Thesis On Road Safety
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TRENDS EVALUATION OF ROAD SAFETY IN BANGLADESH
Prepared By
Promothes Saha (0104173) Supervised by Dr. Md. Mazharul Hoque Professor, Dept. of Civil Engineering
DEPT. OF CIVIL ENGINEERING BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY DHAKA, BANGLADESH
JUNE, 2007
TRENDS EVALUATION OF ROAD SAFETY INBANGLADESH: INBANGLADE SH: THE SITUATION OF RURAL ACCIDENTS
SUBMITTED BY PROMOTHES SAHA STUDENT NO: 010417
SUPERVISED BY DR. MD.MAZHARUL HOQUE PROFESSOR, DEPT. OF CIVIL ENGINEERING
A thesis Submitted to the dept. of civil engineering, Bangladesh University of Engineering and Technology, Dhaka in the Partial fulfillment of the requirements for the degree of
Bachelor of Science in Civil Engineering
JUNE, 2007
ACKOWLEDGEMENT
The author gratefully acknowledges to his supervisor, Dr Md. Mazharul Hoque, Professor and Head of the Dept. of Civil Engineering & Director, Accident Research Center (ARC), Bangladesh University of Engineering and Technology (BUET). Thanks for giving him such an important tropics on Bangladesh perspective. Without his supervises knowledge was not widen and this research has not been properly done.
The author is highly obliged to S.M. Sohel Mahmud and Md. Zakaria Islam of ARC for transferring Accident data, journals and sufficient books.
Special thanks to Bangladesh Road Transport Authority (BRTA) for giving sufficient necessary data.
ABSTRACT
Accidents are the most undesirable mishaps that are responsible for destruction of considerable amount of National Resources .According to international statistics, Losses due to traffic accidents in the developing countries are well over 1% percent of their gross national product (GNP).In Bangladesh this percentage is nearly 2% and Globally th
Bangladesh is in 7 position from dangerous side.
This paper presents a brief overview of current rural road accidents statistics of Bangladesh especially on National Highways during the last eight years. Bangladesh has high rate of road traffic accidents presents a clear picture of violation of traffic discipline and day by day the situation is getting worse, not only in items of the amount of people killed or injured but also by the high social and economic costs occurring from this accidents. This scenario is even worse on the rural area (comprising 64.2% of total accidents occurring in Bangladesh in between 1998 and 2005). Out of 29118 reported accidents, 18689 accidents occurred during the eight years study period from 1998 to 2005.
In this thesis an attempt has been made to find out traffic accident trends in Bangladesh and rural area. Also an attempt to find out trends of accident data in rural area presented herein to either accident profiles or compare proportion of accidents by road class, time,
light, junction, collision, weather, locations, pavement, road surface condition, alignment can be undertaken.
Road safety initiatives should be taken to manage hazardous condition, locations by imposing appropriate safety provisions.
TABLE OF CONTENTS Page
ACKNOWLEDGEMENT ABSTRACT LIST PF TABLES LIST OF FIGURES
l ll Vll X
CHPATER-1: INTRODUCTION 1.1 Backgro Background und
1
1.2 Objectives of the thesis
2
1.3 The Study Area
2
1.4 Thesis Structure 1.5 Thesis organization
3 3
1.6: summary
4
CHAPTER 2: LITERATURE REVIEW
2.1 Introduction
5
2.2 Some important definitions related to accidents and a nd their classifications. 2.2.1 What Is Accident?
5
2.2.2 Accident Classification.
5
2.2.3 Definition of some important keywords.
7
2.3 Accident factors can be grouped under the following headings
8
2.4 Examples of Nine Classes of Accident Loss Factors
10
2.5 The Accident Report Form
11
2.6 Trends of Global Road Safety Situation 2.6.1 Estimating Global Road Fatalities
12
2.6.2 Current Global Fatality Estimate
14
2.6.3 Estimate of Global Injuries
16
2.6.4 Fatality Forecasts
17
2.7 Trends of Road Safety in Bangladesh 2.7.1 The Road Safety Situation in Bangladesh.
18
2.7.2 The Global Health Burden of Road Traffic Injuries.
19
2.7.3 Burden on Health Infrastructure.
20
2.7.4. Priority Road Safety Options for Bangladesh.
23
2.7.5 Progress in Road Safety Works Research in Bangladesh.
23
2.8 Conclusion
23
CHAPTER 3: DATA COLLECTION AND METHODOLOGY
3.1 Introduction
24
3.2 The Road Traffic Accident Database 3.2.1 Data Collection
25
3.2.2 The MAAP Software
25
3.2.3 Interpretation of Data
26
3.3 Methodology 3.3.1 Safety Research Methodology
27
3.3.2. Road Safety Strategy.
28
3.3.3 Statistical methods for analysis of accident data.
28
3.3.4 Limitations of Accident Data
29
3.4 Conclusion
30
CHAPTER 4: TRENDS OF RURAL ACCIDENTS 4.1 Introductio Introduction n
31
4.2 Trends of Accident in Rural Area (1998 to 2005)
4.2.1 Trends by Accident 4.2.1.1 Trends by Urban Accidents and Rural Accidents
32
4.2.1.2 Trends by Type of Severity
33
4.2.1.3 Trends by Type of Road Class
34
4.2.1.4 Trends by day
35
4.2.1.5Trends by Month
36
4.2.1.6 Trends by Type of Junction
37
4.2.1.7 Trends by Type of Collision Collision
38
4.2.1.8 Trends for Different Conditions of weather
39
4.2.1.9 Trends for Different Light Condition 4.2.1.10 Trends for Different Location
40 41
4.2.1.11 Trends for Different Type of pavements
42
4.2.1.12 Trends of Accidents by Type of Road Surface Conditions
43
4.2.1.13 Trends of Accidents by Type of Alignment
44
4.2.1.14 Trends in Pedestrian Accidents by time 44.1 4.2.1.15 Trends by Head On, Rear End Collision and Hit Pedestrian Accidents in Different Light Conditions.
44.2
4.2.2 Trends by Casualties 4.2.2.1 Trends of Urban Casualty Accidents and Rural Rural Casualty Accidents
45
4.2.2.2 Trends by Type of Road Class
46
4.2.2.3 Yearly Change in Pedestrian injury
47
4.2.2.4 Trends by day
49
4.2.2.5 Trends by Month
50
4.2.2.6 Trends by Type of Junction
51
4.2.2.7 Trends by Type of Collision
52
4.2.2.8 Trends for Different Conditions of weather
53
4.2.2.9 Trends for Different Light Condition
54
4.2.2.10 Trends by Type of Alignment
55
4.2.2.11 Trends by Type of Road Surface Conditions 4.2.2.12 Trends by Type of Pavement 4.2.2.13 Trends by time
56 57 57.1
4.3 Trends of Casualties by Age 4.3.1 Trends by Age in Bangladesh
58
4.3.2 Driver Casualty Accidents by Age in Bangladesh.
60
4.3.3 Passenger Casualty Accidents by Age in Bangladesh.
61
4.3.4 Recorded Pedestrian Casualty Accidents by Age in Rural Area
63
4.4 Trends of Accidents on National Highways 4.4.1 Route by route Fatalities per Fatal Accidents
64
4.4.2 Trends of Fatalities per Fatal Accidents of National Highway
69
4.4.3 Trends of Acciden Accidents ts in National National Highway Highway
70
4.4.4 Trends of Fatal Accidents in National Highway
72
4.5 Conclusion
CHAPTER 5: CONCLUSIONS AND RECOMMENDATIONS
73
5.1 Introduction
74
5.2 Findings of Accident Data Analysis
74
5.3 Recommendations
78
5.4: Recommendations for future study
79
REFERENCES
80
APPENDIX A: LIST OF TABLES & LIST OF FIGURES
81
APPENDIX B: PHOTOGRAPHS
89
List of Tables
2.1 Fatalities and Accidents per 10,000 Registered Vehicles (2003-2005)
18
2.2 World Development Report (2006)
13
4.1 Yearly change in percentage of Urban Accidents and Rural Accidents
32
4.2 Yearly change in percentage of Accidents by Type of Severity
33
4.3 Yearly change in percentage of Accidents by Type of Road Class
34
4.4 Yearly change in percentage of Accidents by day
35
4.5 Yearly change in percentage of Accidents by Month
36
4.6 Yearly change in percentage of Accidents by Type of Junction
37
4.7 Yearly change in percentage of Accidents by Type of Collision 4.8 Yearly change in percentage of Accidents for Different Conditions of weather
38 39
4.9 Yearly change in percentage of Accidents for Different Light Condition
40
4.10 Yearly change in percentage of Accidents for Different Location
41
4.11 Yearly change in percentage of Accidents for Different Type of pavements.
42
4.12 Yearly change in percentage of Accidents by Type of Road Surface Surfa ce Conditions Conditions
43
4.13 Yearly change in percentage of Accidents by Type of Alignment
44
4.14: Yearly Change in Percentage of Urban A Accidents ccidents and Rural Casualty Casualty Accidents 45 4.14 Yearly change in percentage of Casualty Accidents by Type of Road Class
46
4.16 Yearly Change in Pedestrian injury
48
4.17 Yearly change in percentage of Casualty Accidents by day
49
4.18 Yearly change in percentage of Casualty Accidents by Month
50
4.19 Yearly change in percentage of Casualty Accidents by Type of Junction
51
4.20 Yearly change in percentage of Casualty Accidents by Type of Collision
52
4.21 Yearly change in percentage of Casualty Accidents for Different
53
Conditions of weather 4.22 Yearly change in percentage of Casualty Accidents for Different Light Condition 54 4.23 Yearly change in percentage of Casualty Accidents by Type of Alignment
55
4.24 Yearly change in percentage of Casualty Accidents By Type of Road Surface Conditions
56
4.25 Yearly change in percentage of Casualty Accidents by Type of Pavement
57
4.26 Casualty Accidents by Age in Bangladesh
58
4.27 Percentage of Casualty Accidents by Age in Bangladesh 4.28 Driver Casualty Accidents by Age in Bangladesh
59 60
4.29 Percentage of Driver Casualty Accidents by Age in Bangladesh
60
4.30 Passenger Casualty Accidents by Age in Bangladesh
61
4.31 Percentage of Passenger Casualty Accidents by Age in Bangladesh
62
4.38 Pedestrian Casualty Accidents by Age in Rural Area
63
4.26: Route by route Fatalities per Fatal Accidents for National Highway (N1-N9)
64
4.27 Yearly Change in Fatalities per Fatal Accidents of National Highway
69
4.28 Distribution of Accidents by Route Types in National Highways
70
4.29 Distribution of Percentage Accidents by Route Types in National Highways
70
4.30 Distribution of Fatal Accidents by Route Types in National Highways
71
4.31 Distribution of Percentage of Fatal Accidents by Route Types
71
in National Highways 4.32 Yearly Change in Pedestrian Accidents by Time Time in Rural Area of Bangladesh
44.1
4.33 Yearly Change in Percentage of Pedestrian Accidents by Time in Rural
44.1
Area of Bangladesh 4.34 Yearly Change in Pedestrian Accidents by Type of Collision in time (19-23) in Rural Area of Bangladesh
44.2
4.35 Yearly Change in Percentage of Accidents in Time (19-23) by
44.2
Collision Type in Rural Area of Bangladesh 4.36 Yearly Change in Pedestrian Accidents in Time (6-18) by Collision
44.3
Type in Rural Area of Bangladesh 4.37 Yearly Change in Percentage of Accidents in Time (6-18) by
44.3
Collision Type in Rural Area of Bangladesh 4.38 Yearly Change in Percentage of Accidents in Time (0-5) by Collision
44.4
Type in Rural Area of Bangladesh 4.39 Yearly Change in Percentage of Accidents in Time (0-5) by Collision
44.4
Type in Rural Area of Bangladesh 4.40 Yearly Change in Accidents by Vehicle Type in Rural Area of Bangladesh
44.5
4.41 Yearly Change in Percentage of Accidents by Vehicle Type in
44.5
Rural Area of Bangladesh: 4.42 Yearly Change in Casualty Accidents by Time in Rural Area of Bangladesh
57.1
4.43 Yearly Change in Percentage of Casualty Accidents by Time in
57.1
Rural Area of Bangladesh:
LIST OF FIGURES
2.1: Estimated Road Fatality Regional Distribution
12
2.2 Fatalities / 10,000 Licensed Motor Vehicles in Selected Countries
15
2.3 Fatalities / 100,000 Populations in Selected Countries
15
2.4 Road Traffic Death by Different Age 4.1 Yearly change in percentage of Urban Accidents and Rural Accidents
16 32
4.2 Yearly change in percentage of Accidents by Type of Severity
33
4.3 Yearly change in percentage of Accidents by Type of Road Class
34
4.4 Yearly change in percentage of Accidents by day
35
4.5 Yearly change in percentage of Accidents by Month
36
4.6 Yearly change in percentage of Accidents by Type of Junction
37
4.7 Yearly change in percentage of Accidents by Type of Collision
38
4.8 Yearly change in percentage of Accidents for Different Conditions of weather
39
4.9 Yearly change in percentage of Accidents for Different Light Condition
40
4.10 Yearly change in percentage of Accidents for Different Location
41
4.11 Yearly change in percentage of Accidents for Different Type of pavements.
42
4.12 Yearly change in percentage of Accidents by Type of Road Surface Conditions
43
4.13 Yearly change in percentage of Accidents by Type of Alignment
44
4.14: Yearly Change in Percentage of Urban A Accidents ccidents and Rural Casualty Casualty Accidents 45 4.14 Yearly change in percentage of Casualty Accidents by Type of Road Class
46
4.16 Yearly Change in Pedestrian injury
48
4.17 Yearly change in percentage of Casualty Accidents by day
49
4.18 Yearly change in percentage of Casualty Accidents by Month
50
4.19 Yearly change in percentage of Casualty Accidents by Type of Junction
51
4.20 Yearly change in percentage of Casualty Accidents by Type of Collision
52
4.21 Yearly change in percentage of Casualty Accidents for Different
53
Conditions of weather 4.22 Yearly change in percentage of Casualty Accidents for Different Light Condition 54 4.23 Yearly change in percentage of Casualty Accidents by Type of Alignment
55
4.24 Yearly change in percentage of Casualty Accidents By Type of Road Surface Conditions
56
4.25 Yearly change in percentage of Casualty Accidents by Type of Pavement
57
4.30 Percentage of Casualty Accidents by Age in Bangladesh
59
4.31 Percentage of Driver Casualty Accidents by Age in Bangladesh
61
4.32 Percentage of Passenger Casualty Accidents by Age in Bangladesh
62
4.33 Pedestrian Casualty Accidents by Age in Rural Area
63
4.27 Fatalities per Fatal Accidents Trends of National Highway
69
4.28 Distribution of Percentage of Total Accidents by Route Types
71
4.29 Distribution of Percentage of Fatal Accidents by Route Types
73
CHPATER-1 INTRODUCTION
1.1 BACKGROUND
Although traffic safety has improved in the recent years, the number of road
fatalities is still unacceptably high. It is estimated that by 2020, road traffic accident will have moved from ninth to third in the world disease burden ranking and second in the developing countries like Bangladesh .In 2005 the number of total accidents is almost 3954 and number of fatalities 3187 in Bangladesh .In the ESCAP region, the rate of road accidents of Bangladesh is the highest.
In order to develop realistic quantitative safety targets, and then to design effective strategies and plans and one has to be able to measure safety developments and to understand the underlying processes and their causes. This, in turn, requires extensive and reliable and data recorded over a long period of time that is suitable for describing interpreting and ideally, forecasting safety developments.
In order to develop safety improvements and understanding the situation of road accidents, trends of road accidents is very essential.
Despite the fact that the total number of police reported accidents decreased the last few years, safety is one of the challenging issues in the transportation industry. The safety impacts issues are important because for example in 2004 were approximately 102.9 fatalities per 10,000 vehicles (ARC, 2005). New emerging technologies attempt to alleviate congestion on the roads and improve safety conditions on them.
1.2 OBJECTIVES OF THE THESIS What Trend:
Collection of rural accidents data and their analysis to make trends evaluation of road safety in Bangladesh
Why do we Trend:
Trends are needed for effective remedial measures of road traffic accidents Analysis of socio economic losses (National property, income, health).
The objectives of this thesis are mainly the following:
To find out road traffic accident trends in Bangladesh
To find out road traffic accident trends in the rural area of Bangladesh
Also find out trends of accident data in rural area presented herein to either
accident profiles or compare proportion of accidents by road class, time, light, junction, collision, weather, locations, pavement, road surface condition, alignment can be undertaken.
1.3 THE STUDY AREA The study Area of the thesis covers rural roads which consist of several types of road at to focus on the followings. National Highway Regional Highway Feeder Road Rural Road City Road
1.4 THESIS STRUCTURE
The out Line of the Thesis is organized as per the Following Flow Chart
Introduction
Literature Review
Data Collection
Rural Accidents Analysis and Findings
Conclusions and recommendations
1.5 THESIS ORGANIZATION Apart from this chapter the thesis has been divided into six chapters
Chapter 2 provides a summary of the available literature in the area of accidents, classifications. It also provides global and regional rates and trends, road safety situation in Bangladesh.
Chapter 3 & 4 presents the sources of data used for the development of fatalities per 10,000 vehicles, fatalities per fatal accidents. It also presents the extensive analysis of the accident data to predict the accident scenario. Some graphs are also presented in this chapter based on data.
Chapter 5 presents the recommendations and conclusion.
1.6: SUMMARY
In this chapter, attempts were made to introduce the background of the research .It also defines the objective of the study. To attain these objectives a stru8ctured methodology has also been formulated here. In order to proceed with the steps of this methodology, it is required to obtain firm knowledge on accidents and d accident related factors. The information provided in this next chapter lays a foundation of that through reviewing the principles and background information of all that relevant elements.
Chapter 2 LITERATURE REVIEW
2.1 INTRODUCTION Nearly 0.5 million people die and up to 15 million people are injured in urban road accidents in developing countries each year, at a direct economic cost of between 1 and 2 percent of worldwide gross domestic product. A majority of victims are poor p oor pedestrians and bicyclists. Fears for personal safety and security significantly deter the use of non motorized transport. This burden of physical harm that is borne by the poor can be reduced by improved road design, traffic management, medical service, and by policy improvement. This solution requires comprehensive action by a well-trained, committed, adequately financed, and organizationally integrated public sector.
The literature review however included a general understanding of the types of accident severity and casualty accidents, occurring factors, global road safety situation, road safety in Bangladesh, methodology.
2.2 SOME IMPORTANT DEFINITIONS RELATED TO ACCIDENTS AND THEIR CLASSIFICATIONS.
2.2.1 Definition of Accident. Accident is a general Phenomenon and expected in a road as vehicle is controlled by human. There is minimum to do when accident occurred in random nature. Accident may take place even with high standard road because of random errors (mechanical/human). When accident occur deterministically-counter measures are need to be taken accordingly. To take appropriate remedial measures accident study is essential
2.2.2 Accidents Classification
Primary classification:
Road traffic casualty accident
Road traffic non injury accident
1. Road traffic casualty accident:
Fatal accident; when one or more dead Personal injury accident; Grievous injury; Refers to a person has to admit hospital Simple injure; Refers Refers to a person who is victim but not has to admit admit hospital
2. Road traffic non injury accident :( property damage only)
Secondary classification;
Location; Rural or urban Collision or non collision event Single vehicle or multi vehicle accidents
Classification of accidents based on collision type vehicles;
Head on
Rear end
Right angle collision
in the
Sideswipe
Over turning accidents
Hitting objects on the carriage way
Hitting objects outside the carriage way
Collision on the parked vehicle Hit- pedestrian
Source: CE 451: transportation engineering III: Traffic Planning and Management
2.2.3 Definition of some important keywords.
Crashes and Casualties: Traffic safety researchers measure crashes (also called collisions, accidents or incidents), injuries, fatalities and damages. Injuries and fatalities together are called casualties. Many road safety experts prefer the term crash to accident, because “accident” implies a random event, while “crash” emphasizes that such events have a cause (driver error, mechanical failure, poor roadway design, etc.) and so are preventable.
Fatal Accident: Fatal accident is an event in which one or more persons are killed outright on the spot is called a fatal accident.
Grievous Accident: Grievous Accident is an event in which a person has received injuries, such as fractures, concussions, internal lesions, crushing, severe cuts and lacerations and severe general shock, requiring medical treatment and detention in hospital.
Simple Accident: Simple Accident is an event in which a person sustained injuries but need not be admitted to hospital. It can also include an accident victim who sustained injuries and was treated in hospital but not detained overnight.
Property damage: A property damage type accident is when motor vehicles hit a pedestrian, another vehicle in traffic, a parked vehicle, an animal, a fixed object, etc.
Casualty Accidents: Casualty Accidents are the number of persons whose are dead, injured in an accident.
2.3 ACCIDENT FACTORS CAN BE GROUPED UNDER THE FOLLOWING HEADINGS;
1. Road users: The actions of vehicle drivers, cyclists, motor cyclists, passengers & pedestrians. 2. Vehicles: The design, condition & faults of vehicles 3. Road environment: The planning, design & care of roads & road side environment.
Others:
Road user’s behavior
Driver’s behavior
Pedestrian behavior
Passenger’s behavior
1. Driver’s Behavior Falling to maintain safe speed
Falling to maintain safe headway
Making decision during lane changing, overtaking, crossing junction, turning,
merging in response of traffic signal interaction with animal crossing overtaking competition underestimating vehicles loading condition
Interacting with pedestrians
2. Accident Risk Depends on Driver’s Physical and Mental Condition Age of drivers
Sex of drivers
Material status Alcohol of drugs
Fatigue
Use of crush of helmets
3. Pedestrian Behavior Pedestrian carelessness & lack of knowledge regarding traffic rules
Use of road instead of footpath
Crossing attempts without looking around Miscalculation of approaching vehicle speed
4. Passengers Behavior Causing trouble to the driver
Making noise joking and diverting the of the driver
Projecting their body outside the vehicle
Getting down the vehicle from the wrong side
Factors Related To Roadway Geometry
Road curvature
Vertical alignment
Sight distance
Super elevation
Carriageway width
Width and condition of shoulders
Road signs and markings
Pavement surface condition
Formation delineators and guard rails
Lighting
Median
Junction Source: CE 451: transportation engineering III: Traffic Planning and Management
2.4
EXAMPLES
OF
NINE
CLASSES
OF
ACCIDENT
FACTORS
Designation
Examples
Pre-cash 1) Human……………….
Driver fell asleep
2) Vehicle………………. Brake failure 3) Environment………….Slippery roadway surface
At-crash 4) Human……………….. Seat belts improperly worn 5) Vehicle……………….. .Structural weakness of side of vehicle 6) Environment…………..Unyielding sign post near pavement
Post-cash 7) Human……………….
By-standers took improper first aid action
8) Vehicle………………. Vehicle………………. vehicle not equipped with a fire fire exti extinguisher nguisher 9) Environment………….Emergency telephone not available
Source: SNPA Foundation Seminar Book by Paul H. Wright
LOSS
2.5 THE ACCIDENT REPORT FORM For most purposes the database needs to be able to answer the following questions:
• Where accidents occur • When accidents occur • Who was involved? • What was result of collision? • What environmental conditions existed? • Why or how did collision accident Data
2.6 TRENDS OF GLOBAL ROAD SAFETY SITUATION
2.6.1 Estimating Global Road Fatalities
Previous reviews of global fatalities undertaken by TRL, World Bank and others have produced a wide range of estimates and whilst the problem of data reliability and underreporting has been regularly acknowledged previous forecasts have been based on the use of officially published statistics based in turn on police reports. Using these values to obtain a more accurate estimate of the current global fatality situation (on a regional basis) required several factors to be taken into account as follows: 1. Updating the fatality figures given for the latest year available (usually 1995/96) to1999. 2. Estimating for those countries where fatality data was not available.
3. Making adjustment for those countries which do not use the definition of a
road death occurring when a person dies within 30 days of the accident taking place. This ranges from 'on the spot' to 'within a year of the accident occurring'. Furthermore many developing countries state that they use the '30-day' definition and may do so at the local level (for prosecution purposes) but at thesame time, official statistics are often based on preliminary information which is not always updated.. 4. Adjusting official figures to take into account the under reporting of fatal accidents. Figures derived for both developed and developing countries were based on detailed research undertaken in recent years on this particular topic. Rather than use one figure for under-reporting in developing countries, upper and lower adjustment factors were calculated.
There is no standard approach to regional groupings used by the many different international organizations concerned with road safety. However in order to aid interpretation of data, a total of 192 countries were assigned to six major regional groups as follows:
· Africa Africa · Asia/Pacific · Central and Eastern Europe (CEE) · Latin/Central America and the Caribbean (LAC) · Middle East and North Africa (MENA) · Highly motorized countries (HMC), i.e. North America, Australia, New Zealand, Japan and Western Europe.
Less motorized countries (LMC) is the collective term used to describe the first five Regions where motorization is typically much lower than in the industrialized HMCs.
Figure 2.1:
Estimated road fatality regional dis tribut ion (1 (199 999) 9)
45
40
35
30
1; Africa 2; HMC 3;East europe 4;Latin America& caribean
25
5; Asia & Pacific 6. Middle East
Source: A Review of Global Road Accident Fatalitie
Table 2.2: Key indicators of Development Data Source: World Development Report (2006)
Bang Ba ngllades adesh h India ndia Paki Pakist stan an Thai Thaila land nd Mala Malays ysiia Net Nether herla land ndss USA UK Nor Norway way
Gross National
Gross
Loss of GNI
Loss of GDP
Income(GNI) in
Domestic
US dollar
In present
US dollar
Product(GDP)
(billions)
Nearly 520
(billions) USA UK
12150.5 2016.4
3.4 3
Norway
238.4
2.5
Bangladesh
61.2
3.7
8.50
2
Fatality 97.6 /10,000 Vehicle
30
27.5
8.4
7
2.1
2
1.4
1.2
A brief summary of findings is presented below with this section of the study attempting to highlight the road safety situation within the various regions.
