cientific identification and improvement of …scientific identification and improvement of accident...

SCIENTIFIC IDENTIFICATION AND IMPROVEMENT

OF ACCIDENT PRONE LOCATIONS ON

NATIONAL HIGHWAYS IN KERALA

Dr. N.S. Srinivasan, V. Sankara Iyer

Dr. Mahesh Chand & K. Srinath

Published in the Journal of the Indian Roads Congress,

Volume 48-3, November 1987

SCIENTIFIC IDENTIFICATION AND IMPROVEMENT

OF ACCIDENT PRONE LOCATIONS ON

NATIONAL HIGHWAYS IN KERALA

Dr. N.S. Srinivasan*, V. Sankara Iyer**

Dr. Mahesh Chand+ & K. Srinath++

*Executive Director, NATPAC, **

Chief Engineer, PWD, Kerala +Project Coordinator, NATPAC and ++Principal Research Officer, NATPAC

Author : Prof. Dr. N.S. Srinivasan

B.E., Civil, B.E., Highways

Dr.-Ing. (Germany), F.I.E. (India)

F.I.T.E. (U.S.A.)

Mailing Address : Flat 1C, Sharada Apartment,

3A, (New No.9), Warren Road,

Mylapore, Chennai - 600 004,

India.

Telephone : +91-44-4210 8168

Mobile : +91-99401 08168

Email : [email protected]

Printed by : Shri C. Devaraj

Uni Graphicss

New No. 24, Old No. 20,

Swamy Achari Street, Royapettah,

Chennai - 600 014, India.

Telephone : +91-44-2861 4670

Mobile : +91-9444152044 / 9566253811

Accidents on National Highways in Kerala

SYNOPSIS

Kerala State has been experiencing a phenomenal growth in the number of road accidents. The analysis of road accident data has shown that National Highways constituting less than one per cent of the road length accounted for about 20 per cent of the accidents registered in the State. Thus, any systematic road safety programme would require special attention towards improving National Highways. As the identification and improvement of accident prone location would help to achieve quick and cost effective solution to the problem, the present study has been taken up at the instance of the Ministry of Surface Transport, Government of India and the Public Works department, Government of Kerala.

The accident data pertaining to NH 47 and NH 17 for the years 1981, 1982 and 1983 was collected from the police records and all the accident sites were inspected to get all the necessary details. Accident factors have been studied in depth and their impact on road safety has been analysed.

To identify the accident prone locations three methods were used and compared. The method based on weighted severity index was found most suitable and was used for identifying accident prone locations of first, second and third orders. As many as 23 accident prone locations of first order were identified which need immediate improvement. These 23 stretches of one kilometer each though account only for less than three per cent of the length of the National Highways in the state, have registered about 33 per cent of the accidents on the National Highways. Thus improvement of these accident prone locations becomes an immediate requirement. An in-depth analysis of accident contributing factors was carried out. Road conditions and usage of National Highways were found to be the two most important set of accident contributing factors. The quality of National Highways in Kerala was found far below the standards prescribed by the Indian Roads Congress. Narrow carriageway width, high frequency of bridges and

i

Dr.N. S. Srinivasan, et.al.

culvert, inadequate shoulder width, improper alignment, undulating terrain conditions, road side commercial activities, heterogeneous traffic mix, etc. were the significant factors contributing to accidents on National Highways. Based on the analysis and the site surveys, improvement plans have been prepared. This study was the first of its kind conducted in India which has provided practical, Implementable and low cost improvement proposals. Such studies need to be conducted on all the highways in the country.

ii

Accidents on National Highways in Kerala

CONTENTS

SI.No Title Page

No.

1 Growth of Traffic ……………………………………………………….………………………………………..……………….…… 1 2 Growth of Accidents ……………………………………….……………..…….……………….…………………….…………… 3 3 Need and Objectives of the Study ……………………………..….......................................................... 6 4 Development of Data Base and Research Methodology……………………………….……………….. 8 5 Trend in Accidents ……………………………………….….…….……………….………………………………………………… 10 6 Characteristics of Accidents………………….….….…….……………………………….…………………………………. 12 7 Inter-Highway Analysis ……………………………………….….…….……………….……………………………………..…. 16 8 Inter-District Analysis……………………………………….….…….……………….……………………………………………. 17 9 Inter-Stretch Analysis……………………………………….….…….……………….…………….……………………………… 18 10 Further Analysis of Accident Prone

Locations……………………………………….………………………………………………...…….…………………………….…….. 25 11 Improvement of Accident Prone Locations………………………………………………...…..…………………. 29 12 Conclusions………………………………….………………….….……………………………………………………………………..... 34 Acknowledgement …………………………………………………………………………………………………….……………... 35

iii

Accidents on National Highways in Kerala 1

1. GROWTH OF TRAFFIC

Kerala State has been experiencing a phenomenal growth in the number of motor vehicles. In 1957-58 there were only 16,174 vehicles, Table-1, which have increased to 86,234 in 1970-71 and further to 194,597 in the year 1981-82, Figure-1. Thus during the period of 25 years, the number of motor vehicles increased more than eleven times.

Corresponding to the increase in the number of motor vehicles there has been an increase in traffic on the roads. Table-2 gives an idea of the increase in traffic volume on National Highway 47 and 17. It is of interest to note that on NH 47 the increase in traffic volume has been between 37 and 281 per cent during the period from April 1973 to April 1980. On a large number of survey points on NH 47 the growth in traffic volume has been more than 8 per cent per annum. Similarly on NH 17 the growth in traffic volume has been quite substantial. Certain points have registered a growth rate of about 10 per cent per annum.

TABLE-1. GROWTH OF MOTOR VEHICLES IN KERALA

FIGURE-1. GROWTH OF MOTOR VEHICLES IN KERALA

2 Dr.N. S. Srinivasan, et.al.

TABLE-2. GROWTH IN TRAFFIC VOLUME ON NATIONAL HIGHWAYS IN KERALA


2. GROWTH OF ACCIDENTS

Accidents in Kerala have increased much faster than in many other States of India. The accident risk on roads of Kerala is much higher than the neighbouring states and the all India average. Table-3, provides an idea about the accident trends in Kerala. In the year 1958-59 only 1581 accidents were registered which have increased to 4214 in 1960-70, 7064 in 1980 and 9983 in 1984-85. Similarly, the number of persons involved in accidents gone up to 15,668 in 1984-85 from 11,097 in 1980 and 4,800 in 1969-70. In the year 1958-59 only 1914 persons were involved in accidents. The number of persons killed has increased consistently from 196 in 1958-59 to 1,598 in 1984-85. The trend in number of injuries has also been equally alarming with 14,070 injuries in 1984-85 compared to 9,913 in 1980, 4,300 in 1969-70 and only 1,718 in 1958-59. Table-4 gives an idea about the growth of accidents in relation to vehicles, population and road length. Table-5 provides values of index of growth of accidents and other associated factors. It is to be emphasised that number of accidents has increased faster than population and slower than vehicles and road length. Maximum growth has been exhibited by vehicles which increased to more than three times during 1969-70 to 1982-83. It implies that in about 10 years, the number of vehicles got doubled, whereas it took 15 years for accidents, 10 years for fatalities and 8 years for injuries to get doubled. Road length has been increasing quite slowly showing only 40 per cent increase during the last 14 years.

