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Assessment of the Road Safety Performance of Four Roundabouts in Kumasi, Ghana

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Assessment of the Road Safety Performance of Four Roundabouts in Kumasi, Ghana International Journal of Injury Control and Safety Promotion ISSN: 1745-7300 (Print) 1745-7319 (Online) Journal homepage: https://www.tandfonline.com/loi/nics20 Assessment of the road safety performance of four roundabouts in Kumasi, Ghana Shaibu Bawa & James Damsere-Derry To cite this article: Shaibu Bawa & James Damsere-Derry (2018) Assessment of the road safety performance of four roundabouts in Kumasi, Ghana, International Journal of Injury Control and Safety Promotion, 25:3, 239-246, DOI: 10.1080/17457300.2017.1345949 To link to this article: https://doi.org/10.1080/17457300.2017.1345949 Published online: 11 Jul 2017. Submit your article to this journal Article views: 164 View related articles View Crossmark data Full Terms & Conditions of access and use can be found at https://www.tandfonline.com/action/journalInformation?journalCode=nics20 INTERNATIONAL JOURNAL OF INJURY CONTROL AND SAFETY PROMOTION, 2018 VOL. 25, NO. 3, 239–246 https://doi.org/10.1080/17457300.2017.1345949 Assessment of the road safety performance of four roundabouts in Kumasi, Ghana Shaibu Bawa and James Damsere-Derry Traffic and Transportation Division, Building and Road Research Institute, Kumasi, Ghana ABSTRACT ARTICLE HISTORY Upgrade of the Ejisu-Kumasi section of the N6 saw the construction of roundabouts at selected Received 10 October 2016 intersections. Their use appears challenging particularly for vehicles with elevated Centre-of-Gravity. The Accepted 18 June 2017 fi objective of this study was to establish the relative risk of traf c accident deaths or hospitalized injuries at KEYWORDS the roundabouts. Five-year crash data covering a 100 m stretch upstream and downstream of the Modern roundabout; road roundabouts were analysed. A total of 119 crashes occurred with 18% casualty hospitalization and 12% safety; road injury casualties; fatalities. Compared with the Ejisu roundabout, fatal or hospitalized injuries were significantly higher at the rollover collisions; heavy Boadi (OR = 25.6, p = 0.0021) and Kwame Nkrumah University of Science and Technology Police Station goods vehicles Junctions (OR = 48.2, p < 0.001). Occupants of buses, heavy goods vehicles and riders of two wheelers were at elevated risk of deaths or serious injuries. Crash severity at the round abouts was aggravated by night-time, steep gradients and adverse cambers. It is recommended that, signalization and grade separation should be used in the current arrangement where appropriate. Introduction 2014). Nevertheless, improperly designed roundabouts have adversely affected road safety especially vulnerable road users Speeding is an important risk factor for road traffic accidents such as moped riders, motorcyclists, pedestrians and older and the attendant injury severities. Nevertheless, speeding is drivers (Daniels, Brijs, Nuyts, & Wets, 2010; De Brabander & pervasive in Ghana to the extent that over 90% of motorists in Vereeck, 2007; Lord, van Schalkwyk, Chrysler, & Staplin, settlements in Ghana typically exceed the posted speed limit of 2007). Geometric characteristics which permit speeding on the 50 km/h (Damsere-Derry, Afukaar, Donkor, & Mock, 2008; approach and entry as well as sudden changes in features such Derry, Afukaar, Donkor, & Mock, 2007). The grotesque perva- sion of speeding in Ghana is largely attributable to the laxity of as improperly engineered crossfall and radius are some of the enforcement of traffic laws in general and speeding in particu- primary causes of road accidents particularly rollovers at lar. This scenario has resulted in many speeding-related road roundabouts (cited in Hall, 2014). Additionally, the lateral crashes in Ghana. In fact, over 60% of all pedestrian fatalities weight transfer in adverse cambered highways curves may in Ghana are attributable to speeding (Damsere-Derry, Ebel, aggravate accidents at roundabouts (Granlund, Haakanes, & Mock, Afukaar, & Donkor, 2010). Speed calming measures are Ibrahim, 2014). According to Taekratok (1998), roundabouts therefore imperative on the trunk roads in Ghana to improve may not be suitable in given circumstances. First, where a satis- fi upon road safety at potentially high traffic conflict zones such factory geometric design cannot be provided due to insuf cient as at junctions. space or unfavourable topography or unacceptable cost of con- One of such traffic calming measures which has been widely struction such as service relocation and property compensa- fi fl used elsewhere in the world to mitigate against traffic conflicts tions. Second, where traf c ows are unbalanced with high at priority intersections and improve upon the road safety at volumes on one or more of the approaches and some vehicles such intersections is modern roundabouts. One of the main may experience long delays, roundabouts may be a bad alterna- advantages of roundabout construction includes the reduced tive. Third, where the modal mix of vehicles on the road entails number of conflict points compared with uncontrolled