male 0-14 45,000 40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 15-29 Age [years] Number of Fatalities 30-44 45-59 >59 IATSS RESEARCH Vol.33 No.1, 2009 77 similar to their representation in the population, but the middle-age groups 30-44 and 45-59 are over represented by about 70%. The low representation of children (2 fatalities per 100,000 persons) is curious because a significant number of children walk and bicycle to school unescorted, both in urban and rural areas. Though the exposure numbers for India are not available, children’s presence on the road unsupervised is not insignificant. The reasons for the low involvement rate of children needs to be investigated. 2.3 Time of day Figure 2 gives the proportion of fatalities by time of day in 35 large cities of India (population > 1 million) and in the rest of the country including rural roads. In the period 09:00 to 21:00 the proportions remain high and similar both in the large cities and elsewhere. In the late night hours (21:00-24:00) traffic volumes are much lower than the peak day time rates1 but the fatality rates do not reflect this. In the early morning hours (00:00-06:00) the proportions are much lower in the large cities, but relatively higher in the rest of the country. It is possible that since the rest of the country includes national highways, the commercial goods traffic on those highways may account for this. In the absence of more detailed epidemiological data we can only surmise that the high rates at night could be due to higher speeds of vehicles when traffic volumes are lower and/or higher frequency of driving under the influence of alcohol. Evidence for increased use of alcohol comes from a hospital study in Delhi where 29% of the riders of motorized two-wheelers admitted to alcohol consumption before the crash7. In Bangalore, a hospital-based study showed that alcohol was involved in 22% of nighttime crashes, and that 35% of randomly checked drivers on the road at night were under the influence of alcohol5. 2.4 Fatalities in cities with population greater than 1 million persons Figure 3 shows the fatality rates for cities with populations greater than 1 million persons for the years 2001 and 20073. Delhi had the highest number of fatalities in 2007 (1,789) with a rate of 140 per million population. The lowest rate was in Kolkata (35) and the highest in Agra (386), with an overall average of 122 fatalities per million persons for all these cities. In this period of six years, only eight of the 35 cities did not experience an increase in fatality rates. The highest increase was 433% in Asansol. Since a vast majority of the victims in these cities are vulnerable road users, one possible cause could be increases in vehicle speeds. The probability of pedestrian death is estimated at less than 10% at impact speeds of 30 km/h and greater than 80% at 50 km/h, and the relationship between increase in fatalities and increase in impact velocities is governed by a power of four 8,9. Small increases in urban speeds can increase death rates dramatically. 2.5 Fatalities on rural highways Detailed data are not available at the national or state level for crashes on national highways. A study collected data on modal shares, vehicle speeds, and traffic crashes on selected locations on national and state highways around the country in the late 1990s6. Table 4 shows the type of road users killed on highways. The study reported that trucks were the striking party in 65% of fatal crashes. Other studies report that majority of the crashes involved buses, 25% of the victims were pedestrians, rear-end crashes comprised 40% of total crashes and that crashes were increasing at a rate of 3.9% per year10-13. A study of road traffic crashes on a National Highway in the southern state of Kerala reported that heavy vehicles had a high involvement, and pedestrians and cyclists were 28% of the victims14. The most important finding of this Source: National Crime Records Bureau, Delhi Fig. 2 Road traffic accident proportions (%) by time of day in 35 cities with more than 1 million population and those in the rest of India in 2007 Million + cities　　　　　　　　 Rest of India 00-03 18 16 14 12 10 8 6 4 2 0 03-06 Time [hours] % 06-09 09-12 12-15 15-18 18-21 21-24 78 IATSS RESEARCH Vol.33 No.1, 2009 study is that the fatality rate per volume is more than three times higher on the four-lane section than on twolane sections. The construction of four-lane divided highways (without access control) does not seem to have reduced fatality rates, and vulnerable road users still account for a large proportion of fatalities. There is a clear case for redesign of intercity roads with separation of slow and fast modes. The need of road users on local short distance trips will have to be accounted for. Solutions for many of these issues are not readily available and research studies are necessary for the evolution of new designs. 3. SUMMARY Road traffic fatalities have been increasing at about 8% annually for the last ten years and show no signs of decreasing. Two modelling exercises have attempted to predict the time period when we might expect fatality rates to start to decline in a range of countries9,15. Cropper and Kopits predicted that fatalities in India would reach a total of about 198,000 before starting to decline in 2042 and Koornstra predicted an earlier date of 2030 for the peak traffic fatalities in India. If we assume that the present growth rate of 8% per year declines in a linear manner to 0% by 2030, then we can expect about 260,000 fatalities by 2030. Neither of these projected dates (2042 and 2030) can be accepted as road safety goals for the country. An earlier report co-authored by the present author has a more detailed analysis of the road traffic situation in India and possible countermeasures4. In summary, road safety policies in India must focus on the following issues to reduce the incidence of road traffic injuries: pedestrians and other non-motorist in urban areas; pedestrians, other non-motorists, and slow vehicles on highways; motorcycles and small cars in urban areas; over-involvement of trucks and buses; night-time driving; and wrongway drivers on divided highways. There is an urgent need to revamp police data collecting procedures so that necessary information is available for scientific analysis. India specific countermeasures will be possible through continuous monitoring and research, which will require the establishment of road safety research centers in academic institutions and a National Road Safety Board that could help move toward a safer future as outlined above.

ChatGPT said:

The report highlights the inadequacy of traffic crash data at the national level in India, especially for non-fatal injuries which are grossly underestimated. It focuses on road traffic fatalities, noting significant findings:

1. Road User Category: Vulnerable road users (pedestrians, bicyclists, motorized two-wheeler riders) dominate traffic fatalities in Delhi (84%) and on rural highways (67%), in contrast to high-income countries where car occupants form a larger proportion. This is attributed to low car ownership in India.

2. Age and Gender: In 2007, only 15% of road traffic fatalities were females. Children (0-14 years) represented only 6% of fatalities despite being 32% of the population, while middle-age groups (30-44 and 45-59) were overrepresented.

3. Time of Day: Fatalities remain high during the day (09:00-21:00) but also significantly occur during late night hours (21:00-24:00) despite lower traffic volumes. Early morning fatalities are higher in rural areas, potentially due to commercial traffic and higher speeds.

4. Cities with Populations Over 1 Million: In 2007, Delhi had the highest number of fatalities among major cities. Vulnerable road users constitute the majority of victims, with rising fatality rates attributed to increasing vehicle speeds.

5. Rural Highways: Trucks and buses are frequently involved in fatal crashes. Vulnerable road users are significantly affected, and four-lane highways without access control have higher fatality rates than two-lane sections.

The report concludes that India's road safety policies must prioritize vulnerable road users, improve data collection, and establish research centers to develop effective countermeasures. Projections indicate traffic fatalities may peak by 2030-2042 unless substantial measures are taken.

You said:

summarise the following: Reasons for road traffic accidents in India Road traffic accident results from a combination of factors related to the components of the system comprising roads, the environment, vehicles and road users, and the way they interact. These can be grouped under the following heads: Factors influencing exposure to risk: The mode, mean, duration of travel as well as the layout and design of the road along with insufficient traffic knowledge like speed limits, road sign can have an influence on exposure to risk of road traffic accidents. [5, 6] Human Factors in RTA: Drunken Driving, over speeding, decline to follow traffic rules, reckless driving are some of the factors that contribute to road traffic accidents. In India, drunken driving is customary in commercial vehicle drivers. Private car owners and youngsters are also major players in the game. Driver Fatigue, sleepiness , younger age (15–29 years), male sex, inadequate use of helmets and safety belts, medical conditions (sudden illness, myocardial infarction, impaired vision), psychological factors (risk taking, impulsiveness), defective judgment, delayed decisions, aggressiveness, poor perceptions, family dysfunction, and distraction while driving (using mobile phones) also are responsible human factors in RTA. [1, 8, 9] Environmental risk factors: These are related to the roads like defective and narrow roads, defective layout of crossroads, poor lighting, and lack of familiarity, poor construction, bad design etc. Another factor in India is the outsourcing of road construction to contractors. Some of the contractors are very much profit oriented resulting in low quality roads. Ditches and pot holes also contribute to RTA. [5, 9] Vehicles factors: Conditions of the vehicles plying on the roads plays a major role in road traffic accidents. Excessive speed, poorly maintained vehicles, large number of vehicles, low driving standards and overloaded buses are some of the factors associated with vehicles. [5, 10] Thus, road traffic accidents in India results from an interaction of these different factors. Preventive measures Many road traffic accidents and death are preventable. Some of the preventive measures are briefly outlined below. Vehicles: Well-maintained vehicles with good breaks, lighting, tyres etc. will reduce accidents. Older vehicles and highly polluting vehicles should be phased out. Vehicles should be provided with seat belts and other necessary safety provisions like airbags. [2,4,11] Environmental factors or Condition of roads: Roads should be well maintained with frequent relaying of road surfaces and markings of road safety signs. Provide proper footpaths for pedestrians and pedestrian crossings at intersections. Provide separate lanes for slow moving and fast moving vehicles. Roads and junctions should be wide and well-lit so that visibility is good. [1,9,10] Human factors: Drivers can significantly contribute to reducing the accidents. Issuing of the driving license should be strictly based on the minimum proficiency acquired by the learners from designated driving schools. All drivers should be properly trained and should possess a valid driving license. Education of the drivers and traveling public about traffic rules should be undertaken. There should be periodic medical checkup especially vision and hearing for the drivers. Indiscriminate honking is to be avoided. Strengthening the penalties/fines (amendment in MVA) for traffic rule violators should be done. There should be stringent checking for overloading. Mandatory registration of criminal cases in overloading can help in reduction of RTA. Ensuring use of road safety devices (helmets, belts, etc.) can be helpful. Overcrowded passenger vehicles should culminate in cancellation of permits. There is a need for a National Accident Relief Policy to ensure: prompt relief, free trauma care, training of police, teachers, paramedics etc. Rules for compulsory wearing of helmets by two wheelers and seat belts by four wheelers must be implemented. Traffic rules must be strictly enforced by the concerned authorities. Removal of stray animals like cattle and removal of encroachments on footpath and road margins will enable smooth flow of traffic. Preventing haphazard parking of vehicles on busy roads and intersections will ensure free flow of traffic. [4, 5, 9] Management of accident victims (To reduce mortality) The importance of the “Golden Hour” in giving adequate treatment to the accident victim in saving the injured should be highlighted to both the vehicle users and the community. There should be provision of medical care/first aid care facilities on highways and busy roads as well as provision of ambulances and trained health personals in shifting and transporting the injured person to nearby hospitals for treatment. Awareness creation among all sections of the society to treat accident victims with sympathy and without fear so that the morbidity and mortality can be reduced. [2, 8, 12] Shantajit et al  Road traffic accidents in India: An overview. Int. j. clin. biomed. res. 2018;4(4): 36-38. 38 CONCLUSION Road traffic injury take the lives of nearly 1.3 million people every year and at the same time injured 20-50 million people globally. India, being a rapidly developing country has one of the highest motorization growth rate which is accompanied by rapid expansion in road networks and urbanization. Consequently the country is faced with various issues and impacts on road traffic accidents and road safety level. It takes a heavy financial toll on the economy over and above the mortality and morbidity associated with road traffic accidents. Road traffic accidents are predictable and preventable. For it understanding the different factors leading to RTA is a must. Strict implementation of traffic rules and stringent punishments alone will not solve the persisting problem. Change in the mind set of riders and drivers and road users realizing their responsibilities alone will bring about a change. It requires strong political commitment and multipronged strategies to address the current demands and needs of six E's of road safety such as education, engineering (roads), engineering (vehicles), enforcement, emergency care and enactment. We all have a role in preventing RTA

ChatGPT said:

The reasons for road traffic accidents (RTAs) in India are multifaceted and involve interactions between various components of the road system, vehicles, environment, and human behavior:

1. Factors Influencing Exposure to Risk: Modes of travel, duration of travel, road layout, and insufficient knowledge of traffic regulations like speed limits contribute to exposure to road traffic accidents.

2. Human Factors in RTA: Drunken driving, speeding, failure to follow traffic rules, and reckless driving are major contributors. Factors such as driver fatigue, sleepiness, younger age (15–29 years), male sex, inadequate use of safety gear (helmets, seat belts), medical conditions, and distractions (e.g., mobile phones) also play significant roles.

3. Environmental Risk Factors: Defective road conditions like narrow roads, poor lighting, and lack of road markings contribute. Issues with road construction quality, including outsourcing to profit-oriented contractors, lead to ditches, potholes, and unsafe road designs.

4. Vehicle Factors: Poorly maintained vehicles, excessive speeds, overcrowding, and low driving standards contribute significantly to accidents.

Preventive measures recommended to reduce road traffic accidents and fatalities include:

• Vehicle Safety: Ensure well-maintained vehicles with functioning brakes, lights, and tires. Phase out older and highly polluting vehicles. Mandate safety features like seat belts and airbags.

• Environmental Measures: Maintain roads regularly with proper surfacing and markings. Provide pedestrian crossings, footpaths, and separate lanes for different speeds of vehicles. Improve road width and lighting for better visibility.

• Human Factors: Enforce strict regulations for issuing driving licenses based on proficiency. Provide comprehensive driver training and regular medical check-ups. Educate drivers and the public about traffic rules and discourage reckless behavior. Strengthen penalties for traffic violations and enforce rules on overloading.

• Emergency Management: Ensure prompt medical assistance ("Golden Hour") at accident sites with adequate first aid facilities, ambulances, and trained personnel. Raise awareness in the community about handling accident victims effectively.

• Policy and Enforcement: Implement compulsory use of safety devices (helmets, seat belts) and strictly enforce traffic rules. Address issues like stray animals on roads, encroachments, and haphazard parking to improve traffic flow and safety.

In conclusion, road traffic accidents in India are preventable through a combination of improved infrastructure, vehicle safety, stricter enforcement of regulations, and raising awareness among road users. Strong political commitment and holistic strategies are essential to effectively address this persistent issue and reduce the significant toll on lives and the economy.