TABLE-3. GROWTH OF NUMBER OF ACCIDENTS AND CASUALTIES IN KERALA DURING THE YEARS 1958- 1983

Year Number of accidents

(Index)

Number of persons

Injured Killed Total (Index)

1958-59 1581 (100.00) 1,718 196 1,914 (100.00)

1959-60 1528 (96.65) 1,663 235 1,898 (99.16)

1964-65 2394 (151.42) 2,685 325 3,010 (157.26)

1965-66 2703 (170.97) 3,137 373 3,510 (183.39)

1969-70 4214 (266.54) 4,300* 500* 4,800 (250.78)*

1970-71 4319 (273.18) 4,400* 600 5,000 (261.23)*

1971-72 4519 (285.83) 4,904 709 5,613 (293.26)

1972-73 4585 (290.01) 4,346 736 5,082 (265.52)

1973-74 3684 (233.02) 2,717 363 3,080 (160.92)

1974-75 5683 (359.46) 5,732 1,067 6,799 (355.22)

1975-76 5390 (340.92) 5,459 861 6,320 (330.20)


Year Number of accidents

(Index)

Number of persons

Injured Killed Total (Index)

1976-77 5868 (371.16) 6,339 877 7,216 (377.01)

1977 6140 (388.36) 6,063 903 6,966 (363.95)

1978 7018 (443.90) 7,514 1,057 8,571 (447.81)

1979 7269 (459.77) 8,977 1,204 10,181 (531.92)

1980 7064 (446.81) 9,913 1,184 11,097 (579.78)

1981 7819 (494.56) 9,356 1,160 10,516 (549.43)

1982 7571 (478.87) 9,271 1,234 10,505 (548.85)

1983 8127 (514.04) 10,822 1,423 12,245 (639.76)

1984-85 9983 (631.44) 14,070 1,598 15,668 (818.60)

* Estimated figures Source: Compiled from various sources including

(i) Economic review of Kerala (ii) Statistics for Planning, Kerala and (iii) Statistical Abstract of Kerala.

TABLE-4. GROWTH IN NUMBER OF ACCIDENTS, POPULATION, NUMBER OF VEHICLES AND ROAD LENGTH IN KERALA DURING THE PERIOD 1969-1983

Year Number of Vehicles

Population (in '000)

Road length in

km

Number of

accidents

Number of persons injured

Number of persons

killed

1969-70 78,168 20,974 73,500 4,214 4,300 500

1970-71 86,234 21,347 74,000 4,319 4,400 600

1971-72 93,709 21,272 74,347 4,519 4,904 709

1972-73 99,459 22,114 75,185 4,585 4,346 736

1973-74 104,465 22,507 76,000 3,684 2,717 363

1974-75 119,670 22,908 76,876 5,683 5,732 1,067

1975-76 118,076 23,316 78,512 5,390 5,459 861

1976-77 129,252 23,731 81,584 5,868 6,339 877

1977-78 141,693 24,153 85,873 7,018 7,514 1,057

1978-79 154,595 24,583 94,260 7,269 8,977 1,204

1979-80 174,704 25,021 97,080 7,064 9,913 1,184

1980-81 194,597 25,454 98,955 7,819 9,356 1,160

1981-82 220,733 25,907 101,679 7,571 9,271 1,234

1982-83 246,923 26,368 103,500 8,127 10,822 1,423

Table-3 Cont…


TABLE-5. INDEX OF GROWTH OF NUMBER OF ACCIDENTS AND ASSOCIATED FACTORS IN KERALA

DURING THE PERIOD 1969-70 TO 1982-83 Year Number

of vehicles

Population (in '000)

Road length

(in kms.)

Number of

accidents

Number of persons injured

Number of persons

killed 1969-70 100.00 100.00 100.00 100.00 100.00 100.00 1970-71 110.32 101.78 100.68 102.49 102.33 120.00 1971-72 119.88 101.42 101.15 107.24 114.05 141.80 1972-73 127.24 105.44 102.29 108.80 101.07 147.20 1973-74 133.64 107.31 103.40 87.42 63.19 72.60 1974-75 153.09 109.22 104.59 134.86 133.30 213.40 1975-76 151.05 111.17 106.82 127.91 126.95 172.20 1976-77 165.35 113.14 111.00 139.25 147.42 175.40 1977-78 181.27 115.16 116.83 166.54 174.74 211.40 1978-79 197.77 117.21 128.24 172.50 208.77 240.80 1979-80 223.50 119.30 132.08 167.63 230.53 236.80 1980-81 248.95 121.36 134.63 185.55 217.58 232.00 1981-82 282.38 123.52 138.34 179.66 215.60 246.80 1982-83 315.89 125.72 140.82 192.86 251.67 284.60


3. NEED AND OBJECTIVES OF THE STUDY

Among different types of roads, the National Highways and roads in urban areas are registering more accidents. National Highways in Kerala, which account for less than 1 per cent of the road length are experiencing about 20 per cent of the accidents registered in the state. Thus, any systematic road safety programme would require special attention towards improving National Highways. The upgradation of total network would be time consuming apart from requiring huge financial resources, which may be difficult to mobilise. The quick and cost effective steps in improving road safety may be to identify accident prone locations and improve them instead of improving the complete network. It is in this context that the present study has been directed towards identifying the accident prone locations on the National Highways of Kerala.

The present study is confined to National Highway 47 and 17 passing through Kerala State, Figure-2. National Highway 47 starts from Kanyakumari in Tamil Nadu State and passes through Trivandrum, Ernakulam, Trichur, Coimbatore and Salem.

FIGURE-2. NATIONAL HIGHWAYS IN KERALA


As much as 416.8 km of National Highway 47 portion lies in Kerala and the remaining in Tamil Nadu. National Highway 17 starts from Panvel on NH 4 and passes through Madad, Panaji, Karwar, Mangalore, Cannanore, Calicut and Edapally. The portion of NH 17 which lies in Kerala is 420.78 kilometre in length. The present study has been restricted to rural stretches of these two National Highways.

The main objectives of the study were:

i. to collect accident data for the entire stretch of National Highways in Kerala for a period of three years;

ii. to analyse trends in accidents; iii. to study the characteristics of accidents; iv. to carry out macro-analysis of accident data and identify accident prone locations to

be improved on priority basis; and v. to undertake micro-analysis of accident data for suggesting improvements.


4. DEVELOPMENT OF DATA BASE AND RESEARCH METHODOLOGY

When the study was contemplated, the first part of the analysis was intended to be carried out based on centralised data from police. But the data available at the police headquarters was very broad-based and could be used only for macro-analysis. Hence all the police stations in the Kerala having jurisdiction of any portion of a National Highway were approached. On visiting these police stations it was found out that the First Information Report (FIR) relating to accidents were not maintained separately. Therefore, FIR relating to accidents on National Highways were sorted out and the necessary information was noted down. From police records information was also collected for each accident, on nature of accident, cause of accident, day of accident, time of accident, vehicles involved, etc. As the exact location of the accident was generally given in a descriptive form e.g. opposite to a hotel, all the places of accidents on National Highways were visited to identify the exact location of the accident and also to collect all the other particulars. Thus, the development of data base was a stupendous task involving a lot of effort and time. Figure-3 provides a step-by-step procedure of the research methodology.

FIGURE-3. SCHEMATIC DIAGRAM OF RESEARCH METHODOLOGY

DESK WORK

FIELD SURVEY

COMPILATION AND TABULATION OF

DATA

ACCIDENT PRONE LOCATION ANALYSIS

• COLLECTION OF ACCIDENT DATA FROM POLICE RECORDS

• COLLECTION OF FIELD DATA FROM ACCIDENT SPOTS

INTER-HIGHWAY ANALYSIS INTER-DISTRICT ANALYSIS INTER-STRETCH ANALYSIS

ACCIDENT RATIOS ACCIDENT RATIOS QUANTUM OF ACCIDENT METHOD

ACCIDENT PRONE INDEX

WEIGHTED SEVERITY INDEX

FURTHER ANALYSIS OF ACCIDENT PRONE

LOCATION

PREPARATION OF IMPROVEMENT PROPOSALS FOR ACCIDENT PRONE

LOCATION


The accident data was collected for three consecutive years viz. 1981, 1982 and 1983. Accident prone location analysis has been carried out in the following three stages:

i. inter-highway analysis; ii. inter-district analysis; and

iii. inter-stretch analysis.

At the stage of inter-stretch analysis, both the National Highways were divided into one kilometer stretches and all the necessary data was compiled for each stretch separately. Three alternative methods for identifying accident prone locations have been developed and applied to NH 47 and NH 17.


