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TRENDS EVALUATION OF ROAD SAFETY IN BANGLADESH

Prepared By

Promothes Saha (0104173) Supervised by Dr. Md. Mazharul Hoque Professor, Dept. of Civil Engineering

DEPT. OF CIVIL ENGINEERING BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY DHAKA, BANGLADESH

JUNE, 2007

TRENDS EVALUATION OF ROAD SAFETY INBANGLADESH: THE SITUATION OF RURAL ACCIDENTS

SUBMITTED BY PROMOTHES SAHA STUDENT NO: 010417

SUPERVISED BY DR. MD.MAZHARUL HOQUE PROFESSOR, DEPT. OF CIVIL ENGINEERING

A thesis Submitted to the dept. of civil engineering, Bangladesh University of Engineering and Technology, Dhaka in the Partial fulfillment of the requirements for the degree of

Bachelor of Science in Civil Engineering

JUNE, 2007

ACKOWLEDGEMENT

The author gratefully acknowledges to his supervisor, Dr Md. Mazharul Hoque, Professor and Head of the Dept. of Civil Engineering & Director, Accident Research Center (ARC), Bangladesh University of Engineering and Technology (BUET). Thanks for giving him such an important tropics on Bangladesh perspective. Without his supervises knowledge was not widen and this research has not been properly done.

The author is highly obliged to S.M. Sohel Mahmud and Md. Zakaria Islam of ARC for transferring Accident data, journals and sufficient books.

Special thanks to Bangladesh Road Transport Authority (BRTA) for giving sufficient necessary data.

ABSTRACT

Accidents are the most undesirable mishaps that are responsible for destruction of considerable amount of National Resources .According to international statistics, Losses due to traffic accidents in the developing countries are well over 1% percent of their gross national product (GNP).In Bangladesh this percentage is nearly 2% and Globally 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 has high rate of road traffic accidents presents a clear picture of violation of traffic discipline and day by day the situation is getting worse, not only in items of the amount of people killed or injured but also by the high social and economic costs occurring from this accidents. This scenario is even worse on the rural area (comprising 64.2% of total accidents occurring in Bangladesh in between 1998 and 2005). Out of 29118 reported accidents, 18689 accidents occurred during the eight years study period from 1998 to 2005.

In this thesis an attempt has been made to find out traffic accident trends in Bangladesh and rural area. Also an attempt to find out trends of accident data in rural area presented herein to either accident profiles or compare proportion of accidents by road class, time,

light, junction, collision, weather, locations, pavement, road surface condition, alignment can be undertaken.

Road safety initiatives should be taken to manage hazardous condition, locations by imposing appropriate safety provisions.

TABLE OF CONTENTS Page

ACKNOWLEDGEMENT

l

ABSTRACT

ll

LIST PF TABLES LIST OF FIGURES

Vll 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

2.2.2 Accident Classification.

5

2.2.3 Definition of some important keywords.

7

2.3 Accident factors can be grouped under the following headings

8

2.4 Examples of Nine Classes of Accident Loss Factors

10

2.5 The Accident Report Form

11

2.6 Trends of Global Road Safety Situation 2.6.1 Estimating Global Road Fatalities

12

2.6.2 Current Global Fatality Estimate

14

2.6.3 Estimate of Global Injuries

16

2.6.4 Fatality Forecasts

17

2.7 Trends of Road Safety in Bangladesh 2.7.1 The Road Safety Situation in Bangladesh.

18

2.7.2 The Global Health Burden of Road Traffic Injuries.

19

2.7.3 Burden on Health Infrastructure.

20

2.7.4. Priority Road Safety Options for Bangladesh.

23

2.7.5 Progress in Road Safety Works Research in Bangladesh.

23

2.8 Conclusion

23

CHAPTER 3: DATA COLLECTION AND METHODOLOGY 3.1 Introduction

24

3.2 The Road Traffic Accident Database 3.2.1 Data Collection

25

3.2.2 The MAAP Software

25

3.2.3 Interpretation of Data

26

3.3 Methodology 3.3.1 Safety Research Methodology

27

3.3.2. Road Safety Strategy.

28

3.3.3 Statistical methods for analysis of accident data.

28

3.3.4 Limitations of Accident Data

29

3.4 Conclusion

30

CHAPTER 4: TRENDS OF RURAL ACCIDENTS 4.1 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 Accidents in Different Light Conditions.

44.2

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 4.2.2.12 Trends by Type of Pavement 4.2.2.13 Trends by time

56 57 57.1

4.3 Trends of Casualties by Age 4.3.1 Trends by Age in Bangladesh

58

4.3.2 Driver Casualty Accidents by Age in Bangladesh.

60

4.3.3 Passenger Casualty Accidents by Age in Bangladesh.

61

4.3.4 Recorded Pedestrian Casualty Accidents by Age in Rural Area

63

4.4 Trends of Accidents on National Highways 4.4.1 Route by route Fatalities per Fatal Accidents

64

4.4.2 Trends of Fatalities per Fatal Accidents of National Highway

69

4.4.3 Trends of Accidents in National Highway

70

4.4.4 Trends of Fatal Accidents in National Highway

72

4.5 Conclusion

CHAPTER 5: CONCLUSIONS AND RECOMMENDATIONS

73

5.1 Introduction

74

5.2 Findings of Accident Data Analysis

74

5.3 Recommendations

78

5.4: Recommendations for future study

79

REFERENCES

80

APPENDIX A: LIST OF TABLES & LIST OF FIGURES

81

APPENDIX B: PHOTOGRAPHS

89

List of Tables 2.1 Fatalities and Accidents per 10,000 Registered Vehicles (2003-2005)