Fatality rates (i.e. death per 10,000 vehicles) were lowest in developed countries
(in the range 1.1 to 5.0) whilst the highest (frequently in excess of 100) were found in South Asian Region like Bangladesh, India Pakistan, African countries, particularly Ethiopia, Lesotho and Tanzania.
According to official statistics, there were at least 3187 3 187 fatalities and 3440 injuries
in 3248 reported accidents in 2005 and 3314 fatalities, 3466 injuries in 3938 reported accidents in 1999. Significant fluctuations in the number of fatalities and injuries as reported by police clearly reflect the problems of reporting and recording inconsistencies. The number of fatalities from 3314 in 1999 to 3187 in 2005 indicates 0.96 times in 7 years period.
2.6.2 Current Global Fatality Estimate
From Jacobs, G.D. & Thomas, A.A. (2000) “A Review of Global Road Accident Fatalities”
Based on the factors described above, a realistic estimate of global road deaths is between 750,000 and 880,000 for the year 1999.
It should be noted that these estimates are less than those derived by the WHO in the studies mentioned .However the WHO estimates were based on forecasts from 1990 data which in turn came from a variety of sources. The WHO forecast was that in 1998 there
would be 1.17 million deaths worldwide. A lack of detailed information on WHO data sources, forecasting techniques etc. made detailed comparisons difficult.
Results from a number of countries show wide variation between official (i.e. police) statistics and information from other sources. For example in the Philippines only one out of five medically reported road deaths are included in police statistics. In Indonesia, insurance companies report almost 40 per cent more deaths than the police. The Department of Health in Taiwan reported in 1995 some 130 per cent more deaths than the police. In Karachi a recent study comparing road casualties reported by the police with ambulance statistics showed only about half of road accident deaths were reported by the police.
Under-reporting also appears to be high in China which already has the word's highest reported number of road deaths. Thus the Beijing Research Institute of Traffic Engineering estimated that the actual number of people killed in road accidents in 1994 was about 111,000, over 40 per cent greater that the 78,000 reported officially by the police.
Using results from a number of studies indicated that in developed countries underreporting of fatalities was minimal (between 2 - 5 per cent), c ent), whilst in developing
Figure:2.2
Figure:2.3
countries upper and lower adjustment factors were between 25 to 50 per cent increases of those numbers reported by the police. It can be seen that the burden of global road fatalities is on the LMCs where 86 per cent of the world’s road fatalities occur, with almost half of all fatalities in Asia. Figure 1 shows the regional distribution of 750,000 fatalities, the low end of the range suggested sugge sted for 1999. Fig: Road traffic Death by Different age USA United Kingdom Sweden New Zealand Zealand Netherlands Netherl ands Korea Japan Italy Germany France Canada Bangladesh Australia 0%
0- 14
20%
40%
15- 24
60%
25- 64
80%
100%
65+
Source: IRTAD
2.6.3 Estimate of Global Injuries Whilst the under-reporting of injuries are known to be even worse than with fatalities, a minimum estimate within a likely range has been derived. Based on the International Road Traffic and Accident Databases (IRTAD) report and earlier studies that had
estimated approximately 50 per cent of road injuries were reported, it was decided that a ratio of 100 injuries for every fatality would apply in the HMCs. For LMCs, a ratio of between 20 to 30 was taken to be a minimum estimate.
These values produce annual road accident injury estimates for 1999 of aatt least:
· Million in HMCs · To 23 million in LMCs · Global estimate of between 23 and 34 million road accident injuries per annum
This estimate is approximately twice the global road injury estimates currently being suggested. An estimate of the number or percent of injuries that are disabling was beyond the scope of this review.
2.6.4 Fatality Forecasts Forecasting future deaths worldwide is fraught with difficulties. For example, past trends may be thought to give a reasonable picture of what may happen in the future. However some countries, such as Japan experienced rapid deterioration in road safety in the 1960s with an 80 per cent growth in road fatalities but then with massive investment reduced deaths by almost 50 per cent over the next decade. However deaths started to increase once again in the early 1980s due in part to a continued increase in vehicle ownership but with a slowing down of investment in life-saving activities. Additionally, trends in many parts of the world are not consistent and there is evidence that rapid increases of deaths in Africa and Asia/Pacific show signs of slowing down (that said growth rates in Africa and Asia are still high and of concern).
Social and political changes also play a part and ideally would be taken into account in any forecasting actively. However, these changes are difficult to predict. For example, in the CEE region, changes in road accident reporting methodology took place with the transition to market economies. Whilst the trend in this region over recent years has been
one of fewer fatalities, it is quite possible that with economic development and rapid motorization there is potential for growth in the number of accidents and fatalities.
Forecasting future trends should be approached cautiously for the reasons outlined above. With these caveats in mind, we suggest that for 2010 the likely range of global road deaths will be between 900,000 and 1.1 million and between 1 million and 1.3 million in 2020.
2.7 TRENDS OF ROAD SAFETY IN BANGLADESH
2.7.1 The Road Safety Situation in Bangladesh:
Transport is an extremely important part of Bangladesh economy. The following table shows the growth of motor vehicles & road accident casualties in Bangladesh. Major causes of road accident in Bangladesh due to over speeding , over taking ,overloading in presence of non motorized vehicle on National highway , reckless driver habit , lack of awareness , presence of unfit vehicles , lack of enforcement.
Table2.1: Fatalities and Accidents per 10,000 Registered Vehicles (2003-2005) Data Source: ARC Statistic of Road Accidents and Injury Year 1998-2005 Year
No. of Accidents FIR MAAP
No. of fatalities FIR MAAP
No. of injuries FIR MAAP
Total Casualties FIR MAAP
Traffic fatalities
per
10,000 vehicles
on
road vehicle
1998
4769
3533
3085
2358
3997
3297
7082
5655
137.4
1999
4916
3948
3314
2893
3453
3469
6767
6362
143.1
2000
4357
3970
3430
3058
1911
3485
5341
6543
142.6
2001
4091
2925
3109
2388
3127
2565
6236
4953
123.2
2002
4918
3941
3398
3053
3772
3285
7170
6338
126.2
2003
4749
4114
3289
3334
3818
3740
7107
7074
116.1
2004
3917
3566
2968
3150
2752
3026
5720
6176
102.9
2005
4949
3322
3187
2960
2754
2570
5941
5530
97.6
Total
36666
29319
25780
23194
25584
25437
51364
48631
Note: Vehicles on road excluding motorcycle and non-motorized vehicle
According to official statistics, there were at least 3187 fatalities and 3440 injuries in 3248 reported accidents in 2005. Trends of reported road accidents are given in above table. It is estimated that the actual fatalities could well be 10000-12000 each year. Significant fluctuations in the no of fatalities and injuries as reported by police clearly reflect the problems of reporting and recording inconsistencies. The number of fatalities from 1009 in 1982 to 3334 in 2003, nearly 3.5 times in 22 years period.The statistics revealed that Bangladesh one of the highest fatality rate in road accidents, over 100 deaths per 10000 motor vehicles.
2.7.2The Global Health Burden of Road Traffic Injuries:
Disease or injury 1990
2020
1
Respiratory
Ischaemic heart disease
2 3
Diarrhoeal diseases Perinatal
Unipolar major depression Road traffic accidents
4
Unipolar major depression
Cerebrovascular disease
5
Ischaemic heart disease
Pulmonary
6
Cerebrovascular disease
Respiratory
7
Tuberculosis
Tuberculosis
8
Measles
Diarrhoeal diseases
9
Road traffic accidents
HIV
10
Congenital anomalies
Perinatal
11
Malaria
Congenital anomalies
12
Pulmonary
Measles
2.7.3 Burden on Health Infrastructure ROAD SAFETY IN BANGLADESH: Overview of Progress, From Khondaker,B., ROAD Priorities and Options Overview of Progress, Priorities Prior ities and Options:
25-30% of hospital beds are occupied by injury patients. Most of these injuries occurred due to road traffic accidents.
Thousands of emergency visits occurred due to road traffic accidents every year which put an enormous burden on the health care services.
Average working time lost in Bangladesh:
Fatality:
30
years(avg.
age
of
victim,
28.Retirement age, 58) Serious injury: looking for Slight injury:
35 years (20 days recovery,7 days work And 8 career- days) 5 days (3 days recovery and 2 days looking for work)
Road Traffic Accidents and Injuries Bangladesh Perspective
On an average 4000 death and injury another 5000 a year.
Road accidents alone cost the society in the order of Tk. 5000 crore annually, which is about 2% of country’s GDP.
Why Road Traffic injuries are higher in Bangladesh:
Substantial number of people makes their trip on foot –So Pedestrians are involved in about 70 % of all accidents.
Buses and trucks are generally overloaded
Substandard Road with mix of motorized and non-motorized traffic
Unsafe vehicles ( shallow engine-driven vehicle, tyre bursting) Low Enforcement and Poor Practices Non-skilled Driver
Lack of proper education & training. Lack of public awareness.
2.7.4. Priority Road Safety Options for Bangladesh: Engineering road safety: Road environmental improvements Application of road safety audit Community based road safety Intensified enforcement and safety education measures New innovative high-tech solutions
2.7.5 Progress in Road Safety Works Research in Bangladesh: 1. Road safety organizations and strategic action plan
National Road Safety Council (NRSC) and
Road Safety Cell (RSC).
2. Establishment of Accident Research Center at BUET
Accident Research Center (ARC) has been established at (BUET) in 2002 to carry out scientific research for clear understanding of the road safety problems and ascertaining the underlying causative factors.
2.9 CONCLUSION Most, if not all, of the literatures consulted in this chapter were of foreign researchers. This chapter also consulted with important definitions related to accidents, global road safety situation, road safety in Bangladesh and methodology. In the next chapter data collection will discussed.
Chapter3 Data Collection and Methodology
3.1 INTRODUCTION:
Accident Data Analysis is paramount importance to improve safety. Accident related information like accident Severity (Fatal Accidents, Grievous Accidents, and Simple Accidents), casualties, length of particular route, traffic volume, time, working day, month, type of junction, no of intersections, roadway geometry, traffic condition, driver’s age etc. are needed. All parameters are not taken into consideration because of their importunacy. If all parameters may take into considerations then this study will be more correct.
This chapter comprises accident data analysis depending on Accident severity (Fatal Accidents, Grievous Accidents, and Simple Accidents), casualties, length of particular route, traffic volume which has greater importance than other parameters. Here discussed issues are globally position of Bangladesh depending on accident severity & how much improvement or demotion within last seven years. Also discussed fatalities per 10,000 registered vehicles, fatalities per fatal accident in that particular route of National Highway.
3.2 The Road Traffic Accident Database 3.2.1 Data Collection
Road accident data is reported by Thana Police in an Accident Reporting Form (ARF) which was introduced nation-wide in 1997. This form, which is written in Bangla and published by the Government of Bangladesh, is a mandatory part of the First Information Report (FIR) completed for each road accident case. Completed ARFs are compiled at the Accident Data Units (ADUs) in six Range/Metropolitan Police offices (Dhaka Metro, Dhaka Range, Chittagong Metro, Rajshahi Range, Khulna Metro and Sylhet Range)
where the data is entered into an electronic database. The software used to compile (and later interrogate) the database is known as MAAP (for Micro-computer Accident Analysis Package, developed and produced by TRL, UK) and the database is commonly referred to as the MAAP data. From these regional ADUs, the accident data is transferred by computer c omputer diskette (floppy disk) or by modem (e-mail) to the National ADU at Police Headquarters, Dhaka. The Road Safety Cell collects this data from the Police Headquarters and enters it into its own master database.
The best source of accident data collection is police stations. In Bangladesh, development of accident database has been based on police reported accident form. However accident database could not get comprehensive and accurate level up to expectation due to under reporting and under recording. This problem could be addressed by our combined effort. Training and awareness is urgent need to improve present situation. For this study I collect data from ARC (Accident Research Center), BRTA (Bangladesh Road Transport Authority) and R&HD (Roads and Highway Department). ARC collects data from police stations.
3.2.2 The MAAP Software
The MAAP software, which is used to compile and interrogate the electronic accident database, resides on the computers in each of the Police Range and Metro ADUs, the ADU at Police Headquarters and at the RSC Resource Centre. The software is a DOS based version. The RSC is planning to upgrade the MAAP software to a Windows-based version with upgrading of computer hardware at the Police ADUs, plus appropriate training of Police and other personnel. It is also planned that with this upgrade, the database will reside on the RHD MIS system so that it can be integrated with other databases (road inventory, traffic volume, etc). It will also be available through the MOC web site to the wider road safety community in the transport, development, health, education and related sectors. An
additional and desirable benefit of the upgrading project is that there will be an opportunity to improve the Accident Report Form by simplifying some of the components of the form and thus make it easier to be completed. The project to upgrade the MAAP software to a Windows-based version with upgrading of computer hardware and training has been scoped and a project proposal prepared. There is an urgent need to improve road safety in Bangladesh but a funding source for the project has not yet been identified.