5. TREND IN ACCIDENTS

Table-6 gives an idea about the growth of accidents on National Highways in comparison to the total number of accidents in Kerala. It is a matter of concern that on rural parts of National Highway accidents have increased by 26.84 per cent during 1981-83, compared to an increase of 3.94 per cent in Kerala. Total number of accidents on National Highways has increased by about 11 per cent during the same period.

TABLE-6. GROWTH OF NUMBER OF ACCIDENTS IN KERALA AND ON NATIONAL HIGHWAYS DURING THE PERIOD 1981-1983

Year Kerala

National Highways Percentage of

accident on NH out of total accidents in Kerala State

Rural Urban Total

1981 7819 (100.00) 637 (100.00) 747 (100.00) 1,384 17.70 1982 7571 (96.83) 727 (114.13) 661 (88.49) 1,388 18.33 1983 8127 (103.94) 808 (126.84) 726 (97.19) 1,534 18.88

Table-7 shows the growth in accidents separately for each type of accident viz. fatal, grievous injury, minor injury and property damage for rural parts of National Highways. In absolute terms all types of accidents have gone up during the period 1981-83. Nevertheless, the percentage distribution of different types of accidents has changed. The percentage of fatal accidents has come down from 15.54 in 1981 to 12.38 in 1983. As compared to this the percentage of grievous injury accidents has gone up from 16.64 in 1981 to 19.31 in 1983.

TABLE-7. GROWTH IN NUMBER OF ACCIDENTS ON RURAL STRETCHES OF NATIONAL HIGHWAYS IN KERALA DURING THE PERIOD 1981-1983

Type of accident Year Number of accidents Percentage distribution NH 47 NH 17 Total

Property damage 1981 33 18 51 8.01 1982 46 22 68 9.35 1983 42 23 65 8.04

Simple injury 1981 241 140 381 59.81 1982 292 146 438 60.25 1983 313 174 487 60.27

Grievous injury 1981 72 34 106 16.64 1982 100 27 127 17.17 1983 111 45 156 19.31

Fatal 1981 74 25 99 15.54 1982 70 24 94 12.93 1983 60 40 100 12.38

All types 1981 420 217 637 100.00 1982 508 219 727 100.00 1983 526 282 808 100.00


Table-8 shows the growth and distribution of accidents on urban stretches of National Highways. It is important to note that fatal and grievous injury accidents have gone up, while other types of accidents have come down. Decline in property damage and simple injury accidents may not be the actual figures. It may be due to the inherent limitations of accident reporting system wherein many a time, such types of accidents are not reported.

TABLE-8. GROWTH OF NUMBER OF ACCIDENTS ON URBAN STRETCHES OF NATIONAL HIGHWAYS IN KERALA DURING THE PERIOD 1981-1983

Type of accident Year Number of accidents Percentage distribution NH 47 NH 17 Total

Property damage 1981 74 12 86 11.51 1982 52 10 62 9.38 1983 64 12 76 10.47

Simple injury 1981 358 131 489 65.46 1982 321 75 396 59.91 1983 280 114 394 54.27

Grievous injury 1981 98 11 109 14.59 1982 122 20 142 21.48 1983 140 19 159 21.90

Fatal 1981 56 7 63 8.44 1982 54 7 61 9.23 1983 84 13 97 13.36

All types 1981 586 161 747 100.00 1982 549 112 661 100.00 1983 568 158 726 100.00


6. CHARACTERISTICS OF ACCIDENTS

6.1. Daywise Distribution of Accidents

Accidents do not occur uniformly on all days. Due to environmental condition and variation in traffic volume there are more accidents on certain days. Figure-4 shows the percentage distribution of accidents according to the day of occurrence of accidents. It is of interest to note that on Saturdays and Sundays relatively more accidents took place. Saturdays and Sundays together accounted for about 31 per cent of the accidents. On Mondays and Fridays the rate of accidents was relatively low.

FIGURE-4. DAYWISE DISTRIBUTION OF ACCIDENTS ON NH 47 AND NH 17

6.2. Timewise Distribution of Accidents

Figure-5 shows the distribution of accidents according to time of accident. It was generally noted that more accidents occurred during morning peak hour from 9.00 a.m. to 10.00 a.m. and evening peak period from 4.00 p.m. to 6.00 p.m. Relatively lesser number of accidents took place during late night and early morning hours.

It was of interest to note that on NH 17 relatively lesser number of accidents occurred compared to NH 47. This phenomena was noted throughout the day. As the length of NH 17 (420.78 km) is slightly more than the length of NH 47 (416.80 km) it can be conclusively said that NH 47 is more accident prone than NH 17. Another important fact to be noted is that hourwise pattern of accidents on both the National Highways was quite similar.

Figure-6 provides distribution of accidents according to day and night periods. It is of interest to note that as much as 2/3rd of the accidents occurred during the day time when light conditions are best. The share of night period accidents, though only 1/3rd, is comparatively quite significant.


FIGURE-5. HOURWISE DISTRIBUTION OF ACCIDENTS ON NH 47 AND NH 17

FIGURE-6. DISTRIBUTION OF ACCIDENTS ACCORDING TO DAY AND NIGHT PERIODS

6.3. Types of Vehicles Involved in Accidents

Table-9 shows the percentage distribution of vehicles involved in accidents on National Highways in Kerala. In about one-third of the accidents heavy vehicles were involved. Cars and jeeps were involved in 25.22 per cent of accidents. It is disheartening to note that in as many as 23.08 per cent cases pedestrians were involved. As it is hardly possible to dispense


with walking altogether, whatever may be the usage of vehicles, it becomes essential to provide adequate good quality shoulders on both the sides of National Highways which may also be used by pedestrians. It is all the more necessary in Kerala due to continuous roadside developments.

Cyclists were involved in about 7.29 per cent of the accidents. Two-wheelers and three-wheelers were involved in 5.63 per cent and 2.78 per cent of the cases respectively. All other types of vehicles accounted for 3.08 per cent of the accidents. Thus it can be generalised that heavier the vehicle, higher was the involvement in accidents.

TABLE-9. PERCENTAGE DISTRIBUTION OF ACCIDENTS ON NATIONAL HIGHWAYS IN KERALA ACCORDING TO TYPE OF VEHICLES INVOLVED

SI.No Type of vehicle/ pedestrian Percentage of accidents on

NH 47 NH 17 Total

1 Two-wheelers 6.79 3.05 5.63 2 Three-wheelers 1.88 4.77 2.78 3 Cars and jeeps 27.12 20.99 25.22 4 Heavy vehicles 32.07 34.81 32.92 5 Cycles 8.82 3.87 7.29 6 Pedestrians 19.89 30.21 23.08 7 Others 3.43 2.30 3.08

Total 100.00 100.00 100.00

Note: Data relates to rural parts of NH 47 and NH 17 for the three years 1981, 1982 and 1983 combined together.

6.4. Nature of Accidents

Table-10 gives the percentage distribution of accidents for National Highways 47 and 17 according to the nature of accidents. It is of interest to note that head-on and rear-end collisions accounted for about half of the accidents. It can also be noted that more than one third of accidents were involving pedestrians. Dashing against a stationery object was noted in the case of 1.2 per cent accidents. The percentage of accidents with right turn collision was 2.35 in the year 1983. Overturning was noted in 1.35 per cent of accidents. Accidents involving only single vehicle were limited in number.


