1. PRESENTATION ON ROAD SAFETYBY
MAHESH KUMAR, FIE
ENGINEER-IN-CHIEF, HARYANA
PUBLIC WORKS (B & R) DEPARTMENT
Ex-President, Indian Buildings Congress
Ex Vice President, Indian Roads Congress
6th January, 2014
4/23/2017

2. INTRODUCTION
Road traffic accidents kill more than 120 lakh people and injure more than 50 Crore people worldwide every year.
Everyday about 6600 deaths and 3300 serious injuries occur due to Road traffic accidents .
The global annual cost due to Road traffic accidents is a whopping 2,30,000 million US dollars.
Unfortunately India has the dubious distinction of having the worst record of road safety in the world.
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3. Worldwide Road Safety Scenario
Injuries - 50 million
Deaths – 1.3 million
And still rising…
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4. Worldwide Road Safety Scenario
Young children account for
• one-in-every five road fatalities
• one million are left with a permanent disability
For every death, there is a grieving family, or a child deprived of the love, the warmth and support of a parent
• For every serious injury, there is a family that lives with the consequences and the financial costs
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5. The Problem – Today Accident scenario in the world
Every day 3000 people die in road accidents,
1.3 million road accident deaths every year.
Road accident is the third largest cause of accidental deaths & will become 1st largest by 2020
Accident death toll to touch 1.9 million by 2020.
Source: The World Report on Road Traffic Injury Prevention
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6. Accident Scenario in Developing Countries
90% road accident deaths in the developing countries.
Accidental costs estimated as Rs. 4,50,000 crores.
This is almost twice as much as the total development assistance received worldwide by the developing countries.
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7. Accident Scenario in India
342 deaths per day, equivalent to a jumbo crash – no survivors
14 deaths per hour
1.27 lacs deaths and 5.5 lacs injuries per year
India with 1% of world’s vehicles accounts for 10% of world road accidents.
14 Accident deaths/10,000 vehicles in India (1.6 in US)
Estimated cost 3% of GDP (worth Rs. 75,000 crores).
Roads accident toll rising at an alarming rate of 8% as compared to 4% in the previous decade.
Source: The World Report on Road Traffic Injury Prevention
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8. Some Alarming Statistics for India
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9. Some Alarming Statistics for India
In India, 1,20,000 people die and 12,70,000 sustain serious injuries every year in Road Traffic Accidents (RTAs).
As per the statistics, there is one death on the Indian road every six minutes and this is expected to escalate to one death every three minutes by 2020
Even this may be an underestimation, as according to the Institute of Road Traffic Education (2006) Institute of road education, New Delhi, out of the estimated 1.4 million serious road accidents/ collisions occurring annually in India, hardly 0.4 million are recorded.
Many road traffic deaths in rural areas are not recorded. Similarly, accidents which result in late deaths after the discharge from hospital due to the effects of morbidity also are not recorded. (Indian Journal of Neurotrauma (IJNT) 2008, Vol. 5, No. 2, pp )
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10. Road Safety Scenario - India
1,25,000 deaths every year
10% of global road fatalities
342 deaths per day, equivalent to a jumbo crash everyday – no survivors
15 deaths per hour
One of the top three causes of death for 5-44 yr age group
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11. ROAD INJURY STATISTICS
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12. Causes of Poor Road Safety Situation in India
• Poor traffic discipline and education
• Poorly designed/maintained roads
• Poor level of enforcements
• Poor/primitive traffic management
• Mixed traffic (NMT dangerously mingles with fast traffic)
Poor road conditions and unsafe structures – lack overpasses & underpasses
Lack of adequate traffic and road safety aids
Encroachments - Temporary Shops
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13. Road Fatalities in India
• 8 – 10% of world wide fatalities (approx 125,000) in India which costs around 2-3% of our GDP
• 15 deaths per hour
• Road accident is result of a mismatch of,
Road;
Vehicle;
Road user; and the,
Road Environment.
Which,
Leads to Road Safety Disaster: The Accidents
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14. Accident Scenario in Haryana
More than 1700 deaths every year
140 Accident deaths per million population in Haryana (double of Indian average)
Accident deaths per 10,000 vehicles in Haryana is 5 per cent higher than all-India average.