3.2.3 Interpretation of Data Under-reporting and under-recording of accident data are features of significance to the accident database. Under-reporting is when an accident is not reported to the authorities. This feature is present in any accident database and the degree of under-reporting is normally consistent across the network.
Under-recording is when a reported accident is not recorded in the accident database. The degree of under-recording varies between different divisions and metropolitan areas. In the 2001 accident database, on a national basis the under recording ratio is 71% i.e. 71% of the reported accidents are recorded in the accident database. The lowest ratios are in the Chittagong Metropolitan Area (27%) and the Chittagong Division, excluding the metropolitan area, (44%).
For these reasons, caution is advised –
· When making comparisons of safety performance with that of other countries;
· When interpreting the accident data to determine trends by comparison of the 2001 data with data from other years; and
· When When endeavoring to determine an absolute value of total accident occurrence.
Interpretation of the accident data presented herein to establish accident profiles can however be undertaken with a measured degree of confidence.
3.3 METHODOLOGY
3.3.1 Safety Research Methodology Methods of Evaluation: Controlled Experimentation Before and after Studies Comparison using Control Sites Time Trend Comparisons
Methodology Used In the Study: Time Trend Comparisons Obtain adequate accident in all the links of rural area with respect to
Severity
Types of accidents based on collision types
Pedestrian casualty
Trends of past years
Determination of accidents rates of fatal accidents of the links of selected
arterials.
Prescribe remedial measures about decreasing accident rates at links having high
accident rates.
3.3.2. Road Safety Strategy:
Fatalities. Source: A Review A Review of Global Road Accident Fatalities.
2.3.3 Statistical methods for analysis of accident data: Analysis of accident data is required to find out causes of that accident It is also important to see the effectiveness of accident prevention measures Qualitative methods of data analysis of the accident can provide inside into the causes that contributed the accident and often help to identify the black spots on the street System.
Why Statistical Method is required? Accidents are governed by the laws of chance and the occurrence of accident is a random event with respect to time and distance. Accident occurrence follows probalistic distribution.To see whether accident data from a particular site follow random behaviour and deterministic in nature.statistical Analysis is the only available tool for the purpose
A number of st6stistical methods are currently being applied in accident research. These includes
Regression methods
Poisson distribution Use of chi square test comparing accident data
Regression methods
This method is useful to correlate different factors with accident to develop accident prediction model. Poisson distribution
2.3.4 Limitations of Accident Data: Under-reporting of Accidents: In Bangladesh, development of accident database has
been based on police reported accident form. However accident database could not get comprehensive and accurate level up to expectation due to under reporting and under recording.Traditionally, only the police department has been collecting data on road accidents in Bangladesh, and many other developing countries. The widespread underreporting and incomplete data collection regarding specific details of accidents are, however major problems. This limits the proper analysis of accidents to be carried out towards improving road safety. Loss of lives, personal injury and property damage as a result of road traffic crashes are a common daily phenomenon. No efforts have so far been made to estimate the economic wastage occasioned by traffic crashes in Bangladesh. This failure often limits the understanding of the concerned officials about the safety issues involved in various planning and management-related activities. Institutional Weaknesses: Road safety improvement efforts in Bangladesh seriously
suffer from several serious drawbacks. These are: lack of a strong professional safety agency with adequate executive powers and responsibilities; fragmentation of responsibilities between agencies and insufficient inter-agency coordination; low level of staffing and lack of professional capacity; lack of trained traffic police for effective
enforcement and traffic regulations; absence and inadequate dissemination of road safety research, and too few resources directed towards tackling the safety problem etc.
The present situation can be improved by taking some actions, which are listed below:
Training of police officers, who are in charge in filling up the ARF. Include appropriate text into course curriculum of training of sub inspectors in
Sardah Police Academy.
Holding publicity campaign about importance of data
Develop accountability system etc.
Update accident location coding system
Upgrade MAAP5 software from DOS to windows version Establish dialup network between ADUs , police headquarters and road safety cell of BRTA
3.4 Conclusion
This chapter discussed about data collection source, The MAAP software, which is used to compile and interrogate the electronic accident database, problems related to interpretation of data means under-reporting and under-recording of accident data is an important issue. The next chapter will concerned about analysis of accident data.
Chapter 4 TRENDS OF RURAL ACCIDENT
4.1 INTRODUCTION For targeting rural road safety improvement initiatives, interpretation of accident data presented herein to either establish accident profiles by severity level, by type of collision, by type of junction, by type of vehicle involved etc. With the process of rapid economic growth together with increasing motorization and urbanization, the situation of road safety problems has been worsening in many developing and so called emerging countries. The road traffic accidents and injury statistics also revealed a deteriorating safety situation in Bangladesh. This Chapter deals with interpretation of accident data.
4.2 Trends of Accident in Rural Area 4.2.1 Trends by Accident 4.2.1.1 Trends by Urban Accidents and Rural Accidents Road Environment=Rural and Urban Accident Recorded Year=1998-2005 Data Source=ARC Table 4.1: Yearly Change in Percentage of Urban Accidents and Rural Accidents
Year
Urban
Rural
TOTAL 3497 3938 3955 2908 3923
% of Urban Accidents Acciden ts 50.1 38.0 38.0 33.0 34.8
% of Rural Accidents Acciden ts 49.8 61.9 61.9 66.9 65.1
1998 1999 2000 2001 2002
1754 1499 1504 960 1366
1743 2439 2451 1948 2557
2003 2004 2005 Overall
1413 1079 854 10429
2662 2435 2394 18689
4075 3514 3248 29118
34.6 30.7 26.2 35.8
65.3 69.2 73.7 64.2
80.00 70.00 60.00 s t n e 50.00 d i c A l 40.00 a t o T f 30.00 o %
% of Urban Accidents % of Rural Accidents
20.00 10.00 0.00 19 1998 98 1999 1999 20 2000 00 20 2001 01 20 2002 02 20 2003 03 2004 2004 20 2005 05 Year Fig 4.1: Graph Showing Yearly Change in Percentage of Urban Accidents and Rural Accidents
Percentage of rural accidents is increasing day by day. In 2005, this percentage is 73.71% for rural and 26.29% for urban.The number of accidents in rural area has been increasing from 1743 in1998 to 2394 in 2005,nearly 1.37 times in 8 years. 4.2.1.2 Trends by Type of Severity Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=AR Table 4.2 Yearly Changes in Percentage of Fatal, Grievous and Simple Accidents
Year
Fat Fatal
Grievous Simple Collision Total
1998 1999 2000
71.4 71.8 73.6
21.5 20.0 19.2
5.5 6.2 5.4
1.7 2.0 1.8
100 100 100
2001 2002 2003 2004 2005 Overall
75.8 73.7 73.9 75.4 77.4 74.1
17.7 19.8 18.9 17.1 16.6 18.8
5.0 5.3 5.3 5.7 4.4 5.4
1.5 1.2 1.9 1.8 1.7 1.7
100 100 100 100 100 100
90.00 80.00 70.00
s t n e i 60.00 d c c A l 50.00 a r u R l 40.00 a t o T f 30.00 o %
Fatal Griev Simpl Colln
20.00 10.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.2 Graph Showing Yearly Changes in Percentage of Fatal, Grievous and Simple Accidents Above figure indicates that percentage of accidents of fatal accidents in rural area is the highest value which is around 74%. Then grievous accidents and simple accidents. In a particular road class there is no significant change of accident
4.2.1.3 Trends by Type of Road Class
Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.3: Yearly Change in Percentage of Accidents by Type of Road Class
Year Ye ar
Nati Nation onal al Regi Region onal al Feed Feeder er Rura Rurall
Ci City ty
Tota Totall
1998 1999 2000 2001
51.6 53.9 50.7 48.0
19.6 15.7 15.2 17.7
18.6 22.0 23.9 23.6
9.6 7.8 9.5 10.1
0.6 0.6 0.7 0.7
100 100 100 100
2002
49.5
16.1
25.6
8.3
0.6
100
2003 2004 2005 Overall
53.4 57.1 56.6 52.6
17.1 16.2 18.4 17.0
19.6 18.5 13.1 20.6
9.0 7.7 11.0 9.1
0.9 0.5 1.0 0.7
100 100 100 100
70.00 60.00 s t n 50.00 e d i c c A40.00 l a r u R l 30.00 a t o T f o 20.00 %
Natnl Regnl Feedr Rural City
10.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.3 Graph Showing Yearly Changes in Percentage of Accidents by Type of Road Class Above figure indicates that percentage of accidents in national highway in rural area is the highest value which is around 52%. Then Regional Highway (17%), Feeder Road (20%), Rural Road (9%), City road (1%) respectively. Accidents in National highway are increasing from 2001. 200 1. It is 48% in 2001. In a particular road class there is no significant change of accidents.
4.2.1.4 Trends by day Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.4: Yearly Changes in Percentage of Accidents by Daily Variation
Year
Mon
Tue
Wed
Thu
Fri
Sat
Sun
Total
1998
14.2
13.9
12.2
17.3
13.7
14.4
14.4
100
1999 2000 2001 2002 2003
14.0 14.4 13.4 13.5 14.8
13.0 13.8 13.5 13.5 14.5
14.6 13.3 14.7 14.6 14.2
15.3 15.4 15.9 15.9 14.5
13.8 13.8 14.8 13.9 15.0
14.9 13.7 13.9 14.4 12.9
14.5 15.5 13.8 14.2 14.1
100 100 100 100 100
2004 14.1 2005 13.8 Overall 14.0
14.6 15.1 14.0
13.8 13.0 13.8
15.0 14.5 15.5
16.7 14.5 14.5
13.3 13.7 13.9
12.4 15.3 14.3
100 100 100
20.00 18.00 16.00 s t n 14.00 e d i c c A12.00 l a r u 10.00 R l a t o 8.00 T f o 6.00 %
Mon Tue Wed Thu Fri Sat Sun
4.00 2.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.4 Graph Showing Yearly Changes in Percentage of Accidents by Daily Variation
From above figure we can see that in previous years the percentage of accidents was highest on Thursday upto 2003 in 2004 it became highest on Friday. In 2005 minimum Accidents occur on Wednesday.
4.2.1.5Trends by Month Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC
Table 4.5 Yearly Changes in Accidents by Monthly Variation
Year 1998 199 8 1999 199 9 2000 2001 2002 2003 2004 2005 200 5 Overall
Jan Feb 9.8 10.0 9.3 8.6 10.2 8.7 11.9 8.0 9.4 8.7 7.9 8.4 10.3 9.8 9.0 7.4 9.7 8.7
Mar 11.2 11.2 9.2 9.1 9.9 10.3 8.7 9.1 8.7 9.5
Apr 8.6 7.6 7.9 8.0 8.6 8.2 7.8 7.7 8.1
May 8.1 9.3 8.8 8. 8 9.8 9. 8 9.7 9.4 8.3 8. 3 10.4 9.2
Jun 10.2 10.0 9.1 8.0 7.1 7.9 8.4 9.9 8.8 8. 8
Jul 8.7 8.9 8.7 7.6 7.8 9.3 8.5 8.6 8.5
Aug 6.7 8.2 6.5 7.9 7.6 7.9 6.8 8.8 7.6
Sep 6.1 7.7 7.0 6.5 7.3 8.8 7.0 7.9 7.3 7. 3
Oct 5.8 7.7 8.8 6.8 8.0 9.1 8.3 6.4 7.6
Nov 7.6 6.4 8.1 7.8 6.8 9.3 7.8 8.4 7.8
Dec 7.3 7.0 7.2 7. 2 8.0 8. 0 8.8 5.3 7.9 7. 9 6.9 7.3 7. 3
14.00
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
12.00 s t n 10.00 e d i c c A 8.00 l a r u R l 6.00 a t o T f o 4.00 %
2.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.5 Graph Showing Yearly Changes in Percentage of Accidents by Monthly Variation In a particular month percentage of accidents are changing almost sinusoidal with year. In January (Winter Season) it is high.
Total 100 100 100 100 100 100 100 100 100
4.2.1.6 Trends by Type of Junction Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.6: Yearly Changes in Accidents for Different Types of Junction. Year Link Cross T StagX Round Railway
1998 1999 2000 2001 2002 2003 2004 2005 Overall
Road
Junction Junction
86.9 89.9 87.2 86.6 88.9 81.4 79.8 74.1 84.4
1.8 1.6 1.7 1.8 1.8 1.7 2.3 2.9 1.9
4.2 4.7 5.0 4.2 3.6 4.8 4.9 5.2 4.6
0.9 0.8 1.5 0.8 0.8 0.9 0.8 1.0 0.9
about
Junc
0.2 0.1 0.1 0.1 0.2 0.1 0.2 0.5 0.2
0.1 0.1 0.0 0.1 0.0 0.1 0.3 0.2 0.1
Other
Total
6.0 2.9 4.5 6.7 4.8 11.0 11.8 16.2 8.0
100 100 100 100 100 100 100 100 100
100.00 90.00 80.00 s t n e d i c c A l a r u R l a t o T f o %
70.00 Not-J Cross T/Jun StagX Round RailW Other
60.00 50.00 40.00 30.00 20.00 10.00 0.00
1997 -10.00
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.6: Graph Showing Yearly Changes in Percentage of Accidents for Different Types of Junction.