TABLE-10. PERCENTAGE DISTRIBUTION OF ACCIDENTS ACCORDING TO NATURE OF ACCIDENTS ON NATIONAL HIGHWAYS IN KERALA DURING THE YEARS 1981, 1982 AND 1983

Name of accident National Highway 47 National Highway 17 NH 47 and NH 17

1981 1982 1983 1981 1982 1983 1981 1982 1983

Overturning 1.67 0.79 0.95 3.23 1.36 2.12 2.20 0.96 1.36 Head-on collision 23.81 28.94 25.10 23.04 17.81 20.57 23.55 25.58 23.50 Rear-end collision 28.57 24.02 27.95 17.51 20.09 18.09 24.80 22.83 24.50 Brush/side swipe 6.90 4.13 2.28 1.84 2.74 1.77 5.18 3.71 2.10 Right angle collision 2.38 3.74 3.04 1.84 2.28 1.42 2.20 3.30 2.48 Skidding 2.86 3.15 5.70 3.23 4.57 3.19 2.98 3.58 4.83 Right turn collision 2.86 3.54 3.23 - 0.46 0.71 1.88 2.61 2.35 Hit a pedestrian 27.38 28.94 27.19 44.24 47.49 48.23 33.12 34.53 34.54 Hit a cyclist 1.43 1.57 2.47 0.92 - - 1.26 1.10 1.61 Hit a stationery object 1.67 0.59 0.57 3.69 2.74 3.55 2.35 1.24 1.61 Others 0.47 0.59 1.52 0.46 0.46 0.35 0.48 0.56 1.12

Total 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00

Note: Data relates to rural parts of National Highways in Kerala


7. INTER-HIGHWAY ANALYSIS

Table-11 gives the rate of accidents for the two National Highways. On an average 2.52 accidents per kilometer of road length occurred on National Highway 47, compared to 1.27 accidents on National Highway 17. In fact the data for all the three years showed a higher rate of accident on National Highway 47, compared to National Highway 17.

One of the reasons of high rate of accident on National Highway 47 may be that it carried relatively higher volume. The data in Table-11 also show rural-urban differentials in rate of accident. In the case of National Highway 47 the accident rate was 3.74 accidents per km on urban sections of the road, compared to 1.82 accidents on rural sections of the road. In the case of National Highway 17 the rates of accidents were 1.23 and 1.30 accidents per km on urban and rural sections of the road respectively.

Thus it can be said that the two National Highways differed significantly in respect of accidents. Urban sections of National Highway 47 were found to be more accident prone. It indicates an urgent need to provide by-passes for all the important cities.

TABLE-11. NUMBER AND RATE OF ACCIDENTS ON NATIONAL HIGHWAYS 47 AND 17 IN KERALA STATE DURING THE YEARS 1981, 1982 AND 1983

Year Number of accidents on

NH 47 Number of accidents on

NH 17 Accidents/km of

NH 47 Accidents/km of

NH 17 Urban Rural Total Urban Rural Total Urban Rural Total Urban Rural Total

1981 586 420 1006 161 217 378 3.86 1.58 2.41 1.38 1.17 1.26 1982 549 508 1057 112 219 331 3.62 1.91 2.53 0.96 1.18 1.10 1983 568 526 1094 158 282 440 3.74 1.98 2.62 1.36 1.52 1.46

Average 567.67 484.67 1052.34 143.67 239.33 383.00 3.74 1.82 2.52 1.23 1.30 1.27


8. INTER-DISTRICT ANALYSIS

Table-12 gives the rate of accident per kilometer of road length for each district separately. Palghat district had the maximum rate of accident (9.25 accidents/km) followed by Ernakulam (5.43 accidents/km) in the year 1983. Palghat district has registered a very high rate of accident in the year 1983 only. Trivandrum, Quilon, Ernakulam and Trichur districts have been relatively more accident prone during the period 1981 to 1983. The comparison between urban and rural stretches of National Highway has clearly established that urban stretches were more accident prone than rural stretches in most of the districts.

TABLE-12. DISTRICTWISE ACCIDENT RATE IN URBAN AND RURAL STRETCHES OF NATIONAL HIGHWAYS DURING THE YEARS 1981, 1982 AND 1983

SI. No. Districts

Accident rate on urban stretches of National

Highway

Accident rate on rural stretches of National

Highway

Combined accidents rate on National Highway

1981 1982 1983 1981 1982 1983 1981 1982 1983

1 Trivandrum 4.42 4.48 4.78 2.11 2.59 3.02 3.08 3.38 3.76 2 Quilon 3.74 2.39 3.09 1.76 2.48 2.07 2.07 2.38 2.17 3 Alleppey 1.75 1.42 2.32 1.45 1.80 1.83 1.56 1.66 2.02 4 Ernakulam 7.14 6.78 5.89 5.71 1.57 2.57 6.23 6.06 5.43 5 Trichur 1.52 1.59 2.01 1.90 1.86 2.44 2.30 2.28 2.97 6 Palghat 1.61 2.41 4.01 1.02 1.15 10.76 1.14 1.30 9.25 7 Cannanore 1.58 5.65 1.22 0.77 0.94 1.23 1.04 0.81 1.23 8 Calicut 1.81 1.97 2.40 1.53 1.50 1.83 1.66 1.73 2.10 9 Malappuram 2.53 2.95 4.22 2.09 1.64 2.15 1.32 1.08 1.27

All Districts 2.79 2.47 2.71 1.41 1.61 1.79 1.92 1.93 2.14


9. INTER-STRETCH ANALYSIS

In the third stage of accident location analysis, each kilometer stretch of National Highways was considered. As the problems on urban stretches were quite different from problems on rural stretches, the analysis has been confined to rural parts only. The following three alternative methods have been developed and applied:

i. quantum of accident method; ii. accident prone index; and

iii. weighted severity index

9.1. Quantum of Accident Method

Accidents are mainly caused due to the improper interaction among various factors related to drivers, vehicles, roads and weather conditions. Higher number of accidents obviously indicates the presence of more accident causative factors and higher accident proneness of that part of the road. According to Babkov1 if more than three accidents occurred on one short section of a road, there are all grounds to believe that road conditions are creating accident situation. Therefore, all the stretches registering 9 or more accidents during the three years period are taken as accident prone stretches.

Though it may be argued that accidents can take place without any defects in the design of the road, the objective should be to create road conditions which may preclude accidents even in the case of fault of driver or vehicle. Identification of accident prone stretches based on quantum of accident was, therefore, carried out by taking all the stretches which have registered 9 or more accidents during the three years period.

Table-13 gives the distribution of stretches according to the number of accidents registered. It is evident that the number of stretches came down rapidly as the number of accidents increased, Figure-7.

9.2. Accident Prone Index (API)

Under the accident prone index the following three components of accidents have been considered:

i. Consistency It means how frequently accidents are taking place. Accidents may occur every year or once in two or more years. If accidents are being caused every year on any part of the road, that part of the road should be taken as more accident prone.

ii. Tendency It means whether the number of accidents is increasing continuously or irregularly or it is constant. If any part of the road is showing increasing trend that part of the road is more accident prone.


TABLE-13. PERCENTAGE DISTRIBUTION OF STRETCHES ACCORDING TO NUMBER OF ACCIDENTS DURING 1981-1983

Number of accidents Percentage of stretches Percentage of total stretches Urban Rural

0 25.67 18.54 21.05 1 8.05 10.63 9.72 2 6.90 10.63 9.32 3 9.58 9.58 9.58 4 5.75 9.58 8.23 5 6.13 8.33 7.57 6 6.13 8.12 7.42 7 1.53 4.80 3.64 8 3.44 4.58 4.18 9 3.07 2.92 2.96

10 and more 23.73 12.29 16.33

Total 100 100 100

FIGURE-7. DISTRIBUTION OF STRETCHES ACCORDING TO NUMBER OF ACCIDENTS DURING 1981-1983


iii. Level It means the magnitude of accidents in quantitative terms. More the number of accidents during a specified period, the higher is the accident proneness of that part of the road.

The above three components of accidents have been provided certain points depending on the importance of the component. As the level of accident is most crucial in accident proneness, it has been assigned maximum 40 points. Consistency and tendency have been assigned maximum 30 points each. Each component has been measured according to the four points scale as given in Table-14. At the highest level of scale maximum points were assigned and at the lowest level of scale zero point has been assigned.

By using the accident prone index as explained above, each kilometer of stretch was analysed. The total score of different stretches varied between 0 and 100. Road stretches having a score of more than 90 were taken as most accident prone stretches.

