Thesis on road safety

8/21/2019 Thesis on road safety

1/102

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


2/102

TRENDS EVALUATION OF ROAD SAFETY

INBANGLADESH: 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


3/102

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.


4/102

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

Bangladesh is in 7th

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 hashigh 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,


5/102

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 l

ABSTRACT ll

LIST PF TABLES Vll

LIST OF FIGURES X

CHPATER-1: INTRODUCTION

1.1 Background 1

1.2 Objectives of the thesis 2

1.3 The Study Area 2

1.4 Thesis Structure 3

1.5 Thesis organization 3

1.6: summary 4

CHAPTER 2: LITERATURE REVIEW

2.1 Introduction 5

2.2 Some important definitions related to accidents and their classifications.

2.2.1 What Is Accident? 5


6/102

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


7/102

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 Introduction 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 38

4.2.1.8 Trends for Different Conditions of weather 39

4.2.1.9 Trends for Different Light Condition 40

4.2.1.10 Trends for Different Location 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 44.2

Accidents in Different Light Conditions.


8/102

4.2.2 Trends by Casualties

4.2.2.1 Trends of Urban Casualty Accidents and 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 56

4.2.2.12 Trends by Type of Pavement 57

4.2.2.13 Trends by time 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 Accidents in National Highway 70

4.4.4 Trends of Fatal Accidents in National Highway 72

4.5 Conclusion 73

CHAPTER 5: CONCLUSIONS AND RECOMMENDATIONS


9/102

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 354.5 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 Accidents and Rural Casualty Accidents 45

4.14 Yearly change in percentage of Casualty Accidents by Type of Road Class 46


10/102

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 59

4.28 Driver Casualty Accidents by Age in Bangladesh 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 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 44.2

(19-23) in Rural Area of Bangladesh


11/102

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


4.39 Yearly Change in Percentage of Accidents in Time (0-5) by Collision 44.4


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 57.1

Rural Area of Bangladesh

4.43 Yearly Change in Percentage of Casualty Accidents by Time in 57.1

Rural Area of Bangladesh:


12/102

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 16

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 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 Accidents and Rural 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


13/102

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


14/102

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


15/102

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


16/102

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

Data Collection

Rural Accidents Analysis and Findings

Conclusions and recommendations

Literature Review


17/102

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 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.


18/102

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 to a person who is victim but not has to admit in the

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


19/102

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.


20/102

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 users behavior

Drivers behavior

Pedestrian behavior

Passengers behavior

1. Drivers 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


21/102

Interacting with pedestrians

2. Accident Risk Depends on Drivers 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


22/102

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 LOSS

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 not equipped with a fire extinguisher9) Environment.Emergency telephone not available

Source: SNPA Foundation Seminar Book by Paul H. Wright


23/102

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 thesevalues 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.


24/10225

30

35

40

45

Estimated road fatality regional dis tribut ion (1999)

1; Africa

2; HMC

3;East europe

4;Latin America&

caribean5; Asia & Pacific

6. Middle East

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

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:


25/102

Source: AReview of Global Road Accident Fatalitie

Table 2.2: Key indicators of Development

Data Source: World Development Report (2006)

Gross National

Income(GNI) in

US dollar

(billions)

Gross

Domestic

Product(GDP)

Loss of GNI

US dollar

(billions)

Loss of GDP

In present

USA 12150.5 3.4 Nearly 520

UK 2016.4 3

Norway 238.4 2.5

Bangladesh 61.2 3.7 8.50 2

Bangladesh India Pakistan Thailand Malaysia Netherlands USA UK Norway


26/102

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 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

Fatality/10,000

Vehicle

97.6 30 27.5 8.4 7 2.1 2 1.4 1.2


27/102

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), whilst in developing


28/102

Figure:2.2

Figure:2.3


29/102

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 worlds 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 for 1999.