inter- frequent usage of large or over-dimensional vehicles, round- sections (Mauro, Cattani, & Guerrieri, 2015; Taekratok, 1998; abouts may not be helpful (see Taekratok, 1998). In other to Tollazzi, Mauro, Guerrieri, & Rencelj,¸ 2016). Also, modern improve upon their performance, roundabouts should be visi- roundabouts in particular engender slower speeds because of ble to motorists. Since the geometric design of a roundabout is their constraining geometric characteristics which tend to essentially different from other types of traffic controls, it is reduce accident severities (Taekratok, 1998). Properly designed important for motorists to approach roundabouts with care. roundabouts are associated with significant reductions in road Apparently, some conditions for locating roundabouts have accident injury severity (Jensen, 2013; Persaud, Retting, been violated with regards to the modern roundabouts in Garder, & Lord, 2001; Qin, Khan, Bill, & Noyce, 2011). Due to Kumasi. In particular, varying unfavourable topography cou- their safety and capacity benefits, roundabouts have been pled with fairly large proportions of vehicles with elevated cen- widely used in many countries such as the USA (Rodegerdts, tre-of-gravity (CoG) (e.g. buses, heavy and long goods CONTACT James Damsere-Derry [email protected] © 2017 Informa UK Limited, trading as Taylor & Francis Group 240 S. BAWA AND J. DAMSERE-DERRY vehicles) have in one way or the other aggravated the safety sit- Further description uation of these junctions. Therefore, we hypothesize that there Since the roundabouts are as-built, the geometric characteris- will be significant differences in the proportion of fatal and tics are slightly different in dimension and are further hospitalized casualties at each roundabout. The main objective explained below. of this research is to establish the relative risk of death or seri- ous road injuries at the four roundabouts in Kumasi. The KNUST Police Station Roundabout The KNUST Police Station Roundabout is the first junction to Methodology be encountered from the Kumasi city (KNUST Junction) direc- tion. Characteristically, the Police Station Roundabout is a per- The study covered the section of the N6 trunk road between fect crossroad where a minor single carriageway intersects a the Kwame Nkrumah University of Science and Technology major dual carriageway at-grade. (KNUST) junction and Ejisu, a satellite town near Kumasi. The From the Kumasi approach, the 7.0 m dual carriageway road serves sub-urban conurbation communities of mixed land tapers into a single carriageway of 3.5 m at the neck of the use developments mainly of residential and commercial in roundabout and flares out on a lane width of 4.5 m. The geo- fi character. The traf c comprises of local, intra-city, long dis- metric characteristic on the Kentinkrono (Accra) bound section tance transport within the country and international transport is the exact replica of the KNUST Junction (Kumasi city) bound either operating within the city of Kumasi, or traveling up as described earlier. The entry and exit lane widths on both northern Ghana or to neighbouring Burkina Faso, Niger and minor road are 3.5 and 4.0 m, respectively (see Figure 1(a) for fl Mali. Vehicular eets comprise passenger cars, medium buses, further geometric characteristics). As illustrated in Figure 1(b), fi fi large buses and cargo trucks. In 2014 traf c volume classi ca- two gradients are discernible at the KNUST Police Station fi tion, medium to heavy vehicles constituted 12% of all traf c Roundabout. From 100 m away on the Kentinkrono (Accra) which traversed this section of the road (Ghana Highway approach to the roundabout, the road slopes at 1.5% gradient fi Authority, 2014). Uniform traf c volume is assumed within and 4.1% from the roundabout to 100 m away on the Kumasi the study site because within the 12 km stretch, the Ghana city bound. The abrupt kink at the junction presents a challenge fi Highway Authority has only one traf c count station at the for heavy goods vehicles which spontaneously breakdown at the Oduom railway crossing. This road section was recently neck of the roundabout. upgraded from a two-way single carriageway to multilane car- riageway to cater for rising traffic volumes. As a result, the per- formance of some four priority junctions which were The Boadi Junction Roundabout converted to roundabouts has come under public criticism for The Boadi Junction Roundabout is a three-legged junction poor safety record. where a minor road (a single carriageway) intersects a dual car- riageway at-grade. The dual carriageway tapers off from about 80 m on the KNUST Junction (Kumasi city) approach to a sin- gle lane of 3.5 m upon entry into the roundabout while the exit General characteristics of the study sites to the Oduom (Accra) bound flares out with a 4.1 m road The four sites targeted for this research were all retro-fitted width. Similarly, the 7.0 m wide dual carriage narrows to a roundabouts, which were converted from stop controlled inter- 3.5 m on the Accra approach and flares out with a lane width sections to modern roundabouts. All the sites have one lane in of 4.5 m on the Kumasi bound.
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