There are many other factors which may make a stretch accident prone, like, prevailing speed and road geometric conditions. Nevertheless, all these factors are expected to be reflected in the occurrence of accidents. Hence in the analysis, the components of accidents are only considered.

TABLE-14. RATING OF ACCIDENT COMPONENTS SI.No. Accident Component Points

1 Consistency (Maximum points 30)

(i) One or more than one accident every year (ii) One or more than one accident for two years (iii) One or more than one accident for one year only (iv) No accident in three years

30 20 10 00

2 Tendency (Maximum points 30)

(i) Two times increase in three years (ii) One time increase in three years (iii) No increase (iv) No accident in three years

30 20 10 00

3 Level (Maximum points 40)

(i) Number of accidents in three years is 6 or more than 6 (ii) Number of accidents in three years between 3 and 5 (iii) Number of accidents in three years between 1 and 2 (iv) No accident in three years

40 30 20 00

Accident Prone Index (API) was computed for all the stretches on National Highways. As many as 22 stretches were identified which had highest values of API. These accident prone stretches are listed in Appendix 2. Table-15 gives the percentage distribution of stretches according to API values.


TABLE-15. PERCENTAGE DISTRIBUTION OF STRETCHES ACCORDING TO ACCIDENT PRONE INDEX

API Percentage of stretches Percentage of all stretches Urban Rural

00 25.60 18.54 21.05 01-10 - - - 11-20 - - - 21-30 - - - 31-40 11.12 15.22 13.77 41-50 4.99 8.54 7.29 51-60 5.76 9.58 8.23 61-70 17.25 13.33 14.71 71-80 15.34 14.79 14.98 81-90 14.57 15.42 15.11

91-100 5.37 4.58 4.86

Total 100.00 100.00 100.00

9.3. Weighted Severity Index

Under the weighted severity index method, casualties have been divided into three groups viz. (i) fatal, (ii) grievous injury, and (iii) simple injury. Based on the analysis of cost of accidents fatalities were given a weight of 32 points, grievous injuries a weight of 9 points and simple injuries a weight of 1 point3. Then the weighted severity index was computed as follows;

𝑊𝑆𝑇 (𝑗) = �𝑊 𝐴 … … … … .. (𝑖)3

𝑖=1

𝑊𝑆𝐼 (𝑗) =𝑊𝑆𝑇 (𝑗)𝑃𝐶𝑈 (𝑗)

× 𝐾… … …. (𝑖𝑖)

where

WST (j) = weighted severity total for jth stretch

A = number of accidents of ith type, viz. fatal, grievous injury and simple injury

W = weight of ith type of accident

WSI (j) = weighted severity index for the jth stretch

PCU (j) = volume of traffic in passenger car units on jth stretch

K = 10,000 a constant factor.

First of all weighted severity total (WST) was computed and then it was normalized with respect to traffic volume. Normalisation with respect to volume was considered necessary because higher volume would obviously cause more accidents.


WSI was assumed to reflect directly the level of accident proneness. That is, higher the value of WSI higher would be the level of accident proneness. At the second stage of analysis mean and standard deviation of WSI were computed. Using the values of WSI, mean and standard deviation, the following three types of accident prone locations were identified:

(i) Accident Prone location of first order – all locations have WSI values greater than or equal to mean plus twice the standard deviation. That is, WSI ≥ mean + 2 S.D.

(ii) Accident Prone location of second order – all locations having WSI values greater than or equal to mean plus 1.5 times the standard deviation and WSI less than mean plus twice the standard deviation.. That is, Mean + 2 S.D. > WSI ≥ mean + 1.5 S.D.

(iii) Accident Prone location of third order – all locations having WSI values between mean plus standard deviation and mean plus 1.5 times the standard deviation. That is, Mean + 1.5 S.D. > WSI ≥ mean + S.D.

Table-16 gives the list of accident prone stretches identified based on WSI values. These stretches are of first order and need to be improved first, Figure-8. Accident prone stretches of second and third orders are given in Appendix 3. These stretches should be improved subsequent to first order stretches.

A frequency distribution of stretches according to WSI values was prepared (Table-17). The percentage of stretches showed a declining trend with the increasing values of WSI. In fact the distribution is close to exponential function, Figure-9.

TABLE-16. DETAILS OF ACCIDENT PRONE STRETCHES BASED ON WEIGHTED SEVERITY INDEX (WSI) SI.

No. Kilometre

stretch WSI Rank District Description of stretch

1 2 3 4 5 6

National Highway 47 1 183-184 73.42 9 Palghat Walayar Railway Station junction to Walayar Check

Post. 2 194-195 69.10 13 Palghat Puthoor 3 294-295 61.27 19 Trichur Kodakara junction to Brindavan Talkies Kodakara 4 399-400 67.95 14 Alleppey Kanjikuzhy area Mararikulam 5 421-422 105.67 3 Alleppey 66/110 KV sub-station to TD Medical College Alleppey 6 425-426 79.38 6 Alleppey Mosque to Kavitha Engineering Works Ambalappuzha 7 465-466 72.43 11 Quilon S R V H S to service Co-operative Bank Ochira 8 469-470 59.51 23 Quilon Petrol pump to RBS Automobiles Puthiyakavu 9 505-506 86.32 5 Quilon Kottayam junction to Parakkulam cashew factory

10 509-510 61.73 18 Quilon Ithikkara Bridge to Thirumukku 11 510-511 60.49 20 Quilon Chathannoor Town 12 515-516 59.81 22 Quilon Karancode to Kalluvathikkal 13 516-517 71.90 12 Quilon Parippally junction to Kalluvathikkal 14 551-552 122.14 2 Trivandrum Kazhakkuttam police Station to Union Bank of India

Office


SI. No.

Kilometre stretch

WSI Rank District Description of stretch

1 2 3 4 5 6

National Highway 17

15 553-554 142.72 1 Trivandrum Karyavattom University Men’s Hostel to Karyavattom Upper Primary School

16 570-571 94.53 4 Trivandrum Karamana Bridge to KSRTC Central Works Pappanamcode

17 93-94 73.40 10 Kasarcodu Latha Theatre to police station Nileshwar 18 162-163 75.21 7 Cannannore Thottada 19 170-171 67.61 15 Cannannore FCI Depot Edakkadu to proposed Tellichery Byepass 20 271-272 66.73 16 Malappuram Samasthalayam junction Tenippalam to Chelari

Hospital and School 21 272-273 59.90 21 Malappuram Chelari Hospital and School to Palikkal junction

Velimukku 22 307-308 74.76 8 Malappuram Valanchery Mosque to 200 metres North of sharp curve 23 310-311 65.41 17 Malappuram Valanchery junction

Note: Only rural sections of National Highways have been considered

FIGURE-8. ACCIDENT PRONE LOCATIONS ON NH 47 AND NH 17 IN KERALA

Table-16 Cont…


TABLE-17. PERCENTAGE DISTRIBUTION OF STRETCHES ACCORDING TO WSI VALUES WSI Percentage of stretches

Less than 1 17.18 1-9.9 33.70

10-19.9 14.76 20-29.9 14.54 30-39.9 7.28 40-49.9 3.96 50-59.9 3.52 60-69.9 2.20 70-79.9 1.54 80-89.9 0.44 90-99.9 0.22

100 and above 0.66

Total 100.00

FIGURE-9. DISTRIBUTION OF STRETCHES ACCORDING TO WSI

9.4. Selection of Method

A comparison of accident prone stretches identified in the above methods showed many common and different stretches in each method. Weighted Severity Index method was found to be more scientific and elaborate. Hence, accident prone location identified under WSI method were further analysed.