Fig: Road traffic Death by Different age

0% 20% 40% 60% 80% 100%

Australia

Bangladesh

Canada

France

Germany

Italy

Japan

Korea

Netherlands

New Zealand

Sweden

United Kingdom

USA

0-14 15-24 25-64 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


30/102

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 at 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 1960swith 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


31/102

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 No. of fatalities No. of injuries Total Casualties Traffic

fatalities per

10,000

vehicles on

road vehicle

FIR MAAP FIR MAAP FIR MAAP FIR MAAP

1998 4769 3533 3085 2358 3997 3297 7082 5655 137.41999 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


32/102

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 statisticsrevealed 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 Diarrhoeal diseases Unipolar major depression

3 Perinatal 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


33/102

11 Malaria Congenital anomalies

12 Pulmonary Measles

2.7.3 Burden on Health Infrastructure

From Khondaker,B.,ROAD SAFETY IN BANGLADESH: Overview of Progress,

Priorities and Options Overview of Progress, Priorities and Options:

25-30% of hospital beds are occupied by injury patients. Most of these injuries occurred

due to road traffic accidents.


34/102

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: 35 years (20 days recovery,7 days

looking for work And 8 career- days)

Slight injury: 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 countrys GDP.

Why Road Traffic injuries are higher in Bangladesh:


35/102

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


36/102

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


37/102

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, drivers

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.


38/102

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)


39/102

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 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


40/102

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


41/102

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 selectedarterials.

Prescribe remedial measures about decreasing accident rates at links having high

accident rates.


42/102

3.3.2. Road Safety Strategy:

Source: AReview 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


43/102

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 under-reporting 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


44/102

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.


45/102

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.


46/102

4.2 Trends of Accident in Rural Area

4.2.1 Trends by Accident4.2.1.1 Trends by Urban Accidents and Rural Accidents

Road Environment=Rural and Urban

Accident Recorded Year=1998-2005Data Source=ARC

Table 4.1: Yearly Change in Percentage of Urban Accidents and Rural Accidents

Year Urban Rural TOTAL % of UrbanAccidents

% of RuralAccidents

1998 1754 1743 3497 50.1 49.8

1999 1499 2439 3938 38.0 61.9

2000 1504 2451 3955 38.0 61.9

2001 960 1948 2908 33.0 66.9

2002 1366 2557 3923 34.8 65.1

2003 1413 2662 4075 34.6 65.3

2004 1079 2435 3514 30.7 69.2

2005 854 2394 3248 26.2 73.7

Overall 10429 18689 29118 35.8 64.2

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

1998 1999 2000 2001 2002 2003 2004 2005

Year

%o

fTotalAccidents

% of Urban Accidents

% of Rural Accidents

Fig 4.1: Graph Showing Yearly Change in Percentage of Urban Accidents and Rural Accidents


47/102

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= RuralAccident Recorded Year=1998-2005

Data Source=AR

Table 4.2 Yearly Changes in Percentage of Fatal, Grievous and Simple Accidents

Year Fatal Grievous Simple Collision Total

1998 71.4 21.5 5.5 1.7 100

1999 71.8 20.0 6.2 2.0 100

2000 73.6 19.2 5.4 1.8 100

2001 75.8 17.7 5.0 1.5 100

2002 73.7 19.8 5.3 1.2 100

2003 73.9 18.9 5.3 1.9 100

2004 75.4 17.1 5.7 1.8 100

2005 77.4 16.6 4.4 1.7 100

Overall 74.1 18.8 5.4 1.7 100


48/102

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o

fTotalRuralAccidents

Fatal

Griev

Simpl

Colln

Fig 4.2 Graph Showing Yearly Changes in Percentage of Fatal, Grievous and SimpleAccidents

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


Table 4.3: Yearly Change in Percentage of Accidents by Type of Road Class

Year National Regional Feeder Rural City Total

1998 51.6 19.6 18.6 9.6 0.6 100

1999 53.9 15.7 22.0 7.8 0.6 100

2000 50.7 15.2 23.9 9.5 0.7 100

2001 48.0 17.7 23.6 10.1 0.7 100

2002 49.5 16.1 25.6 8.3 0.6 100


49/102

2003 53.4 17.1 19.6 9.0 0.9 100

2004 57.1 16.2 18.5 7.7 0.5 100

2005 56.6 18.4 13.1 11.0 1.0 100

Overall 52.6 17.0 20.6 9.1 0.7 100

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o

fTotalRu

ralAccidents

Natnl

Regnl

FeedrRural

City

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 ruralarea 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. It is 48% in 2001.