The above is an eye opener
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15. COMMON TYPE OF ROAD CRASHES
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16. Poor traffic management during construction
Common causes of road crashes
Poor traffic management during construction
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17. Wrong way driving on highways
Common causes of road crashes
Wrong way driving on highways
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18. Tractors without driving and vehicle license use the highway
Common causes of road crashes
Tractors without driving and vehicle license use the highway
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19. Not Roadworthy Trucks carry Heavy Container Loads
Common causes of road crashes
Not Roadworthy Trucks carry Heavy Container Loads
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20. Truck, Push Cart and Animal – Typical urban area crash
Common causes of road crashes
Truck, Push Cart and Animal – Typical urban area crash
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21. Night time crash – wrong way driving
Common causes of road crashes
Night time crash – wrong way driving
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22. Land use close to road: No recovery zone
Common causes of road crashes
Land use close to road: No recovery zone
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23. Common causes of road crashes
Absence of Hazard Marking
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24. Common causes of road crashes
A wide junction without channelization
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25. Common causes of road crashes
Deficient design and Implementation
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26. Common causes of road crashes
Footpath encroached
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27. Common causes of road crashes
Road is used for every other purpose
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28. Accident Severity and Number of Accidents, Indian Cities
• Four metro cities (Delhi, Chennai, Mumbai and Bengaluru) contribute around 11% of total accidents in the country
• Mumbai with highest number of accidents is having the lowest accident severity, while Varanasi with lowest number of accidents has highest accident severity
• Five second order cities (Varanasi, Kanpur, Lucknow, Patna and Ludhiana) have much higher accident severity indicating the poor level of traffic safety in these cities
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29. Causes of Poor Road Safety Situation in India
• Poorly maintained vehicles (it’s better now)
• Poor traffic discipline and education
• Poorly designed/maintained roads
• Poor level of enforcements
• Poor/primitive traffic management
• Mixed traffic (NMT dangerously mingles with fast traffic)
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30. Causes of Safety Disaster
Lack of required rigor in …
• Design and provisions
• Construction safety
• Operation & management
• Traffic control & management
• Lack of enforcement
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31. Recommended Design & Provisions
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32. Pedestrians Facility
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33. Pedestrians Facility
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34. Absence of Hazard Marking
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35. A wide junction without channelization
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36. Geometry for a high speed road
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37. Level difference between the two carriageways
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38. Deficient design and Implementation
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39. Safety Principles Main Parameters Geometric Design
Road Surface Characteristics
Road Markings and Delineation
Road Signs, Street Furniture and Appurtenances
Traffic Management
Road Works and Maintenance
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40. Principles for Safer Road Design
A safe road environment should
• WARN for unusual features
• INFORM of conditions to be encountered
• GUIDE through unusual sections
• CONTROL through conflict points
A safe road environment is one which provides
• No surprises
• Controlled release of relevant information
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41. Road Alignment Safety considerations in design controls
Safety is one of the most important features from initial planning to final construction, limitations are imposed by:-
Road User Characteristics
Vehicle Characteristics
Design Speed
Sight Distance
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42. Sight Distance Safety Issues
Braking and acceleration ability of vehicles variable, due to poor maintenance
Industrialized country standards may not be appropriate because of differing vehicle performance and driver behavior in India
Untended vegetation can obstruct sight distances
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43. Horizontal Alignment Safer Practice
Horizontal curvature of a road should be consistent with speed requirements
Potentially unsafe overtaking on curves with
inadequate sight distances should be prevented by
signs, road markings or physical barriers
Large radius horizontal curves instead of straight
alignments should be provided to relieve driver of
monotony and enable him to make better judgment of approaching vehicles speed
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44. Vertical Alignment Safer Practice Provide adequate sight distances
Broken-back curves should be avoided
Frequent changes in vertical profile should be avoided
On long grades, steepest grade should be placed at the bottom and lighter grade near top
Sag curves associated with highway underpasses,
curve lengths must be chosen to ensure the necessary vertical clearances and to maintain adequate sight distances into the underpass.
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45. Combination of Vertical and Horizontal Alignment
Safer Practice
Proper alignment enhances scenic views of the natural and manmade environment
Easier to make adjustments at design stage
Sharp horizontal curvature should not be introduced on top of crest curve
Designer should study long, continuous stretches of highway in both plan and profile and visualize the whole in three dimensions
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46. Special Lanes Additional special or auxiliary lanes which are
located immediately adjacent to the traffic lanes are
called special lanes
Some special lanes employed to improve safety
and efficiency of the road system are:
Passing Lanes
Climbing Lanes
Emergency Escape Lanes or Arrestor Beds
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47. Cross-sections Safer Practice
Properly maintained cross-sectional profiles assist safety
Side slope gradients for embankments and drains should be as flat as possible
Open channel drains should be covered or separated from the carriageway
Incorporation of properly maintained shoulder allows room for parking in emergency, use and segregation of pedestrians
Provision of the number of lanes primarily dependent on the projected traffic volume
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48. Shoulders Safer Practice
Shoulder should support vehicles under all weather
conditions
Hard shoulders, should be differentiated from carriageway
Edge line markings help to discourage traffic from
using the shoulder
Shoulder cross slopes should be so designed as to
avoid draining onto the carriageway
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49. Shoulders Poorly Maintained Shoulder of Inadequate Width and Strength.