10. FURTHER ANALYSIS OF ACCIDENT PRONE LOCATIONS

10.1. Persons Involved in Accidents

Table-18 gives the distribution of persons involved in accidents at the accident prone locations according to type of injury. On 23 accident prone locations as many as 348 persons were involved. On 16 accident prone locations of NH 47 as many as 55 persons died, 74 persons injured grievously and 138 persons sustained minor injuries. On NH 17 the number of fatalities and injuries were 17 and 44 respectively. Thus on 23 accident prone locations of these two National Highways, 72 people died, 82 injured grievously and 174 persons sustained minor injuries. The number of fatalities varied between one and five among different accident prone locations. The variation in injuries was higher and their number ranged between 1 and 30.

10.2. Vehicles Involved in Accident

Table-19 gives the distribution of vehicles involved in accident on accident prone locations. It is of interest to note that in 279accidents as many as 340 vehicles, 58 cyclists, and 115 pedestrians were involved. On NH 47 the number of different types of vehicles involved in accidents were 31 two-wheelers, 14 three-wheelers, 139 cars/jeeps, 75 heavy vehicles, 57 cyclists and 83 pedestrians. Similarly on NH 17 the number of vehicles involved in accidents was 81 comprising 3 two-wheelers, 7 three-wheelers, 52 cars/jeeps and 19 heavy vehicles.

Stretchwise analysis of accident prone locations showed that cars/jeeps were involved in accidents at all the stretches, whereas heavy vehicles were involved in 20 stretches out of 23 stretches. Light vehicles and cycles were less frequently involved in accidents. Nevertheless pedestrians were involved in accidents on all the stretches except for one stretch. Though the number of pedestrians involved in accidents varied between 0 and 12, on most of the stretches about 3 to 6 pedestrians were involved in accidents.

10.3. Type of Collision

Table-20 gives the distribution of accidents according to the type of collision. On both the National Highways head-on collision has been found out to be the most common type of accident. As many as 55 accidents out of 279 accidents were of head-on collision type. Rear-end collision was reported in 41 accidents. Thus head-on and rear-end collisions together accounted for about 35 per cent of the accidents.

Pedestrians were involved in large number of accidents on most of the stretches. All together 112 accidents out of 279 accidents involved pedestrians. Other important types of accident reported were, over-turning (5 accidents), side swipe (10 accidents), skidding (8 accidents) and right turn collision (13 accidents). Thus involvement of pedestrians and head-on/ rear-end collisions were the most common types of accidents at the accident prone locations.


TABLE-18. DISTRIBUTION OF PERSONS INVOLVED IN ACCIDENTS ACCORDING

TO INJURY ON ACCIDENT PRONE STRETCHES SELECTED BY WSI METHOD SI. No.

Kilometre Stretch Fatal Grievous injury

Simple injury No injury

1 2 3 4 5 6

National Highway 47 1 183-184 4 - 12 1 2 194-195 4 - 1 - 3 294-295 2 19 3 - 4 399-400 3 1 9 - 5 421-422 4 6 24 2 6 425-426 4 2 8 - 7 465-466 5 2 6 - 8 469-470 3 5 11 - 9 505-506 4 8 6 2

10 509-510 2 2 6 - 11 510-511 1 6 4 3 12 515-516 2 2 7 - 13 516-517 3 2 3 - 14 551-552 4 5 11 - 15 553-554 4 9 6 - 16 570-571 6 5 21 3

Total 55 74 138 11

National Highway 17 17 93-94 2 - 3 - 18 162-163 3 1 5 - 19 170-171 3 - 2 1 20 271-272 2 2 6 2 21 272-273 2 1 6 1 22 307-308 3 1 7 3 23 310-311 2 3 7 2

Total 17 8 36 9

Grand total 72 82 174 20


TABLE-19. DISTRIBUTION OF VEHICLES INVOLVED IN ACCIDENTS ON

ACCIDENT PRONE STRETCHES SELECTED BY WSI METHOD

SI. No. Kilometre Stretch

Number of

accidents

Two-wheelers

Three-wheelers

Car/ jeeps

Heavy vehicles

Cycles Pedestr-ians

Others

1 2 3 4 5 6 7 8 9 10

National Highway 47 1 183-184 13 - - 5 2 1 6 - 2 194-195 5 - - 5 - 1 4 - 3 294-295 7 - 4 4 - 4 - - 4 399-400 13 2 1 6 6 3 6 2 5 421-422 25 1 1 23 5 8 12 - 6 425-426 14 2 1 15 1 3 5 1 7 465-466 14 - - 9 4 6 6 1 8 469-470 11 - - 11 1 5 3 1 9 505-506 18 4 - 12 10 1 9 -

10 509-510 5 1 - 3 2 2 2 - 11 510-511 14 2 2 13 4 3 3 - 12 515-516 11 2 - 6 4 3 4 - 13 516-517 6 - - 5 3 1 3 - 14 551-552 21 6 3 11 7 7 8 - 15 553-554 14 5 2 5 6 2 7 - 16 570-571 24 5 2 6 20 7 5 1

Total 215 31 14 139 75 57 83 6

National Highway 17 17 93-94 4 - 1 4 3 - 1 - 18 162-163 7 - 3 4 1 - 6 - 19 170-171 6 1 3 5 2 - 3 1 20 271-272 11 - - 10 4 - 7 - 21 272-273 10 2 - 8 1 1 7 - 22 307-308 14 - - 8 8 - 2 1 23 310-311 12 - 3 13 - - 6 1

Total 64 3 7 52 19 1 32 4

Grand total 279 34 21 191 94 58 115 10


TABLE-20. DISTRIBUTION OF ACCIDENTS ACCORDING TO TYPE OF COLLISION ON ACCIDENT PRONE STRETCHES SELECTED BY WSI METHOD

SI.

No. Km Stretch Over

turning Head-

on collision

Rear-end

collision

Side swipe

Right angled

collision

Skidd-ing

Right turn

collision

Pedestr-ian

Others Total

1 2 3 4 5 6 7 8 9 10 11 12

National Highway 47 1 183-184 - - 3 - - - - 6 4 13 2 194-195 - - 1 - - - - 4 - 5 3 294-295 - 1 1 - - 1 - 4 - 7 4 399-400 - 3 4 - - - - 6 - 13 5 421-422 - 7 5 1 - - 1 11 - 25 6 425-426 - 7 1 - 1 - - 5 - 14 7 465-466 - 3 2 - 1 1 - 7 - 14 8 469-470 1 3 1 2 - - 1 3 - 11 9 505-506 - 3 4 1 1 - - 9 - 18

10 509-510 - 2 1 - - - - 2 - 5 11 510-511 1 3 2 2 - - - 4 2 14 12 515-516 - 1 2 - 1 2 - 4 1 11 13 516-517 - 1 2 - - - - 2 1 6 14 551-552 - 4 4 - 1 - 2 7 3 21 15 553-554 - 4 1 - 1 2 - 5 1 14 16 570-571 - 3 2 1 1 1 3 8 5 24

Total 2 45 36 7 7 7 7 87 17 215

National Highway 17 17 93-94 - - 1 1 - - - 1 1 4 18 162-163 - 1 - - - - 6 - - 7 19 170-171 - 1 1 - - - - 3 1 6 20 271-272 - 1 1 1 - - - 7 1 11 21 272-273 - 2 - - - - - 5 3 10 22 307-308 3 3 - 1 3 1 - 2 1 14 23 310-311 - 2 2 - - - - 7 1 12

Total 3 10 5 3 3 1 6 25 8 64

Grand total 5 55 41 10 10 8 13 112 25 279


11. IMPROVEMENT OF ACCIDENT PRONE LOCATIONS

After having identified the accident prone locations, the next important task was to prepare improvement plans for the identified locations so as to make the stretches safer. This involved various steps such as micro analysis of the accident records obtained from police, thorough investigation of site conditions and recommendation of steps to be followed for improvement of road safety conditions. Such an exercise was carried out for all the twenty three high accident frequency locations. The results of the analysis and the details of the improvement scheme worked out for the National Highway stretch at Kodakara near Trichur falling between kilometres 294.0 and 295.0 are presented here.