You said:

summarise the following : REASONS FOR ROAD ACCIDENTS IN INDIA A road accident can lead to several unwanted consequences, including death, permanent injuries, loss of earnings, etc. A. Caused by the Government and the Traffic Police force (i). Road defects: Speed Breakers The Indian roads aren’t really known for proper road construction and this is a major problem in India. Speed breakers are one of the main reasons for the road accidents and deaths in India. Motorists try to avoid these speed bumps on the road and end up in road accidents. Motorcyclists end up in problems because of improper bumps more than car drivers. The speed breakers are usually unscientific and constructed at unwanted places. (ii). Road defects: Potholes Indian roads are unfortunately famous for their potholes. Potholes are bowl-shaped depression in the roads due to wear and tear and further deepened by the rain water. Motorists try to avoid these potholes and end up risking their lives. Potholes not only cause strain on the spinal and overall health of the motorists when they drive, but they also ruin the vehicles’ suspension and cause road accidents quite often. (iii). Road digging Road digging is usually done in India for laying/ repair of the telephone wires or water pipes. These roads after being dug up will not be properly closed causing crevices in the road. These disturbances will cause road blocks, traffic jams and accidents as a result. (iv). Poor lighting on roads and highways There is a great lack of proper lighting on the Indian roads and express highways. This dim lighting will cause the decrease of visibility to the drivers. This may lead to fatal accidents on the highways. (v). Lack of necessary road signs There is a significant lack of road signs on the roads. The road signs are necessary to alert the motorists and pedestrians about the turns, speed limits, crossings, etc which will help them with the proper driving and road usage. (vi). Obstacles There are many obstacles that could be encountered on the road. Trees partially cover the roads reducing visibility of the drivers which may cause road accidents. Sudden unexpected turns, bends, curves, etc will surprise the drivers while driving and this may cause accidents. Yashaswini Rajendra Bhat* et al. (IJITR) INTERNATIONAL JOURNAL OF INNOVATIVE TECHNOLOGY AND RESEARCH Volume No.4, Issue No.6, October – November 2016, 4985-4988. 2320 –5547 @ 2013-2016 http://www.ijitr.com All rights Reserved. Page | 4986 (vii).Cross-roads There are umpteen number of cross roads in the Indian Road design. As we see in Indian road design, the cross roads join the main road at a 90° angle and that is very dangerous while joining the main road. (viii). Sidewalks Sidewalk is a paved path for pedestrians at the side of a road. These sidewalks in Indian streets are usually not usable as they will have sudden crevices and openings. Also, the street vendors and the local shops will use the sidewalk causing disturbances to the pedestrians. This causes the pedestrians to walk on the road which is dangerous for them. (ix). Dangerous curves in hilly areas Dangerous curves and the roads on the hilly areas have caused many fatal accidents. Many HTVs have toppled over due to acute turns in the hilly areas of India. Landslides and marsh will cause skidding and the heavy vehicles will topple over. B. Caused by the road users/civilians (i). Not using helmets A helmet is a form of protective gear worn to protect the head from injuries. The rate at which the number of two-wheelers in India is rising is 20 times the rate at which the human population is growing. In such a scenario, fatalities are only going to rise if things do not change fast. Therefore, it is very necessary for the motorcycle and scooter users to wear the helmets. (ii). Triple-riding According to law, three persons riding a motorcycle is illegal and unauthorised. In the event of fatal accidents, triple-riding would be considered a ‘contributory negligence’. (iii). Speeding Another main reason for road accidents is overspeeding. Many drivers drive around 30 to 40 kmph over the speed limit and this is very common on the highways. Around one-third road accidents are caused due to over-speeding. (iv). Distracted Driving A distracted driver is not someone who ran a red light or someone who drove drunk. A distracted driver is a motorist that diverts his or her attention from the road, usually to talk on a cell phone, talk to the passengers, send a text message or eat food or even applying makeup. To safely drive a car, the driver must give full attention to the road. Drivers who divert their awareness, whether it’s to talk on their cell phone or send text messages to their friends, end up putting the lives of the other drivers or pedestrians to risk. Distracted driving is especially dangerous because, whereas drunk driving usually occurs at night, automobile accidents caused by distracted drivers can all day. Teens are most likely to engage in distracted driving. Research has shown that teens tend to engage in cell phone tasks much more frequently, namely text messaging, in riskier situations than adults. There is also a factor of teenage inexperience with driving that has to be taken into account. (v). Negligent Parking Vehicles are usually parked negligently on the side of the roads without any kind of warning or reflectors, that too in narrow roads. This causes inconvenience for the easy plying of the other vehicles. Also, the vehicle which breaks down is left unattended on the roads. This causes several fatal accidents especially on the highways. (vi). Drunk Driving Drinking makes people lose the ability to focus and function properly. This makes it dangerous for the driver to operate the vehicle. Drunk-driving is another major cause for car accidents worldwide although this can easily be avoided. (vii). Poor maintenance of vehicles While driver error is the number one cause of car accidents, poorly maintained vehicles also make a large contribution to the road accidents every year. Vehicles that receive little or no servicing are accidents waiting to happen and there are several components that are regularly neglected. (viii). Reckless Driving Drivers have to be careful on the road. Reckless driving causes grave danger to the life of others and the driver himself. Reckless drivers change lanes too quickly, over-speed, passing red lights, make improper turns or tailgate before causing a car accident. (ix). Driving while drowsy Drowsy driving happens usually at night or early in the morning. This is also called river fatigue. Yawning, tiredness, boredom, restlessness are the marks of a sleepy driver. Drowsiness will decrease the attention of the driver and will mostly likely cause an accident. (x). Other Reasons Many other reasons like driving in the opposite lane, improper turns, unsafe lane changes, defects in the vehicle, not required tailgating and overtaking, running red lights and stop signs cause fatal road accidents. (xi).Not crossing the road at pedestrian crossings Pedestrians put themselves in danger if they aren’t careful enough. Pedestrians should try to cross the road mainly at the designated pedestrian crossings. Yashaswini Rajendra Bhat* et al. (IJITR) INTERNATIONAL JOURNAL OF INNOVATIVE TECHNOLOGY AND RESEARCH Volume No.4, Issue No.6, October – November 2016, 4985-4988. 2320 –5547 @ 2013-2016 http://www.ijitr.com All rights Reserved. Page | 4987 (xii). Lack of lane discipline In India, fast moving traffic is always supposed to occupy the rightmost lane while slower traffic sticks to the left. Not only does this make driving safer, it also improves car flow. If this lane discipline isn’t followed, it makes it difficult for the other motorists and also makes overtaking difficult. Such overtaking will cause fatal accidents. (xiii). Road Rage Road rage is aggressive behavior by a motorist towards other road users. This behavior includes rude gestures, verbal insults, physical threats or dangerous driving methods targeted toward another driver in an effort to intimidate or release frustration. Road rage can lead to assaults and collisions that result in serious physical injuries or even death. (xiv). Carrying huge amount of luggage in vehicles The large amount of luggage when carried will end up blocking the view of the driver/rider, cause loss of balance of the motorcycle, and makes it difficult for the driver to drive. (xv). Driving in rain and fog Rain, fog and dust greatly affect the driving abilities of people. Rain will cause the roads to become slippery which will in turn decrease the grip of the tyres. This will cause road accidents. Rain, dust and fog will also decrease the visibility and this will create problems while driving. (xvi). Dazing headlights High-beam from headlights, particularly used during low visibility, is one of the causes of night time traffic accidents. Though the high-beam lights in cars are prohibited in the city limits, people continue to use them even when not required. The headlights have to dipped when driving in city limits. III. SOLUTIONS OR CONTROL MEASURES TO BE UNDERTAKEN There are steps you the civilians and the government can undertake can take to help prevent accidents. Many accidents can be prevented and in those that are not preventable, the damage could be lessened. C. By the government and traffic police force (i). Proper road design The road should always have atleast two lanes on each side with a divider in the centre. This will reduce the road accidents by a great number and the divider will prevent head-on collisions. (ii). Safety and warning signs The city roads and highways have a great number of automobiles plying and it is very much advisable to have ample number of road signs put up to warn and alert the drivers. (iii).Traffic signals Traffic signals should be installed wherever there is haphazard traffic and this will reduce the confusion and road accidents caused. Traffic signals will help in the regulated movement of traffic. These signals should also have the CCTV facilities to identify the violators. (iv).Fines and penalties Collection of huge amount of money as fine will help in making the civilians be more alert to the road conditions and situations. People driving without driving licences, using cell phones while driving or motorcycle riders without helmets should be fined heavily. This will prevent them from making such mistakes in the future. (v). Strict scrutiny before provision of driving licence Strict scrutiny should be undertaken before issuing driving licences to new drivers. The new drivers should undergo tough driving exams and written exams to filter the inefficient drivers. Also, the drivers should undergo proper and frequent medical examinations for the diagnosis of epilepsy and heart diseases so that these will not be a problem for safe driving. (vi). Severe punishment for drunk driving There should be severe punishment given to drunk drivers and the drivers of hit and run cases. The people who cause fatal or severe accidents shouldn’t be let-go easily and should undergo severe punishments like imprisonment or heavy fines and their driving licence should be confiscated. (vii). Public awareness programmes The government and the city traffic police should organize the public awareness programmes to educate the civilians about the importance of road safety. Also, the public should be made aware of first aid and the importance of the golden hour and proper medical care incase of a road accident. (viii). Proper care and safety measures in the hilly areas The steep and dangerous curves of the hilly areas should be considered and necessary arrangements like barricades and road signs should be put up to warn the drivers about the imminent dangerous curves. The steep roads and cliffs should have reflective signs to warn the drivers especially at night. D. By the road users/civilians (i). Use of helmets Helmets are useful as safety gear to prevent injuries in an uncontrolled environment. A helmet can thus prevent or minimize injury to the head and brain. Helmets certified by the ISI (Indian Standards Yashaswini Rajendra Bhat* et al. (IJITR) INTERNATIONAL JOURNAL OF INNOVATIVE TECHNOLOGY AND RESEARCH Volume No.4, Issue No.6, October – November 2016, 4985-4988. 2320 –5547 @ 2013-2016 http://www.ijitr.com All rights Reserved. Page | 4988 Institute) should be used meticulously. Helmets should be sturdy and cover the head as well as the neck. The helmets that cover only the top of the head aren’t advisable. (ii).Citizens should be compassionate The citizens should have the social responsibility and help others in need. They should attend to the casualties and take immediate action. They should inform the police force about the road accidents and also call for an ambulance incase of an emergency. They should have the social responsibility to help elders, disabled and small children when in need, for example, crossing the road. Also, they should have the courtesy to always leave way for an ambulance. (iii). Maintenance of vehicles The vehicle owners and drivers should always maintain their vehicles in top condition. They brakes, tyres and other components of the vehicle should be replaced and services as when necessary. (iv). Purchase of safe vehicles During the purchase of a vehicle, the buyer should give a great deal of importance to the safety aspects. The vehicle should have power steering, air bags, seat belts, four wheel drive, good braking systems and similar safety features. (v). Avoid distractions The motorists should always give utmost attention while driving. They should avoid loud music in cars and the motorcycle or scooter riders should avoid using headphones. Also, the motorists should completely avoid using their cell phones while driving. The co-passengers should avoid distracting the driver. (vi). Adequate sleep The motorists should have adequate sleep before driving, especially before driving long distances. This will eliminate the risk of the drowsy drivers. (vii). Careful road-crossing Pedestrians should take care before crossing the roads with heavy traffic. They should always cross at designated pedestrian crossings. They should always be aware of the oncoming traffic and look both ways before crossing the road. IV. CONCLUSION More than 140,000 people were killed on India's roads in 2015. According to figures released by the government, the total number of fatalities represents an increase of 4.6% on the previous year. More than half of the people killed in more than 500,000 road accidents in 2015 were aged 15-34. Road accidents cause death or severe injury. They are generally caused by the negligence of both the traffic police force and the civilians. Thus, both the parties have to take severe steps to control the number of accidents.

ChatGPT said:

Road accidents in India are caused by a combination of factors involving both governmental lapses and civilian behavior. Key reasons identified include:

1. Government and Traffic Police Force Contributions:

   • Road Defects: Improperly constructed speed breakers and potholes are significant issues. Motorists often maneuver unpredictably to avoid these, leading to accidents, particularly affecting motorcyclists.
   • Road Digging: Inadequate closure after road digging for utilities creates hazards such as crevices and uneven surfaces, contributing to accidents and traffic jams.
   • Poor Lighting: Dimly lit roads reduce visibility, especially on highways, increasing the risk of accidents.
   • Lack of Road Signs: Insufficient signage fails to alert drivers about turns, speed limits, and crossings, crucial for safe driving.
   • Obstacles and Cross-Roads: Trees obstructing roads and poorly designed cross-roads pose dangers due to reduced visibility and abrupt intersections.
   • Sidewalk Issues: Often unusable due to damage or encroachment, forcing pedestrians onto roads, which is hazardous.
   • Dangerous Curves: Sharp turns in hilly areas cause vehicles, especially heavy ones, to overturn or skid, contributing to accidents.

2. Contributions by Road Users/Civilians:

   • Non-Use of Helmets: Motorcyclists often neglect wearing helmets, increasing the severity of head injuries in accidents.
   • Triple-Riding and Overloading: Illegal practices like triple-riding on motorcycles and overloading vehicles exceed safe capacity, destabilizing vehicles and increasing accident risks.
   • Speeding: Excessive speeds, especially on highways, are a common cause of accidents, contributing to around one-third of incidents.
   • Distracted Driving: Activities like using cell phones, eating, or applying makeup divert drivers' attention from the road, leading to accidents.
   • Drunk Driving: Driving under the influence impairs judgment and reflexes, significantly increasing accident risks.
   • Vehicle Maintenance: Poorly maintained vehicles, with neglected brakes or worn-out tires, are accident-prone.
   • Reckless Driving: Aggressive maneuvers such as sudden lane changes or tailgating escalate accident risks.
   • Driving While Drowsy: Fatigue diminishes driver alertness, increasing the likelihood of accidents, especially during night-time driving.
   • Other Contributing Factors: Violations such as running red lights, improper turns, and unsafe lane changes also contribute to accidents.

3. Proposed Solutions:

   • Government Initiatives: Implement proper road design, enhance safety and warning signs, install traffic signals, and impose stringent fines and penalties for violations.
   • Scrutiny for Driving Licenses: Ensure rigorous testing and medical checks before issuing licenses to ensure only competent drivers are on the road.
   • Public Awareness Programs: Educate citizens about road safety and first aid, emphasizing the importance of the "golden hour" for accident victims.
   • Improved Infrastructure: Maintain roads, especially in hilly areas, with appropriate signage and safety measures to mitigate accidents.
   • Civilian Responsibilities: Encourage helmet use, responsible road-crossing, vehicle maintenance, avoidance of distractions, and adherence to traffic rules.

In conclusion, road accidents in India remain a pressing issue, exacerbated by both infrastructure deficiencies and irresponsible behaviors. Addressing these through comprehensive measures involving both governmental improvements and individual accountability is crucial to reducing fatalities and injuries on the roads.