18

2.2 World Development Report (2006)

13

4.1 Yearly change in percentage of Urban Accidents and Rural Accidents

32

4.2 Yearly change in percentage of Accidents by Type of Severity

33

4.3 Yearly change in percentage of Accidents by Type of Road Class

34

4.4 Yearly change in percentage of Accidents by day

35

4.5 Yearly change in percentage of Accidents by Month

36

4.6 Yearly change in percentage of Accidents by Type of Junction

37

4.7 Yearly change in percentage of Accidents by Type of Collision

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

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 (19-23) in Rural Area of Bangladesh

44.2

4.35 Yearly Change in Percentage of Accidents in Time (19-23) by

44.2

Collision Type in Rural Area of Bangladesh 4.36 Yearly Change in Pedestrian Accidents in Time (6-18) by Collision

44.3

Type in Rural Area of Bangladesh 4.37 Yearly Change in Percentage of Accidents in Time (6-18) by

44.3

Collision Type in Rural Area of Bangladesh 4.38 Yearly Change in Percentage of Accidents in Time (0-5) by Collision

44.4

Type in Rural Area of Bangladesh 4.39 Yearly Change in Percentage of Accidents in Time (0-5) by Collision

44.4

Type in Rural Area of Bangladesh 4.40 Yearly Change in Accidents by Vehicle Type in Rural Area of Bangladesh

44.5

4.41 Yearly Change in Percentage of Accidents by Vehicle Type in

44.5

Rural Area of Bangladesh: 4.42 Yearly Change in Casualty Accidents by Time in

57.1

Rural Area of Bangladesh 4.43 Yearly Change in Percentage of Casualty Accidents by Time in Rural Area of Bangladesh:

57.1

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

4.17 Yearly change in percentage of Casualty Accidents by day

49

4.18 Yearly change in percentage of Casualty Accidents by Month

50

4.19 Yearly change in percentage of Casualty Accidents by Type of Junction

51

4.20 Yearly change in percentage of Casualty Accidents by Type of Collision

52

4.21 Yearly change in percentage of Casualty Accidents for Different

53

Conditions of weather 4.22 Yearly change in percentage of Casualty Accidents for Different Light Condition 54 4.23 Yearly change in percentage of Casualty Accidents by Type of Alignment

55

4.24 Yearly change in percentage of Casualty Accidents By Type of Road Surface Conditions

56

4.25 Yearly change in percentage of Casualty Accidents by Type of Pavement

57

4.30 Percentage of Casualty Accidents by Age in Bangladesh

59

4.31 Percentage of Driver Casualty Accidents by Age in Bangladesh

61

4.32 Percentage of Passenger Casualty Accidents by Age in Bangladesh

62

4.33 Pedestrian Casualty Accidents by Age in Rural Area

63

4.27 Fatalities per Fatal Accidents Trends of National Highway

69

4.28 Distribution of Percentage of Total Accidents by Route Types

71

4.29 Distribution of Percentage of Fatal Accidents by Route Types

73

CHPATER-1 INTRODUCTION

1.1 BACKGROUND

Although traffic safety has improved in the recent years, the number of road fatalities is still unacceptably high. It is estimated that by 2020, road traffic accident will have moved from ninth to third in the world disease burden ranking and second in the developing countries like Bangladesh .In 2005 the number of total accidents is almost 3954 and number of fatalities 3187 in Bangladesh .In the ESCAP region, the rate of road accidents of Bangladesh is the highest.

In order to develop realistic quantitative safety targets, and then to design effective strategies and plans and one has to be able to measure safety developments and to understand the underlying processes and their causes. This, in turn, requires extensive and reliable and data recorded over a long period of time that is suitable for describing interpreting and ideally, forecasting safety developments.

In order to develop safety improvements and understanding the situation of road accidents, trends of road accidents is very essential.

Despite the fact that the total number of police reported accidents decreased the last few years, safety is one of the challenging issues in the transportation industry. The safety impacts issues are important because for example in 2004 were approximately 102.9 fatalities per 10,000 vehicles (ARC, 2005). New emerging technologies attempt to alleviate congestion on the roads and improve safety conditions on them.

1.2 OBJECTIVES OF THE THESIS What Trend:

Collection of rural accidents data and their analysis to make trends evaluation of road safety in Bangladesh

Why do we Trend:

Trends are needed for effective remedial measures of road traffic accidents Analysis of socio economic losses (National property, income, health).

The objectives of this thesis are mainly the following: 

To find out road traffic accident trends in Bangladesh



To find out road traffic accident trends in the rural area of Bangladesh



Also find out trends of accident data in rural area presented herein to either accident profiles or compare proportion of accidents by road class, time, light, junction, collision, weather, locations, pavement, road surface condition, alignment can be undertaken.

1.3 THE STUDY AREA The study Area of the thesis covers rural roads which consist of several types of road at to focus on the followings. National Highway Regional Highway Feeder Road Rural Road City Road

1.4 THESIS STRUCTURE The out Line of the Thesis is organized as per the Following Flow Chart

Introduction

Literature Review

Data Collection

Rural Accidents Analysis and Findings

Conclusions and recommendations

1.5 THESIS ORGANIZATION Apart from this chapter the thesis has been divided into six chapters

Chapter 2 provides a summary of the available literature in the area of accidents, classifications. It also provides global and regional rates and trends, road safety situation in Bangladesh.