In a particular road class there is no significant change of accidents.

4.2.1.4 Trends by dayRoad Environment= Rural


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


50/102

1999 14.0 13.0 14.6 15.3 13.8 14.9 14.5 100

2000 14.4 13.8 13.3 15.4 13.8 13.7 15.5 100

2001 13.4 13.5 14.7 15.9 14.8 13.9 13.8 100

2002 13.5 13.5 14.6 15.9 13.9 14.4 14.2 100

2003 14.8 14.5 14.2 14.5 15.0 12.9 14.1 100

2004 14.1 14.6 13.8 15.0 16.7 13.3 12.4 100

2005 13.8 15.1 13.0 14.5 14.5 13.7 15.3 100

Overall 14.0 14.0 13.8 15.5 14.5 13.9 14.3 100

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

18.00

20.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Mon

Tue

Wed

Thu

Fri

Sat

Sun

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 accidentswas highest on Thursday upto 2003 in 2004 it became highest on Friday.

In 2005 minimum Accidents occur on Wednesday.

4.2.1.5Trends by MonthRoad Environment= RuralAccident Recorded Year=1998-2005

Data Source=ARC


51/102

Table 4.5 Yearly Changes in Accidents by Monthly Variation

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec To

1998 9.8 10.0 11.2 8.6 8.1 10.2 8.7 6.7 6.1 5.8 7.6 7.3 10

1999 9.3 8.6 9.2 7.6 9.3 10.0 8.9 8.2 7.7 7.7 6.4 7.0 10

2000 10.2 8.7 9.1 7.9 8.8 9.1 8.7 6.5 7.0 8.8 8.1 7.2 102001 11.9 8.0 9.9 8.0 9.8 8.0 7.6 7.9 6.5 6.8 7.8 8.0 10

2002 9.4 8.7 10.3 8.6 9.7 7.1 7.8 7.6 7.3 8.0 6.8 8.8 10

2003 7.9 8.4 8.7 8.2 9.4 7.9 9.3 7.9 8.8 9.1 9.3 5.3 10

2004 10.3 9.8 9.1 7.8 8.3 8.4 8.5 6.8 7.0 8.3 7.8 7.9 10

2005 9.0 7.4 8.7 7.7 10.4 9.9 8.6 8.8 7.9 6.4 8.4 6.9 10

Overall 9.7 8.7 9.5 8.1 9.2 8.8 8.5 7.6 7.3 7.6 7.8 7.3 10

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o

fT

otalRuralAccidents

Jan

Feb

Mar

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

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.


52/102

4.2.1.6 Trends by Type of JunctionRoad Environment= RuralAccident Recorded Year=1998-2005

Data Source=ARC

Table4.6: Yearly Changes in Accidents for Different Types of Junction.

Year LinkRoad

Cross T StagX Round RailwayJunc

Other TotalJunction Junction about

1998 86.9 1.8 4.2 0.9 0.2 0.1 6.0 100

1999 89.9 1.6 4.7 0.8 0.1 0.1 2.9 100

2000 87.2 1.7 5.0 1.5 0.1 0.0 4.5 100

2001 86.6 1.8 4.2 0.8 0.1 0.1 6.7 100

2002 88.9 1.8 3.6 0.8 0.2 0.0 4.8 100

2003 81.4 1.7 4.8 0.9 0.1 0.1 11.0 100

2004 79.8 2.3 4.9 0.8 0.2 0.3 11.8 100

2005 74.1 2.9 5.2 1.0 0.5 0.2 16.2 100

Overall 84.4 1.9 4.6 0.9 0.2 0.1 8.0 100

-10.00

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

100.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o

fTotalRuralA

ccidents

Not-J

Cross

T/Jun

StagX

Round

RailW

Other

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 isthe highest value in recent years which is about 84 percent.