You said:

please summarise the following article : High Density and its impact on City Infrastructure: Case of Old area of Pune city Shraddha Jakoji Kulal¹, Dr. Parag GovardhanNarkhede² ¹Student, M.Tech, Town & Country Planning, College of Engineering, Pune ²(HOD B.Arch) BKPS College of Architecture, Pune Email: kulalsj17.civil@coep.ac.in, pgn.civil@coep.ac.in Abstract: Increasing population is like a knock-on effect that affects every positive aspect of city’s infrastructure. It leads to various problems like traffic congestion, poor housing, and degradation of urban environment. The old areas of city often attract population because of its good connectivity to employment centres as well as greater accessibility and mobility to other areas. In such areas, new high rise buildings are constructed replacing the traditional housing of ground and first floor structures on the plot area. This causes additional pressure of increased households on the existing services thereby leading to crowding in terms of per capita service used. Similar is the case of Prabhat road area, which is one of the oldest areas in the Pune city. It exhibits a changing character from low density traditional housing to high density high rise development. In this area, the service related issues have risen in recent years. Every service has a threshold, beyond which the systems will not function effectively unless they are expanded. It is thus necessary to assess the capacity of existing facilities and prevent its breakdown through provision of additional services or restricting uncontrolled growth. Keywords: Population density, additional pressure, crowding, service threshold I. Introduction The ability of a city or community to support and sustain its current population andanticipated growth is directly related to its infrastructure facilities. With increase in the urbanization rate, there is an increase in the population growth rate in the urban areas. This causes a necessity for provision of houses to the people. People prefer to stay in areas that are in vicinity to their work place, which is usually the central area of the city. The old areas of the city have better access to transportation and other significant facilities. They include a majority of old and dilapidated structures that were once occupied by single dwelling houses.Accessibility and availability of facilities are two important factors that influence the choice of housing for many people.(Ref iii)Due to increased demand of housing at this location, the old single storied structures are been replaced by high rise buildings without considering its effects on existing roads, water supply and other services.(Refiv) Need for study As land is a scarce resource, high rise development is a favoured solution in the central areas to incorporate increasing population. This is reflected in the conversion of traditional housing typology to modern age tall buildings. Its construction is taken up as a redevelopment project with proper housing to the owner and incentive to the developer. The developer constructs the building without considerable setback as required for a high rise building. Moreover, the increased population density exerts additional burden on the existing urban services that may lead to operational failure or complete breakdown. The study area is majorly a residential area which was distinctly known for its traditional housing of single or two storied bungalow structures. These were located along both the sides of the road with plenty of open spaces, amenities and facilities sufficient for the residingpopulation. But as the city grew, the demand for housing in this area also increased. The older residential structures were brought down for redevelopment purposes and high rise structures were constructed to accommodate the increased population. These structures were built on the same plot without the expansion of adjoining street or existing facilities. The width of the road remained same catering a population which is many times greater than what it was designed for. This extended the number of users depending on the use of existing facilities thereby contributing to problems related to transport, open spaces, utilities and services. This paper discusses the effects of increasing density on transport infrastructure and water supply and sewerage facilities. II. Growth of study area The structural growth of Pune is brought about within a definite frame by variety of causes like geographical, political, social and economic factors.(Ref i) The changing conditions in theDeccan plateau have considerably influenced the growth of the city and today it is the product of both, the regional requirements and relations, and the growing needs of the city itself.By 1970s, Pune was divided into five morphological zones based on the emergent characteristics ofthe area: the old core, Cantonment Complex, outer residential extensions, industrial ribbon and the undeveloped area. (Refi) The study area is a part of the outer residential extension which includes Shivajinagar, Erandwane, (Prabhat road) and Karvenagar area. This zone developed after the introduction of the Town Planning (TP) schemes and so is better planned compared to other old areas.(Ref vi)Buildings with one or two stories with independent compounds were built post-independence. This building characteristic was predominantly prevalent till the last decade. Majority of the structures were bungalow type. The roads were planned with broad and straight access. There were ample of open spaces back then with low building and population density. The increase in population growth in the last years has decreased the open spaces in the area. The growth of this area is linked to the establishment of the Deccan Gymkhana Club. The Deccan Gymkhana Housing Society was subsequently established around the club in 1926 to help develop the surrounding areas. Around 180 plots were part of this residential colony. (Refx) People were reluctant to move out of the city to this locality and at first it was only the elite who constructed houses here. With the area offering a International Journal of Engineering Research ISSN:2319-6890 (online),2347-5013(print) Volume No.7, Issue Special 2, pp : 125-129 11-12 Jan. 2018 DOI : 10.5958/2319-6890.2018.00038.7 NCETA@2018 Page 126 sports club, a vegetable market and civic amenities, it soon became a much sought after residential locality. It was the great flood of 1961 when the Panshet dam burst that led the growth of this locality. The spread of the plague epidemic in the 20th century lead to migration of people from the core areas to suburbs of Bhamburda and Erandwane.(Refi) After the First World War, a number of schemes concerned with basic urban amenities were taken up. This era marked development of the city through introduction of underground drainage scheme, electricity and construction of important arterial roads. The TP schemes were introduced for the first time in the city in these areas in 1930.(Refi, vi) The enforcement of strictrules and regulations made possible the growth of a really good residential locality. The TP schemes in these areas ensured lying down of a regular plan. This area gave the idea of space with a network of broad and straight roads which were designed based on the then population density of the area. Till the late 1980s the Deccan Gymkhana area was a serene, peaceful neighborhood with stately old bungalows along verdant avenues and plenty of open spaces. Once, considered as the heart of the cultural district with minimal activities,it is now abustling locality with numerous institutional and residential buildings, cafes, offices, hospitals, entertainment areas, restaurants and shops. III. Area profile &Data Collection The study area falls under the jurisdiction of the Ghole administrative ward which is geographically located between 18°N latitude and 73°E longitude. It is a part of Deccan Gymkhana area and the delineated area lies within the intersection of four main roads viz., Prabhat road, Law college road, Bhandarkar road and F.C road. The total area delineated for the study is 70.73 ha (7,07,354.67 sq.m). This area is similar to the core areas of Pune city in the context of traditional building types, accessibility and is on the verge of transforming into a high density area. It was developed as purely residential colony, but is now a prime location for commercial activities with various offices and shops emerging in the area.Though it is one of the planned areas, the effect of increasing density is reflected through the various issues. The data required for the present study was collected from the secondary and primary sources. The secondary sources included the government reports, news articles and expert opinions while the primary data included surveys like field mapping, road inventory, building typology, resident opinion survey and land use survey. For the resident opinion survey, a sample size of 200 residents was selected. The sampling technique used was stratified random sampling.The sample was divided into four groups based on the duration of person’s residence in the study area. The stratum formed for the same were viz., residents staying for less than five years, five to ten years, 10 to 20 years and more than 20 years. IV. Demographics, Land Use analysis The population of Pune city has been growing tremendously in the last 20 years. The birth rate is high with a high immigration rate due to availability of opportunities like education, work, business, etc.With a hike in city population, there was increase in no. of households in the Ghole road administrative ward also as per 2011 census. The study area falls under Sector III as per Draft Development Plan of Pune2007-2027. It is a non-congested area with moderate density.(Refvi)The total area of the study area is 70.73 ha. As per the data from draft DP, the gross density of this sector as defined for 2017 is 209 persons per Ha.(Refvi)The population of the study area is 14,782. The total residential BUA is 63.79 Ha (6,37,932.47 sq.m) and residential FSI is 1.56. Table for Land Use Classification From the above table, it is observed that the predominant land use in the area is residential (44.19%) followed by mixed use (12.06%). The recreational spaces like Kamala Nehru Park, Deccan Gymkhana and PYC ground are located in the central part of the study areaas shown in figure 1 constituting to 11.99%. These attract traffic from the nearby areas therebyadding up to the existing traffic and leading to congestion during peak hours.The commercial use contributes to 4.52% of the study area which is observed along F.C road and Bhandarkar road. Important institutes like National Film Archive of India, VimlabaiGarware College, Symbiosis School and similar other educational institutes constitute to6.93% of the total study area. It is to be noted that the land under transport use is 20.01% with every plot being accessible by more than one road. Figure 1 Land use map of study area The accessibility to necessary amenities and facilities, recreational places, educational buildings and commercial spaces together make this area an ideal location for housing. V. Crowding in terms of FSI Societies at different levels of prosperity have different standards of consumption. This applies not only to commodities but also to something like floor space. Poorer societiesmanage with floor areas per person that would not be tolerated in a wealthier society.In order to measure and compare this variation in floor space consumption from one area to another, a metric called "Crowding" is used.(Ref ii)It is an inversion of the residential space taken up per capita. The important terms related to crowding include: Indoor Crowding (IC) = Persons/Built-up area, Street Crowding (SC)=Persons/Street Area, Plot Factor (PF)= Plot Area/Street Area.(Ref ii)Here, street area refers to the public, shared space, used for circulation of pedestrians. It excludes the area taken up by arterial traffic and on-street parking as it is not Sr. No Land Use Area (sq.m) % 1 Residential 321556 44.19 2 Commercial 32781.98 4.52 3 Mixed Use 85778.86 12.06 4 Public Semi-public 50413.14 6.93 5 Recreational 87268.1 11.99 6 Vacant Land 2146.29 0.29 7 Transport 145601 20.01 Total Area 707354.7 100 International Journal of Engineering Research ISSN:2319-6890 (online),2347-5013(print) Volume No.7, Issue Special 2, pp : 125-129 11-12 Jan. 2018 DOI : 10.5958/2319-6890.2018.00038.7 NCETA@2018 Page 127 available for local circulation. The calculated street area for the study area is 11.54 Ha (1,15,477.1sq.m)A significant relationship between the above mentioned terms can be established:(Ref ii) SC= IC X FSI X PF The following is the relation between street crowding, FSI and plot density for the study area: Indoor crowding(IC) =Population/BUA = 232 ppH Street crowding (SC) = Population/Street Area= 1280 ppH FSI=BUA/ Plot Area= 1.56 Plot Factor (PF) = Plot Area/Street Area= 3.54 Plot Density (PD)=IC X FSI = 361 ppH It can be observed that the indoor crowding is 232 ppH, which means 232 persons can be occupied in 1 ha=10,000 sq.m. This implies one person occupies 43 sq.m of the BUA. Keeping the indoor crowding same, if the FSI is increased to say 2, then the plot density will increase from 361 ppH to 464 ppH leading to an increase in persons per plot area. If the street layout remains the same, i.e if the roads are not widened or if no alternate road is proposed with no change in plot factor then SC increases to 1643 ppH.Accommodating more people on a plot (by raising its FSI) means there should be provision for more road space for these peopleand more area for other facilities. The higher the FSI, the higher the proportion of land needed for public use. We should choose an optimum density for the city, not too crowded and comfortable to live in and accordingly the facilities should be expanded. Increasing FSI alone, without enlarging road systems and public facilities, will only diminish the facilities. It worsens living conditions, with no long-term gain. VI. Building survey & analysis Due to the outward movement of the people who preferred to have bungalows in the outskirts of the city (todays Erandwane, Shivajinagar and Parvati area), the percentage of large and spacious houses having more than five rooms increased. The height of the buildings decreased from the old core with two-three storied buildings to one story and ground floor structures in the newly developed areas. The building conditions in the old areas was unsound while in these newly planned areas, the condition of buildings with reference to sanitation, ventilation and congestion was satisfactory as they were provided as per the population needs. In order to understand the present building characteristics, building survey was carried out in the study area. The type of structure, their age and height was noted. It was observed that 33% of the residential structuresalong Prabhat roadare old traditional bungalows that keep intact the peculiarity of the area. Majority (50%) of the buildings fall under the category of medium aged structures which are constructed in RCC unlike the old structures where stones were used extensively.These are observed mostly along Bhandarkar road. 16% of the buildings are newly constructed and 1% are under construction. 16% of the structures are more than 40 years old. 34% structures are 10-20 years old while 25% of total structures are newly constructed in the last 10 years predominantly seen along Prabhat road. Only 1% of the total buildings are ground floor structures that mostly include bungalows and row houses. G+ 1 structure constitute to 30% while G+2& G+3 structures contribute 22% each respectively and are observed along Bhandarkar road. 15% comprise more than four storystructures that are constructed in the last 10 years. Thus, it can be inferred that structures on Prabhat road depict the early style construction which is gradually been replaced by new buildings. Also, as the old structures are being brought down, the percentage of redeveloped structures is increasing. The changing height of the structures helps in understanding the modifying skyline and the new development of high rise buildings. The recent structures are higher buildings means increasing density on the same plot of land. VII. Review of transport infrastructure and utilities & services Road Transport With increase in population and urban functions, there is a corresponding increase in the volume of traffic and the vehicles carrying them. Presently, the routes that pass through study area are through roads that connect two different parts of the city. In the past, the road system was designed to meet the demands of pedestrian traffic and lesser vehicles. Thus, increasing traffic pressure on the roads is observedwhich results in congestion.The volume as well as the character of traffic has out-grown the capacity of the road system. It is thus not able to cope up with the modern rush of the traffic. Map of road network in study area The traffic composition on all the routes includes twowheeler, four-wheeler, autos, public transport and school buses except Ketkar road which does not carry any heavy traffic. The footpath is present on both the sides for all roads except Ketkar road as it is an internal road with abutting residential use. However, parking on either side of the road reduces the effective width of carriageway. Encroachment due to vendors and vehicular parking on footpaths further reduces its width.All the roads are two way except FC road which is one way.The following table gives details on inventory, Volume/Capacity Ratio (V/C), Level of Service (LoS) based on primary data: *Footpath width- each on both sides **Parking-only on one side of road Details Journey speed (kmph) V/C ratio & LOS Prabhat Road 15-25 0.9, LOS E Bhandarkar Road 10-20 >1, LOS F Ketkar road 20-25 0.6, LOS C F.C road 10-20 >1, LOS F Law College road 10-20 0.9, LOS E International Journal of Engineering Research ISSN:2319-6890 (online),2347-5013(print) Volume No.7, Issue Special 2, pp : 125-129 11-12 Jan. 2018 DOI : 10.5958/2319-6890.2018.00038.7 NCETA@2018 Page 128 From the opinion survey, it is observed that traffic congestion during peak hours is the major issue. The reasons include: onstreet parking, parking of school buses on the main road and adjacent lanes as well as through traffic moving on the main roads.One of the associated issues to traffic congestion is pollution which is the major concern of residents near the Kamala Nehru Park area. Inferences from traffic & transport study:  Narrow width of Prabhat road and Bhandarkar road as compared to its function.  On-street parking of vehicles by residents as well as other heavy vehicles.  Lack of dedicated parking facility for Kamala Nehru Park leading to haphazardparking.  Non-uniform width of footpath along the main roads.  Misuse of footpath due to encroachment by vendors and vehicular parking.  Increase in pollution levels near Kamala Nehru park. Water Supply and Sewerage system Water supply is a vital factor in the location and growth of a city. The water supply in the early stages of the city was from wells and rivers. Though there was no organized supply, it could cater the existing population. Scarcity of water was first felt during 18th century because of increase in population. But with construction of dams, these needs of water supply were met. The PMC presently provides piped water supply of about 1250MLD, covering almost the entire city. The water supply is made through the pipe network of about 2700 km.(Refiii, ix)Theaverage water supply at city level appears to be adequate. However, the spatial distribution is uneven, and in some areas below average. (Refvi) The network in parts of the city is very old, and high leakages are prevalent. About 30% of the water distribution network (750 km) is more than 40 years old in the old areas of the city(Ref viii, ix)which includesthe study area. These pipelines were designed for the then existing population and so the rapid increase in the last decades has put a pressure leading to various issues. The Erandwane STP, which is located near Mhatre Bridge, has a capacity of 50 MLD and is functioning since 2004. The sewage from Erandwane, Kothrud, Warje, Karvenagar and Paud Road is treated in this plant. The total area served is about 26.15 sq. kms.(Ref ix) As per the secondary data, in the Ghole road administrative ward, all the houses/residential societies have 100% underground drainage connections.(Ref ix)But these lines have not been expanded in the recent years which have caused problems in certain areas. From the opinion survey, it is found that in some places, there are frequent repairs from channel blockage leading to foul odour. With increasing population in the area, there will be rise in the sewage generation leading to insufficiency or breakdown of existing capacity of the STP. The water scarcity issue requires a long time to be addressed and thus gradual increase in population over many decades would then put pressure on existing water supply if not upgraded. Similar to water scarcity issues, the outburst of sewage pipelines and other problems are not immediate and require a long time to be addressed. Inferences from water supply and sewage study:  Water distribution network in the study area is older than 40 years causing frequent repairs and leakages.  High rate of water supply –resulting in higher sewage flows.  No expansion in the existing pipelines or provision of alternate lines for water supply and sewage. VIII. Findings from the study  The study area is predominantly a residential area with educational institutions that attract population all over the city.  Increase in plot density due to increase in FSI, reduces the per capita service use if the services are not expanded.  With increase in FSI and no change in the street layout, the population per street area increases leading to street crowding.  Out of the total structures, 16% are newly constructed buildings that define changing character and the modern aspect of high rise housing.  The road network of the area was developed as part of TP schemes and thus every main road has a parallel road.  The Prabhat road and Bhandarkar road function as primary roads and carry through traffic but are narrow in width.  The on-street parking by the residents and other public vehicles reduces the width of the carriageway.  Ineffective width of the footpath, encroachment by vendors and parked vehicles lead to disruption in pedestrian circulation.  Repeated excavation of roads damaging the underground utilities and disturbed road level.  The water distribution network in the old areas is old and requires frequent repairs.  The present sewage system is not sufficient as it causes bursting and clogging of lines incertain areas of the study area. IX. Conclusion& Recommendations Density, land use,built-up and infrastructure status are key parameters which influence the urban physical structure of the area.(Refvii)The increasing density has put a strain on existing road services which is beyond their threshold capacity. If sufficient infrastructure provision is not done with projected requirements, the existing system will quickly be overtaxed leading tosubsequent high municipal costs. Recommendations  Planning for the basic services before allocation of houses to people can prove to be a ‘right way of development’ in shaping the urban landscape and managing cities effectively.  Fixation of density norms should be based on carrying capacity analysis focusing onparameters ‐ space/person, access to facilities, available services per capita, etc.  The task should be settlement specific.  The FSI in the study area is bound to increasein the recent yearsconsidering the housing demand. In this regard, the strategy to facilitate housing and infrastructure development should be of critical importance.  Cluster development is one of the solutions to the required micro planning of areas. (Ref v) Details ROW (m) Footpath*( m) Parking* *(m) Carriagew ay (m) Prabhat Road 13 1.5 2.5 7.5 Bhandarkar Road 14 1.5 2 9 Ketkar road 12 (One side)1 2 8 F.C road 21 2 2.5 14.5 Law College road 18 1.5 - 15 International Journal of Engineering Research ISSN:2319-6890 (online),2347-5013(print) Volume No.7, Issue Special 2, pp : 125-129 11-12 Jan. 2018 DOI : 10.5958/2319-6890.2018.00038.7 NCETA@2018 Page 129 Acknowledgement: I would foremost like to express my deepest sense of gratitude toProf. Ramchandra Gohad Sir whose extensive knowledge on the growth anddevelopment of Pune city provided me with useful insights. I am thankful to the residents of the Prabhat road area for their honest opinions and suggestions.