Chapter 3 & 4 presents the sources of data used for the development of fatalities per 10,000 vehicles, fatalities per fatal accidents. It also presents the extensive analysis of the accident data to predict the accident scenario. Some graphs are also presented in this chapter based on data.

Chapter 5 presents the recommendations and conclusion.

1.6: SUMMARY

In this chapter, attempts were made to introduce the background of the research .It also defines the objective of the study. To attain these objectives a stru8ctured methodology has also been formulated here. In order to proceed with the steps of this methodology, it is required to obtain firm knowledge on accidents and d accident related factors. The information provided in this next chapter lays a foundation of that through reviewing the principles and background information of all that relevant elements.

Chapter 2 LITERATURE REVIEW

2.1 INTRODUCTION Nearly 0.5 million people die and up to 15 million people are injured in urban road accidents in developing countries each year, at a direct economic cost of between 1 and 2 percent of worldwide gross domestic product. A majority of victims are poor pedestrians and bicyclists. Fears for personal safety and security significantly deter the use of non motorized transport. This burden of physical harm that is borne by the poor can be reduced by improved road design, traffic management, medical service, and by policy improvement. This solution requires comprehensive action by a well-trained, committed, adequately financed, and organizationally integrated public sector.

The literature review however included a general understanding of the types of accident severity and casualty accidents, occurring factors, global road safety situation, road safety in Bangladesh, methodology.

2.2 SOME IMPORTANT DEFINITIONS RELATED TO ACCIDENTS AND THEIR CLASSIFICATIONS.

2.2.1 Definition of Accident. Accident is a general Phenomenon and expected in a road as vehicle is controlled by human. There is minimum to do when accident occurred in random nature. Accident may take place even with high standard road because of random errors (mechanical/human). When accident occur deterministically-counter measures are need to be taken accordingly. To take appropriate remedial measures accident study is essential

2.2.2 Accidents Classification Primary classification: 

Road traffic casualty accident



Road traffic non injury accident

1. Road traffic casualty accident:

Fatal accident; when one or more dead Personal injury accident; Grievous injury; Refers to a person has to admit hospital Simple injure; Refers to a person who is victim but not has to admit hospital

2. Road traffic non injury accident :( property damage only)

Secondary classification; Location; Rural or urban Collision or non collision event Single vehicle or multi vehicle accidents

Classification of accidents based on collision type vehicles; 

Head on



Rear end



Right angle collision

in the



Sideswipe



Over turning accidents



Hitting objects on the carriage way



Hitting objects outside the carriage way



Collision on the parked vehicle



Hit- pedestrian

Source: CE 451: transportation engineering III: Traffic Planning and Management

2.2.3 Definition of some important keywords.

Crashes and Casualties: Traffic safety researchers measure crashes (also called collisions, accidents or incidents), injuries, fatalities and damages. Injuries and fatalities together are called casualties. Many road safety experts prefer the term crash to accident, because “accident” implies a random event, while “crash” emphasizes that such events have a cause (driver error, mechanical failure, poor roadway design, etc.) and so are preventable.

Fatal Accident: Fatal accident is an event in which one or more persons are killed outright on the spot is called a fatal accident.

Grievous Accident: Grievous Accident is an event in which a person has received injuries, such as fractures, concussions, internal lesions, crushing, severe cuts and lacerations and severe general shock, requiring medical treatment and detention in hospital.

Simple Accident: Simple Accident is an event in which a person sustained injuries but need not be admitted to hospital. It can also include an accident victim who sustained injuries and was treated in hospital but not detained overnight.

Property damage: A property damage type accident is when motor vehicles hit a pedestrian, another vehicle in traffic, a parked vehicle, an animal, a fixed object, etc.

Casualty Accidents: Casualty Accidents are the number of persons whose are dead, injured in an accident.

2.3 ACCIDENT FACTORS CAN BE GROUPED UNDER THE FOLLOWING HEADINGS; 1. Road users: The actions of vehicle drivers, cyclists, motor cyclists, passengers & pedestrians. 2. Vehicles: The design, condition & faults of vehicles 3. Road environment: The planning, design & care of roads & road side environment.

Others: 

Road user’s behavior



Driver’s behavior



Pedestrian behavior



Passenger’s behavior

1. Driver’s Behavior 

Falling to maintain safe speed



Falling to maintain safe headway



Making decision during lane changing, overtaking, crossing junction, turning, merging in response of traffic signal interaction with animal crossing overtaking competition underestimating vehicles loading condition



Interacting with pedestrians

2. Accident Risk Depends on Driver’s Physical and Mental Condition 

Age of drivers



Sex of drivers



Material status



Alcohol of drugs



Fatigue



Use of crush of helmets

3. Pedestrian Behavior 

Pedestrian carelessness & lack of knowledge regarding traffic rules



Use of road instead of footpath



Crossing attempts without looking around



Miscalculation of approaching vehicle speed

4. Passengers Behavior 

Causing trouble to the driver



Making noise joking and diverting the of the driver



Projecting their body outside the vehicle



Getting down the vehicle from the wrong side

Factors Related To Roadway Geometry 

Road curvature



Vertical alignment



Sight distance



Super elevation



Carriageway width



Width and condition of shoulders



Road signs and markings



Pavement surface condition



Formation delineators and guard rails



Lighting



Median



Junction

Source: CE 451: transportation engineering III: Traffic Planning and Management

2.4 EXAMPLES OF NINE CLASSES OF ACCIDENT 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 extinguisher 9) Environment………….Emergency telephone not available

