 Thank you very much, Rikki, for that introduction. Yes, the topic that I'm going to speak on is road traffic crashes in Indian cities. It is design, and it has to do a lot with design and planning of cities. And if you look at WHO statistics now, or in fact for the last five years, they have been writing that worldwide, actually the road traffic injury has become a major public health concern. 1.2 million people die in road traffic crashes all over the world. And of course the burden is much higher in low income countries or Asian countries and African countries. And this is where we are going to have the major urbanization taking place now in 21st century. And I'd like to actually focus my, showing some, of course the focus is going to be Indian cities. But I think as this group of experts that we are here, the architects and the planners, it has a lot to do with them. How we have been designing our cities and how we have been dealing with our built environment. So first I'd just like to point out some very stocking figures from India. This is for overall India's number of deaths 1960 to 2010. And I think what is very striking here is that up to mid, early 80s, mid 80s, the traffic crashes were increasing. They were increasing at a pace of 5% per year. And after that now we see beyond 2000. It has in fact not just the absolute numbers but the rate has also increased. And what is striking is if we try to juxtapose few other things what has happened. It is actually mid 80s that our car industry becomes open and we start producing small car, Maruti in great numbers. But 2000 and beyond, in fact mid 90s onwards, there is a heavy investment in improving transport infrastructure. And I think this is what is very something which is pointing us as an expert, what are we doing that the improvement, the expansion program has been accompanied with this increasing growth rates. Fatalities are normally 5% only under reported, not heavy under reporting. But worldwide we have this understanding that injury accidents are heavily under reported. So if you try to understand the burden of road traffic injuries about the estimated numbers are about 160,000 people are dying. Serious injuries you can see are 30 times more than that and minor injuries 50 times more than that. So some estimates, not very detailed studies but there have been some estimates which are showing that. There have been, this is actually accounting to about 3% of our GDP, loss of 3% of our GDP per year. So it's both the health burden and what is also again very striking is that most people who are dying or getting affected by road traffic injury is the most productive age group. It is not the very young and not the very old. And it is the people who have actually overcome all childhood infectious diseases. And it is the environment where this is, they are dying. Now if we focus our urban areas. About 50% of all reported deaths are taking place in urban areas. India is only today 30% urbanized. But again, this graph here is showing the numbers in two time periods, 2001 and 2006. And we've tried to understand that what is happening in these million plus cities, all these cities have million plus population. What actually comes out very striking is leaving out just two or three cities everywhere else from 2001 to 2006, number of accidents have increased sometimes by two times or at least one and a half times. The second striking feature here is that if I look at the end of the graph here, the cities which are named there are these, these are not a mega-police. These are not our congested major big cities. These are small cities, Merat, Agra, Faridabad, Vijaywara. These are not even three, four million cities. So what's going on in these small cities that we are just, you know, the number of deaths have increased two times, three times, four times there. So this is, and again no detailed studies are available but first guess estimates are for many of these cities, the small cities, the medium size cities, they are close to our major national highway system. And since the expansion of our national highway system, undivided roads becoming divided roads, two-lane roads becoming four-lane roads and six-lane roads, that's where we are killing many more people now. Little more details on a few case study cities that we have looked at. What's happening in comparing Mumbai, Delhi and a representative medium-sized city quota where we could have very detailed data. And again, this shows that if you look at all three cities, the majority of course is pedestrian. And for pedestrian, in fact, one interesting number that I have looked at, if we look at London, New York, Mexico City, Johannesburg, all these cities, actually, substantial share in London, 30% people inside the city who are dying are pedestrians. In New York City, the number is about 45%. So overall, we have a large number of pedestrians, are the ones who are getting exposed to traffic crashes and also the burden is being, it is to the people outside the car, not inside the car. Children are underrepresented in fatal crashes. Old people are overrepresented in many of our cities and most crashes are away from the junction. They are mostly at mid-blocks. So these are some of the differences that we observed as compared to the western cities. Now, very quickly, because I have, I guess, only one and a half minutes now. So with 30 seconds each, I would like to show you some typical case studies in terms of what is happening. The first one is more to do with urban planning. This is a map of Delhi and all the little stars are showing our low income settlements, the informal settlements, the slums. So first striking feature that you see here is they are spread all over. These are the people where majority of the people are walking to work. What we have done by policy now in last five to 10 years, more than 70,000 households have been moved out of the city to make way for some development projects, including metro projects but other development projects also. So what has happened? All non-motorized trips get converted to motorized trips. The exposure to high-speed traffic increases. Time poverty of women increases and opportunity for self-employed and business reduces. So I don't have time to get into that, but this kind of planning is contributing to now more traffic crashes. Then I've listed out how actually not just accessibility and a lot of other things have also been affected. Second case study, because in the planner's head, in the experts, congestion is the major thing that we need to solve in many places. And one of the solutions that all world over the traditional traffic engineers, civil engineers have done, let's convert signalized junction to unsignalized junction because that's speed up traffic. So we did a very careful study before and after junction was converted from signalized to unsignalized. We looked at what was happening to pedestrians and what changes it brought to pedestrian risk. So now these are some of the solutions which have been actually implemented in the city, grade separated junctions, and you see how it ends up getting used because the bus stops right there and people start running across on this fast speed roads now. Footover bridges which is five to six meters high always has low usage. So in this study we found that of course in the vehicle speeds increase, 22% people accept high risk and despite footover bridge or subway, they continue to cross on the road. So when you have this situation, obviously it is not surprising that number of accidents also keep getting increased. And then we looked into more details of what we are doing in terms of our junction planning. Obviously very low consideration giving to how long people have to wait. And the correlation we found the longer people are expected to wait, the more risk taking behavior takes place. They start running across, not caring about the red light. Another case study now that a small bus corridor has been constructed and here a lot of interventions went into, looking into specific requirements of bus commuters, of pedestrians and bicycles. So complete restructuring of the street took place. Segregated bicycle lanes, bus stops close to the junction, how people access the bus stops. A lot of detailing on traffic coming, speed slow down the traffic where it is going to mix with bicycle traffic, exclusive bicycle lane. And again, more details went into lighting and signal design. And first when we started monitoring this project, it's been three years now. And I would just show you the final. Initially, all the bicycle deaths disappeared from the section, pedestrian deaths continued, pedestrian and bus accidents. Further interventions done, traffic calming and speed control measures inside the bus lane. And this started giving a major, major impact that in fact now with speed reducing measures inside the bus lane, the bus speeds are under control. Number of deaths in 2009, no fatal death was observed on this small section, which used to observe at least on an average 10 fatal crashes. 2010, again, there have been fatal crashes. And again, it's been monitored. How the corridor is being observed now, some of the speed control features which were in place have been removed so the deaths are back. So overall then I'd like to just conclude with investments in transport infrastructure has resulted in increase in fatal crashes and especially increasing risk to pedestrians, both highways and more disturbingly inside the cities. Regardless of city size and density, fatality rate has increased in the last decade in most cities. And appropriate infrastructure design, which is what I tried to show you very quickly in the third one, pedestrian bicycle facilities, speed control measures can have a major impact on fatal crashes. Thank you.