ChatGPT said:

The article "High Density and its impact on City Infrastructure: Case of Old area of Pune city" by Shraddha Jakoji Kulal and Dr. Parag Govardhan Narkhede examines the implications of increasing population density on urban infrastructure, focusing on Prabhat Road, an old area in Pune city. The key findings and recommendations are summarized below:

Key Points:

1. Urbanization and Density:

   • Urban areas, especially old city centers like Prabhat Road in Pune, attract high population due to better connectivity and accessibility to employment centers.
   • Traditional low-rise structures are being replaced by high-rise buildings, causing additional pressure on existing services and infrastructure.

2. Study Area Background:

   • Prabhat Road is part of Pune's outer residential extension, originally planned with low-density housing and ample open spaces.
   • The area developed significantly post-independence, becoming a prime residential and commercial zone.

3. Impact on Infrastructure:

   • Increased population density has strained transport infrastructure, water supply, and sewerage systems.
   • Roads designed for lower traffic volumes are now congested, and parking issues further exacerbate traffic flow problems.
   • The old water distribution network is inadequate for the current population, leading to frequent repairs and leakages.
   • Sewage systems are also insufficient, causing blockages and foul odors.

4. Building and Demographic Analysis:

   • The study observed a shift from single-story bungalows to multi-story buildings, increasing the area's density.
   • The majority of buildings are medium-aged (10-20 years), with a significant number of new constructions in the last decade.

5. Service and Utility Challenges:

   • Roads are narrow for their function, and on-street parking reduces their effective width.
   • Footpaths are encroached upon by vendors and vehicles, disrupting pedestrian movement.
   • Existing utilities like water and sewage lines have not been upgraded to match the population increase.

Recommendations:

1. Infrastructure Planning:

   • Plan and expand basic services before accommodating new housing developments to manage urban growth effectively.
   • Establish density norms based on carrying capacity, considering parameters like space per person and available services per capita.

2. Development Strategies:

   • Increase Floor Space Index (FSI) carefully, ensuring the expansion of road systems and public facilities to avoid overcrowding.
   • Promote cluster development for micro-level planning and efficient use of space and resources.

3. Transport Improvements:

   • Address on-street parking and create dedicated parking facilities to reduce congestion.
   • Ensure uniform and wider footpaths to improve pedestrian circulation and safety.

4. Utility Upgrades:

   • Upgrade old water distribution networks and expand sewage systems to handle increased loads.
   • Regular maintenance and timely upgrades of infrastructure to prevent breakdowns.

Conclusion:

The study emphasizes the importance of aligning infrastructure development with population growth to prevent the breakdown of urban services. It calls for strategic planning and implementation to maintain the livability and functionality of high-density urban areas.

You said:

PUNE JUVENILE RASH DRIVING LEADING TO DEATH CASE AND PUNISHMENT TO FATHER AND GRAND FATHER OF JUVENILE CASE" CHAT GPT IS REQUESTED TO ANALYSE THE CASE DETAILS AND THE ACTIONS OF STATE AND POLICE AND JUDGEMENT IN THE CASE . THE DETAILS OF THE CASE ARE : porsche teenager story from pune Pune Builder's Minor Son Kills 2 With Speeding Porsche Car, Caught & Thrashed By Locals In Kalyani Nagar The accident took place in Kalyani Nagar at around 3am on Sunday. Indu Bhagat AgenciesUpdated: Sunday, May 19, 2024, 04:44 PM IST article-image Video: Pune Builder's Minor Son Kills 2 With Speeding Porsche Car, Caught & Thrashed By Locals In Kalyani Nagar | In a fatal accident on Sunday midnight, a juvenile son of a city based builder, hit several vehicles with his speeding Porsche killing two. The accident happened in Kalyani Nagar at around 3am on Sunday. Driving his Porsche at high speed, he lost control, colliding with multiple vehicles. The crash resulted in the immediate deaths of Anis Avlia and Ashwini Kosta, who were on bikes. The accident took place at around 3.15 am in Kalyani Nagar and a case was registered against the 17-year-old car driver under relevant provisions, they said. Read Also Pune Police Commissioner Offers 30-Minute Leeway For Closure Of Hotels, Bars & Pubs Post 1:30AM article-image Group was returning from party A group of friends after a party at a restaurant in Kalyani Nagar was returning home on their motorbikes. When they arrived at the Kalyani Nagar junction, a speeding luxury car hit one of the motorcycles following which its two riders fell from the vehicle and died on the spot, as per the FIR. After knocking down the duo, the car crashed into the roadside pavement railings, it said. A video surfaced on social media wherein a group of people was seen thrashing the driver as he tried to come out of the crashed car. The deceased have been identified as Anis Awadhiya and Ashwini Costa, as per the FIR. A case was registered against the car driver at the Yerawada police station under various Indian Penal Code sections, including 279 ('rash driving or riding on a public way), 304A (causing death of any person by doing any rash or negligent act not amounting to culpable homicide), 337 (causing hurt to any person by doing any act so rashly or negligently as to endanger human life or personal safety of others) and 338 (causing grievous hurt by act endangering life or personal safety of others), and provisions of the Motor Vehicles Act. Late night pubs under scanner Pune City police commissioner Amitesh Kumar had earlier issued guidelines according to which bars, pubs, restaurants, and rooftop hotels are to be closed by 1am. The late-night pubs and night clubs in Pune are operational despite the Police Commissioner’s order are proving to be a menace for the city with the increasing incidents of drunken driving to accidents. Rachna Aggarwal, a resident of Kalyani Nagar said, “The club has failed us, the system has failed us, we have approached PMC for encroachment, we alerted the police commissioner, we have been seeking an appointment with the collector, but it all went to vain as no rules are being followed. We are taking up the issues of heavy traffic and noise pollution due to these pubs and bars to the authorities but despite all that we are facing, the young people hoot around in the midnight causing a lot of troubles for the residents.” Monika Sharma, another resident raised the issue of noise pollution and flouting of laws related to the closer timings of these pubs. “For the past two years we have been raising the issue to the different authorities including the police, PMC, excise department, regarding the noise pollution issues, as the pubs and the rooftop hotels are operational till 5am. Why do the authorities not take action and terminate the licence of these pubs flouting the norms. We are deeply saddened by the news, despite the grave issues such incidents have occurred. The peace of the residents is at stake with such incidents.” Pune Teen Driver's Father Had Elaborate Escape Plan. How He Was Caught The Porsche was reportedly being driven at nearly 200 km per hour at the time of the accident Pune: The father of the 17-year-old Pune teen driver, whose late-night drunken Porsche dash left two 24-year-old engineers dead, had made an elaborate escape plan, but the cops tracked him down. Soon after an FIR was registered against him for letting his teenaged son drive the luxury car, the prominent Pune realtor was on the run. To mislead the cops, he left home in his car and asked the driver to take the road to Mumbai. He told another driver to leave for Goa in his other car. On the way to Mumbai, he got off the car and used a friend's car to proceed towards Chhatrapati Sambhajinagar, earlier known as Aurangabad. Multiple cars were involved to confuse the cops on where he was headed, police have said. The realtor also started using a new SIM card so that police cannot track his number, police have said. When police got information that he was in his friend's car, they started tracking the vehicle through its GPS. A team of the Pune crime branch then identified him using footage from CCTV cameras on the route. Eventually, in a late night raid at a lodge in Sambhajinagar, the cops arrested the realtor. He will be produced in court today. Pune car crash: Two liquor serving outlets visited by teen driver sealed PUNE: The Maharashtra excise department on Tuesday sealed the two restaurants, where the 17-year-old boy involved in a fatal car crash was allegedly served liquor, on orders of the Pune district collectorate, said the local administration. The car, a Porsche, allegedly driven by the 17-year-old, who the police claim was drunk at the time, fatally knocked down two motorbike-borne software engineers in Kalyani Nagar in Pune city in the early hours of Sunday. On the intervening night of Saturday and Sunday, the accused juvenile along with his friends went to the two establishments between 9.30 pm and 1 am and allegedly consumed liquor, according to police. Kalyani Nagar accident: No registration of the Rs 2 crores car; Was without number plate “Rules only meant for common people; Are the rich allowed to do anything without any repurcussions?” - Angry citizens question the police By PuneMirror Bureau Reported By Laxman More Sun, 19 May 2024 10:28 am kalyani nagar accident Kalyani Nagar accident: No registration of the Rs 2 crores car; Was without number plate Pause Unmute Remaining Time -10:01 Close PlayerUnibots.com A shocking information has come to light after a minor killed two people with his luxury car in Kalyani Nagar area (Kalyani Nagar accident). This car has not been registered. Therefore, this car did not get a registration number & did not have a number plate. However, two people have lost their lives as this car was speeding on the road. It has come to light that this car is worth almost two crores. Surprise is being expressed that such a car is given to a minor by parents. As no case has been filed against his parents in this matter, the police have begun facing a lot of criticism. Anis Avadhiya and Ashwini Kosta have died in this accident. A case has been registered against the 17-year-old son of Vishal Agarwal, owner of Brahma Realty and Infrastructure Company, under Sections 279, 304 (a), 337, 338, 427 of the Indian Penal Code (IPC), Section 184, 119/177 of the Motor Vehicles Act. Akib Ramzan Mulla (age 24, Res. Chandannagar, Native of Lokmanya Nagar, Asra Chowk, Solapur) has filed a complaint in this matter (Kalyani Nagar accident). The plaintiff and his friends had gone to party at a hotel in Kalyaninagar. After the party, when they were all going back home, they came near Landmark Society in Kalyaninagar at around 2.30 am (Kalyani Nagar accident). On the Kalyani Nagar - Airport Road, they were hit by the grey-colored Porsche Car from behind. The vehicle was driven by the 17-year-old accused minor. He drove this luxurious motor recklessly, negligently, at high speed and in a manner that endangers human life. Disregarding the traffic rules, Anis’ motorcycle got hit from behind. After that, the accused’s car rammed into two cars parked on the side of the road (Kalyani Nagar accident). Anis and his friend Ashwini, who were on the motorcycle, died on the spot. Assistant Inspector Vishwanath Todkari is investigating the matter further. On the Porsche car crash incident in Pune, Jayashree says the story is getting traction because it “appeals very much to India’s upper middle class sensibilities”. Talking about the bail granted to the accused, she adds that all said and done, “we should not lose sight of the fact that any juvenile should get bail”. What the Pune Porsche Taycan crash that claimed two lives highlights Knocking down a person on the road is an extremely serious crime, but the message is not clear enough in the Indian Judicial system. Image of the Porsche Taycan which crashed into a two-wheeler killing two techies in Pune on May 19. Image of the Porsche Taycan which crashed into a two-wheeler killing two techies in Pune on May 19. B Sandhya Updated on: 24 May 2024, 9:56 pm 5 min read A National Statistics Report published by Great Britain (September 2023) shows that there are an increased number of accidents being caused by younger car drivers, particularly males. Among the more severe accidents, younger drivers (aged 17-24) account for a relatively large proportion. In light of the recent Pune accident that tragically claimed the lives of two software engineers and involved a Porsche Taycan driven by a 17-year-old, we in India also need to reflect deeply. The Rs 1.5-crore-plus car was speeding at 200 km/h, according to reports, and the juvenile at the wheel was said to have been drunk, with CCTV footage showing him entering two pubs before he embarked on his fatal drive. Two Pune cops were suspended on Friday for failing to inform the wireless control room about the accident. Image of the Porsche Taycan which crashed into a two-wheeler killing two techies in Pune on May 19. 'In Modi's two Indias, justice is dependent on wealth': Rahul on Pune car accident Here are some thoughts and learnings that I wish to share on trying to address the bigger issues this highly avoidable accident has brought to the fore. Speed thrills, but it also kills As the first Traffic IG of the state of Kerala, I used to interact with teenagers at the higher secondary/college level to promote road safety. The entitled young male teen's most cherished dream is riding a costly bike (especially some brands popular with gangsters in these times) at high speeds, especially in front of peer groups and female students. In an attempt to dissuade them from such needless adventurism, we used to show them clips of helmetless bike riders having their head smashed or of beltless riders speeding and crashing. We used to make the students take an oath on sensible road use. During road safety week (January every year), we used to depute student police cadets to spread road safety messages. They used to distribute sweets to drivers sticking to safety norms and would advise those violating norms. The aim was simple and direct. Road safety, for us, was a subject that needed to be ingrained into the sensibilities of every child in society -- that a road is a public place used by different types of people, vehicles and even animals. So, road sense is the first civic sense they need to learn. Children used to love Pappu Zebra, the traffic mascot of Kerala Police. The mascot was used through dramas, cartoons etc to spread road sense. Use of alcohol and that old Meenakshi Seshadri test Another discussion triggered by the Pune accident is the use of alcohol and drugs among teenagers. This has become more rampant and is creating havoc on roads. Teenagers hanging out on prominent roads for fun are sometimes a menace to society. We, for instance, witnessed many uncontrolled car races in areas like Kowdiar in Thiruvananthapuram. Recently an inspector who was making a courtesy call to me told me that on Manaveeyam Road, he found a teenage girl, drinking and smoking with a male friend. The girl was one of his friend's daughters. The inspector did not intervene as he was worried that the youngsters were not in their senses and may attack or question him if he stepped in. He chose instead to inform the matter to his friend. Law enforcement authorities trying to put a stop to such activities on the roadside, beach etc are on many occasions confronted by people who allege moral policing. But what they forget is that where such incidents cross the line and lead to fatal accidents or bodily offenses cannot be defined. Teenagers driving bikes or cars after consuming alcohol or drugs are a clear and present danger. By a rapid screening device, people who have consumed intoxicants including MDMA (Ecstasy) and other narcotic substances can be identified. The results can be processed in the handheld analyser using oral fluid samples. Use of such devices by the police immediately after an incident of rash driving, affray on the road etc must become the norm. Not just police patrols, but also police stations must use such devices regularly, apart from breath analysers. A Circle Inspector remembers the time when such sophisticated equipment was unavailable and all of us used to tell the suspect to breathe out or say 'Meenakshi Seshadri' effortlessly! Image of the Porsche Taycan which crashed into a two-wheeler killing two techies in Pune on May 19. 62 vehicles for every kilometre: Decoding 'K-Road' woes in Road's own country Inadequate punishment! A case under section 185 of the MV Act is registered by law enforcement agencies when a person is 'drunk driving' (when blood alcohol exceeds 30 mg per 100 ml). The fine is Rs 1000 and imprisonment is up to six months. The repeated offence can see the fine being enhanced to Rs 15000/- and imprisonment up to two years. Section 161 of the MV Act also provides compensation for victims in hit-and-run cases. Truth be told, these punishments are inadequate compared to punishments for such offenses in advanced countries. In India, the driving license can be cancelled if one is convicted of driving dangerously more than once. In the UK, if death is caused by dangerous driving, 14 years to life imprisonment could be the penalty. Knocking down a person on the road is an extremely serious crime, but the penalty is not clearly laid out in the Indian Judicial system. Post-COVID era and newer challenges The post-COVID period has seen youth all over the world grappling with serious mental pressures. Lockdown protocols, the impact of the COVID-19 virus and the vaccine on the mental health of youngsters, and its impact on crime have been studied widely. Though exact correlations have not been arrived at, it is a fact that the delinquencies related to road accidents, violent crimes, etc have increased post-COVID. Mental health issues of juveniles need to be dealt with by families as well as institutions. The establishment of deaddiction clinics will not suffice. Dealing with the mental issues of teens through counseling, treatment etc is required before they escalate to delinquencies/rash acts in public or private spaces. Responsible living has to come naturally to any developing child in society. It is the requirement of any healthy society. Projects such as Childline numbers and 'Chiri' by Kerala police (where student volunteers talk to distressed children who call) need to be given a leg up to ensure our children grow up into responsible human beings. Mental health counselors in the schools and basic awareness among the parents is also required. Promoting overall mental health, a watchful society, diligence in law enforcement and the awareness imparted on road safety are basic requirements in ensuring road safety issues connected with juveniles. A 17-year-old boy, allegedly involved in a Porsche accident in Pune that claimed two lives, has been shifted to an observation home until 5 June. The minor will have a fixed routine: praying, learning languages, one hour of TV time, and two hours of playtime. During his stay, he will also undergo psychological assessments A 17-year-old boy allegedly involved in a car accident in Pune that claimed two lives has been shifted to an observation/rehabilitation home till 5 June. “The Child-in-Conflict with Law (CCL) was immediately sent to the Nehru Udyog Kendra observation home, located at Yerawada, where he is staying with the other CCLs,” the official from the facility said. The development came after the Pune Juvenile court on Wednesday, 22 May, cancelled the bail granted to the minor three days ago, following an outcry over his quick bail. Also, a sessions court yesterday remanded his father, a real estate developer, in police custody till 24 May. The minor will have a fixed routine, and here’s what his schedule looks like. The minor’s life in remand home Also known as juvenile homes or remand homes, more than 30 minors are currently lodged at the observation home . The remand home’s daily routine starts with a breakfast of eggs, milk, poha, and upma, which is provided from 8 to 10 am, according to News18. He would then join others in prayer at 11 am, following which he would start his language classes. As per the report, once lunch is served, the prisoners are allowed to rest in their dorms until four o’clock in the afternoon. You May Like Unmissable Deal On Premium Watches Luxespot by Taboola Sponsored Links Snacks are served at 4 pm, and then there’s TV for an hour and two hours of outdoor football and volleyball activity, as per NDTV. The inmates would be given a basic dinner of rice, chapati, and vegetables at 7 pm, and at 8 pm, they would be taken back to their dorms for the night. A senior police official said that during his stay at the observation home, the juvenile will also undergo psychological assessments. Advocate Prashant Patil, who represented the juvenile at the JJB hearing, said during the remand, the CCL will be kept at the rehabilitation home, with specific parameters set for this period. Advertisement “The board has given directions regarding providing a psychologist, psychiatrist, or a counsellor for the CCL to support his mental health and help reintegrate him into the mainstream,” he said, as per PTI. Also read: Pune Porsche crash: Can the 17-year-old boy, who ‘killed 2’, be tried as an adult? The horrific car crash The Porsche car, allegedly driven by the teenager, who the police claim was drunk at the time, fatally knocked down two motorbike-borne software engineers, Aneesh Awadhiya and his friend Ashwini Koshta, both 24, at Kalyani Nagar in Maharashtra’s Pune city in the early hours of Sunday. The juvenile, who was 17 years and 8 months old, was four months under the legal driving age. Advertisement Police have registered an FIR against the minor under IPC sections 304 (culpable homicide not amounting to murder), 304 A (causing death by negligence), 279 (rash driving) and relevant sections of the Motor Vehicles Act. The teenager, son of real estate developer Vishal Agarwal (50), was subsequently produced before the JJB which granted him bail within 15 hours of the horrific incident. The teen’s lawyer, Prashant Patil, said the court granted bail on certain conditions, such as “working with the traffic police of Yerwada for 15 days,” and write a 300-word essay on the ‘effect of a road accident and their solution’. Police later approached the JJB again, seeking a review of its order. Pune Porsche Teen Was In His Senses, We're Probing If Driver Was Pressured To Claim Responsibility': Top Cop "We are trying to make this a watertight case. We have already filed a case against the father of the accused and the bar owners. The technical analysis of the evidence is underway," Kumar said Pune police on Friday said they are trying to make a “watertight” case against all accused in the matter where the 17-year-old boy allegedly fatally knocked down two persons with his high-end car. Addressing the media, Pune Police Commissioner, Amitesh Kumar said the minor was in his senses and was aware of what is he doing at the time of the accident. “We are trying to make this a watertight case. We have already filed a case against the father of the accused and the bar owners. The technical analysis of the evidence is underway,” Kumar said. The officer said police have the CCTV footage of the accused drinking liquor in the pub. “The point of saying this is that our case is not alone depending on the blood report we have other evidence also. He (the minor accused) was in his senses. It was not as if all of them were so drunk that they could not understand anything. They had full knowledge that due to their conduct, an incident like section 304 cab happen. There is no fact about the pizza party at the police station,” Kumar said. On the allegation of the Agarwal family’s driver being pressured to take the blame for the accident, the officer said, “An effort was made to change the driver during that period…We are investigating this also…It is true that at the start the driver had said that he was driving the car…We are investigating this part also under whose pressure the driver made that statement we are investigating it.” Over the allegations of any preferential treatment given to minors, the top cop said an ACP rank officer is investigating the allegations. “On the allegations of preferential treatment given to the accused as of now, nothing has been found in the investigation…If we receive any information that the eyewitness had to face any trouble action will be taken against those police personnel as well…We have not received the blood report yet. The blood report was taken at the very first and sent to forensic…We have requested the forensic to take a DNA sample of both the samples,” he said. You May Like Modular Kitchens starting at 1.75 Lakhs HomeLane by Taboola Sponsored Links Further giving details about the incident, the official said after the incident primary facie case under section 304 A was registered and later section 304 was added. “That same day we presented him to the Juvenile Justice Board and urged them to consider it as a heinous crime and treat the accused as an adult. Till the order to consider an adult is passed we wanted to keep the accused in remand observation home…Both our applications were rejected that very day…Under the Juvenile Justice Act, we registered a case against his parents and the pub owner,” he said. RELATED STORIES Nine killed in Mexico stage collapse at a campaign event Nine killed in Mexico stage collapse at a campaign event... 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We have taken two individual samples and will cross-check if both are the same.” On reports claiming that some eyewitnesses were harassed by the accused, Kumar said there is no such evidence found till now. Kumar said the police are investigating both cases minutely and with full sensitivity to ensure justice for victims and proper punishment for the accused. Top Videos View All May 27, 2024, 16:05 IST Former Chhattisgarh CM & Congress Leader Bhupesh Baghel Slams PM Modi | Congress Vs BJP | News18 May 27, 2024, 16:05 IST BJP's Amit Malviya and TMC Clash In War Of Words | TMC Vs BJP | West Bengal News | Cyclone Remal May 27, 2024, 15:05 IST NCW Writes Delhi Police To Secure Call Data Records Of Relevant People, Including Delhi CM | News18 May 27, 2024, 13:05 IST Swati Maliwal News | Bibhav Kumar Vs Swati Maliwal Saga Reaches The Court | Bibhav Kumar Hearing May 27, 2024, 12:05 IST Bibhav Kumar Hearing | High Drama At Bibhav Kumar Bail Hearing | Swati Maliwal News | News18 “We have started the process of appointing a special counsel in the case so that our side should be kept strongly in the case in court. Police are on the stringent way to handle this case,” he added. Pune Teen Spotted Driving Porsche Taycan Day Before Crash That Killed 2 | VideoCurated By: Kavya MishraNews18.comLast Updated: MAY 27, 2024, 14:12 ISTPune, IndiaThe teen accused was seen using the Porshe car a day before the incident. (News18)The teen accused was seen using the Porshe car a day before the incident. (News18)The Pune police earlier said that an attempt was made to establish that the Porsche that knocked down and killed two persons in the Kalyani Nagar in Pune was not driven by a 17-year-old, and the driver employed by his family was pressured to take responsibility for the accident. New CCTV footage has emerged in the Pune Porsche accident case, showing the 17-year-old accused driving the same Porsche he allegedly drove on the night of the tragic incident. The video was captured just a day before the accident. The video went viral amid claims by the accused’s family that he was not behind the wheel at the time of the accident that resulted in the deaths of two young IT professionals. In the footage, the teen accused can be seen exiting his Porsche car from the driver’s side along with a friend. He then meets his friends and enters the premises. The Pune police earlier said that an attempt was made to establish that the Porsche that knocked down and killed two persons in the Kalyani Nagar in Pune was not driven by a 17-year-old, and the driver employed by his family was pressured to take responsibility for the accident. A local court remanded the six accused arrested in the case, including the teenager’s father Vishal Agarwal, in judicial custody even though police sought their further custody. POLICE ON FAMILY’S ‘ACCUSED WAS NOT DRIVING’ CLAIM There was enough evidence showing that the teenager was driving the car, police commissioner Amitesh Kumar told PTI. 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Pune Porsche Crash: Teen’s Grandfather Denies Coercing Family Driver To Take Blame, Presents Delhi Visit Alibi Pune Porsche Crash: Teen’s Grandfather Denies Coercing Family Driver T... Porsche Taycan Was Pune Teen's 'Birthday Gift' From His Grandfather: Report Porsche Taycan Was Pune Teen's 'Birthday Gift' From His Grandfather: R... “We have the CCTV footage of him (juvenile) drinking liquor in the pub…..He was fully in his senses, he had full knowledge that due to his conduct, such an accident, where IPC section 304 is applicable, can happen,” Kumar said. Section 304 deals with culpable homicide not amounting to murder. “During our investigation, it has emerged that the juvenile was driving the car and we have already collected all the necessary chronological evidence. For example, when the juvenile left the house, the entry on the security register shows that he left with the car,” the commissioner said. What the Pune Porsche Taycan crash that claimed two lives highlights Knocking down a person on the road is an extremely serious crime, but the message is not clear enough in the Indian Judicial system. Image of the Porsche Taycan which crashed into a two-wheeler killing two techies in Pune on May 19. Image of the Porsche Taycan which crashed into a two-wheeler killing two techies in Pune on May 19. B Sandhya Updated on: 24 May 2024, 9:56 pm 5 min read A National Statistics Report published by Great Britain (September 2023) shows that there are an increased number of accidents being caused by younger car drivers, particularly males. Among the more severe accidents, younger drivers (aged 17-24) account for a relatively large proportion. In light of the recent Pune accident that tragically claimed the lives of two software engineers and involved a Porsche Taycan driven by a 17-year-old, we in India also need to reflect deeply. The Rs 1.5-crore-plus car was speeding at 200 km/h, according to reports, and the juvenile at the wheel was said to have been drunk, with CCTV footage showing him entering two pubs before he embarked on his fatal drive. Two Pune cops were suspended on Friday for failing to inform the wireless control room about the accident. Image of the Porsche Taycan which crashed into a two-wheeler killing two techies in Pune on May 19. 