Source: SNPA Foundation Seminar Book by Paul H. Wright

2.5 THE ACCIDENT REPORT FORM For most purposes the database needs to be able to answer the following questions:

• Where accidents occur • When accidents occur • Who was involved? • What was result of collision? • What environmental conditions existed? • Why or how did collision accident Data

2.6 TRENDS OF GLOBAL ROAD SAFETY SITUATION 2.6.1 Estimating Global Road Fatalities Previous reviews of global fatalities undertaken by TRL, World Bank and others have produced a wide range of estimates and whilst the problem of data reliability and underreporting has been regularly acknowledged previous forecasts have been based on the use of officially published statistics based in turn on police reports. Using these values to obtain a more accurate estimate of the current global fatality situation (on a regional basis) required several factors to be taken into account as follows: 1. Updating the fatality figures given for the latest year available (usually 1995/96) to1999. 2. Estimating for those countries where fatality data was not available.

3. Making adjustment for those countries which do not use the definition of a road death occurring when a person dies within 30 days of the accident taking place. This ranges from 'on the spot' to 'within a year of the accident occurring'. Furthermore many developing countries state that they use the '30-day' definition and may do so at the local level (for prosecution purposes) but at thesame time, official statistics are often based on preliminary information which is not always updated.. 4. Adjusting official figures to take into account the under reporting of fatal accidents. Figures derived for both developed and developing countries were based on detailed research undertaken in recent years on this particular topic. Rather than use one figure for under-reporting in developing countries, upper and lower adjustment factors were calculated.

There is no standard approach to regional groupings used by the many different international organizations concerned with road safety. However in order to aid interpretation of data, a total of 192 countries were assigned to six major regional groups as follows:

· Africa · Asia/Pacific · Central and Eastern Europe (CEE) · Latin/Central America and the Caribbean (LAC) · Middle East and North Africa (MENA) · Highly motorized countries (HMC), i.e. North America, Australia, New Zealand, Japan and Western Europe.

Less motorized countries (LMC) is the collective term used to describe the first five Regions where motorization is typically much lower than in the industrialized HMCs.

Figure 2.1:

Estimated road fatality regional distribution (1999)

45 40

35

30 25

1; Africa 2; HMC 3;East europe 4;Latin America& caribean 5; Asia & Pacific 6. Middle East

Source: A Review of Global Road Accident Fatalitie

Table 2.2: Key indicators of Development Data Source: World Development Report (2006)

Bangladesh India Pakistan Thailand Malaysia Netherlands USA UK Norway

Gross National

Gross

Loss of GNI

Loss of GDP

Income(GNI) in

Domestic

US dollar

In present

US dollar

Product(GDP)

(billions)

Nearly 520

(billions) USA

12150.5

3.4

UK

2016.4

3

Norway

238.4

2.5

Bangladesh

61.2

3.7

8.50

2

Fatality 97.6 /10,000 Vehicle

30

27.5

8.4

7

2.1

2

1.4

1.2

A brief summary of findings is presented below with this section of the study attempting to highlight the road safety situation within the various regions. 

Fatality rates (i.e. death per 10,000 vehicles) were lowest in developed countries (in the range 1.1 to 5.0) whilst the highest (frequently in excess of 100) were found in South Asian Region like Bangladesh, India Pakistan, African countries, particularly Ethiopia, Lesotho and Tanzania.



According to official statistics, there were at least 3187 fatalities and 3440 injuries in 3248 reported accidents in 2005 and 3314 fatalities, 3466 injuries in 3938 reported accidents in 1999. Significant fluctuations in the number of fatalities and injuries as reported by police clearly reflect the problems of reporting and recording inconsistencies. The number of fatalities from 3314 in 1999 to 3187 in 2005 indicates 0.96 times in 7 years period.

2.6.2 Current Global Fatality Estimate From Jacobs, G.D. & Thomas, A.A. (2000) “A Review of Global Road Accident Fatalities”

Based on the factors described above, a realistic estimate of global road deaths is between 750,000 and 880,000 for the year 1999.

It should be noted that these estimates are less than those derived by the WHO in the studies mentioned .However the WHO estimates were based on forecasts from 1990 data which in turn came from a variety of sources. The WHO forecast was that in 1998 there

would be 1.17 million deaths worldwide. A lack of detailed information on WHO data sources, forecasting techniques etc. made detailed comparisons difficult.

Results from a number of countries show wide variation between official (i.e. police) statistics and information from other sources. For example in the Philippines only one out of five medically reported road deaths are included in police statistics. In Indonesia, insurance companies report almost 40 per cent more deaths than the police. The Department of Health in Taiwan reported in 1995 some 130 per cent more deaths than the police. In Karachi a recent study comparing road casualties reported by the police with ambulance statistics showed only about half of road accident deaths were reported by the police.

Under-reporting also appears to be high in China which already has the word's highest reported number of road deaths. Thus the Beijing Research Institute of Traffic Engineering estimated that the actual number of people killed in road accidents in 1994 was about 111,000, over 40 per cent greater that the 78,000 reported officially by the police.