53/102

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= RuralAccident Recorded Year=1998-2005Data Source=ARC

Table4.7: Yearly Changes in Percentage of Accidents by Types of Collision.

Year Headon

Rear 90deg Side OverT Obj1 Obj2 ParkV Ped'n Animl Other Tot

End swipe

1998 16.4 8.9 0.8 6.2 13.2 0.9 2.2 1.7 44.1 0.1 5.6 100

1999 15.5 10.8 0.4 5.7 13.3 0.6 4.0 2.3 42.8 0.0 4.6 100

2000 15.0 11.8 0.7 5.1 12.6 0.5 3.2 2.4 43.8 0.1 4.9 100

2001 14.8 12.6 0.3 4.7 13.7 0.8 3.0 2.6 42.9 0.1 4.6 100

2002 13.9 11.4 0.2 6.8 14.0 0.9 3.1 2.0 44.4 0.0 3.4 100

2003 17.5 11.5 0.4 5.8 13.5 0.5 3.1 2.9 40.8 0.1 3.8 100

2004 18.9 11.8 0.4 6.2 10.1 1.0 2.4 1.9 43.3 0.0 4.0 100

2005 17.6 9.1 0.7 5.8 9.5 1.5 3.9 1.6 46.5 0.1 3.9 100

Overall 16.2 11.0 0.5 5.8 12.5 0.8 3.1 2.2 43.6 0.1 4.4 100


54/102

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

45.00

50.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


HeadO

RearE90deg

Side

OverT

Obj1

Obj2

ParkV

Ped'n

Animl

Other

Fig 4.7: Graph Showing Yearly Changes in Percentage of Accidents by Types ofCollision.

Above indicates that percentage of accidents for pedestrian injury in rural area isthe 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 weatherRoad Environment= Rural

Accident Recorded Year=1998-2005

Data Source=ARCTable 4.8: Yearly Changes in Percentage of Accidents for different conditions of weather

Year Fair Rain Wind Fog Total

1998 92.5 5.2 0.1 2.1 100

1999 92.6 5.6 0.3 1.5 1002000 93.6 4.1 0.3 2.0 100

2001 93.1 4.4 0.2 2.4 100

2002 92.1 5.2 0.2 2.5 100

2003 91.6 5.6 0.2 2.7 100

2004 93.5 4.2 0.0 2.2 100

2005 94.1 4.1 0.2 1.6 100


55/102

Overall 92.9 4.8 0.2 2.1 100

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

100.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Fair

Rain

Wind

Fog

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 highestvalue (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 ConditionRoad Environment= RuralAccident Recorded Year=1998-2005

Data Source=ARC

Table 4.9: Yearly Changes in Percentage of Accidents for different conditions of Light

Year Day DawnD N Lit N UnL Total

1998 73.5 12.6 1.4 12.5 100

1999 72.9 12.6 2.1 12.5 100

2000 73.7 12.3 2.6 11.4 100


56/102

2001 72.1 13.3 1.4 13.3 100

2002 73.5 12.8 1.8 11.9 100

2003 69.5 15.2 2.3 12.9 100

2004 71.5 13.8 2.5 12.2 100

2005 74.2 13.0 2.5 10.3 100

Overall,% 72.6 13.2 2.1 12.1 100

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Day

DawnD

N Lit

N UnL


conditions of Light

Above fig indicates that percentage of accidents for day in rural area is the highestvalue which is about 72 percent.

Percentage of accidents in night unlighted and dawn day has considerable valuewhich is 13.2 percent for dawn day and 12.12 percent for night unlighted.

4.2.1.10 Trends for Different LocationRoad Environment= RuralAccident Recorded Year=1998-2005

Data Source=ARC

Table 4.10: Yearly Changes in Percentage of Accidents for different Locations.