'In Modi's two Indias, justice is dependent on wealth': Rahul on Pune car accident Here are some thoughts and learnings that I wish to share on trying to address the bigger issues this highly avoidable accident has brought to the fore. Speed thrills, but it also kills As the first Traffic IG of the state of Kerala, I used to interact with teenagers at the higher secondary/college level to promote road safety. The entitled young male teen's most cherished dream is riding a costly bike (especially some brands popular with gangsters in these times) at high speeds, especially in front of peer groups and female students. In an attempt to dissuade them from such needless adventurism, we used to show them clips of helmetless bike riders having their head smashed or of beltless riders speeding and crashing. We used to make the students take an oath on sensible road use. During road safety week (January every year), we used to depute student police cadets to spread road safety messages. They used to distribute sweets to drivers sticking to safety norms and would advise those violating norms. The aim was simple and direct. Road safety, for us, was a subject that needed to be ingrained into the sensibilities of every child in society -- that a road is a public place used by different types of people, vehicles and even animals. So, road sense is the first civic sense they need to learn. Children used to love Pappu Zebra, the traffic mascot of Kerala Police. The mascot was used through dramas, cartoons etc to spread road sense. Use of alcohol and that old Meenakshi Seshadri test Another discussion triggered by the Pune accident is the use of alcohol and drugs among teenagers. This has become more rampant and is creating havoc on roads. Teenagers hanging out on prominent roads for fun are sometimes a menace to society. We, for instance, witnessed many uncontrolled car races in areas like Kowdiar in Thiruvananthapuram. Recently an inspector who was making a courtesy call to me told me that on Manaveeyam Road, he found a teenage girl, drinking and smoking with a male friend. The girl was one of his friend's daughters. The inspector did not intervene as he was worried that the youngsters were not in their senses and may attack or question him if he stepped in. He chose instead to inform the matter to his friend. Law enforcement authorities trying to put a stop to such activities on the roadside, beach etc are on many occasions confronted by people who allege moral policing. But what they forget is that where such incidents cross the line and lead to fatal accidents or bodily offenses cannot be defined. Teenagers driving bikes or cars after consuming alcohol or drugs are a clear and present danger. By a rapid screening device, people who have consumed intoxicants including MDMA (Ecstasy) and other narcotic substances can be identified. The results can be processed in the handheld analyser using oral fluid samples. Use of such devices by the police immediately after an incident of rash driving, affray on the road etc must become the norm. Not just police patrols, but also police stations must use such devices regularly, apart from breath analysers. A Circle Inspector remembers the time when such sophisticated equipment was unavailable and all of us used to tell the suspect to breathe out or say 'Meenakshi Seshadri' effortlessly! Image of the Porsche Taycan which crashed into a two-wheeler killing two techies in Pune on May 19. 62 vehicles for every kilometre: Decoding 'K-Road' woes in Road's own country Inadequate punishment! A case under section 185 of the MV Act is registered by law enforcement agencies when a person is 'drunk driving' (when blood alcohol exceeds 30 mg per 100 ml). The fine is Rs 1000 and imprisonment is up to six months. The repeated offence can see the fine being enhanced to Rs 15000/- and imprisonment up to two years. Section 161 of the MV Act also provides compensation for victims in hit-and-run cases. Truth be told, these punishments are inadequate compared to punishments for such offenses in advanced countries. In India, the driving license can be cancelled if one is convicted of driving dangerously more than once. In the UK, if death is caused by dangerous driving, 14 years to life imprisonment could be the penalty. Knocking down a person on the road is an extremely serious crime, but the penalty is not clearly laid out in the Indian Judicial system. Post-COVID era and newer challenges The post-COVID period has seen youth all over the world grappling with serious mental pressures. Lockdown protocols, the impact of the COVID-19 virus and the vaccine on the mental health of youngsters, and its impact on crime have been studied widely. Though exact correlations have not been arrived at, it is a fact that the delinquencies related to road accidents, violent crimes, etc have increased post-COVID. Mental health issues of juveniles need to be dealt with by families as well as institutions. The establishment of deaddiction clinics will not suffice. Dealing with the mental issues of teens through counseling, treatment etc is required before they escalate to delinquencies/rash acts in public or private spaces. Responsible living has to come naturally to any developing child in society. It is the requirement of any healthy society. Projects such as Childline numbers and 'Chiri' by Kerala police (where student volunteers talk to distressed children who call) need to be given a leg up to ensure our children grow up into responsible human beings. Mental health counselors in the schools and basic awareness among the parents is also required. Promoting overall mental health, a watchful society, diligence in law enforcement and the awareness imparted on road safety are basic requirements in ensuring road safety issues connected with juveniles. "This Is Murder, Not Accident": Family Of Techie Killed In Pune Porsche Crash Aneesh Awadhiya and Ashwini Koshta, both IT engineers working in Pune, died after a speeding Porsche driven by a drunk teen hit their bike from behind India NewsReported by Anurag Dwary, Edited by Saikat Kumar BoseUpdated: May 21, 2024 11:03 am IST IT engineers Aneesh Awadhiya and Ashwini Koshta were killed in the Pune Porsche crash Bhopal: At 3 am today, an ambulance drove into Birsinghpur in Madhya Pradesh's Umaria district. As soon as its doors opened, family members of 24-year-old Aneesh Awadhiya broke down. The young IT engineer, who had been working in Pune, was among the two people killed after a speeding Porsche driven by a drunk teen hit their bike. Atmaram Awadhiya, Aneesh's grandfather, said the teen driver, son of a prominent Pune realtor, should not have been granted bail. "Two people have died in this accident. This is completely wrong. We want strict punishment. The bail granted to the accused should be cancelled," he said. Aneesh Awadhiya and Ashwini Koshta, also an IT engineer, were returning from a get-together late on Saturday. Around 2.15 am, their bike was hit from behind by a speeding Porsche. Both Ashwini and Aneesh died on the spot. The driver, aged 17 years 8 months, was granted bail by a Pune court within 15 hours with some conditions -- he has been asked to write a 300-word essay on accidents, work with traffic police for 15 days and undergo counselling and treatment for his drinking habit. The incident and swift bail have sparked massive outrage. Pune police have said they had urged the court for permission to try the accused as an adult, but the plea was rejected. They have now decided to move the sessions court. The teen's father has now been arrested. PlayUnmute Fullscreen At Aneesh Awadhiya's home, the family members are shattered by the cruel manner in which they lost their son. Visuals showed relatives hugging each other and crying. His uncle Akhilesh Awadhiya said, "The accused, a minor, was drunk and was driving at 240 km per hour. He did not have a driving licence. This is murder, not accident." Promoted Listen to the latest songs, only on JioSaavn.com Last night, the body of Ashwini Koshta reached her home in Jabalpur. Her family, too, is furious over the bail granted to the accused and has vowed to fight for justice till the end. "We are in shock. It is condemnable that he got bail in 15 hours. He and his parents should be investigated. We will discuss the matter once Ashwini's last rites are over," said her uncle Jugal Kishor Koshta. "She had so many dreams, she wanted to excel in her career and make her parents proud. We cannot express our grief." Post a comment "We want his bail cancelled. Because of him, an innocent girl, who had seen nothing of life, has died," said Ashwini's uncle Sachin Bokde ragic Accident in Pune: Builder’s Son’s Reckless Driving Claims Two Lives Photo of author Simran Kaur 05/19/2024 0 " target="_blank" rel="nofollow"> Join Our Free Whatsapp Group Tragic Accident in Pune: Builder's Son's Reckless Driving Claims Two Lives In a tragic accident that has shaken Pune, two young individuals lost their lives when a luxury Porsche car, driven by the teenage son of a well-known builder, collided with their motorcycle. The incident, which occurred in the early hours of Sunday, has drawn significant attention and sparked discussions about road safety and the responsibilities of young drivers. Also Read:- Will MS Dhoni Retire? Former Teammate Reveals Shocking Insight into His Future with CSK The Incident The accident took place around 2:30 AM in the Kalyaninagar area of Pune. Vedant Agarwal, the 17-year-old son of Vishal Agarwal, the owner of Brahma Realty and Infrastructure, was driving his Porsche at a high speed. Vedant had just left a pub when he lost control of the vehicle, leading to a catastrophic collision with a motorcycle and several other vehicles. The victims, identified as Anis Avlia and Ashwini Kosta, were returning from a gathering with friends when their motorcycle was struck by Vedant’s speeding car. The impact was severe, and both Anis and Ashwini died on the spot. Their friend, Ekib Ramzan Mulla, who was traveling with them, witnessed the horrific accident and immediately filed a complaint with the Yerawada Police Station. Also Read:- Nancy Tyagi, The Girl who designed her dreams for Cannes 2024 Immediate Aftermath Eyewitnesses reported that Vedant’s car was moving at an extremely high speed, estimated to be between 200 to 240 km/hour. The collision caused significant damage, and videos of the aftermath quickly went viral on social media. These videos showed bystanders rushing to help the victims and attempting to restrain Vedant, who tried to flee the scene. The angry crowd was seen thrashing Vedant before handing him over to the police. The police were called to the scene shortly after the accident. They detained Vedant and his two companions for questioning and conducted medical examinations to determine if alcohol was involved. The results of these tests are still awaited. Also Read:- ICC Men’s T20 World Cup 2024 Warm-up Matches: Fixtures, Full schedule and Dates The Victims Anis Avlia and Ashwini Kosta, both from Rajasthan, were well-known in their community. Ashwini died instantly at the scene, while Anis succumbed to his injuries during treatment at a hospital. The news of their deaths has left their families and friends devastated. Legal Proceedings Following the incident, an FIR (First Information Report) was registered at the Yerawada Police Station. Vedant faces multiple charges under the Indian Penal Code (IPC) and the Motor Vehicles Act. The specific charges include: Section 279: Rash driving on a public way Section 304(a): Causing death by negligence Section 337: Causing hurt by an act endangering life or personal safety of others Section 427: Committing mischief and causing damage Additionally, the police are investigating whether Vedant and his companions had consumed alcohol before the accident. The involvement of a minor in such a serious incident has further complicated the case, prompting calls for stricter enforcement of traffic laws and regulations regarding underage driving. Community Response The incident has sparked a significant public outcry. Many are questioning how a 17-year-old was allowed to drive a high-performance vehicle and why stricter measures were not in place to prevent such a tragedy. Social media platforms are flooded with messages of condolence for the victims’ families and calls for justice. Community leaders and activists have also highlighted the need for better road safety measures and stricter penalties for reckless driving. There is a growing demand for more stringent enforcement of laws related to underage driving and alcohol consumption. Reactions from Authorities Pune City Police Commissioner Amitesh Kumar and Deputy Commissioner Vijay Kumar Magar have addressed the media, assuring the public that a thorough investigation is underway. They have emphasized the importance of adhering to traffic rules and the dire consequences of reckless driving. The police have also reiterated the guidelines for pubs, bars, and restaurants, which are supposed to close by 1:00 AM. This incident has raised questions about the enforcement of these guidelines, as the pub Vedant and his friends visited was reportedly open past the mandated closing time. Broader Implications This tragic accident has underscored the broader issues of road safety and the responsibilities of young drivers. It serves as a grim reminder of the potential consequences of reckless driving and the importance of adhering to traffic laws. The involvement of a minor in such a serious incident has also highlighted the need for parents and guardians to monitor and guide their children’s driving habits. In response to the incident, there are calls for educational campaigns aimed at raising awareness about the dangers of reckless driving, especially among teenagers. Many believe that schools and communities should play a more active role in educating young people about road safety and responsible driving. Moving Forward As the investigation continues, the families of Anis Avlia and Ashwini Kosta are seeking justice for their loved ones. The community stands in solidarity with them, mourning their loss and demanding accountability. The legal proceedings against Vedant Agarwal will be closely watched, as many hope that this case will lead to stricter enforcement of traffic laws and greater awareness about road safety. In the wake of this tragedy, it is crucial for all stakeholders, including law enforcement, parents, educators, and the community at large, to work together to prevent such incidents in the future. By promoting responsible driving habits and ensuring strict adherence to traffic laws, it is possible to reduce the risk of such devastating accidents and make the roads safer for everyone Pune Cyber Police Register Case Over Offensive Instagram Reel on Porsche Car Accident Punepulse May 25, 2024 Pune Cyber Police Register Case Over Offensive Instagram Reel on Porsche Car Accident Pune Cyber Police Register Case Over Offensive Instagram Reel on Porsche Car Accident Share This News On May 23, 2024, Pune Cyber Police registered a case over an offensive Instagram reel related to the Kalyaninagar accident in Yerwada, Pune. The reel contained obscene and shameful remarks directed at women in society. The case was filed under Section 67 of the Information Technology Act, along with Sections 509 and 294(b) of the IPC. The incident was discovered by Police Constable Snehal Adsule, who came across the reel while on duty and surfing Instagram. The reel was found on two Instagram accounts, both of which have been included in the investigation. The URLs of these accounts and the controversial reel have been sent to Instagram for further details. The authorities are awaiting a response from Instagram to help identify the main accused. Senior Police Inspector Suresh Shinde of the Cyber Police Station is leading the investigation. The case is being handled under the guidance of several high-ranking officials, including Commissioner of Police Amitesh Kumar, Joint Commissioner of Police Pravin Pawar, Additional Commissioner of Police (Crime) Shailesh Balakwade, Deputy Commissioner of Police (Financial and Cyber Crime) Vikrant Deshmukh, and Assistant Commissioner of Police (Financial and Cyber Crime) R.N. Raje. Police Inspector Minal Supe-Patil and other staff from the Cyber Police Station are also investigating. The police are using technical analysis to track down the creators and broadcasters of the offensive reel. Further actions will be determined based on the detailed information provided by Instagram. Pune Porsche Case: Ravindra Dhangekar Discloses Names Of Persons Involved In ‘ HAFTA ‘From Pubs, Clubs and Liquor Shops In a major crackdown, the Kasba Peth MLA Ravindra Dhangekar revealed that police are collecting monthly bribes amounting to lakhs of rupees from the owners of illegally operated pubs and drug traders in the city. He further stated that the superintendent of excise, Pune allegedly receives regular payments from various hotels every month, facilitated by several constables and private individuals. This includes collections from late-night and rooftop venues in areas such as Viman Nagar, Koregaon Park, Kalyani Nagar, Bhugaon Bhukum, Baner, Hinjawadi, Pimpri Chinchwad, Lonavala, among others. The detailed list of bribes per venue and constable names involved has been exposed, revealing a monthly collection of approximately ₹ 78 lakh. The shocking revelation highlights the deep-rooted corruption within the Pune police department, undermining the city’s culture and law enforcement integrity Pune car crash: Grandfather of minor accused remanded to police custody till May 28Updated on: 25 May,2024 06:06 PM IST | Punemid-day online correspondent |The grandfather was jailed earlier today for unlawful imprisonment of family driver following the Pune car crash; he appeared before a holiday court in afternoon. The grandfather of the teenager involved in the recent Porsche crash has been remanded to police custody until May 28. The court was informed that a digital video recorder (DVR) from a CCTV camera at the grandfather’s house shows signs of tampering, which requires cyber analysis. Mumbai The grandfather was jailed earlier today for unlawful imprisonment of the family driver following the Pune car crash. He appeared before a holiday court in the afternoon, reported PTI. IN PHOTOS: Shinde-led Sena's South Mumbai candidate Yamini Jadhav holds roadshow IN PHOTOS: Shinde-led Sena's South Mumbai candidate Yamini Jadhav holds roadshow 2 weeks ago PHOTO GALLERY ADVERTISEMENT Per the PTI report, the prosecution said that the minor's father and grandfather paid cash and gifts to the family driver before threatening him to accept responsibility for the Pune car crash. The police sought a seven-day detention of the grandfather in order to recover the driver's phone, which was reportedly seized by the accused during his imprisonment. The court was also aware of prior charges filed against the grandfather in police stations in Kondhwa and Bund Garden in Pune, as well as one in Mahabaleshwar, Satara district. In the early hours of May 19, a Porsche, allegedly driven by an inebriated teenager, crashed with a motorbike, killing two software developers in Pune's Kalyani Nagar region, the PTI report added. The accused's grandfather stated in court that he was in Delhi at the time of the accident and came to Pune on Sunday morning. His defence attorney, Prashant Patil, said that the driver was in the automobile at the time of the Pune car crash and that there was no wrongful imprisonment, the news agency report added. Patil alleged that the driver chose to stay in the servant quarters at the accused's home willingly in response to the public outcry over the Pune car crash. He also stated that the granddad has been collaborating with the police and spent 16 hours per day with them since his arrival in Pune. In previous trials, Patil stated that his client was acquitted in the Mahabaleshwar case. He also asked the court to guarantee that the accused's medical requirements were satisfied, the report added. After hearing the arguments, the judge ordered the grandfather into police custody until May 28. On Friday, the court remanded six additional defendants, including the teenager's father, to judicial custody. The accused teenager of Pune car crash will remain in an observation home until June 5 Pune car crash: Minor's grandfather arrested; family put pressure on driver to take blame, say police After the driver's statement at the Yerawada police station, the teenager's father and his grandfather whisked him in a car to their bungalow, confiscated his phone and confined him there, police said The Porsche car that was involved in the accident (photo: PTI)The Porsche car that was involved in the accident (photo: PTI) user PTI Published: 25 May 2024, 6:45 PM Pune police on Saturday arrested the grandfather of the 17-year-old involved in a car crash here that killed two persons while claiming that both the teenager's father and grandfather put pressure on the family's driver to take blame for accident by offering him money and giving threats. The teenager's grandfather was arrested for illegal confinement' of the driver, and a court subsequently remanded him in police custody till May 28. The minor's father, in judicial custody in another case registered in connection with the May 19 accident, too was named in the First Information Report. "After the accident, the driver gave a statement at the Yerawada police station that he was at the wheel....But it was revealed that a teen was driving the car,” police commissioner Amitesh Kumar told reporters. After the driver left the Yerawada police station, the teenager's father, realtor Vishal Agarwal and his grandfather whisked him in a car to his house on the premises of their bungalow, confiscated his phone and confined him there, the senior police official said. “He was pressured to give a statement to police as per their directions,” Kumar said, adding that the driver was offered gifts and cash for owning up the crash of the Porsche driven by the teenager, and also threatened. The driver’s wife reached the place the next day and freed him, said the commissioner. “The driver was frightened. He was summoned and his statement was recorded on Thursday (May 23). After corroboration of facts, an offence was registered against the juvenile’s father and grandfather (on the driver's complaint),” Kumar said. Vishal Agarwal and his father were booked under Indian Penal Code sections 365 (kidnapping) and 368 (wrongfully concealing or keeping in confinement). The driver gave a statement to the police saying he was not driving the car when it knocked down two IT professionals on a motorbike in Kalyani Nagar area of the city in the early hours of May 19, the commissioner said. The driver and his family will be provided police protection, Kumar added. Investigation so far has shown that the juvenile, while being drunk, was driving the car, the commissioner had said earlier. While seeking custody of the teenager's grandfather in the sessions court on Saturday, the prosecution said the police had recovered DVR (digital video recorder) of CCTV footage from the house of the accused, and the probe indicated that the footage was tampered with. The court was also informed about past offences registered against the grandfather at police stations in Kondhwa, Bundgarden in Pune and another at Mahabaleshwar in Maharashtra. Opposing police custody, defence lawyer Prashant Patil argued that the driver was in the car at the time of the accident, and denied the allegation that he was wrongfully confined in the house. "As there was an outcry over the incident, the driver chose to go to the servant quarters at the bungalow of the accused on his own and stayed there till next day. There is no question of the driver getting threatened," Patil claimed, adding that the accused grandfather was with the police since he landed in Pune on the morning of May 19. On Friday, an inspector and another official attached to the Yerwada police station were suspended for delayed reporting of the offence and dereliction of duty. The teenager was earlier granted bail by the Juvenile Justice Board which also asked him to write an essay on road accidents, but following outrage over the lenient treatment and a review application by the police, he was sent to an observation home till June 5. His father was booked under the Juvenile Justice Act for exposing a child to danger' by handing over the car to him while knowing that he had no driving license. Parents of Anish Awadhiya and Ashwini Koshta, the 24-year-old techies from Madhya Pradesh who were killed in the accident, have demanded a Supreme Court-monitored probe in the case. Grandfather Arrested for Kidnapping Driver, Forcing Him To Take Blame for Pune Accident Crime DC Correspondent 25 May 2024 9:44 PM After the minor accused and his father, the police on Saturday morning also arrested grandfather Surendra Kumar Agarwal in connection with the Pune accident, in which two IT professionals were killed on May 19. Police arrested Surendra for helping his builder son, Vishal Agarwal, abscond, and for ‘wrongful confinement of his driver and putting pressure on the driver to take the accident blame. (Representational Image: DC) Mumbai: After the minor accused and his father, the police on Saturday morning also arrested grandfather Surendra Kumar Agarwal in connection with the Pune accident, in which two IT professionals were killed on May 19. Police arrested Surendra for helping his builder son, Vishal Agarwal, abscond, and for ‘wrongful confinement of his driver and putting pressure on the driver to take the accident blame. Advertisement A police official informed that Surendra was arrested on the basis of a complaint by the family driver of the juvenile Gangaram Poojari. The police have registered a separate case against the grandfather and father of the accused minor under section 365 (wrongful confinement) and 368 (keeping in confinement). The development comes days after the teenager and his father claimed that their family driver was behind wheels at the time of the accident. According to the police, the grandfather and father took Poojari’s phone and allegedly kept him in forceful confinement at their bungalow from May 19 to May 20. They offered him money to take the blame for the accident. Pune police commissioner Amitesh Kumar said, “The driver initially claimed that he was driving the car when the accident took place. But after further questioning, he confirmed that the juvenile was driving the car while he was made to take the pilot seat.” Five days after the accident, the police’s departmental inquiry concluded that there was a dereliction of duty by concerned police officers at the initial stage. The department suspended two of its officers, Inspector Rahul Jagdale and Assistant Inspector Vishwanath Todkar, attached to the Yerawada police station, where the FIR was registered. The two officers were reportedly present in the police station when they received the information of the accident at around 2.30am on May 19. They have been accused of procedural lapses and failing to inform the wireless control room about the incident in time. Even the first blood samples of the minor were taken late at around 8am. The Pune police commissioner said that the blood and DNA reports are expected by next week. However, he also claimed that the blood report about alcohol content is not critical for the case as the police have gathered CCTV footage and restaurant bills to prove that the juvenile was under the influence of alcohol at the time of the accident. As per the FIR, 17-year-old Vishal Agarwal was driving his father’s Porsche car at a high speed under the influence of alcohol and fatally knocked down Aneesh Awadhiya and Ashwini Koshta, who were riding a motorbike. The incident became national news after the Juvenile Justice Board granted bail to the accused within a few hours and asked him to write an essay on road accidents. https://www.deccanchronicle.com/nation/crime/grandfather-arrested-for-kidnapping-driver-forcing-him-to-take-blame-for-pune-accident-895724 Pune Porsche accident: Teen's mother requested driver to take blame for crash By HT News Desk May 26, 2024 11:48 AM IST Pune's Commissioner of Police said the builder’s wife, too emotionally charged, requested the driver to own up to responsibility for the Pune Porsche accident. The Pune Police has claimed that the family of the 17-year-old, who killed two young IT professionals after his Porsche Taycan hit a bike in Kalyani Nagar, put severe pressure on the driver, Gangadhar, to take the blame for the May 19 accident. The Porsche car was found without a number plate in Pune. (File) The Porsche car was found without a number plate in Pune. (File) The minor's father Vishal Agarwal and grandfather Surendra Agarwal, both in custody, allegedly pressured Gangadhar into taking the blame for the crash