Using results from a number of studies indicated that in developed countries underreporting of fatalities was minimal (between 2 - 5 per cent), whilst in developing

Figure:2.2

Figure:2.3

countries upper and lower adjustment factors were between 25 to 50 per cent increases of those numbers reported by the police. It can be seen that the burden of global road fatalities is on the LMCs where 86 per cent of the world’s road fatalities occur, with almost half of all fatalities in Asia. Figure 1 shows the regional distribution of 750,000 fatalities, the low end of the range suggested for 1999. Fig: Road traffic Death by Different age USA United Kingdom Sweden New Zealand Netherlands Korea Japan Italy Germany France Canada Bangladesh Australia 0%

0-14

20%

40%

15-24

60%

25-64

80%

100%

65+

Source: IRTAD

2.6.3 Estimate of Global Injuries Whilst the under-reporting of injuries are known to be even worse than with fatalities, a minimum estimate within a likely range has been derived. Based on the International Road Traffic and Accident Databases (IRTAD) report and earlier studies that had

estimated approximately 50 per cent of road injuries were reported, it was decided that a ratio of 100 injuries for every fatality would apply in the HMCs. For LMCs, a ratio of between 20 to 30 was taken to be a minimum estimate.

These values produce annual road accident injury estimates for 1999 of 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 1960s with an 80 per cent growth in road fatalities but then with massive investment reduced deaths by almost 50 per cent over the next decade. However deaths started to increase once again in the early 1980s due in part to a continued increase in vehicle ownership but with a slowing down of investment in life-saving activities. Additionally, trends in many parts of the world are not consistent and there is evidence that rapid increases of deaths in Africa and Asia/Pacific show signs of slowing down (that said growth rates in Africa and Asia are still high and of concern).

Social and political changes also play a part and ideally would be taken into account in any forecasting actively. However, these changes are difficult to predict. For example, in the CEE region, changes in road accident reporting methodology took place with the transition to market economies. Whilst the trend in this region over recent years has been

one of fewer fatalities, it is quite possible that with economic development and rapid motorization there is potential for growth in the number of accidents and fatalities.

Forecasting future trends should be approached cautiously for the reasons outlined above. With these caveats in mind, we suggest that for 2010 the likely range of global road deaths will be between 900,000 and 1.1 million and between 1 million and 1.3 million in 2020.

2.7 TRENDS OF ROAD SAFETY IN BANGLADESH 2.7.1 The Road Safety Situation in Bangladesh: Transport is an extremely important part of Bangladesh economy. The following table shows the growth of motor vehicles & road accident casualties in Bangladesh. Major causes of road accident in Bangladesh due to over speeding , over taking ,overloading in presence of non motorized vehicle on National highway , reckless driver habit , lack of awareness , presence of unfit vehicles , lack of enforcement.

Table2.1: Fatalities and Accidents per 10,000 Registered Vehicles (2003-2005) Data Source: ARC Statistic of Road Accidents and Injury Year 1998-2005 Year

No. of Accidents

No. of fatalities

No. of injuries

Total Casualties

Traffic

FIR

FIR

FIR

FIR

fatalities

MAAP

MAAP

MAAP

MAAP

per

10,000 vehicles

on

road vehicle

1998

4769

3533

3085

2358

3997

3297

7082

5655

137.4

1999

4916

3948

3314

2893

3453

3469

6767

6362

143.1

2000

4357

3970

3430

3058

1911

3485

5341

6543

142.6

2001

4091

2925

3109

2388

3127

2565

6236

4953

123.2

2002

4918

3941

3398

3053

3772

3285

7170

6338

126.2

2003

4749

4114

3289

3334

3818

3740

7107

7074

116.1

2004

3917

3566

2968

3150

2752

3026

5720

6176

102.9

2005

4949

3322

3187

2960

2754

2570

5941

5530

97.6

Total

36666

29319

25780

23194

25584

25437

51364

48631

Note: Vehicles on road excluding motorcycle and non-motorized vehicle

According to official statistics, there were at least 3187 fatalities and 3440 injuries in 3248 reported accidents in 2005. Trends of reported road accidents are given in above table. It is estimated that the actual fatalities could well be 10000-12000 each year. Significant fluctuations in the no of fatalities and injuries as reported by police clearly reflect the problems of reporting and recording inconsistencies. The number of fatalities from 1009 in 1982 to 3334 in 2003, nearly 3.5 times in 22 years period.The statistics revealed that Bangladesh one of the highest fatality rate in road accidents, over 100 deaths per 10000 motor vehicles.

2.7.2The Global Health Burden of Road Traffic Injuries: Disease or injury 1990

2020

1

Respiratory

Ischaemic heart disease

2

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

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.

Thousands of emergency visits occurred due to road traffic accidents every year which put an enormous burden on the health care services.

Average working time lost in Bangladesh:

Fatality:

30

years(avg.

age

of

victim,

28.Retirement age, 58) Serious injury: looking for Slight injury:

35 years (20 days recovery,7 days work And 8 career- days) 5 days (3 days recovery and 2 days looking for work)

 Road Traffic Accidents and Injuries Bangladesh Perspective On an average 4000 death and injury another 5000 a year.

Road accidents alone cost the society in the order of Tk. 5000 crore annually, which is about 2% of country’s GDP.

 Why Road Traffic injuries are higher in Bangladesh:

Substantial number of people makes their trip on foot –So Pedestrians are involved in about 70 % of all accidents.

Buses and trucks are generally overloaded

Substandard Road with mix of motorized and non-motorized traffic

Unsafe vehicles ( shallow engine-driven vehicle, tyre bursting) Low Enforcement and Poor Practices Non-skilled Driver

Lack of proper education & training. Lack of public awareness.