57/102

Year None Bridge Culvert Narrow SpdBk Total

1998 95.0 2.6 0.6 1.7 0.1 100

1999 96.0 1.9 0.9 1.2 0.1 100

2000 95.8 2.0 0.6 1.4 0.1 100

2001 95.2 1.8 1.3 1.3 0.4 100

2002 95.5 1.8 0.9 1.6 0.1 100

2003 96.5 1.5 0.7 1.1 0.2 100

2004 96.3 1.6 0.8 1.2 0.1 100

2005 97.6 0.9 0.5 0.9 0.1 100

Overall 96.0 1.8 0.8 1.3 0.2 100

0.00

20.00

40.00

60.00

80.00

100.00

120.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o

fTotalAccidents

None

Bridg

Culvt

Narrw

SpdBk


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 pavementsRoad Environment= Rural


58/102


Data Source=ARCTable 4.11 Yearly Changes in Percentage of Accidents for Different Types of Pavement

Year Seald Brick Earth Total

1998 96.1 2.0 2.0 1001999 96.7 1.7 1.6 100

2000 95.4 2.1 2.5 100

2001 96.7 1.8 1.6 100

2002 97.0 1.7 1.3 100

2003 97.7 1.0 1.4 100

2004 97.2 1.3 1.5 100

2005 97.9 1.1 1.0 100

Overall 96.8 1.6 1.6 100

0.00

20.00

40.00

60.00

80.00

100.00

120.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o

fTotalR

uralAccidents

Seald

Brick

Earth

Fig 4.11: Graph Showing Yearly Changes in Percentage of Accidents for Different Typesof 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.


59/102

4.2.1.12Number of Accidents by Type of Road Surface ConditionsRoad Environment= Rural


Table 4.12: Yearly Changes in Percentage of Accidents for Different Surface Conditions

Year Good Rough Rpair Total

1998 95.3 3.7 1.0 100

1999 94.8 3.9 1.4 100

2000 93.7 4.3 2.0 100

2001 93.9 4.9 1.2 100

2002 93.9 4.4 1.6 1002003 94.0 3.9 2.2 100

2004 93.1 3.5 3.4 100

2005 96.0 3.1 0.9 100

Overall 94.3 4.0 1.7 100

0.00

20.00

40.00

60.00

80.00

100.00

120.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Good

Rough

Rpair


60/102

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 with good surface road.

4.2.1.13Number of Accidents by Type of AlignmentRoad Environment= Rural


Data Source=ARC

Table 4.13: Yearly Changes in Percentage of Accidents by Type of Alignment

Year Str't Curve Slope Cv+Sl Crest Total

1998 87.2 8.6 2.1 1.4 0.6 1001999 88.2 7.1 2.9 1.3 0.5 100

2000 87.6 8.0 2.1 1.8 0.5 100

2001 86.8 8.7 2.1 1.9 0.6 100

2002 90.7 6.7 1.4 0.9 0.3 100

2003 91.2 6.6 0.8 1.1 0.3 100

2004 91.3 6.0 1.3 1.1 0.3 100

2005 90.6 6.3 1.2 1.3 0.6 100

Overall 89.2 7.3 1.7 1.4 0.5 100


61/102

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

100.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Str't

Curve

Slope

Cv+Sl

Crest

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


Data Source=ARCTable4.14: Yearly Change in Percentage of Urban Accidents and Rural Casualty

Accidents

Year Urban Rural TOTAL % of UrbanCasualty

Accidents

% of RuralCasualty

Accidents

1998 2428 3163 5591 43.4 56.5

1999 2023 4324 6347 31.8 68.1

2000 1992 4514 6506 30.6 69.3


62/102

2001 1310 3620 4930 26.5 73.4

2002 1638 4660 6298 26.0 73.9

2003 1858 5157 7015 26.4 73.5

2004 1407 4684 6091 23.1 76.9

2005 1086 4313 5399 20.1 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.