by offering him money and gifts and threatening him. Unlock exclusive access to the latest news on India's general elections, only on the HT App. Download Now! Download Now! Pune's Commissioner of Police Amitesh Kumar told The Times of India that the minor's father, a renowned builder in the city, and mother pressured Gangadhar. “We have recorded the statement of the driver. He mentioned that around 2.45am on Sunday (after the accident), the builder (father of the boy) called him up. The builder told him to claim that he was behind the wheel of the car when the accident had occurred. The builder’s wife, too emotionally, requested him to own up responsibility of the accident. The family members gave him different enticements for owning up responsibility,” ToI quoted the top cop as saying. PROMOTED Modular Kitchens starting at 1.75 Lakhs HomeLane | Sponsored Shirgaon: Discover Extra Income with Amazon CFD CPX | Sponsored Pune Porsche accident: Techie Ashwini Koshta was ‘planning to visit Jabalpur’, says mother, demands strict punishment Hindustan Times Study in UK for < ₹15 Lakhs, No IELTS/TOEFL Required! Leverage Edu | Sponsored Pune Porsche accident: Who were the two IT professionals who died in car crash Hindustan Times People thought hearing aids were expensive till they saw this. Read more Hear.com | Sponsored These Are The Most Beautiful Women In The World 5minstory.com | Sponsored Shooter Action MMO Crossout | Sponsored On Saturday, following a complaint from the Gangadhar, the Pune Police charged Vishal and Surendra with IPC sections 365 and 368 for kidnapping, threatening and confining the driver to the family's Wadgaonsheri residence on the night of the incident to force him to own up to the crime. Read Here: Pune’s hospitality industry protests suspension of licenses after May 19 accident Producing him in court on Saturday, the Pune Police said Gangadhar's clothes were recovered from the Agarwal house. They also sought custody of the BMW, in which the driver was allegedly kidnapped. The teen's grandfather was sent to police custody until May 28. His lawyer said Surendra was in Delhi on the night of the incident with his wife. He was a well-known builder in the city before his family split up. In the court, the police mentioned the grandfather's alleged criminal past to ask for his custody and to protect Gangadhar. Surendra has been involved in cases of cheating, two attempted murders, and making criminal threats, according to the police. Vishal, arrested on Tuesday and currently in jail for another case related to the accident, was also mentioned in the First Information Report (FIR). The minor is currently in a government observatory home in Yerawada after a Juvenile Justice Board (JJB) cancelled his bail plea on Wednesday. What happened on May 19? On May 19, a Porsche, allegedly driven by the teenager who police say was intoxicated, crashed into two software engineers riding a motorbike in the Kalyani Nagar area. The collision resulted in the deaths of Anish Awadhiya and Ashwini Koshta, both 24 years. Kumar told ToI, “After the accident, the minor, his friends and the driver were taken to the police station. Initially, the driver went on claiming that he was behind the wheel. The police did not believe in him and registered the case against the minor.” As per the police, after his statement was recorded on May 19, Vishal and his family followed the driver when he went home. “They forced him to sit in their car and drove him to their bungalow in Wadgaonsheri. The driver was forced to sit in a room and they confiscated his phone. No one was allowed to meet him. The next day, the driver’s wife went to the builder’s bungalow searching for her husband. But she was not allowed to meet him. The builder’s family members made many ‘promises’ to her and requested her to cajole her husband to own up the responsibility of the accident after she created a scene there,” the commissioner told ToI. He added, “Later in the day, the driver was allowed to return home with a warning. Following this, he was ‘underground’ for two days and resurfaced on Thursday. When we took him to the crime branch for questioning on Thursday, things unfolded on this aspect of the case. Considering the criminal background of the boy’s grandfather, we have given round-the-clock protection to the driver under the Witness Protection Act. The crime branch has been ordered to probe all three cases — the accident, the case against the minor’s father and pubs, and this fresh case of abduction and confinement.” Is Pune losing its identity as cultural capital?The pub-bar trend gained popularity in the 1990s, however, experts believe that if left unchecked, the late-night party craze that is fast picking up amongst the youth will have inevitable social ramifications he fatal accident in Kalyani Nagar on May 19, that killed two techies, has sparked a debate on Pune's late-night pub culture, with calls from activists and some politicians demanding a complete shutdown of the city’s pubs gaining momentum. Advertisement: 0:45 Close PlayerUnibots.com Critics allege that the pub culture, which has gained traction in recent years, is eroding the city's social fabric. However, it is interesting to note that the city’s pub scene is not a newly-emerged trend and dates back to the 90s. Since then, it has been the subject of controversy. Following Mumbai's lead, some hoteliers from a specific region of the country established themselves in Pune and began fostering a pub culture in bars, particularly in the upscale Koregaon Park and Boat Club Road neighbourhoods. As the areas began developing commercially, numerous bars, restaurants, and pubs sprung up, gaining further momentum with the arrival of IT companies, post 2000. First pub: 'Ten Downing Street' (TDS) 'Ten Downing Street' (TDS) was launched in the early 90s on Boat Club Road and quickly established itself as one of the most popular weekend hangouts. However, it became infamous while Pune was still unfamiliar with the concept of dance floors. Meanwhile, dance clubs in Mumbai were already well-established and frequently subjected to criminal extortion. Several of Mumbai’s hotel and restaurant owners, involved in the dance bar business, started bar-restaurant-pubs in other cities like Pune. 'Ten Downing Street' was launched by a businessman named Reddy from Hyderabad, which quickly became popular both within and beyond Pune. Wealthy and influential Puneites were drawn to the pub for its vibrant vibes and upscale bar services. Affiliation with criminal gangs The notorious criminal Arun Gawli was lodged in Yerwada Central Prison during this period. Many criminals in Pune started coming into contact with the Gawli gang. Pune's financial potential began to attract the 'don's' attention, and his gang's interest in Pune real estate grew. The extortion of hoteliers, builders, and entrepreneurs in Pune increased as Gawli collaborated with local gangs. The gang war between Dawood Ibrahim and the Gawli groups had reached its peak in Mumbai, and its repercussions were seen in Pune. Rumours began circulating about Reddy, the owner of TDS, being associated with Dawood's gang. Shootings and fights in the vicinity of the pub became more frequent. Around 1995-96, Gawli's gangsters stormed the pub and opened fire. The owner, ‘Reddy’, was shot on suspicion of having ties with Dawood. Fortunately, he survived the attack. At the time, the son of a famous poultry brand owner in Pune was also at the pub and narrowly escaped the attack. Following this incident, Reddy was so shaken that he shuttered the pub and returned to his village. Blast in TDS TDS was in the news once again for all the wrong reasons: final year engineering cadets of a reputed defence establishment got into a fight after entry was denied to them. If legends are to be believed, the students had come to have a good time while listening to music and drinking. However, after a brief rough up, the students went back to the college lab and obtained some raw materials for making low-intensity bombs. They allegedly came back to TDS and initiated a low-intensity blast which created panic amongst the revellers. These students were rusticated later. Home minister’s raid Around this time, another pub named 'Black Cadillac' opened near Ruby Hall Clinic. The owner was also from that same region of the country. This pub quickly gained notoriety in Pune, drawing the attention of political parties and social organisations that campaigned for its closure. Despite their calls, officials from the police, Pune Municipal Corporation, and state excise department largely ignored the issue. The fame of 'Black Cadillac' reached Mantralaya. During this period, the Shiv Sena-BJP coalition government was in power in the state. The then deputy chief minister, Gopinath Munde, visited Pune and learned about the pub. Both Munde and the then social welfare minister, Dilip Kamble, made an unannounced visit to the pub. This led to a raid, causing a significant stir among local authorities. Following this intervention, the pub was shut down. However, over time, 'Black Cadillac' reopened and resumed operations and eventually shut down again. Besides the well-known 'Ten Downing Street' and 'Black Cadillac', pubs like 'Scoobydoo' in Residency Club and Crystal Ball on MG Road gained popularity among the city's youth. Establishments including Leather Lounge, 'Crystal Ball', 'Elbow Room' in Mundhwa, and 'Polaris' in Koregaon Park also became hotspots, marking the emergence of a vibrant 'pub culture' akin to the 'page three culture' of metropolitan cities. As this culture spread to areas like Mundhwa, Koregaon Park, Kalyani Nagar, and Viman Nagar, these regions came to be known as the 'Pub Hub' of Pune. Flashback Former social welfare minister Dilip Kamble recalled how he and then home minister Gopinath Mundhe took decisive action against pubs during their visits to Pune. They conducted raids and enforced legal measures, temporarily shutting down establishments deemed problematic. Kamble said that despite Pune's evolution spurred by the IT sector and a growing influx of international students, it's crucial to preserve the city's identity as the cultural capital. He said that municipalities, state excise authorities, and the police shouldn’t permit pub-bars to maintain Pune's cultural integrity. Former assistant commissioner of police Rajendra Joshi reflected on the scrutiny pubs faced since their inception in the 1990s. “We used to inspect these pubs during night rounds and would take action if any irregularities were found. Many officials also took this issue seriously at that time. All these pubs closed at midnight. However, the police were aware of the rapid social change,” he said. ‘Challenging to control pubs’ As Pune navigates its transformation, the debate over pub culture continues to shape discussions on urban development and cultural preservation. “In the 1990s, many hoteliers from outside Pune opened bar-restaurants, which later expanded to include pubs. Initially, these establishments garnered significant interest among Pune residents. However, concerns soon arose about the perceived degradation of Pune’s culture due to reported misconduct in these venues. Consequently, social organisations and political parties organised periodic protests to remove these pubs from Pune. Akhil Bharatiya Vidyarthi Sena also participated in these protests. Despite closures enforced over the last 30 years, many of these pubs have intermittently reopened for short periods, reflecting ongoing challenges in regulating their operations,” said Dilipsingh Vishwakarma, a social activist. However, there was a shift from pubs to open-air parties in farm areas in Mundhwa, which became famous for hosting rave parties. Aishwairya Farms was one of the most popular hangout spots. Pune car crash: Accused minor's grandfather now held for threatening driver, sent to police custody till May 28 The Agarwals, who own the Brahma Group allegedly lured the driver with cash to claim responsibility for the accident. When he didn't agree... Read more at: https://www.deccanherald.com/india/maharashtra/grandfather-of-juvenile-involved-in-pune-porsche-crash-sent-to-police-custody-till-may-28-3038543 Pune: FITE seeks dedicated help by police to counter crimes Extends support to the victims’ families in high-profile Kalyani Nagar accident By PuneMirror Bureau Reported By Nozia Sayyed Sat, 25 May 2024 01:04 pm Image for representation With the untimely death of two IT employees in Pune, who were hit by a fancy car in Kalyani Nagar recently, the Forum for IT Employees of Pune (FITE), which has around 10,000 members, has not only announced their support for the victims’ families, but also urged the ministry to revisit all criminal incidents involving IT employees as victims in the recent past. Pause Unmute Remaining Time -9:55 Close PlayerUnibots.com FITE also claimed that considering the rise in cases of crimes and accidents in a city once considered safe for women, many female employees are now preferring to refuse to work in Pune’s IT sector. The reason is the lack of safety and security, said Pawanjeet Mane, coordinator and spokesperson of FITE. Talking to Pune Times Mirror, he shared further, “The crime against women in a city like Pune, which was never expected, is on the rise, and many IT employees are victims. In the last few years, more than 12 cases, including death due to accidents, suicide, sexual abuse, etc. , have been reported involving crimes against IT employees, which raise questions over the handling of law and order in the city. ” “This grave concern needs to be addressed urgently. For this, we have planned to request a dedicated police chowki in IT hubs like Kharadi, Viman Nagar, Hinjewadi, etc. , meant specifically to deal with issues and crimes affecting IT employees,” he said. “There are many who are sexually abused, threatened, commit suicide, or are run over, but such cases are often ignored or never given much importance. Hence, we request a dedicated team of police officials and a chowki to help us fight such crimes,” he said. Drop in women staffers preferring to work in Pune’s IT sector When talking about the women employees, he said, “Earlier, due to the safety the city provided, many women from north India preferred to work in our IT sector here in Pune. But now there is a major drop in the number of women preferring to work in Pune’s IT hubs due to the rise in crimes, especially against women. No woman employee feels safe in the city post-midnight, which many female employees have shared with us. Hence, this is the reason why women employees are now reluctant to come to Pune. ” He also mentioned that FITE will be following up with the ministers and Pune city police commissioner about past crimes against IT employees, demanding the same level of importance be given to these cases as to the current high-profile case involving a builder’s son. Special awareness workshop on ‘pub culture’ Pub culture is very common among IT employees who prefer to relax on weekends, but now the recent cases have prompted FITE to spread awareness among all its members, which will involve education about “the number of pubs in Pune, their timings, legalities, the number of permit holders, and so on. ” “We will be educating our members and employees at large about the legalities involved, timings, and strict adherence to safety, so that no employee is harassed or harmed in such an unfortunate incident,” concluded Mane. FITE plans to hold a special awareness workshop on this topic Pune accident: Negligent parents have bigger responsibility in juvenile crimes May 25, 2024, 10:20 PM IST Neha Singhal in TOI Edit Page, Edit Page, India, TOI FACEBOOK TWITTER LINKEDIN EMAIL Neha Singhal Neha Singhal Singhal is an independent legal researcher The recent tragic accident in Pune, involving a 17-year-old alleged drunk driver who fatally hit two motorbike-borne software engineers, has ignited a firestorm of public outrage and media frenzy. It also highlights the need to have a critical debate about the balance of responsibility between juveniles and adults in such grievous circumstances. The clamour surrounding juvenile crime often fails to comprehend the intricacies of juvenile behaviour. Scientific consensus unequivocally establishes that juveniles possess inferior decision-making abilities compared to adults due to their poorer impulse control and diminished foresight into the consequences of their actions. This inherent cognitive immaturity is why adolescents are inherently less accountable than adults and thus warrant less severe punishment, even when convicted of identical crimes. Consequently, while juveniles must undoubtedly face consequences for their actions, the primary burden of responsibility should rest upon adults who hold positions of authority and influence over them. It’s worth noting how the law restricts individuals under the age of 18 from operating motor vehicles with engine capacities exceeding 50cc, confining them to vehicles such as a Luna or a Scooty! Heinous Mistake or Heinous Crime? The juvenile faces charges under Section 304 of IPC for culpable homicide not amounting to murder, which carries a maximum penalty of ten years in prison. Under the Juvenile Justice (JJ) Act, a crime is deemed ‘heinous’ when it warrants imprisonment of seven years or more. According to this definition, the juvenile could potentially be tried as an adult, facing a significantly longer prison sentence than if tried as a minor. However, before advocating for this course of action, it is crucial to consider the principles outlined in the Juvenile Justice Act. The Act prioritises rehabilitation over retribution, acknowledging the lesser degree of culpability attributed to juveniles due to their age and psychological development. In the case at hand, the act in question appears to stem from gross negligence rather than premeditated or malicious intent, categorising it more accurately as a heinous mistake than a heinous crime. Adult Responsibility: The father’s actions demonstrate a complete disregard for both his son’s and public safety. Allowing a minor to drive a powerful car is a clear act of gross negligence, as guardians or parents are expected to oversee their children and prevent them from engaging in illegal activities. According to Section 199A of the Motor Vehicles (MV) Act, guardians or vehicle owners are held liable if a juvenile is found driving and commits an offence under the Act, unless proven otherwise. Similarly, establishments serving alcohol to the minor were glaringly negligent as they knowingly disregarded the illegality and potential consequences of their actions. In response to this incident, the juvenile will be prohibited from obtaining a driving licence until he reaches 25 years of age, and the luxury car will not be permitted to register at any RTO office for 12 months, in accordance with the provisions of the MV Act. Police have also pressed charges against both the father and employees of the establishments under Sections 75 and 77 of the JJ Act. These sections target wilful neglect and provision of intoxicants to children, respectively. This legal framework lays out the responsibility of adults to safeguard minors from harm, including harm resulting from their immature judgement. Institutional Response: The public outcry and political attention have prompted a positive response. Police and local authorities took swift action. Establishments serving alcohol to the minor have been sealed, and the excise department has initiated special inspections to ensure compliance with age restrictions, revoking licences for violations. This level of cooperation among authorities is rare but crucial. It is this concerted effort by the state and district administration that can prevent future incidents. While exemplary imprisonment or trying a minor as an adult may satisfy our thirst for retribution, it does little to create a safer community. Don’t search for scapegoats: Public outrage, fuelled by the perception of impunity due to the wealth and status of those involved, is understandable. However, it is imperative that this anger does not lead to further injustices like either tarnishing the life of the juvenile or unfairly scapegoating the driver, who was being pressured by the family into taking blame for the accident. And we know what happens when the rich find such scapegoats, given the social dynamics at play. Instead, the focus should be on constructive outcomes that honour the memory of the victims. Ensuring the juvenile is held accountable in a manner that reflects his developmental stage while imposing appropriate legal repercussions on the negligent adults and establishments can set a precedent for future cases. This balanced approach can also prompt systemic changes in how underage drinking and negligent parenting are addressed legally and socially. Four months from now, there would have been no controversy. A young adult would have faced legal consequences for driving under influence and killing two young software professiona ls. Driving a high powered sports car at 160 kilometres per hour in a city. Both the consumption of liquor with friends and the actual accident have been recorded on film, so there is no problem of blood tests turning negative or witnesses turning hostile. There is a reason a law has been enacted for minors to be tried as adults in certain cases. This case meets that bar or requirement. It should move to a fast track court. 2. Parents, also a grandfather in this case, will live with a sense of regret all their lives. The driver actually spoke to the father, informing him that the son wished to drive, although inebriated. The father instructed him to allow him to do so. A life so filled with promise. He could have studied in an Ivy League College, returned to take the family business to the next level. parents enroll their wards with several coaching classes besides the regular school. These coaching classes are spread all over the city. In this eventuality it becomes incumbent con the minor students to have their own two-wheeler to enable them to run from one to other. Parents of such minors knowingly hand over such vehicles knowing fully well that it is risky to do so. But they are helpless. Can we call all of them irresponsible and punish them for an accident. And can the law be bypassed on the firestorm of public outrage and media frenzy? People are either barking the wrong tree or are SHOUTING about Imprisonment and heavy fines for the 17 yr old reckless driver! This is actually sickeningly LAUGHABLE! Equally laughable is the police requesting that the 17 yr kid be treated as an Adult! Oh really! What Adult, you fools? Because even Adults get bail on the same day after causing an accident, resulting in deaths! ******More shocking is that I've never ever read about ANY punishments given to such reckless Drivers? No Fines! No Jail terms! In the past decades, I've never read even a single news on this. ******* Indians don't know how to raise Questions in normal times, but react superficially & angrily only after something serious has happened. This also applies to News media, Politicians and even Courts who all are all silent on the issue of punishments to such reckless drivers! What a sickeningly FATALISTIC mentality Indians have! rry, parents in our county do feel proud if their children, even below permissible limit of age ride two wheelers or hold steering of four wheelers They take. them smarter of all. They feel proud of showcasing their standing in the society in terms of financial standing ,social status of having spared their four wheeler to their children even when they are still child. Its shame on them. Such parents not only throw their kids in the mouth of DEATH but also make their under age driving children the cause of death to others too as has happened in said case. We may not blame the police or the Transport authorities for such tragedies as they can not work to watch such unlawful driving round the clock. Its the responsibility of we parents/grand parents to see that only valid license holding children are allowed to ride or drive two or four wheelers. Its our social responsibility to adhere to it strictly. In this case if the parents have done all this against law, they need to be rather warrant to be dealt with appropriately .The Courts judgement should also be reviewed by senior /competent court of Law if it is judiciously right one.P. GAUTAMPURKAR This article by Neha Singhal is full of theoretical, contrived and confused babblings (which the majority of readers have failed to understandâ ¦as usual)! She is barking the wrong tree, in many ways! ******What â balance of responsibility between juveniles and adultsâ is this stupid girl talking about? Listen Neha, FYKI 99.99% of the road accidents are caused by Adults. Now why donâ t you talk of balance of reasponsility btwn. Adult drivers and their Parents and Grandparents? Besides, Parents cannot have absolutel control over their grown-up kids, like you can have on a chained pet Dog. And if â adolescents are inherently less accountableâ then why talk of â juveniles must undoubtedly face consequences for their actionsâ ? What consequences? 300 words of essay? Community service? Spell it out, Nehu! And whatâ s wrong with trying â a minor as an adultâ if the so-called Minorâ s (or, more precisely, a Teenagerâ s) action has resulted in a grave consequence (be it murder/rape or accidental death)?******Dear Neha, will you come to your senses, when your own family member is run over by a Minor? And what â constructive outcomes that honour the memory of the victimsâ are you aimlessly babbling about? Can you pls tell me how many times have you read that a driver who caused death through rash driving has bee Jailed Fined? How many times? Is that how our Courts â honour the memory of the victimsâ ?*****That is why I said, you are barking the wrong tree! Samjhi? All said and read, the questions that get raised are:1) Minor driving a high end car without a license: In normal course the issue never gets attended/addressed by the traffic police or the appropriate authorities as in most probability the matter gets thrashed under the carpet . Only when such incident of heinous crime of killing 2 innocents happen on the road and that too when the public outrage has to happen at a high peak one gets to see swift actions at all levels happening to book the culprits. Without the public outrage even such heinous crime are likely to be swept under carpet. Is CORRUPTION accountable to the faults in the process.2) Pubs and Bars are booked for serving alcohol to the minors . This happens only when serious crimes are booked against the minors involved . Otherwise no one cares about the BARS and PUBS indulging in wrong practices of serving alcohol to minors. This is could be a rampant practice without any checks by the concern authorities though they may be authorized to do so as part of their duty/ responsibility of job profile. Is again CORRUPTION accountable for casual negligence by the authority for beyond time limit operations by BARS and PUBS and entertaining the minors with alcohol services.Suddenly there is swift action pretend by the authorities POLICE, RTO, EXCISE dept , Political heavy weights and others in the matter. But will the swiftness stay to avoid recurrence of such crimes , or will fade away with time as has been the past experiences. This is not the very first case of such accident . Many cases have had happened in the past. This is just yet another case which will be forgotten like may others and life will continue to be in danger as ever for the innocents . Pune accident is a heinous crime. The authorities terming the accident and loss of lives by a adult being 17yeaes old is a correct decision..parents bringing up the children without adequate responsibility is not good.Law and order machinery should apply rigid action as precious lives have been lost causing permanent pain to the family.steps should be taken to avoid recurrence henceforth. Parents have a bigger responsibility for not imbibing social values and courtesies into their children. In this case the father would have had a similar youth and thus was tearing his son to grow up into a street smart corrupt individual. There is a breed of businessmen who have made it big using corrupt means and having a scant respect for law. Remember the Aston Martin accident in South Mumbai?

