thesis on road safety
TRANSCRIPT
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TRENDS EVALUATION OF ROAD SAFETY IN BANGLADESH
Prepared By
Promothes Saha (0104173)
Supervised by
Dr. Md. Mazharul Hoque
Professor, Dept. of Civil Engineering
DEPT. OF CIVIL ENGINEERING
BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY
DHAKA, BANGLADESH
JUNE, 2007
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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
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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.
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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,
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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
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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
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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.
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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
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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
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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
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4.35 Yearly Change in Percentage of Accidents in Time (19-23) by 44.2
Collision Type in Rural Area of Bangladesh
4.36 Yearly Change in Pedestrian Accidents in Time (6-18) by Collision 44.3
Type in Rural Area of Bangladesh
4.37 Yearly Change in Percentage of Accidents in Time (6-18) by 44.3
Collision Type in Rural Area of Bangladesh
4.38 Yearly Change in Percentage of Accidents in Time (0-5) by Collision 44.4
Type in Rural Area of Bangladesh
4.39 Yearly Change in Percentage of Accidents in Time (0-5) by Collision 44.4
Type in Rural Area of Bangladesh
4.40 Yearly Change in Accidents by Vehicle Type in Rural Area of Bangladesh 44.5
4.41 Yearly Change in Percentage of Accidents by Vehicle Type in 44.5
Rural Area of Bangladesh:
4.42 Yearly Change in Casualty Accidents by Time in 57.1
Rural Area of Bangladesh
4.43 Yearly Change in Percentage of Casualty Accidents by Time in 57.1
Rural Area of Bangladesh:
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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
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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
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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
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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
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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
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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.
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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
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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.
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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
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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
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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
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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.
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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:
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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
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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
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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
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Figure:2.2
Figure:2.3
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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
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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
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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
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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
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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.
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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:
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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
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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
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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.
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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)
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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
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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
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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.
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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
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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
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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.
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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.
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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
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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
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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
Accident Recorded Year=1998-2005Data Source=ARC
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
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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
Accident Recorded Year=1998-2005Data Source=ARC
Table4.4: Yearly Changes in Percentage of Accidents by Daily Variation
Year Mon Tue Wed Thu Fri Sat Sun Total
1998 14.2 13.9 12.2 17.3 13.7 14.4 14.4 100
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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
fTotalRuralAccidents
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
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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.
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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.
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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
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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
fTotalRuralAccidents
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
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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
fTotalRuralAccidents
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
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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
fTotalRuralAccidents
Day
DawnD
N Lit
N UnL
Fig 4.9: Graph Showing Yearly Changes in Percentage of Accidents for different
conditions of Light
Above fig indicates that percentage of accidents for day in rural area is the 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.
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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
Fig 4.10: Graph Showing Yearly Changes in Percentage of Accidents for different
Locations.From above figure we can see that in previous years the percentage of accidents upto
2005 was highest for none which is about 96 percent.
4.2.1.11 Trends for Different Type of pavementsRoad Environment= Rural
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Accident Recorded Year=1998-2005
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.
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4.2.1.12Number of Accidents by Type of Road Surface ConditionsRoad Environment= Rural
Accident Recorded Year=1998-2005Data Source=ARC
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
fTotalRuralAccidents
Good
Rough
Rpair
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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
Accident Recorded Year=1998-2005
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
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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
fTotalRuralAccidents
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
Accident Recorded Year=1998-2005
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
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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
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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
Accident Recorded Year=1998-2005Data Source=ARC
Table 4.15 Yearly Changes in Percentage of Casualty Accidents by Type of Road Class
Year Natnl Regnl Feedr Rural City Total
1998 56.1 18.9 17.5 7.1 0.4 100
1999 56.3 15.8 20.3 7.1 0.5 100
2000 53.9 15.5 22.0 8.1 0.5 100
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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
Accident Recorded Year=1998-2005
Data Source=ARC
Table: 4.16: Yearly Change in Pedestrian Injury
Year PedestrianInjury
TotalCasualty
% ofPedestrian
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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
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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.
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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
fTotalCasualtyAccidents
Mon
Tue
Wed
Thu
Fri
Sat
Sun
Fig 4.17: Yearly Changes in Percentage of Casualty Accidents by Daily Variation
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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
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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
fTotalCasualtyAccidents
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
Accident Recorded Year=1998-2005Data Source=ARC
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
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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
fTotalCasualtyAccidents
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
Accident Recorded Year=1998-2005
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
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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
Accident Recorded Year=1998-2005Data Source=ARC
Table4.21: Yearly Changes in Percentage of Casualty Accidents for different conditionsof weather
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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
fTotalCasualtyAccidents
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
Accident Recorded Year=1998-2005
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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
fTotalCasualtyAccidents
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.
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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
Accident Recorded Year=1998-2005Data Source=ARC
Table4.23: Yearly Changes in Percentage of Casualty Accidents by Type of Alignment
Year Str't Curve Slope Cv+Sl Crest Total
1998 85.0 10.6 2.0 1.6 0.8 100
1999 87.0 8.2 2.8 1.3 0.8 100
2000 86.6 8.1 2.1 2.6 0.7 100
2001 82.1 11.1 2.0 4.0 0.8 100
2002 89.2 7.6 1.5 1.4 0.5 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
fTotalCasualtyAccidents
Str't
Curve
Slope
Cv+Sl
Crest
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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
Accident Recorded Year=1998-2005
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
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-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
fTotalCasualtyAccidents
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
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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
fTotalCasualtyAccidents
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
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