2.7.4. Priority Road Safety Options for Bangladesh: Engineering road safety: Road environmental improvements Application of road safety audit Community based road safety Intensified enforcement and safety education measures New innovative high-tech solutions

2.7.5 Progress in Road Safety Works Research in Bangladesh: 1. Road safety organizations and strategic action plan

National Road Safety Council (NRSC) and

Road Safety Cell (RSC).

2. Establishment of Accident Research Center at BUET

Accident Research Center (ARC) has been established at (BUET) in 2002 to carry out scientific research for clear understanding of the road safety problems and ascertaining the underlying causative factors.

2.9 CONCLUSION Most, if not all, of the literatures consulted in this chapter were of foreign researchers. This chapter also consulted with important definitions related to accidents, global road safety situation, road safety in Bangladesh and methodology. In the next chapter data collection will discussed.

Chapter3 Data Collection and Methodology 3.1 INTRODUCTION:

Accident Data Analysis is paramount importance to improve safety. Accident related information like accident Severity (Fatal Accidents, Grievous Accidents, and Simple Accidents), casualties, length of particular route, traffic volume, time, working day, month, type of junction, no of intersections, roadway geometry, traffic condition, driver’s age etc. are needed. All parameters are not taken into consideration because of their importunacy. If all parameters may take into considerations then this study will be more correct.

This chapter comprises accident data analysis depending on Accident severity (Fatal Accidents, Grievous Accidents, and Simple Accidents), casualties, length of particular route, traffic volume which has greater importance than other parameters. Here discussed issues are globally position of Bangladesh depending on accident severity & how much improvement or demotion within last seven years. Also discussed fatalities per 10,000 registered vehicles, fatalities per fatal accident in that particular route of National Highway.

3.2 The Road Traffic Accident Database 3.2.1 Data Collection

Road accident data is reported by Thana Police in an Accident Reporting Form (ARF) which was introduced nation-wide in 1997. This form, which is written in Bangla and published by the Government of Bangladesh, is a mandatory part of the First Information Report (FIR) completed for each road accident case. Completed ARFs are compiled at the Accident Data Units (ADUs) in six Range/Metropolitan Police offices (Dhaka Metro, Dhaka Range, Chittagong Metro, Rajshahi Range, Khulna Metro and Sylhet Range)

where the data is entered into an electronic database. The software used to compile (and later interrogate) the database is known as MAAP (for Micro-computer Accident Analysis Package, developed and produced by TRL, UK) and the database is commonly referred to as the MAAP data. From these regional ADUs, the accident data is transferred by computer diskette (floppy disk) or by modem (e-mail) to the National ADU at Police Headquarters, Dhaka. The Road Safety Cell collects this data from the Police Headquarters and enters it into its own master database.

The best source of accident data collection is police stations. In Bangladesh, development of accident database has been based on police reported accident form. However accident database could not get comprehensive and accurate level up to expectation due to under reporting and under recording. This problem could be addressed by our combined effort. Training and awareness is urgent need to improve present situation. For this study I collect data from ARC (Accident Research Center), BRTA (Bangladesh Road Transport Authority) and R&HD (Roads and Highway Department). ARC collects data from police stations.

3.2.2 The MAAP Software

The MAAP software, which is used to compile and interrogate the electronic accident database, resides on the computers in each of the Police Range and Metro ADUs, the ADU at Police Headquarters and at the RSC Resource Centre. The software is a DOS based version. The RSC is planning to upgrade the MAAP software to a Windows-based version with upgrading of computer hardware at the Police ADUs, plus appropriate training of Police and other personnel. It is also planned that with this upgrade, the database will reside on the RHD MIS system so that it can be integrated with other databases (road inventory, traffic volume, etc). It will also be available through the MOC web site to the wider road safety community in the transport, development, health, education and related sectors. An

additional and desirable benefit of the upgrading project is that there will be an opportunity to improve the Accident Report Form by simplifying some of the components of the form and thus make it easier to be completed. The project to upgrade the MAAP software to a Windows-based version with upgrading of computer hardware and training has been scoped and a project proposal prepared. There is an urgent need to improve road safety in Bangladesh but a funding source for the project has not yet been identified.

3.2.3 Interpretation of Data Under-reporting and under-recording of accident data are features of significance to the accident database. Under-reporting is when an accident is not reported to the authorities. This feature is present in any accident database and the degree of under-reporting is normally consistent across the network.

Under-recording is when a reported accident is not recorded in the accident database. The degree of under-recording varies between different divisions and metropolitan areas. In the 2001 accident database, on a national basis the under recording ratio is 71% i.e. 71% of the reported accidents are recorded in the accident database. The lowest ratios are in the Chittagong Metropolitan Area (27%) and the Chittagong Division, excluding the metropolitan area, (44%).

For these reasons, caution is advised –

· When making comparisons of safety performance with that of other countries;

· When interpreting the accident data to determine trends by comparison of the 2001 data with data from other years; and

· When endeavoring to determine an absolute value of total accident occurrence. Interpretation of the accident data presented herein to establish accident profiles can however be undertaken with a measured degree of confidence.

3.3 METHODOLOGY

3.3.1 Safety Research Methodology Methods of Evaluation:  Controlled Experimentation  Before and after Studies  Comparison using Control Sites  Time Trend Comparisons Methodology Used In the Study: Time Trend Comparisons Obtain adequate accident in all the links of rural area with respect to 

Severity



Types of accidents based on collision types



Pedestrian casualty



Trends of past years



Determination of accidents rates of fatal accidents of the links of selected arterials.