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METHODS FOR TRANSMISSION-LINE PROTECTION ECI Ltd. Israel

CHAPTER 7: DIGITAL PROTECTION

7.1 General Considerations

The advent of digital technology has brought about significant changes in the way transmission-line protection is implemented. This chapter deals with the digital methods used for the protection of transmission lines.

7.2 Principles of Digital Protection

Digital protection involves the use of microprocessors and digital signal processing techniques to detect faults and abnormal conditions in power systems. The main principles include:

1. Sampling and Digital Filtering: The analog signals from the transmission lines are sampled at regular intervals and converted into digital form. Digital filtering is then applied to remove noise and unwanted frequencies.

2. Fault Detection Algorithms: Various algorithms are employed to detect faults. These algorithms analyze the sampled data to identify patterns indicative of faults.

3. Communication and Coordination: Digital protection systems often rely on communication between different protection devices to coordinate their actions and ensure selective tripping of circuit breakers.

4. Self-Testing and Diagnostics: Digital protection systems are capable of self-testing and diagnostics, which enhances their reliability and reduces maintenance requirements.

7.3 Advantages of Digital Protection

1. Accuracy: Digital systems provide more accurate measurements and fault detection compared to analog systems.
2. Flexibility: Software-based protection schemes can be easily modified or updated.
3. Integration: Digital protection can be integrated with other digital systems for better overall system management.

7.4 Implementation of Digital Protection

The implementation of digital protection systems involves the following steps:

1. System Design: Designing the overall protection scheme, including the selection of appropriate algorithms and hardware.
2. Installation: Installing the digital protection devices in the field.
3. Testing and Commissioning: Thoroughly testing the system to ensure it operates correctly under various conditions.

7.5 Challenges and Future Trends

Despite the advantages, there are challenges associated with digital protection systems, such as cybersecurity concerns and the need for skilled personnel. However, the trend is towards increased use of digital protection due to advancements in technology and the benefits it offers.