Above figure indicates that percentage of accidents not in junction in rural area is the highest value in recent years which is about 84 percent.
In a particular junction there is no significant change of accidents. Percentage of accidents was not so considerable for junctions except not junction.
4.2.1.7 Trends by Type of Collision Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.7: Yearly Changes in Percentage of Accidents by Types of Collision.
Year 1998 1999 2000 2001 2002
Head on 16.4 1 5.5 15.5 1 5.0 15.0 1 4.8 14.8 1 3.9 13.9
Rear End 8.9 10.8 11.8 12.6 11.4
90deg Side swipe 0.8 6.2 0.4 5.7 0.7 5.1 0.3 4.7 0.2 6.8
13.2 13.3 12.6 13.7 14.0
0.9 0.6 0.5 0.8 0.9
2.2 4.0 3.2 3.0 3.1
1.7 2.3 2.4 2.6 2.0
44.1 42.8 43.8 42.9 44.4
0.1 0.0 0.1 0.1 0.0
5.6 4.6 4.9 4.6 3.4
100 100 100 100 100
2003 2004 2005 Overall
17.5 1 7.5 1 8.9 18.9 17.6 16.2
11.5 11.8 9.1 11.0
0.4 0.4 0.7 0.5
13.5 10.1 9.5 12.5
0.5 1.0 1.5 0.8
3.1 2.4 3.9 3.1
2.9 1.9 1.6 2.2
40.8 43.3 46.5 43.6
0.1 0.0 0.1 0.1
3.8 4.0 3.9 4.4
100 100 100 100
5.8 6.2 5.8 5.8
OverT Obj1 Obj2 ParkV Ped'n Animl Other Total
50.00 45.00 40.00
HeadO RearE
s t n d i e 35.00 c c 30.00 A l a r u 25.00 R l a t o 20.00 T f o 15.00 %
90deg Side OverT Obj1 Obj2 ParkV Ped'n Animl Other
10.00 5.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.7: Graph Showing Yearly Changes in Percentage of Accidents by Types of Collision.
Above indicates that percentage of accidents for pedestrian injury in rural area is the highest value (44%). Then head on (16%). In a particular type of collision there is no significant change of accidents. Percentage of accidents was not so considerable for other type of collision except head on and side swipe.
4.2.1.8 Trends for Different Conditions of weather Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.8: Yearly Changes in Percentage of Accidents for different conditions of weather Year Fair Rain Wind Fog Total
1998 1999 2000 2001 2002 2003
92.5 92.6 93.6 93.1 92.1 91.6
5.2 5.6 4.1 4.4 5.2 5.6
0.1 0.3 0.3 0.2 0.2 0.2
2.1 1.5 2.0 2.4 2.5 2.7
100 100 100 100 100 100
2004 2005
93.5 94.1
4.2 4.1
0.0 0.2
2.2 1.6
100 100
Overall 92.9
4.8
0.2
2.1
100
100.00 90.00
s t n e d i c c A l a r u R l a t o T f o %
80.00 70.00 60.00
Fair Rain Wind Fog
50.00 40.00 30.00 20.00 10.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.8: Graph Showing Yearly Changes in Percentage of Accidents for different conditions of weather.
Above fig indicates that percentage of accidents for fair in rural area is the highest value (93%). In a particular weather there is no significant change of accidents.
Percentage of accidents was not so considerable for rain, wind, fog.
4.2.1.9 Trends for Different Light Condition Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.9: Yearly Changes in Percentage of Accidents for different conditions of Light Yearr Yea Day Day Dawn DawnD D N Lit Lit N Un UnL L Total Total
1998 1999
73.5 72.9
12.6 12.6
1.4 2.1
12.5 12.5
100 100
2000
73.7
12.3
2.6
11.4
100
2001 2002 2003 2004 2005
72.1 73.5 69.5 71.5 74.2
13.3 12.8 15.2 13.8 13.0
1.4 1.8 2.3 2.5 2.5
13.3 11.9 12.9 12.2 10.3
100 100 100 100 100
Overall,% 72.6
13.2
2.1
12.1
100
80.00 70.00 s 60.00 t n e d i c 50.00 c A l a r
Day DawnD N Lit N UnL
R u 40.00 l a t o T 30.00 f o %20.00
10.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.9: Graph Showing Yearly Changes in Percentage of Accidents for different conditions of Light Above fig indicates that percentage of accidents for day in rural area is the highest value which is about 72 percent. Percentage of accidents in night unlighted and dawn day has considerable value which is 13.2 percent for dawn day and 12.12 percent for night unlighted.
4.2.1.10 Trends for Different Location Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.10: Yearly Changes in Percentage of Accidents for for different Locations.
Year Year 1998 1999 2000
None None 95.0 96.0 95.8
Br Brid idge ge 2.6 1.9 2.0
Culve ulvert rt 0.6 0.9 0.6
Narr Narrow ow 1.7 1.2 1.4
SpdB SpdBk k 0.1 0.1 0.1
Tota Totall 100 100 100
2001 2002 2003 2004 2005 Overall
95.2 95.5 96.5 96.3 97.6 96.0
1.8 1.8 1.5 1.6 0.9 1.8
1.3 0.9 0.7 0.8 0.5 0.8
1.3 1.6 1.1 1.2 0.9 1.3
0.4 0.1 0.2 0.1 0.1 0.2
100 100 100 100 100 100
120.00
100.00 s t n 80.00 e d i c c A l 60.00 a t o T f o % 40.00
None Bridg Culvt Narrw SpdBk
20.00
0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.10: Graph Showing Yearly Changes in Percentage of Accidents for different Locations. From above figure we can see that in previous years the percentage of accidents upto 2005 was highest for none which is about 96 percent.
4.2.1.11 Trends for Different Type of pavements Road Environment= Rural
Accident Recorded Year=1998-2005 Data Source=ARC Table 4.11 Yearly Changes in Percentage of Accidents ffor or Different Types of Pavement
Year 1998
Seald 96.1
Brick 2.0
Earth 2.0
Total 100
1999 2000 2001
96.7 95.4 96.7
1.7 2.1 1.8
1.6 2.5 1.6
100 100 100
2002 2003 2004 2005 Overall
97.0 97.7 97.2 97.9 96.8
1.7 1.0 1.3 1.1 1.6
1.3 1.4 1.5 1.0 1.6
100 100 100 100 100
120.00
100.00 s t n e d i 80.00 c c A l a r u 60.00 R l a t o T f 40.00 o %
Seald Brick Earth
20.00
0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.11: Graph Showing Yearly Changes in Percentage of Accidents for Different Types of Pavement
Percentage of rural accidents in sealed road is the highest value which is about 97 percent. In a particular weather there is no significant change of accidents.
4.2.1.12Number of Accidents by Type of Road Surface Conditions Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.12: Yearly Changes in Percentage of Accidents for Different Surface Cond Conditions itions
Year 1998 1999 2000 2001 2002 2003
Good 95.3 94.8 93.7 93.9 93.9 94.0
2004 93.1 2005 96.0 Overall 94.3
Rough 3.7 3.9 4.3 4.9 4.4 3.9
Rpair 1.0 1.4 2.0 1.2 1.6 2.2
Total 100 100 100 100 100 100
3.5 3.1 4.0
3.4 0.9 1.7
100 100 100
120.00
100.00 s t n e d i 80.00 c c A l a r u 60.00 R l a t o T f 40.00 o %
Good Rough Rpair
20.00
0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.12: Graph Showing Yearly Changes in Percentage of Accidents for Different Surface Conditions
Percentage of rural accidents in good surface road is the highest (94%), then rough surface road which is very low comparatively compa ratively with good surface road.
4.2.1.13Number of Accidents by Type of Alignment Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.13: Yearly Changes in Percentage of Accidents by Type of Alignment
Year 1998 1999
Str't 87.2 88.2
Curve 8.6 7.1
Slope 2.1 2.9
Cv+Sl 1.4 1.3
Crest 0.6 0.5
Total 100 100
2000 2001 2002 2003 2004 2005 Overall
87.6 86.8 90.7 91.2 91.3 90.6 89.2
8.0 8.7 6.7 6.6 6.0 6.3 7.3
2.1 2.1 1.4 0.8 1.3 1.2 1.7
1.8 1.9 0.9 1.1 1.1 1.3 1.4
0.5 0.6 0.3 0.3 0.3 0.6 0.5
100 100 100 100 100 100 100
100.00 90.00 80.00 s t n d e i c c A l a r u R l a t o T f o %
70.00 Str't Curve Slope Cv+Sl Crest
60.00 50.00 40.00 30.00 20.00 10.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.13: Graph showing Yearly Changes in Percentage of Accidents by Type of Alignment Percentage of rural accidents in straight road is the highest, then curve road. In a particular alignment there is no significant change of accidents.
4.2.2 Trends by Casualties 4.2.2.1Trends of Urban Casualty Accidents and Rural Casualty Accidents Road Environment= Rural and Urban Accident Recorded Year=1998-2005 Data Source=ARC Table4.14: Yearly Change in Percentage of Urban Accidents and Rural Casualty Accidents
Year
Urban
Rural
TOTAL
5591
% of Urban Casualty Accidents Acciden ts 43.4
% of Rural Casualty Accidents Acciden ts 56.5
1998
2428
3163
1999 2000
2023 1992
4324 4514
6347 6506
31.8 30.6
68.1 69.3
2001 2002 2003 2004 2005
1310 1638 1858 1407 1086
3620 4660 5157 4684 4313
4930 6298 7015 6091 5399
26.5 26.0 26.4 23.1 20.1
73.4 73.9 73.5 76.9 79.8
Overall
13742
34435
48177
28.5
71.5
Percentage of rural casualty accidents is increasing day by day. In 2005, this percentage is 79.8% for rural and 20.1% for urban. 90.00 80.00 s 70.00 t n e d i c 60.00 c A y t l 50.00 a s u a C 40.00 l a t o T 30.00 f o %20.00
% of Urban Casualty Acc idents ide nts % of Rural Casualty Acc idents ide nts
10.00 0.00 1 99 99 8 1 99 99 9 2 00 00 0 2 0 00 0 1 2 00 00 2 2 00 00 3 2 0 00 0 4 2 00 00 5 Year
Fig 4.14: Graph Showing Yearly Change in Percentage of Urban Accidents and Rural Casualty Accidents
4.2.2.2 Number of Casualty Accidents by Type of Road Class Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.15 Yearly Changes in Percentage of Casualty Accidents by Type of Road Class
Year Natnl Regnl Feedr Rural City Total 1998 56.1 18.9 17.5 7.1 0.4 100 1999 56.3 15.8 20.3 7.1 0.5 100 2000 53.9 15.5 22.0 8.1 0.5 100
2001 2002 2003 2004 2005
51.0 53.1 56.2 61.1 60.4
18.3 16.3 17.0 14.7 17.6
20.7 23.1 18.9 17.0 11.1
9.6 7.1 7.3 6.9 10.2
0.4 0.4 0.6 0.3 0.7
100 100 100 100 100
Average
56.0
16.8
18.8
7.9
0.5
100
70.00 60.00 s t n e 50.00 d i c c A y t l 40.00 a u s a
Natnl Regnl Feedr
30.00 C l a r u R f 20.00 o %
Rural City
10.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.15 Graph Showing Yearly Changes in Percentage of Casualty Accidents by Type of Road Class Above figure indicates that percentage of casualty accidents in national highway in rural area is the highest value which is around 56%. Then Regional Highway (17%), Feeder Road (19%), Rural Road (8%), City road (1%) respectively.
In a particular road class there is no significant change of casualty accidents.
4.2.2.3 Yearly Change in Pedestrian injury Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table: 4.16: Yearly Change in Pedestrian Injury
Year
Pedestrian Injury
Total Casualty
% of Pedestrian
1998 1999 2000 2001
By Year 961 1270 1267 1019
Accidents 3163 4323 4514 3620
Injury 30.4 29.4 28.1 28.2
2002 2003 2004 2005 Overall
1354 1295 1295 1414 1234
4660 5157 4684 4313 4304
29.1 25.1 27.7 32.8 28.8
Year
Total Pedestrian Percent of Fatalities Fatalities Pedestrian Fatalities 1998 1534 731 47.6 1999 2152 958 44.5 2000 2276 971 42.6 2001 1785 820 45.9 2002 2283 1065 46.6 2003 2476 1042 42.0 2004 2416 1055 43.6 2005 2321 1104 47.5 Overall 17243 7746 44.9
35.00
30.00 25.00 y r j u n I n 20.00 a i r t s e d e 15.00 P f o %10.00
Series1
5.00 0.00 0
2
4
6
8
10
Year
Fig: 4.16: Graph Showing Yearly Change in Pedestrian Injury
Above figure shows that yearly change of percentage of pedestrian injury is decreasing upto 2003 and recently it is considerably increasing. Among these years as shown in figure percentage of pedestrian injury has maximum value in 2005 which is 32.78% in rural Area.