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

1998 1999 2000 2001 2002 2003 2004 2005Year

%o

fTotalCasualtyAccidents

% of Urban CasualtyAccidents

% of Rural CasualtyAccidents

Fig 4.14: Graph Showing Yearly Change in Percentage of Urban Accidents and RuralCasualty Accidents

4.2.2.2 Number of Casualty Accidents by Type of Road ClassRoad Environment= Rural


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


63/102

2001 51.0 18.3 20.7 9.6 0.4 100

2002 53.1 16.3 23.1 7.1 0.4 100

2003 56.2 17.0 18.9 7.3 0.6 100

2004 61.1 14.7 17.0 6.9 0.3 100

2005 60.4 17.6 11.1 10.2 0.7 100

Average 56.0 16.8 18.8 7.9 0.5 100

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o

fRuralCasualty

Accidents

Natnl

Regnl

Feedr

Rural

City

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 highwayin 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 injuryRoad Environment= Rural


Data Source=ARC

Table: 4.16: Yearly Change in Pedestrian Injury

Year PedestrianInjury

TotalCasualty

% ofPedestrian


64/102

By Year Accidents Injury

1998 961 3163 30.4

1999 1270 4323 29.4

2000 1267 4514 28.1

2001 1019 3620 28.22002 1354 4660 29.1

2003 1295 5157 25.1

2004 1295 4684 27.7

2005 1414 4313 32.8

Overall 1234 4304 28.8

Year TotalFatalities

PedestrianFatalities

Percent ofPedestrian

Fatalities1998 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


65/102

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

0 2 4 6 8 10

Year

%o

fPedestrianInjury

Series1

Fig: 4.16: Graph Showing Yearly Change in Pedestrian Injury

Above figure shows that yearly change of percentage of pedestrian injury isdecreasing upto 2003 and recently it is considerably increasing.

Among these years as shown in figure percentage of pedestrian injury hasmaximum value in 2005 which is 32.78% in rural Area.


66/102

4.2.2.4 Trends by day

Road Environment= RuralAccident Recorded Year=1998-2005

Data Source=ARC

Table 4.17: Yearly Changes in Percentage of Casualty Accidents by Daily Variation

Year Mon Tue Wed Thu Fri Sat Sun Total

1998 14.4 14.1 12.4 16.7 12.8 15.2 14.4 100

1999 14.4 12.8 14.1 14.8 14.4 15.5 13.9 100

2000 14.0 14.2 12.8 15.4 14.1 14.0 15.4 100

2001 13.5 12.7 13.6 16.9 14.8 15.1 13.3 1002002 13.9 13.7 14.6 14.6 14.3 15.2 13.8 100

2003 14.2 13.7 14.4 14.7 15.1 13.7 14.3 100

2004 15.3 13.8 14.1 14.1 17.4 13.6 11.6 100

2005 13.0 16.0 13.5 15.7 13.9 13.4 14.4 100

Overall 14.1 13.9 13.7 15.4 14.6 14.5 13.9 100

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

18.00

20.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Mon

Tue

Wed

Thu

Fri

Sat

Sun

Fig 4.17: Yearly Changes in Percentage of Casualty Accidents by Daily Variation


67/102

From above figure we can see that in previous years the percentage of casualtyaccidents was highest on Thursday upto 2003, in 2004 it became highest onFriday.

4.2.2.5 Trends by MonthRoad Environment= RuralAccident Recorded Year=1998-2005

Data Source=ARC

Table4.18 Yearly Changes in Percentage of Casualty Accidents by Monthly Variation

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

1998 9.6 10.2 11.2 8.8 8.2 9.8 8.7 6.2 7.1 5.9 7.0 7.4 1001999 8.6 9.1 8.8 8.6 9.8 10.6 8.7 8.3 7.5 7.5 5.8 6.9 100