Trees along Shoulders also Pose
Safety Hazards
Adequate and Well Maintained
Shoulders
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50. Median Barriers
Median barriers are not the same as safety barriers. They are designed to segregate and prevent certain opposing pedestrian and vehicle movements.
Problems
Inadequate pedestrian crossing provisions will encourage pedestrians to climb over the barriers and ignore their purpose
Median barriers without gaps for emergency vehicles can cause delays and congestion if vehicles break down
Poor design and maintenance such as unprotected ends or damaged and stolen sections
Clear and effective signing along with enforcement is necessary to ensure that drivers drive on the correct side of the barrier
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51. Well Maintained Median Width with Proper Median Markings
Medians and Kerbs
Well Maintained Median Width with Proper Median Markings
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52. Median Gaps Safer Practice Their number should be kept to the minimum
Openings for right turns through bullet nosed shape should be adopted
Openings for U-turns, semi-circular openings are more appropriate for the vehicle paths
Median openings in urban areas: should be spaced at
500m on the more important arterial roads
Median openings for four lane divided carriageways and
expressways should be located near all terminal junctions
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53. Median Openings on Urban Corridor
Median Gaps
Median Openings on Urban Corridor
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54. Road Signs and Markings
Safety Issues
Letter size can be too small – creates problems where more than one language signs have to be used
Funds for features such as signs/road markings often not included when roads are built or rehabilitated
Poor maintenance is common which leads to worn, illegible, damaged or missing signs
Fragmentation of responsibilities for road signs / markings on
different roads often leads to variability in use
Poor road surface condition makes application of road markings difficult
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55. Road Signs
Stop Sign
Give way Sign
STOP
Give Way
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56. Road Markings Type of Markings
Broken Line - Broken lines are permissive in character and may be crossed with discretion, if traffic permits
Solid Lines - Solid lines are restrictive in character and indicate that crossing is not permitted except for entry or exit from a side road
Double Solid Lines - Double solid lines indicate maximum restrictions and are not to be crossed except in emergent usage
Combination of broken and solid lines: In a combination of broken and solid lines, a solid line may be crossed, with discretion, if the broken line is nearer to the direction of travel. Vehicle from the opposite directions are not permitted to cross the solid line.
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57. Road Markings Separation of lanes where
overtaking is permitted with care
for traffic adjacent to the broken
line, but prohibited for traffic
adjacent to solid line
Well marked road marking
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58. Delineators and Chevron Signs
Safety Issues
Lack of edge definition increases pavement deterioration due to vehicles driving onto the shoulder thus increasing the risk of
accidents
Without delineation, drivers may not correctly approach obstacle or know changing situation
Delineators, can themselves add to the unsafe situation if poorly designed or located
Absence of chevron boards at sharp bends increases chances
of accident
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59. Delineators and Chevron Signs
Safety Issues
On dual carriageway roads, and where lanes are added or
dropped, delineation reduces accident risk
Reflective delineator posts are useful at night-time
Reflectorised raised pavement markers are effective for
centerline, lane and edge markings
The delineators are most likely to be effective on dangerous
bends, on approaches to intersections and on embankments
Chevron signs are useful in showing the location of sharp bends.