4.2.2.4 Trends by day Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.17: Yearly Changes in Percentage of Casualty Accidents by Daily Variation
Year 1998 1999 2000 2001 2002
Mon 14.4 14.4 14.0 13.5 13.9
Tue 14.1 12.8 14.2 12.7 13.7
Wed 12.4 14.1 12.8 13.6 14.6
Thu 16.7 14.8 15.4 16.9 14.6
Fri 12.8 14.4 14.1 14.8 14.3
Sat 15.2 15.5 14.0 15.1 15.2
Sun 14.4 13.9 15.4 13.3 13.8
Total 100 100 100 100 100
2003 2004 2005 Overall
14.2 15.3 13.0 14.1
13.7 13.8 16.0 13.9 13. 9
14.4 14.1 13.5 13.7
14.7 14.1 15.7 15.4
15.1 17.4 13.9 14.6 14. 6
13.7 13.6 13.4 14.5
14.3 11.6 14.4 13.9
100 100 100 100
20.00 18.00 s 16.00 t n e d i 14.00 c c
Mon
A y 12.00 t l a u 10.00 s a C l 8.00 a t o T f 6.00 o %
Tue Wed Thu Fri Sat Sun
4.00 2.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.17: Yearly Changes in Percentage of Casualty Accidents by Daily Variation
From above figure we can see that in previous years the percentage of casualty accidents was highest on Thursday upto 2003, in 2004 it became highest on Friday.
4.2.2.5 Trends by Month Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.18 Yearly Changes in Percentage of Casualty Accidents by Monthly Variation
Year 1998 1999
Jan Feb Mar Apr May Jun 9. 9 .6 10.2 11.2 8.8 8.2 9.8 8.6 9.1 8.8 8.6 9.8 10.6
2 8 20 00 00 1 19 2..5 2002 8.8 2003 7. 7.1 2004 10.6 2005 9.3 Overall 9.5
8..0 3 11 9..1 7 8. 8 9.0 9.5 7. 7.6 8. 8.3 9. 9.9 7. 7.6 7.6 7.8 8.7 9.3
9..4 0 9..6 5 9..2 8 9 7 4 7.8 10.3 7.4 7.5 9.2 8.8 7.9 8.8 9.1 7.8 10.3 10.6 8.2 9.5 9.1
Jul Aug Sep 8.7 6.2 7.1 8.7 8.3 7.5 9 7..2 0 8.9 9.9 9.1 8.2 8.7
5 7..8 9 8.0 7.4 6.8 9.1 7.4
Oct Nov Dec Total 5. 5.9 7.0 7.4 100 7.5 5.8 6.9 100
7 2 6. 8..2 1 6..9 6 7.2 7.7 8.9 10.0 7.6 8. 8.4 8.0 6.3 7.6 7.5
7..8 4 6 6.6 9.9 7.2 8.7 7.4
6..2 7 8 8.8 5.5 7.1 6.4 7.1
10 00 0 1 100 100 100 100 100
14.00
12.00
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
s t n e 10.00 d i c A y t l 8.00 a u s a C 6.00 l a t o T f 4.00 o %
2.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.18: Graph Showing Yearly Changes in Percentage of Casualty Accidents by Monthly Variation In a particular month percentage of casualty accidents are changing almost sinusoidal with year. In January (Winter Season) it is high.
4.2.2.6 Trends by Type of Junction Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table: 4.19 Yearly Changes in Percentage of Casualty Accidents for Different Types of Junction. Year Not-J Cross T/Jun StagX St agX Round RailW Other Total Tota l
1998 1999 2000 2001 2002 2003
86.9 90.8 87.6 87.4 89.8 83.9
1.6 1.3 1.5 1.4 1.8 1.3
3.6 3.9 4.6 4.2 3.4 4.5
1.0 0.9 1.7 0.8 0.8 0.9
0.1 0.2 0.1 0.1 0.2 0.3
0.1 0.1 0.0 0.1 0.0 0.0
6.7 2.8 4.5 6.0 3.9 9.1
100 100 100 100 100 100
2004 2005 Overall
80.6 75.5 85.3
1.8 2.7 1.7
4.6 4.4 4.2
0.8 1.2 1.0
0.3 0.5 0.2
0.2 0.4 0.1
11.7 15.3 7.5
100 100 100
100.00 90.00 80.00 s t n e d i c c A y t l a u s a C l a t o T f o
70.00 Not-J Cross T/Jun StagX Round RailW Other
60.00 50.00 40.00 30.00 20.00
%
10.00 0.00 1997 -10.00
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
fig: 4.19 Yearly Changes in Percentage Percentag e of Casualty Accidents for Different Types of Junction.
Above indicates that percentage of casualty accidents not in junction in rural area is the highest value in recent years which is about 85 percent. In a particular junction there is no significant change of accidents.
4.2.2.7 Trends by Type of Collision Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.20: Yearly Changes in Percentage of Casualty Accidents by Types of Collision.
Year 1998 1999 2000 2001
HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV Ped'n Animl Other Total 24.7 9.0 0.9 5.8 20.2 1.0 4.8 2.4 27.0 0.0 4.2 100 23.0 11.4 0.4 6.1 19.7 0.7 5.4 2.2 27.2 0.2 3.7 100 23.9 11.6 1.0 5.9 18.9 0.5 4.6 2.4 27.1 0.0 4.1 100 22.9 11.5 0.1 6.1 22.7 1.0 4.5 3.2 25.3 0.0 2.8 100
2002 2003 2004 2005 Overal
22.0 26.0 28.7 26.4 24.7
10.8 11.4 11.4 9.6 10.8
0.2 0.4 0.4 0.6 0.5
7.4 6.4 6.6 6.1 6.3
23.8 23.8 18.6 16.0 20.5
0.8 0.4 1.3 1.6 0.9
4.2 3.1 2.8 5.6 4.4
2.0 3.2 2.6 1.7 2.5
26.6 22.6 24.3 28.5 26.1 26. 1
0.0 0.1 0.0 0.1 0.1
2.3 2.6 3.3 3.8 3.4
35.00 30.00 HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV
25.00
s t n e d i 20.00 c c A y t l 15.00 a u s a C f 10.00 o o N
Ped'n Animl Other
5.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
-5.00 Year
Fig 4.20: Graph Showing Yearly Changes in Percentage of Casualty Accidents by Types of Collision. Above indicates that percentage of casualty accidents for pedestrian injury in rural area is the highest value (26.2%). Then head on (25%). In a particular type of collision there is no significant change of casualty accidents. Percentage of casualty accidents was not so considerable for other type of collision except side swipe and rear end.
4.2.2.8 Trends for Different Conditions of weather Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.21: Yearly Changes in Percentage of Casualty Accidents for different conditions of weather
100 100 100 100 100
Year Fair Rain Wind Fog Total 1998 89.7 6.6 0.5 3.2 100 1999 91.6 6.5 0.2 1.7 100 2000 92.2 5.6 0.2 2.0 100 2001 91.3 5.3 0.3 3.2 100 2002 2003 2004 2005 Overall
89.2 90.1 93.1 92.0 91.2
7.5 7.2 4.7 5.2 6.1
0.2 0.1 0.0 0.4 0.2
3.1 2.6 2.1 2.4 2.5
100 100 100 100 100
100.00 90.00 s t n e i d c c A y t l a u s a C l a t o T f o %
80.00 70.00 60.00
Fair Rain Wind Fog
50.00 40.00 30.00 20.00 10.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig 4.21: Graph Showing Yearly Changes in Percentage of Casualty Accidents for different conditions of weather
Above fig indicates that percentage of casualty accidents for fair in rural area is the highest value (91%). In a particular weather there is no significant change of casualty accidents. Percentage of casualty accidents was not so considerable for rain, wind, fog.
4.2.2.9 Trends for Different Light Condition Road Environment= Rural Accident Recorded Year=1998-2005
Data Source=ARC Table4.22: Yearly Changes in Percentage of Casualty Accidents for different conditions of Light
Year Ye ar 1998 1999 2000 2001 2002 2003 2004 2005 Overall
Day Day
Dawn DawnD D N Lit
72.0 72.6 72.4 68.8 71.2 69.4 69.9 71.5 71.0
11.9 11.9 12.2 15.1 12.6 14.9 13.5 13.0 13.1
N UnL UnL
1.7 2.3 2.8 1.6 1.8 1.8 2.4 2.8 2.2
14.4 13.2 12.7 14.5 14.4 14.0 14.3 12.7 13.8
Total Total 100 100 100 100 100 100 100 100 100
100.00 90.00 s t n e d i c c A y t l a u s a C l a t o T f o %
80.00 70.00 60.00
Fair Rain Wind Fog
50.00 40.00 30.00 20.00 10.00 0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Fig4.22: Yearly Changes in Percentage of Casualty Accidents for different conditions of Light Above fig indicates that percentage of casualty accidents for day in rural area is the highest value which is about 71 percent.
Percentage of casualty accidents in night unlighted and dawn day has considerable value which is 13.11 percent for dawn day and 12.77 percent for night unlighted.
4.2.2.10 Trends by Type of Alignment Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.23: Yearly Changes in Percentage of Casualty Accidents by Type of Alignment
Year Str't Curve Slope Cv+Sl Crest Total 1998 85.0 10.6 2.0 1.6 0.8 100 1999 87.0 8.2 2.8 1.3 0.8 100 2000 86.6 8.1 2.1 2.6 0.7 100 2001 82.1 11.1 2.0 4.0 0.8 100 2002 89.2 7.6 1.5 1.4 0.5 100 2003 89.4 7.8 0.8 1.6 0.6 100 2004 2005 Overall
89.5 89.1
7.1 7.0
1.5 1.4
1.7 1.8
0.2 0.7
100 100
87.2
8.4
1.8
2.0
0.6
100
100.00 90.00 s t n e d i c c A y t l a u s a C l a t o T f o %
80.00 70.00 Str't Curve Slope Cv+Sl Crest
60.00 50.00 40.00 30.00 20.00 10.00 0.00 1997
1998
1999
2000
2001
2002
Year
2003
2004
2005
2006
fig4.23: Graph Showing Yearly Changes in Percentage of Casualty Accidents by Type of Alignment Percentage of rural casualty accidents in straight road is the highest, then curve road. In a particular alignment there is no significant change of casualty accidents.
4.2.2.11Trends by Type of Road Surfac Conditions Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.24: Yearly Changes in Percentage of Casualty Accidents for Different Surface Conditions
Year Ye ar 1998 1999 2000 2001 2002 2003 2004 2005 Overall
Dry Dry 91.35 93.13 92.82 93.55 91.03 91.98 94.74 92.63 92.65
Wet Wet 8.11 6. 6.34 6. 6.34 5.75 8.54 7.4 4.81 6. 6.64 6.74
Muddy Muddy 0.35 0.14 0.29 0.3 0.15 0.23 0.11 0.21 0.22
Flood Flood 0 0.12 0.07 0 0 0.08 0 0.07 0.04
Othe Otherr 0.19 0.28 0.49 0.39 0.28 0.31 0.34 0.44 0.34
Total Total 100 100 100 100 100 100 100 100 100
100.00
80.00 s t n e d i c 60.00 c A y t l a u 40.00 s a C l a t o T 20.00 f o %
Dry Wet Muddy Flood Other
0.00 1997
1998
1999
2000
2001
-20.00
2002
2003
2004
2005
2006
Year
Fig 4.24: Yearly Changes in Percentage of Casualty Accidents for Different Surface Conditions Percentage of rural casualty accidents in dry road(93%) is the highest then wet road (6.64%
4.2.2.12 Trends by Type of Pavement Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.25: Yearly Changes in Percentage of Casualty Accidents for Different Types of Pavement
Year Seald Brick Earth Total 1998 96.6 2.2 1.3 100 1999 97.4 1.4 1.3 100 2000 96.8 1.7 1.5 100 2001 97.2 1.8 1.0 100 2002 97.7 1.6 0.7 100 2003 98.1 1.0 0.9 100 2004 2005
98.1 98.2
1.0 1.0
0.9 0.8
100 100
Overall
97.5
1.5
1.1
100
120.00
100.00 s t n e d i c 80.00 c A y t l a u s 60.00 a C l a t o T 40.00 f o %
Seald Brick Earth
20.00
0.00 1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Year
Figure4.25: Graph Showing Yearly Changes in Percentage of Casualty Accidents for Different Types of Pavement
Percentage of rural casualty accidents in sealed road is the highest value which is about 97 percent. In a particular weather there is no significant change of casualty accidents.