2000 9.8 8.3 9.7 9.0 9.5 9.2 9.2 5.8 7.2 8.1 7.4 6.7 100

2001 12.5 8.0 11.1 8.4 9.6 7.4 7.0 7.9 6.9 6.2 6.8 8.2 100

2002 8.8 9.0 9.5 7.8 10.3 7.4 8.9 8.0 7.2 7.7 6.6 8.8 100

2003 7.1 7.6 8.3 7.5 9.2 8.8 9.9 7.4 8.9 10.0 9.9 5.5 100

2004 10.6 9.9 7.6 7.9 8.8 9.1 9.1 6.8 7.6 8.4 7.2 7.1 100

2005 9.3 7.6 7.8 7.8 10.3 10.6 8.2 9.1 8.0 6.3 8.7 6.4 100

Overall 9.5 8.7 9.3 8.2 9.5 9.1 8.7 7.4 7.6 7.5 7.4 7.1 100


68/102

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Jan

Feb

Mar

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

Fig 4.18: Graph Showing Yearly Changes in Percentage of Casualty Accidents byMonthly Variation

In a particular month percentage of casualty accidents are changing almostsinusoidal with year.

In January (Winter Season) it is high.

4.2.2.6 Trends by Type of JunctionRoad Environment= Rural


Table: 4.19 Yearly Changes in Percentage of Casualty Accidents for Different Types ofJunction.

Year Not-J Cross T/Jun StagX Round RailW Other Total

1998 86.9 1.6 3.6 1.0 0.1 0.1 6.7 100

1999 90.8 1.3 3.9 0.9 0.2 0.1 2.8 100

2000 87.6 1.5 4.6 1.7 0.1 0.0 4.5 100

2001 87.4 1.4 4.2 0.8 0.1 0.1 6.0 100

2002 89.8 1.8 3.4 0.8 0.2 0.0 3.9 100

2003 83.9 1.3 4.5 0.9 0.3 0.0 9.1 100


69/102

2004 80.6 1.8 4.6 0.8 0.3 0.2 11.7 100

2005 75.5 2.7 4.4 1.2 0.5 0.4 15.3 100

Overall 85.3 1.7 4.2 1.0 0.2 0.1 7.5 100

-10.00

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

100.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Not-J

Cross

T/Jun

StagX

Round

RailWOther

fig: 4.19 Yearly Changes in Percentage of Casualty Accidents for Different Types of

Junction.

Above indicates that percentage of casualty accidents not in junction in rural areais 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 CollisionRoad Environment= Rural


Data Source=ARC

Table4.20: Yearly Changes in Percentage of Casualty Accidents by Types of Collision.

Year HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV Ped'n Animl Other Tota

1998 24.7 9.0 0.9 5.8 20.2 1.0 4.8 2.4 27.0 0.0 4.2 100

1999 23.0 11.4 0.4 6.1 19.7 0.7 5.4 2.2 27.2 0.2 3.7 100

2000 23.9 11.6 1.0 5.9 18.9 0.5 4.6 2.4 27.1 0.0 4.1 100

2001 22.9 11.5 0.1 6.1 22.7 1.0 4.5 3.2 25.3 0.0 2.8 100


70/102

2002 22.0 10.8 0.2 7.4 23.8 0.8 4.2 2.0 26.6 0.0 2.3 100

2003 26.0 11.4 0.4 6.4 23.8 0.4 3.1 3.2 22.6 0.1 2.6 100

2004 28.7 11.4 0.4 6.6 18.6 1.3 2.8 2.6 24.3 0.0 3.3 100

2005 26.4 9.6 0.6 6.1 16.0 1.6 5.6 1.7 28.5 0.1 3.8 100

Overal 24.7 10.8 0.5 6.3 20.5 0.9 4.4 2.5 26.1 0.1 3.4 100

-5.00

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

NoofCasualtyAccidents

HeadO

RearE

90deg

Side

OverT

Obj1

Obj2

ParkV

Ped'n

Animl

Other

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 ruralarea is the highest value (26.2%). Then head on (25%).

In a particular type of collision there is no significant change of casualtyaccidents.

Percentage of casualty accidents was not so considerable for other type ofcollision except side swipe and rear end.