Prescribe remedial measures about decreasing accident rates at links having high accident rates.

3.3.2. Road Safety Strategy:

Source: A Review of Global Road Accident Fatalities.

2.3.3 Statistical methods for analysis of accident data: Analysis of accident data is required to find out causes of that accident It is also important to see the effectiveness of accident prevention measures Qualitative methods of data analysis of the accident can provide inside into the causes that contributed the accident and often help to identify the black spots on the street System.

Why Statistical Method is required? Accidents are governed by the laws of chance and the occurrence of accident is a random event with respect to time and distance. Accident occurrence follows probalistic distribution.To see whether accident data from a particular site follow random behaviour and deterministic in nature.statistical Analysis is the only available tool for the purpose

A number of st6stistical methods are currently being applied in accident research. These includes 

Regression methods



Poisson distribution



Use of chi square test comparing accident data

Regression methods This method is useful to correlate different factors with accident to develop accident prediction model. Poisson distribution

2.3.4 Limitations of Accident Data: Under-reporting of Accidents: In Bangladesh, development of accident database has been based on police reported accident form. However accident database could not get comprehensive and accurate level up to expectation due to under reporting and under recording.Traditionally, only the police department has been collecting data on road accidents in Bangladesh, and many other developing countries. The widespread underreporting and incomplete data collection regarding specific details of accidents are, however major problems. This limits the proper analysis of accidents to be carried out towards improving road safety. Loss of lives, personal injury and property damage as a result of road traffic crashes are a common daily phenomenon. No efforts have so far been made to estimate the economic wastage occasioned by traffic crashes in Bangladesh. This failure often limits the understanding of the concerned officials about the safety issues involved in various planning and management-related activities. Institutional Weaknesses: Road safety improvement efforts in Bangladesh seriously suffer from several serious drawbacks. These are: lack of a strong professional safety agency with adequate executive powers and responsibilities; fragmentation of responsibilities between agencies and insufficient inter-agency coordination; low level of staffing and lack of professional capacity; lack of trained traffic police for effective

enforcement and traffic regulations; absence and inadequate dissemination of road safety research, and too few resources directed towards tackling the safety problem etc.

The present situation can be improved by taking some actions, which are listed below: 

Training of police officers, who are in charge in filling up the ARF.



Include appropriate text into course curriculum of training of sub inspectors in Sardah Police Academy.



Holding publicity campaign about importance of data



Develop accountability system etc.



Update accident location coding system

Upgrade MAAP5 software from DOS to windows version Establish dialup network between ADUs , police headquarters and road safety cell of BRTA

3.4 Conclusion This chapter discussed about data collection source, The MAAP software, which is used to compile and interrogate the electronic accident database, problems related to interpretation of data means under-reporting and under-recording of accident data is an important issue. The next chapter will concerned about analysis of accident data.

Chapter 4 TRENDS OF RURAL ACCIDENT

4.1 INTRODUCTION For targeting rural road safety improvement initiatives, interpretation of accident data presented herein to either establish accident profiles by severity level, by type of collision, by type of junction, by type of vehicle involved etc. With the process of rapid economic growth together with increasing motorization and urbanization, the situation of road safety problems has been worsening in many developing and so called emerging countries. The road traffic accidents and injury statistics also revealed a deteriorating safety situation in Bangladesh. This Chapter deals with interpretation of accident data.

4.2 Trends of Accident in Rural Area 4.2.1 Trends by Accident 4.2.1.1 Trends by Urban Accidents and Rural Accidents Road Environment=Rural and Urban Accident Recorded Year=1998-2005 Data Source=ARC Table 4.1: Yearly Change in Percentage of Urban Accidents and Rural Accidents Year Urban Rural TOTAL % of Urban % of Rural Accidents Accidents 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 80.00 70.00

% of Total Accidents

60.00 50.00 % of Urban Accidents % of Rural Accidents

40.00 30.00 20.00 10.00 0.00 1998 1999 2000 2001 2002 2003 2004 2005 Year

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

Percentage of rural accidents is increasing day by day. In 2005, this percentage is 73.71% for rural and 26.29% for urban.The number of accidents in rural area has been increasing from 1743 in1998 to 2394 in 2005,nearly 1.37 times in 8 years. 4.2.1.2 Trends by Type of Severity Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=AR Table 4.2 Yearly Changes in Percentage of Fatal, Grievous and Simple Accidents Year

Fatal

Grievous Simple Collision Total

1998 1999 2000 2001 2002 2003 2004 2005 Overall

71.4 71.8 73.6 75.8 73.7 73.9 75.4 77.4 74.1

21.5 20.0 19.2 17.7 19.8 18.9 17.1 16.6 18.8

5.5 6.2 5.4 5.0 5.3 5.3 5.7 4.4 5.4

1.7 2.0 1.8 1.5 1.2 1.9 1.8 1.7 1.7

100 100 100 100 100 100 100 100 100

90.00

% of Total Rural Accidents

80.00 70.00 60.00 Fatal Griev Simpl Colln

50.00 40.00 30.00 20.00 10.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.2 Graph Showing Yearly Changes in Percentage of Fatal, Grievous and Simple Accidents Above figure indicates that percentage of accidents of fatal accidents in rural area is the highest value which is around 74%. Then grievous accidents and simple accidents. In a particular road class there is no significant change of accident

4.2.1.3 Trends by Type of Road Class Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.3: Yearly Change in Percentage of Accidents by Type of Road Class Year