11.1. Existing Condition of the Stretch

A careful study of the accident records indicated that out of the 7 accidents, 6 occurred near a ‘Y Junction’ located at mid-section (between km stones 294 and 295). The road deviating from the National Highway was the previous National Highway alignment which has since been modified. But earlier alignment still caters to significant volume of traffic as several important commercial and allied activities are located along this route.

The alignment runs along a plain terrain and gradient changes are not greater than 0.6 per cent at any location. It, however, involves numerous horizontal curves joined up by varying lengths of straight stretches. The alignment also involves some reverse curves which have resulted in degradation of alignment below the desired standards. One of the curves at the kilometre stone 294 is too sharp and awkwardly shaped making it vulnerable to lateral skidding. Another serious defect in the alignment is that vegetation is allowed/ encouraged to grow in the right of way at critical zones along curves. Some of them have been developed as a part of the social forestry scheme. This vegetation drastically reduced the sight distances along the critical stretches making the stretch accident prone. The vegetation in the triangular portion between the existing alignment and the old alignment towards Kodakara town (at km 294.5) and also on the opposite side are examples of this practice. From km 294.5 to 295.0, some built-up residential and commercial activities including a semi-permanent theatre ‘Vrindavan Theatre’ exist. Apart from the above mentioned Y-junction, some more minor streets meet the alignment at various locations. The physical survey plans showing the existing alignment and other features of a part of the stretch are presented in Figure-10.

11.2. Improvement Proposals

The existing carriageway is composed of numerous curves which are not upto the desired standards. While realigning the carriageway, attention has been paid to make use of the existing carriageway and the culverts to the maximum extent. The existing curvature near 294 km follows a smooth curve and then takes a sharp turn at a radius of about 93 metres. This curvature, besides being below standards makes the vehicles vulnerable to lateral skids


FIGURE-10. PHYSICAL SURVEY PLAN OF ACCIDENT PRONE LOCATIONS ON NH 47 NEAR KODAKARA IN

TRICHUR DISTRICT


at speeds above 51 KPH. The alignment has been modified by introducing a transition curve (transitional throughout with a spiral) which follows the existing alignment to a good extent and also passes through the existing culvert. From km 294.210 onwards, the alignment is made up of several curves of varying radius and straight stretches besides a reverse curve which needs improvement. In the proposed design, a single curve of radius 910 metres with necessary transition curve has been introduced. For safe entry and exit at the intersection, necessary acceleration and deceleration lanes have been suggested which would result in enhanced safety at the junction.

Considering that majority of the accidents were occurring in the vicinity of the intersection between the highway and the road towards Kodakara Bazaar, necessary improvements have been suggested. The primary problem with the existing ‘Y’ junction is that it involves large area of conflict which has to be reduced. For example, the right turning movement from Ernakulam side, proceeding towards Kodakara Bazaar (old NH alignment) involves a long conflict path. Similarly other movements also involve dangerous conflict paths which needs correction. In the proposed design a ‘T Junction’ has been provided which channelizes various movements. So also, speed change lanes (acceleration and deceleration lanes) have been provided for safe entry and exit to and from the highway which would enhance safety at the junction, Figure-11.

The surface of the shoulders is recommended to be paved with lesser quality pavement and it could be made relatively rougher than the carriageway. The width of the shoulders as per Indian practice is 2.5 metres. For drainage purpose, a slope of 3 per cent is recommended. It is also suggested that edge marking should be provided between shoulders and carriageway.

The proposed designs incorporate all the features of the road markings as per the standards of the Indian Roads Congress. However, considering that the present location is accident prone, certain additional attention has been paid for this aspect. For example, the centre line markings are proposed to be supplemented by reflective studs for better night visibility. Carriageway edge markings have been proposed to be marked by a continuous line. Pedestrian markings have been included at all necessary locations.

It is also suggested that to warn the road users of the risk involved on this road, road accident warning board as shown in Figure-12 should be installed at the beginning of the stretch on the left side of the road facing the traffic. As the implementation of the improvement schemes would take sometime, it is suggested that these boards should be installed immediately. Moreover, through press, radio and TV, public should be informed of the danger involved at all these 23 locations and requested to drive carefully at these locations to avoid accidents.


FIGURE-11. IMPROVEMENT PROPOSAL FOR ACCIDENT PRONE LOCATION ON NH 47 NEAR KODAKARA IN

TRICHUR DISTRICT


FIGURE-12. ROAD ACCIDENT WARNING BOARD


12. CONCLUSIONS

In Kerala there has been a steep increase in road accidents and overall rate of accident is much higher than the neighbouring states. National Highways in Kerala account for less than one per cent of road length and about 20 per cent of the accidents registered in the state. Recognising the urgent need to improve the safety on National Highways, the present study has been undertaken to identify the accident prone locations. Suitable indicators and accident prone indices have been developed to measure the growth and level of accidents.

Some of the salient findings and recommendations of the study are given below:

(i) Daywise analysis of accidents showed that on Saturdays and Sundays relatively more accidents occurred. Further relatively more accidents were recorded during morning peak hour from 9.00 a.m. to 10.00 a.m. About 2/3rd of the accidents took place during day period.

(ii) The analysis of types of vehicles involved in accidents showed that in about 1/3rd of the accidents heavy vehicles were involved. Pedestrians were involved in as many as 23.8 per cent of the accidents. The distribution of accidents according to nature of accident showed that half of the accidents were head-on or rear-end collisions.

(iii) Inter-highway analysis showed that NH 47 was more accident prone than NH 17. Among different districts of Kerala, Palghat district was found to be most accident prone and Cannanore least accident prone.

(iv) Accident prone locations were identified by using (a) quantum of accident method, (b) accident prone index, and (c) weighted severity index. Weighted severity index method of identifying accident prone locations is recommended. Accident prone locations were grouped upto first order (23 locations), second order and third order.

(v) It is hoped that if all the accident prone locations identified in the study are improved, the rate of accidents would come down significantly. It is suggested that funds should be made available to improve in a phased manner all the three groups (viz. first order, second order and third order) of accident prone locations.

(vi) The existing data base on road accidents is very poor. Though IRC has prescribed forms for reporting accident data, these are not used by all the police stations in the state. There is an urgent need to collect and compile all the relevant data pertaining to road accidents in a scientific manner. A special training programme on accident data collection should be organized for the police officers.

(vii) This is the first study of its kind conducted on road accidents on National Highways at the state level. It is hoped that the methodology developed in this study would be useful in conducting similar studies in other parts of the country.


ACKNOWLEDGEMENT

We record our sincere thanks to the Ministry of Surface Transport, Government of India and P.W.D., Government of Kerala for sponsoring the project. Thanks are also due to the officials of Public Works Department and Police Department, Government of Kerala for making available all the necessary data. The assistance of Shri K. Sekar, Shri Tomy Cyrica, and other staff of NATPAC in tabulation work is also thankfully acknowledged.

REFERENCES

1. Babkov, V.F., “Road Conditions and Traffic Safety”, MIR Publications, Moscow, 1975, p.21. 2. Road Research Technical paper No.49, HMSO, London, Road Research Laboratory,

1960. 3. Srinivasan, Dr. N.S., et. al., “Economic Cost of Road Accidents”, Journal of the Indian

Roads Congress, Vol. 36-2, November 1975, p.207.