4.2.1.14 Trends in Pedestrian Accidents by time
4.32 Yearly Change in Pedestrian Accidents by Time in Rural Area of Bangladesh: Time 6--17 18-23 0-5 Total
1998 43 676 145 864
1999 67 907 152 1126
2000 51 905 170 1126
2001 44 739 140 923
2002 65 988 173 1226
2003 72 914 201 1187
2004 135 863 171 1169
2005 Total 241 718 869 6861 143 1295 1253
4.33 Yearly Change in Percentage of Pedestrian Accidents by Time in Rural Area of Bangladesh: Time 6--17 18-23 0-5 Total
1998 5.6 78.2 16.8 100
1999 6.0 80.6 13.5 100
2000 4.5 80.4 15.1 100
2001 4.8 80.1 15.2 100
2002 5.3 80.6 14.1 100
2003 6.1 77.0 16.9 100
2004 11.5 73.8 14.6 100
2005 Overall 19.2 7.8 69.4 77.5 11.4 14.7 100
Above table shows that overall percentage of pedestrian accidents in day (18-23) is 77.5 percent which is nearly same with year.
44.1 4.2.1.15: Trends by Head On, Rear End Collision and Hit Pedestrian Accidents in different light conditions. 4.34 Yearly Change in Pedestrian Accidents by Type of Collision in time (19-23) in Rural Area of Bangladesh: Collision Type HeadO RearE 90deg Side OverT
1998
1999
2000
2001
2002
2003
2004
49 18 3 10 33
42 37 0 17 43
48 42 2 13 36
40 30 0 12 45
48 37 1 22 36
61 38 1 21 42
55 32 1 16 48
2005 TOTAL 52 19 3 14 17
395 253 11 125 300
Obj1 Obj2 ParkV Ped'n Animl Other TOTAL
1 4 9 92 0 11
3 12 12 100 0 16
1 10 11 122 1 10
2 14 13 84 1 10
3 17 10 114 0 7
4 15 16 128 0 16
7 7 5 115 0 16
7 3 2 89 0 7
28 82 78 844 2 93
230
282
296
251
295
342
302
213
2211
4.35 Yearly Change in Percentage of Accidents in Time (19-23) ( 19-23) by Collision Type in Rural Area of Bangladesh: Collision Type Head On Rear End Ped'n Total
1998
1999
2000
2001
2002
2003
2004
21.3 7.8 40.0 69.1
14 14.9 13.1 35.5 63.5
16 16.2 14.2 41.2 71.6
15.9 12.0 33.5 61.4
16.3 12.5 38.6 67.5
17.8 11.1 37.4 66.4
18.2 10.6 38.1 66.9
2005 Overall 24 24.4 8.9 41.8 75.1
18.1 11.3 38.3
Above table shows that overall percentage of pedestrian accidents due to head on
collision in night (18-23) is 18.1 percent which is increasing with year.
Above table shows that overall percentage of pedestrian accidents due to rear end
collision in night (18-23) is 11.3 percent which is decreasing with year.
Above table shows that overall percentage of pedestrian accidents due to hit
pedestrian collision in night (18-23) is 38.3 percent which is increasing with year.
44.2 4.36 Yearly Change in Pedestrian Accidents in Time (6-18) by Collision Type in Rural Area of Bangladesh: Collision Type HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV Ped'n
1998
1999
2000
2001
2002
2003
2004
222 118 8 93 168 10 23 18 632
287 209 8 107 237 8 67 31 878
284 219 14 102 231 8 57 32 892
220 202 5 75 181 11 30 31 703
267 231 3 143 266 16 51 29 961
343 232 9 122 252 10 51 41 892
345 193 6 107 148 11 42 31 808
2005 TOTAL 284 122 12 100 156 16 55 19 806
2252 1526 65 849 1639 90 376 232 6572
Animl Other TOTAL
2 80 1374
1 89 1922
1 100 1940
0 71 1529
1 71 2039
1 69 2022
1 70 1762
1 58 1629
8 608 14217
4.37 Yearly Change in Percentage of Accidents in Time (6-18) ( 6-18) by Collision Type in Rural Area of Bangladesh: Collision Type Head On Rear End Ped'n Total
1998
1999
2000
2001
2002
2003
2004
2005 Overall
16 16.2 8.6 46.0 70.7
14.9 1 10 0.9 45.7 71.5
14.6 11 11.3 46.0 71.9
14.4 13.2 46.0 73.6
13.1 11.3 47.1 71.6
17.0 11.5 44.1 72.6
19.6 11.0 45.9 76.4
17.4 7.5 49.5 74.4
15.9 10.7 46.3
Above table shows that overall percentage of pedestrian accidents due to head on
collision in night (6-18) is 15.9 percent which is increasing with year.
Above table shows that overall percentage of pedestrian accidents due to rear end
collision in night (6-18) is 10.7 percent which is decreasing with year.
Above table shows that overall percentage of pedestrian accidents due to hit pedestrian collision in night (6-18) is 46.3 percent which is increasing with year
44.3 4.38 Yearly Change in Percentage of Accidents in Time (0-5) ( 0-5) by Collision Type in Rural Area of Bangladesh: COLLISION TYPE HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV Ped'n Animl
1998
1999
2000
2001
2002
2003
2004
14 19 2 5 28 4 11 3 43 0
48 18 1 15 43 4 18 13 66 0
36 27 0 11 42 2 11 16 59 0
28 14 0 4 40 3 14 7 49 0
40 24 1 8 57 3 10 12 59 0
61 35 1 12 64 0 17 21 65 1
60 62 2 27 49 5 10 10 129 0
2005 TOTAL 84 76 1 24 53 13 34 16 216 1
371 275 8 106 376 34 125 98 686 2
Other TOTAL
6 135
7 233
11 215
8 167
9 223
16 293
11 365
28 546
1998 287 1887 553 2727
1999 455 2757 630 3842
2000 455 2822 707 3984
2001 307 2219 639 3165
2002 493 2900 704 4097
2003 636 3084 825 4545
2004 696 2638 755 4089
2005 954 2204 542 3700
96 2177
Time 0--5 6--17 18--23 Total
4.39 Yearly Change in Percentage of Accidents in Time (0-5) ( 0-5) by Collision Type in Rural Area of Bangladesh: Collision Type Head On Rear End
1998
1999
2000
2001
2002
2003
2004
2005 Overall
10 10.4 14.1
20.6 7.7
16.7 12 1 2.6
16.8 8.4
17.9 10.8
20.8 11.9
16.4 17.0
15.4 13 13.9
16.9 12.0
Ped'n Total
1.1 25.5
0.2 28.5
0.0 29.3
0.0 25.1
0.2 28.9
0.1 32.9
0.2 33.6
0.0 29.3
0.2
Above table shows that overall percentage of pedestrian accidents due to head on
collision in night (0-5) is 16.9 percent which is increasing with year.
Above table shows that overall percentage of pedestrian accidents due to rear end
collision in night (0-5) is 12 percent which is decreasing with year.
Above table shows that overall percentage of pedestrian accidents due to hit pedestrian collision in night (0-5) is 0.2 percent which is increasing with year
44.4
4.2.2.13 Trends by time
4.42 Yearly Change in Casualty Accidents by Time in Rural Area of Bangladesh:
4.43 Yearly Change in Percentage of Casualty Accidents by Time in Rural Area of Bangladesh: Time
1998
1999
2000
2001
2002
2003
2004
2005 Overall
0--5 6--17 18--23 Total
10.5 69.2 20 20.3 100
11.8 71.8 16.4 100
11.4 70.8 17.7 100
9.7 70.1 20.2 100
12.0 70.8 17.2 100
14.0 67.9 18.2 100
17.0 64.5 18.5 100
25.8 59.6 14.6 100
Overall percentage of day time casualty accidents is 68 percent which is decreasing with year
57.1
4.2.1.16 Trends by Vehicle Type
4.40 Yearly Change in Accidents by Vehicle Type in Rural Area of Bangladesh: Year 1998 1999 2000 2001 2002 2003 2004
Mini Mi Micr crB B Heav HeavT T M/Cy M/Cyc c T Tem empo po Tota Totall Bus+Bus 758 105 583 98 150 2195 1053 165 850 144 199 3181 1120 183 763 157 170 3253 863 103 704 147 112 2561 1170 163 840 175 170 3372 1308 1200
163 133
852 765
184 176
157 152
3607 3293
14.0 68.1 17.9 100.0
2005 Total
1136 8608
140 1155
655 6012
176 1257
93 1203
3071
4.41 Yearly Change in Percentage of Accidents by Vehicle Type in Rural Area of Bangladesh:
Overall percentage of accidents by vehicle type is 35percent which is decreasing
Year 1998 1999 2000 2001 2002 2003 2004 2005 Overall with year
Mini Mi Micr crB B Heav HeavT T M/Cy M/Cyc c Bus+Bus 34.5 4.8 26.6 4.5 33.1 5.2 26.7 4.5 34.4 5.6 23.5 4.8 33.7 4.0 27.5 5.7 34.7 4.8 24.9 5.2 36.3 36.4 37.0 35.0
4.5 4.0 4.6 4.7
23.6 23.2 21.3 24.7
44.5
Chapter 5
5.1 5.3 5.7 5.1
Tem Tempo po Tota Totall 6.8 6.3 5.2 4.4 5.0
77.2 75.8 73.6 75.3 74.7
4.4 4.6 3.0 5.0
73.9 73.7 71.6 74.5
CONCLUSIONS:
5.1 Introduction: A comprehensive database is a basic prerequisite for any effective road safety initiative to be undertaken. An accident data system should establish systematic procedures for the collection, storage analysis and dissemination of data for all traffic accidents involving a personal injury. The system should ensure that all road safety work whether in engineering, enforcement, education or publicity could be data–led. In Bangladesh, development of accident database has been based on police reported accident form. However accident database could not get comprehensive and accurate level up to expectation due to under reporting and under recording. This problem could be addressed by our combined effort. Training and awareness is urgent need to improve present situation.
5.2 Findings of Accident Data Analysis:
Total Accidents Statistics: According to official statistics, there were at least 3187 3 187 fatalities and 3440 injuries
in 3248 reported accidents in 2005 and 3314 fatalities, 3466 injuries in 3938 reported accidents in 1999. Significant fluctuations in the number of fatalities and injuries as reported by police clearly reflect the problems of reporting and recording inconsistencies. The number of fatalities from 3314 in 1999 to 3187 in 2005 indicates 0.96 times in 7 years period.
About 65 percent of road accidents occurred in rural areas including rural sections
of national highways.
About 80 percent of casualty accidents occurred in rural areas including rural
sections of national highways.
Pedestrians-The Most Vulnerable Road User Group Pedestrians accounted for 52 percent of all reported fatalities in the accident
database.
Pedestrians accounted for nearly 48 percent of all reported fatalities occurred in
rural areas in the accident database.
Pedestrians accounted for nearly 29 percent of all reported pedestrian injury
occurred in rural areas in the accident database.
The involvement of Pedestrian in between 20 to 49 years of age in road accidents
is much higher, which is nearly 40 percent in rural area of Bangladesh.
Involvement of Children in Road Accidents: The National road accidents statistics in Bangladesh revealed as serious threat to
the children. The incidence of overall child involvement in road accident in Bangladesh is found to be very high, accounting for about 15.3 percent. This involvement of children less than 15 years of age in road accident.
The incidence of overall child involvement in rural road accident in Bangladesh is
found to be very high, accounting for about 23 percent. This involvement of children less than 9 years of age in road accident.
Involvement of Middle Age in Road Accidents:
The incidence of overall 25 to 40 years age people involvement in road accident in Bangladesh is found to be very high, accounting for about 43 percent (see Table 4.3.1).
The involvement of driver in between 20 to 49 years of age in road accidents is
much higher, which is nearly 90 percent in Bangladesh.
The involvement of Passenger in between 20 to 49 years of age in road accidents
is much higher, which is nearly 75 percent in Bangladesh.
The involvement of Pedestrian in between 20 to 49 years of age in road accidents
is much higher, which is nearly 40 percent in rural area of Bangladesh.
Over involvement of Buses and Trucks: Studies of rural road casualty accidents revealed that heavy vehicles such as
trucks and buses including minibuses are major contributors to road casualty accidents (minibus 8.22 %, bus 21.04%, and Heavy truck 9.26%).
Accidents on National Highways: Of the total reported rural accidents nearly 53 percent occurred on national
highway, Then Regional Highway (17%), Feeder Road (20%), Rural Road (9%), City road (1%).
In 2004 and 2005 N1, N5, N2 route has become more dangerous. In 2005 of the total reported rural accidents nearly 57 percent(overall 53 percent) occurred on national highway in which 31% in N1, 26% in N5, 12% in N2, in which 29% fatal accidents in N1, 25% in N5, 12% in N2.
In 1999, significant value for fatalities per fatal accident occurred in N4 which is
1.73.
In 2000, 1.62 for N6,2.81 for N9
In 2001, 1.46 for N1, 1.8 for N9 In 2002, 1.46for N4 In 2003, 2.11 for N9 In 2004, 1.5 for N1, 1.92 for N4 In 2005, 1.43 for N1, 1.52 for N6
Predominant Accident Types: In previous years the percentage of accidents in rural area was highest on
Thursday upto 2003; in 2004 it became highest on Friday. In 2005 minimum Accidents occur on Wednesday.
In a particular month percentage of accidents in rural area are changing almost
sinusoidal with year. In January (Winter Season) it is high.