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60. Delineators and Chevron Signs
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61. Useful Signs: sharp bend chevron
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62. Safety Barriers for Hazardous Situation
Safety Fences
Safer Practice
Use flexible barriers in preference to rigid barriers where conditions permit
End-points should be buried and flared back
Use minimum of 0.33m setback in urban areas and 0.5m on rural roads, but preferably 1.0m where feasible
Safety Barriers for Hazardous Situation
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63. Plantation Safer Practice
Properly laid rows of trees along the roadside and shrubs at the median delineate the alignment of the roadway
Planting closer to the carriageway act as "gateway“ for approaching village
Proper Maintenance needs to be ensured
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64. Drainage Safer Practice
Hydrological studies help to investigate expected rainfall levels to aid drainage design
Provision of culverts at regular intervals on long gradients to minimize damage to the ditches
Ditches need not be watertight – aids evaporation of the moisture in the subgrade
Side slopes of ditches nearest to the road should not be steeper than 1 in 3 (preferably 1 in 6) with steeper slopes away on the side from the road to reduce illegal vehicle access to the road
Where rainfall levels permit, L or J-type drainage channels should be used rather than U or V-types
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65. Lay-byes & Bus Stops Safety Issues
Buses stopping at road junctions forces pedestrians to cross the road where there is turning traffic and it also leads to reduction in road width at the junction causing congestion and unsafe overtaking maneuvers
Taxis and para-transit vehicles often stop indiscriminately along major roads to pick up or discharge passengers
Vehicles stopping at a lay-bye or bus stop constitute a temporary obstruction which may obstruct visibility of an important feature
The slower speeds of vehicles entering and leaving a lay-byes could cause a hazard to faster moving through traffic
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66. Lay-byes & Bus Stops Well-maintained Bus Stop Segregated Bus Lay-byes
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67. Service Roads Safety Issues
Service roads may be continuous or intermittent, they may be on one or both sides, and they may have oneway or two-way traffic
Service roads provided are invisible due to encroachments observed on these service roads
Absence of adequate truck parking facilities on highways leads vehicles to parked on service roads, thus negating the benefits of service roads to the vulnerable road users
Absence of service roads increases pedestrian-vehicular conflicts and road safety is threatened
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68. Roadside Amenities Overview
Roadside amenities include facilities such as:
Toilets
Telephones
Restaurant facilities
Car parking
Fuel station
Facilities to heavy vehicles
Rest areas should preferably be located some distance away from the carriageway to minimize the effect of noise, fumes and dust caused by passing traffic on users of rest areas
Traffic screening can be created effectively by a landscaped m high earth mound on land between the picnic site and the road
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69. INITIATIVES TAKEN BY GOVT. OF HARYANA FOR ROAD SAFETY
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70. A State Level Coordination Committee constituted under chairmanship of FC&PS to Govt. of Haryana Transport Deptt. in the meeting of State Road Safety Council held on
Meeting of State Level Coordination Committee are held frequently for road safety measures.
Haryana road safety act drafted on the pattern of Kerala road safety act as decided in 13th National Road Safety Council meeting.
840 nos speed breakers constructed and work of up-gradation of 679 accident prone points completed on the recommendation of State Level Coordination Committee
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71. STEPS TAKEN
Construction of speed breakers near habited areas to restrict the speed of fast moving vehicle.
Removal of black spots and improvement of accident prone points.
Marking of zebra crossings for crossing pedestrian traffic.
Construction of Sub –ways and foot over bridges for pedestrians to cross the roads having heavy traffic.
Marking of center line and edge lines with reflective thermoplastic paint.
No overtaking zones are marked where sight distance is less.
Installation of Traffic lights at various points.
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72. STEPS TAKEN
Installation of Cautionary signs, intermediary sigh and mandatory sigh boards.
One way roads are preferred in city position to saggragate traffic.
Plugging of unauthorized road cuts and unauthorized access to highways.
Construction of Pedestrian & cyclist paths.
Removal of standing trees, bushes and electric pool etc. on turns/blind curves which impair visibility on roads.
Control of animal menace.
Curbing Over speeding’s, drunken driving, wrong side driving and overloading by enforcement measures.
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73. GOOD GEOMETRIC DESIGN
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74. METAL BEAM TO CONTROL ANIMAL ACCESS
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75. METAL BEAM TO CONTROL ANIMAL ACCESS
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76. METAL BEAM TO CONTROL ANIMAL ACCESS
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77. REFLECTIVE CENTRE & EDGE LINES
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78. ADEQUATE EARTHERN SHOULDERS WITH DELINATORS
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79. MEDIAN PLANTATION TO REDUCE GLARE OF LIGHTS COMING FROM OPPOSITE DIRECTION
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80. ADEQUATE SIGN BOARDS
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81. RAILING IN CENTRAL VERGE TO RESTRICT PEDESTRIAN CROSSING
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82. APPROPRIATE SUMMIT AND VALLEY CURVES
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83. 6 E’s FOR ROAD SAFETY EDUCATION ENFORCEMENT, ENGINEERING (ROADS),
ENGINEERING (VEHICLES),
EMERGENCY CARE
ENACTMENT
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84. Thanking
You
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