Appendix 1

DETAIL OF ACCIDENT PRONE STRETCHES SELECTED BASED ON QUANTUM OF ACCIDENT METHOD

SI.No. Km stretch Number of accidents Number of casualities

1 2 3 4

National Highway 47 1 183-184 9 8 2 199-200 15 15 3 239-240 10 10 4 275-276 15 14 5 277-278 25 15 6 280-281 12 12 7 281-282 10 8 8 285-286 14 13 9 286-287 12 12

10 288-289 10 10 11 291-292 9 11 12 293-294 10 10 13 305-306 11 8 14 308-309 10 10 15 309-310 14 13 16 395-396 12 11 17 417-418 16 15 18 418-419 12 12 19 421-422 30 34 20 425-426 14 14 21 426-427 12 7 22 430-431 11 10 23 444-445 11 8 24 451-452 9 8 25 467-468 10 10 26 469-470 19 19 27 470-471 19 19 28 472-473 10 9 29 481-482 9 9 30 489-490 9 11 31 490-491 10 10 32 491-492 11 11 33 502-503 9 7 34 503-504 10 9 35 505-505 18 18 36 508-509 9 9 37 510-511 14 11 38 515-516 11 11 39 518-519 9 7 40 519-520 17 16


SI.No. Km stretch Number of accidents Number of casualities

1 2 3 4

41 524-525 10 6 42 544-545 14 17 43 549-550 9 9 44 550-551 9 8 45 551-552 21 16 46 553-554 17 19 47 555-556 13 18 48 570-571 26 32 49 571-572 18 21 50 572-573 18 20 51 574-575 17 18 52 575-576 16 15 53 577-578 10 15 54 579-580 13 14 55 580-581 16 19 56 581-582 9 9 57 598-599 9 9

National Highway 17 1 134-135 10 11

2 141-142 9 10 3 163-164 9 8 4 169-170 18 17 5 188-189 10 9 6 192-193 13 13 7 218-219 13 11 8 220-221 11 10 9 227-228 9 8

10 267-268 10 9 11 271-272 10 10 12 272-273 10 9 13 292-293 11 10 14 307-308 14 11 15 310-311 14 12 16 315-316 9 7 17 317-318 9 6

Notes: (i) Only rural sections of Highways have been considered. (ii) All stretches with nine or more accidents during 1981 to 1983 have been included in

this list.


Appendix 2

ACCIDENT PRONE STRETCHES SELECTED BASED ON API METHOD

SI.No. Kilometre stretch API

National Highway 47 1 217-218 100 2 283-284 100 3 324-325 100 4 325-326 100 5 380-381 100 6 395-396 100 7 416-417 100 8 505-506 100 9 515-516 100

10 551-552 100 11 578-579 100 12 579-580 100 13 580-581 100 14 581-582 100 15 598-599 100

National Highway 17

16 127-128 100 17 150-151 100 18 164-165 100 19 169-170 100 20 220-221 100 21 310-311 100 22 315-316 100


Appendix 3

ACCIDENT PRONE STRETCHES OF FIRST, SECOND AND THIRD ORDERS SELECTED BY WEIGHTED SEVERITY INDEX (WSI) METHOD

SI.No. Km stretch WSI Priority order

1 2 3 4

National Highway 47 1 183-184 73.42 I 2 194-195 69.10 I 3 275-276 46.79 III 4 277-278 44.60 III 5 282-283 42.49 III 6 285-286 50.11 II 7 294-295 61.27 I 8 297-298 53.92 II 9 394-395 44.09 III

10 399-400 67.95 I 11 421-422 105.67 I 12 422-423 51.03 II 13 425-426 79.38 I 14 430-431 57.75 II 15 451-452 44.82 III 16 465-466 72.43 I 17 469-470 59.51 I 18 470-471 41.11 III 19 484-485 37.98 III 20 486-487 53.64 II 21 489-490 44.46 III 22 490-491 54.93 II 23 502-503 51.26 II 24 503-504 44.98 III 25 505-506 86.32 I 26 507-508 43.41 III 27 509-510 61.73 I 28 510-511 60.49 I 29 515-516 59.81 I 30 516-517 71.90 I 31 519-520 51.78 II 32 542-543 56.89 II 33 544-545 42.82 III 34 550-551 47.12 III 35 551-552 122.14 I 36 552-553 44.47 III 37 553-554 142.72 I 38 555-556 55.38 II 39 570-571 94.53 I


SI.No. Km stretch WSI Priority order

1 2 3 4

National Highway 17 40 24-25 41.10 III

41 93-94 73.40 I 42 120-121 43.03 III 43 127-128 51.77 II 44 141-142 49.33 II 45 162-163 75.21 I 46 163-164 53.83 II 47 169-170 54.51 II 48 170-171 67.61 I 49 172-173 47.41 III 50 192-193 37.39 III 51 271-272 66.73 I 52 272-273 59.90 I 53 291-292 48.72 II 54 292-293 58.74 II 55 302-303 50.73 II 56 305-306 41.37 III 57 307-308 74.70 I 58 308-309 46.72 III 59 310-311 65.41 I


ABOUT THE AUTHOR

OVERVIEW

Prof. Dr. N. S. Srinivasan is a highly respected and well-known expert in the field of traffic

and transportation, and has carried out extensive research and planning on various aspects

of traffic and transportation in India and other developing countries. His versatility,

popularity and thirst for gaining more and more knowledge have earned him a coveted

place in the field of highways, traffic and transportation.

EDUCATIONAL BACKGROUND

Dr. N. S. Srinivasan has had a bright academic career, obtaining a B.E. degree in Highway

Engineering from the College of Engineering, Guindy in the year 1955, and a B.E., Civil from

Guindy College in the year 1956. He took active part in games, and captained the college

football team. He obtained his doctorate from Technical University, Braunschweig,

Germany in the year 1962. To quote his Professor, Dr. Mecke of Germany, “Srinivasan is

unusually gifted, sincere and hard-working, and I have seldom come across a person who

carries out his work with so much interest and energy”.

TECHNICAL CAREER

Dr. Srinivasan carried out teaching assignments in Jodhpur Engineering College, IIT- Bombay

and Anna University. He undertook research and planning in the field of traffic and

transportation for 25 years at the Central Road Research Institute, New Delhi and the

National Transportation Planning and Research Centre, Trivandrum, which was established

and built up by him. After retirement, Dr. Srinivasan carried out planning tasks in different

parts of the country as Adviser to various government and non-government organisations

for over 20 years.

Prof. N.S. Srinivasan carried out for the first time in the country comprehensive

transportation planning in Indian cities, and evolved several new models and techniques for

network development. Some of the other important tasks carried out were the preparation

of a 20 year futuristic transportation plan for the country and planning and monitoring of

traffic and transportation arrangements for the IX Asian Games held at Delhi in 1982. Prof.

Srinivasan carried out these research and planning studies on self-supporting basis.

His publications are of a pioneering nature. Dr. Srinivasan has written a large number of

books, research and technical papers and technical reports.

As the chairman of various technical committees at the national and international levels, Dr.

Srinivasan made valuable contributions in the preparation of standards and specifications,

technical guidelines and documents.


INTERNATIONAL ASSIGNMENTS

Dr. Srinivasan carried out eighteen assignments for the United Nations and the World Bank.

Some of the major tasks carried out by him were “Transportation and communication

decade plan for ESCAP countries” and a “Master plan for highway network for Yemen”.

AWARDS AND REVIEWS

His hard and dedicated work, along with his extraordinary diligence has earned him wide

acclaim and also garnered him awards and recognition, besides raving reviews. Dr.

Srinivasan received the President of India Prize of the Institution of Engineers (India) twice,

the Nadirshah award of the Institute of Road Transport twice, the Award of the Automobile

Association of India thrice, the Indian Roads Congress Medal, the National Award of the

Institute of Road Traffic Education, the Life Time Achievement Award of the Indian Road

Transport Development Association, two awards given by the Government of Kerala for his

valuable services, Distinguished Alumnus Award of Guindy Engineering College, several

medals and citations.

Some of the reviews in appreciation of the contributions made include “The man who

brought order to Delhi’s roads”, “A pioneer in traffic planning”, “A living legend in traffic and

transportation”, “Roving organiser” and “Father of traffic engineering”.

SUMMING UP

Extensive research, teaching and planning work carried out by Prof. Dr. Srinivasan in the

field of traffic and transportation speak volumes of his vast knowledge, passion and concern

with which he has been carrying out assignments at national and international levels. It is

no wonder that Lt. Col. ( Retd.) S. Paul, the then Principal of Guindy Engineering College

wrote that “Srinivasan will make a mark in his life”, a description that he has lived up to.

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