Percentage of accidents of link road in rural area is the highest value in recent
years which is about 84 percent.
Percentage of accidents for pedestrian injury in rural area is the highest value
(44%). Then head on (16%).
Percentage of accidents for fair type of weather in rural area is the highest value
(93%).
Percentage of accidents for day in rural area is the highest value which is about 72
percent. Percentage of accidents in night n ight unlighted and dawn day has considerable value which is 13.2 percent for dawn day and 12.12 percent for night unlighted.
In previous years the percentage of accidents upto 2005 was highest for none
which is about 96 percent. Percentage of rural accidents in sealed road is the highest value which is about 97
percent.
Percentage of rural accidents in good surface road is the highest (94%), then
rough surface road which is very low comparatively with good surface road.
Percentage of rural accidents in straight road is the highest, then curve road.
Of the total reported rural casualty accidents nearly 56 percent occurred on
national highway, Then Regional Highway (17%), Feeder Road (19%), Rural Road (8%), City road (1%).
In previous years the percentage of casualty accidents was highest on Thursday
upto 2003; in 2004 it became highest on Friday.
Percentage of casualty accidents not in junction in rural area is the highest value
in recent years which is about 85 percent.
Percentage of casualty accidents for pedestrian injury in rural area is the highest
value (26.2%). Then head on (25%).
Percentage of casualty accidents for fair in rural area is the highest value (91%).
Percentage of casualty accidents for day in rural area is the highest value which is
about 71 percent.
Percentage of rural casualty accidents in straight road is the highest (87%), then
curve road (9%).
Percentage of rural casualty accidents in dry road (93%) is the highest then wet
road (6.64%)
Percentage of rural casualty accidents in sealed road is the highest value which is
about 97 percent.
5.3 Recommendations: Based on Data Collection
On Accident Recording/ Reporting:
A systematic way of collecting, recording and reporting of accident data is very important for making accident investigation and counter measures evaluation meaningful and accurate. In order to ensure quality of accident data as well as to minimize under reporting of data, the following measures should be addressed immediately:
1. Formation of separate accident data collection unit at each thana level. 2. The unit should be equipt with well trained police personnel along with dispatch vehicles to reduce response time to the accident spot. At the same time they should be given camera to take photographs of the accident event which may be invaluable supplementary information for post-incidence investigation. 3. They should be proper training on how to describe accident events both by description as well as graphically by drawing collision collision diagram and most importantly they must understands different modes of collections and their underlying mechanics.
4. Strict monitoring should introduce so that event I responded quickly and it is recorded on the very same day it happens. Most importantly, it should be ensured that newly introduced accident report form and FIR are filled up at the same time and a copy of accident reporting I attached with the FIR.
On accident recorded keeping at hospitals: 1. Inn the road traffic accident (TRA) related hospital register, the place of accident should be written for the purposes of relating as well as verifying police data with hospital data. 2. The register should be preserved permanently and for systematic way of preserving accident data computer record keeping may be introduced. 3. There should be a system of exchanging information regarding RTA related number of persons admitted and death between police and hospital authority.
On maintaining information by RHD 1. RHD should systematically preserve all construction an improvement relate documents like feasibility study, design report, tender document, as building etc. 2. They should have their own post improvement monitoring and evaluation programs in order to make an assessment on the effectiveness of a particular countermeasure.
5.4: Recommendations for future study
To obtain detailed research to find out fatalities per 10,000 registered vehicles
of every road class, number of registered vehicles (including motorcycle, NMV and excluding) are very essential.
Accidents per vehicle-km are an important parameter for this analysis.
Separate analysis should be performed for pedestrian accidents.
Regression model can be developed to establish a relationship between
accident and other related factors.
References
Bangladesh Road Transport Authority (BRTA), Road Safety Cell (2004), National Road Traffic Accident Report.
Baguley,C.,The Importance of a Road Accident Data System and its Utilization. TRL Ltd, UK.
BRTA (2005), National Road Traffic Accident Report.
Hoque, M.M. (2004), The Road to Road Safety: Issues and Initiatives in Bangladesh. Regional Health Forum – Volume 8, Number 1
Haque, M.S., CE 451: Transportation Engineering III: Traffic Planning and Management.
Jacobs G.D. and Thomas A.A. (2000), Estimating Global Road Fatalities, 65th Road Safety Congress 6 - 8th March.
Jacobs, G.D. and Thomas, A.A. (2000), A Review of Global Road Accident Fatalities.
Jacobs, G.D. and Thomas ,A.A (TRL) ,Sexton, B. (TRL), Gururaj ,G.(NIMHANS), and Rahman, F.(ICMH), The Involvement and Impact of Road Crashes on The Poor: Bangladesh and India Case Studies.
Obe, M.M., Jacobs, G.D. and Thomas, A.A, Safer Transport in Europe: Tools for Decision-Making.
Wright P.H (2005-2006). SNPA Foundation Seminar Book
3/12/200
APPENDIX-A TABLES AND FIGURES
Table A 4.1 Accident Severity Data Source= ARC Route No. N1 N1 1998 1999 2000 2001 2002 2003 2004 2005 Total
Fatal 111 166 132 83 188 95 277 246 1298
Grieve 31 45 38 29 47 13 78 62 343
Simple 5 16 20 10 21 11 38 23 144
Colln 3 6 2 6 6 7 18 12 60
TOTAL 150 233 192 128 262 126 411 343 1845
Table A 4.2 Accident Severity Route No. N2 N2 1998 1999 2000 2001
Fatal 90 149 129 114
Griev 27 27 60 37 34
Simple 12 21 12 8
Colln 8 7 4 0
TOTAL 137 237 182 156
2002 2003 2004 2005 Total
91 86 136 107 902
31 31 26 33 17 265
10 2 7 8 80
1 1 4 2 27
133 115 180 134 1274
Griev 8 20 8 12 17 18 14 7 104
Simple 1 5 3 0 1 0 4 3 17
Colln 2 3 2 2 1 0 2 0 12
TOTAL 36 94 54 56 81 90 83 27 521
Table A 4.3 Accident Severity Route No. N3 N3 1998 1999 2000 2001 2002 2003 2004 2005 Total
Fatal 25 66 41 42 62 72 63 17 388
Table A 4.4 Accident Severity Data Source= ARC Route No. N4 N4 1998 1999 2000 2001 2002
Fatal 12 81 72 62 87
Griev 2 17 17 14 39
Simple 1 5 1 4 5
Colln 1 1 3 0 0
TOTAL 16 104 93 80 131
2003 2004 2005 Total
80 50 100 544
36 2 11 138
4 1 0 21
3 1 2 11
123 54 113 714
Table A 4.5 Accident Severity Route No. N5 N5 1998 1999 2000 2001
Fatal 213 212 169 98
Griev 53 48 38 28
Simple 13 7 7 8
Colln 6 12 4 4
TOTAL 285 279 218 138
2002 2003
198 188
60 61
10 14
5 7
273 270
2004 2005 Total
185 216 1479
61 61 410
32 10 101
9 4 51
287 291 2041
Table A 4.6 Accident Severity Route No. N6 N6 1998
Fatal 64
Griev 20
Simple 9
Colln 4
TOTAL 97
1999
73
18
4
1
96
2000 2001 2002
50 56 57
11 21 10
0 3 8
4 1 2
65 81 77
2003 2004
49 48
12 28
4 4
1 0
66 80
2005 Total
37 434
7 127
4 36
3 16
51 613
Table A 4.7 Accident Severity Data Source= ARC Route No. N7
N7 1998
Fatal 62
Griev 12
Simple 7
Colln 1
TOTAL 82
1999 2000
90 131
21 46
8 8
2 4
121 189
2001 2002
98 144
27 36
7 13
1 2
133 195
2003 2004
113 92
22 16
1 6
2 2
138 116
2005 Total
65 795
15 195
2 52
1 15
83 1057
Table A 4.8 Accident Severity Route No. N8
N8 1998
Fatal 26
Griev 10
Simple 2
Colln 0
TOTAL 38
1999
41
10
5
1
57
2000
41
5
4
0
50
2001
26
9
1
0
36
2002
31
8
2
1
42
2003
47
12
5
2
66
2004
30
5
3
0
38
2005
57
10
3
1
71
Total
299
69
25
5
398
Griev
Simple
Colln
TOTAL
Table A 4.9 Accident Severity Route No. N9 N9 Fatal 1998
0
0
0
0
0
1999 2000
35 37
9 14
0 3
0 3
44 57
2001 2002 2003 2004 2005 Total
15 31 27 6 12 163
3 6 12 0 5 49
2 5 3 0 0 13
1 0 0 0 1 5
21 42 42 6 18 230
Table A 4.10 Accident Severity Road No. N1-N9 Data Source= ARC N1 N2 N3 N4 N5 N6 N7 N8 N9
fatal 1298 902 388 544 1479 434 795 299 163 6302
Table A 4.11: Casualty Accidents
griev 343 265 104 138 410 127 195 69 49 1700
simple 144 80 17 21 101 36 52 25 13 489
colln 60 27 12 11 51 16 15 5 5 202
Total 1845 1274 521 714 2041 613 1057 398 230 8693
Route No. N1
Table A 4.12: Casualty Accidents Route No. N2 Year(N2) Fatal
Griev
Simple
Total
54
222
1998
115
53
Year(N1) 1998
Fatal 169
Griev 65
Simple 59
Total 293
1999
209
145
63
417
2000
173
128
105
406
2001
121
105
73
299
2002
246
153
119
518
2003
123
62
46
231
2004
416
256
139
811
2005
353
192
129
674
Total
1810
1106
733
3649
1999 2000
190 154
118 103
86 80
394 337
2001
131
100
63
294
2002
108
98
52
258
2003
110
104
39
253
2004
176
114
61
351
2005
136
68
53
257
Total
1120
758
488
2366
Griev
Simple
Table A 4.13: Casualty Accidents Route No. N3
Year(N3)
Fatal
Total
1998
32
44
3
79
1999
89
47
16
152
2000 Year(N5) 2001
57 Fatal 50
35 Griev 46
24 Simple 21
116 Total 117
2002 2003
84 86
58 64
24 28
166 178
2004
68
45
39
152
2005
21
37
16
74
Total
487
376
171
1034
Table A 4.14 Casualty Accidents Route No. N4
Year(N4)
Fatal
Griev
Simple
Total
1998
12
9
8
29
1999
140
61
27
228
2000
88
68
28
184
2001
83
58
40
181
2002
127
115
55
297
2003
128
121
68
317
2004
96
30
15
141
2005 Total
117 791
88 550
32 273
237 1614
Table A 4.15 Casualty Accidents Route No. N5
1998
298
184
101
583
1999
256
129
59
444
2000
212
117
56
385
2001
111
60
56
227
2002
245
173
111
529
2003
234
173
119
526
2004
263
201
127
591
2005
261
216
66
543
1880
1253
695
3828
Table A 4.16 Casualty Accidents Route No. N6 Year(N6)
Fatal
Griev
Simple
Total
1998 1999
81 97
36 47
44 43
161 187
2000
81
14
7
102
2001
63
45
22
130
2002
86
32
28
146
2003
64
45
28
137
2004
60
74
21
155
2005
56
32
5
93
Total
588
325
198
1111
Table A 4.17 Casualty Accidents
Year(N7)
Fatal
Griev
Simple
Total
1998
77
29
43
149
1999
121
75
74
270
2000
166
128
78
372
2001
112
84
50
246
2002
173
92
57
322
2003 2004
147 115
113 107
35 54
295 276
2005
76
39
18
133
Total
987
667
409
2063
Griev 26 48 26 28 27 53 21 39 268
Simple 15 6 15 9 11 32 29 22 139
Total 76 101 89 71 74 141 92 138 782
Route
No.
Table A 4.18 Casualty Accidents Route No. N8 Year(N8) 1998 1999 2000 2001 2002 2003 2004 2005 Total
Fatal 35 47 48 34 36 56 42 77 375
Table A 4.14 Casualty Accidents Route No. N5 Year(N9) 1998 1999 2000 2001 2002 2003 2004 2005 Total 17 6 www.brainybetty.com 17
Fatal 0 46 104 27 36 57 7 12 289
Griev 0 39 34 8 27 60 4 14 186
Simple 0 9 11 8 35 35 0 1 99
Total 0 94 149 43 98 152 11 27 574
N7
APPENDIX-B PHOTOGRAPHS AND ABBREVIATIONS
Figure B 2.1: Curvature at Manikgang-Aricha Route (Road No. N5, Link No.34)
Figure B 2.2: Heavy Truck at Manikgang-Aricha Route (Road No. N5, Link No.34)
Figure B 2.3: Straight Road at Manikgang-Aricha Route (Road No. N5, Link No.34)
Figure B 2.4: Non-motorized Vehicle at Manikgang-Aricha Route (Road No. N5, Link No.34)
Figure B 2.5: Side Walk at Manikgang-Aricha Route (Road No. N5, Li Link nk No.34)
Figure B 2.6: Pedestrian Movement at Manikgang-Aricha Route (Road No. N5, Link No.34)
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