4.2.2.8 Trends for Different Conditions of weatherRoad Environment= Rural


Table4.21: Yearly Changes in Percentage of Casualty Accidents for different conditionsof weather


71/102

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 1002002 89.2 7.5 0.2 3.1 100

2003 90.1 7.2 0.1 2.6 100

2004 93.1 4.7 0.0 2.1 100

2005 92.0 5.2 0.4 2.4 100

Overall 91.2 6.1 0.2 2.5 100

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

100.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Fair

Rain

Wind

Fog

Fig 4.21: Graph Showing Yearly Changes in Percentage of Casualty Accidents fordifferent conditions of weather

Above fig indicates that percentage of casualty accidents for fair in rural area isthe 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 ConditionRoad Environment= Rural



72/102

Data Source=ARC

Table4.22: Yearly Changes in Percentage of Casualty Accidents for different conditions

of Light

Year Day DawnD N Lit N UnL Total1998 72.0 11.9 1.7 14.4 100

1999 72.6 11.9 2.3 13.2 100

2000 72.4 12.2 2.8 12.7 100

2001 68.8 15.1 1.6 14.5 100

2002 71.2 12.6 1.8 14.4 100

2003 69.4 14.9 1.8 14.0 100

2004 69.9 13.5 2.4 14.3 100

2005 71.5 13.0 2.8 12.7 100

Overall 71.0 13.1 2.2 13.8 100

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

100.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Fair

Rain

Wind

Fog

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 isthe highest value which is about 71 percent.


73/102

Percentage of casualty accidents in night unlighted and dawn day hasconsiderable value which is 13.11 percent for dawn day and 12.77 percent for

night unlighted.

4.2.2.10 Trends by Type of AlignmentRoad Environment= Rural


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 1002003 89.4 7.8 0.8 1.6 0.6 100

2004 89.5 7.1 1.5 1.7 0.2 100

2005 89.1 7.0 1.4 1.8 0.7 100

Overall 87.2 8.4 1.8 2.0 0.6 100

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

80.00

90.00

100.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Str't

Curve

Slope

Cv+Sl

Crest


74/102

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, thencurve 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


Data Source=ARC

Table 4.24: Yearly Changes in Percentage of Casualty Accidents for Different SurfaceConditions

Year Dry Wet Muddy Flood Other Total

1998 91.35 8.11 0.35 0 0.19 100

1999 93.13 6.34 0.14 0.12 0.28 100

2000 92.82 6.34 0.29 0.07 0.49 100

2001 93.55 5.75 0.3 0 0.39 100

2002 91.03 8.54 0.15 0 0.28 100

2003 91.98 7.4 0.23 0.08 0.31 100

2004 94.74 4.81 0.11 0 0.34 100

2005 92.63 6.64 0.21 0.07 0.44 100Overall 92.65 6.74 0.22 0.04 0.34 100


75/102

-20.00

0.00

20.00

40.00

60.00

80.00

100.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Dry

Wet

Muddy

Flood

Other

Fig 4.24: Yearly Changes in Percentage of Casualty Accidents for Different SurfaceConditions

Percentage of rural casualty accidents in dry road(93%) is the highest then wetroad (6.64%

4.2.2.12 Trends by Type of PavementRoad Environment= RuralAccident 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 1002000 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 98.1 1.0 0.9 100

2005 98.2 1.0 0.8 100


76/102

Overall 97.5 1.5 1.1 100

0.00

20.00

40.00

60.00

80.00

100.00

120.00

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Year

%o


Seald

Brick

Earth

Figure4.25: Graph Showing Yearly Changes in Percentage of Casualty Accidents forDifferent Types of Pavement

Percentage of rural casualty accidents in sealed road is the highest valuewhich 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 1998 1999 2000 2001 2002 2003 2004 2005 Total

6--17 43 67 51 44 65 72 135 241 71818-23 676 907 905 739 988 914 863 869 6861

0-5 145 152 170 140 173 201 171 143 1295

Total 864 1126 1126 923 1226 1187 1169 1253


77/102

Documents

Thesis on road safety