National Regional Feeder Rural

City

Total

1998 1999 2000 2001 2002

51.6 53.9 50.7 48.0 49.5

0.6 0.6 0.7 0.7 0.6

100 100 100 100 100

19.6 15.7 15.2 17.7 16.1

18.6 22.0 23.9 23.6 25.6

9.6 7.8 9.5 10.1 8.3

2003 2004 2005 Overall

53.4 57.1 56.6 52.6

17.1 16.2 18.4 17.0

19.6 18.5 13.1 20.6

9.0 7.7 11.0 9.1

0.9 0.5 1.0 0.7

100 100 100 100

70.00

% of Total Rural Accidents

60.00 50.00 Natnl Regnl Feedr Rural City

40.00 30.00 20.00 10.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.3 Graph Showing Yearly Changes in Percentage of Accidents by Type of Road Class  Above figure indicates that percentage of accidents in national highway in rural area is the highest value which is around 52%. Then Regional Highway (17%), Feeder Road (20%), Rural Road (9%), City road (1%) respectively.  Accidents in National highway are increasing from 2001. It is 48% in 2001.  In a particular road class there is no significant change of accidents.

4.2.1.4 Trends by day Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.4: Yearly Changes in Percentage of Accidents by Daily Variation Year 1998

Mon 14.2

Tue 13.9

Wed 12.2

Thu 17.3

Fri 13.7

Sat 14.4

Sun 14.4

Total 100

1999 2000 2001 2002 2003 2004 2005 Overall

14.0 14.4 13.4 13.5 14.8 14.1 13.8 14.0

13.0 13.8 13.5 13.5 14.5 14.6 15.1 14.0

14.6 13.3 14.7 14.6 14.2 13.8 13.0 13.8

15.3 15.4 15.9 15.9 14.5 15.0 14.5 15.5

13.8 13.8 14.8 13.9 15.0 16.7 14.5 14.5

14.9 13.7 13.9 14.4 12.9 13.3 13.7 13.9

14.5 15.5 13.8 14.2 14.1 12.4 15.3 14.3

100 100 100 100 100 100 100 100

20.00 18.00

% of Total Rural Accidents

16.00 14.00

Mon Tue Wed Thu Fri Sat Sun

12.00 10.00 8.00 6.00 4.00 2.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.4 Graph Showing Yearly Changes in Percentage of Accidents by Daily Variation  

From above figure we can see that in previous years the percentage of accidents was highest on Thursday upto 2003 in 2004 it became highest on Friday. In 2005 minimum Accidents occur on Wednesday.

4.2.1.5Trends by Month Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC

Table 4.5 Yearly Changes in Accidents by Monthly Variation Year 1998 1999 2000 2001 2002 2003 2004 2005 Overall

Jan 9.8 9.3 10.2 11.9 9.4 7.9 10.3 9.0 9.7

Feb 10.0 8.6 8.7 8.0 8.7 8.4 9.8 7.4 8.7

Mar 11.2 9.2 9.1 9.9 10.3 8.7 9.1 8.7 9.5

Apr 8.6 7.6 7.9 8.0 8.6 8.2 7.8 7.7 8.1

May 8.1 9.3 8.8 9.8 9.7 9.4 8.3 10.4 9.2

Jun 10.2 10.0 9.1 8.0 7.1 7.9 8.4 9.9 8.8

Jul 8.7 8.9 8.7 7.6 7.8 9.3 8.5 8.6 8.5

Aug 6.7 8.2 6.5 7.9 7.6 7.9 6.8 8.8 7.6

Sep 6.1 7.7 7.0 6.5 7.3 8.8 7.0 7.9 7.3

Oct 5.8 7.7 8.8 6.8 8.0 9.1 8.3 6.4 7.6

Nov 7.6 6.4 8.1 7.8 6.8 9.3 7.8 8.4 7.8

Dec 7.3 7.0 7.2 8.0 8.8 5.3 7.9 6.9 7.3

14.00

% of Total Rural Accidents

12.00

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

10.00 8.00 6.00 4.00 2.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.5 Graph Showing Yearly Changes in Percentage of Accidents by Monthly Variation In a particular month percentage of accidents are changing almost sinusoidal with year. In January (Winter Season) it is high.

Total 100 100 100 100 100 100 100 100 100

4.2.1.6 Trends by Type of Junction Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.6: Yearly Changes in Accidents for Different Types of Junction. Year Link Cross T StagX Round Railway Other Road Junc Junction Junction about 1998 1999 2000 2001 2002 2003 2004 2005 Overall

86.9 89.9 87.2 86.6 88.9 81.4 79.8 74.1 84.4

1.8 1.6 1.7 1.8 1.8 1.7 2.3 2.9 1.9

4.2 4.7 5.0 4.2 3.6 4.8 4.9 5.2 4.6

0.9 0.8 1.5 0.8 0.8 0.9 0.8 1.0 0.9

0.2 0.1 0.1 0.1 0.2 0.1 0.2 0.5 0.2

0.1 0.1 0.0 0.1 0.0 0.1 0.3 0.2 0.1

6.0 2.9 4.5 6.7 4.8 11.0 11.8 16.2 8.0

Total

100 100 100 100 100 100 100 100 100

100.00 90.00

% of Total Rural Accidents

80.00 70.00 Not-J Cross T/Jun StagX Round RailW Other

60.00 50.00 40.00 30.00 20.00 10.00 0.00 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 -10.00 Year

Fig 4.6: Graph Showing Yearly Changes in Percentage of Accidents for Different Types of Junction. 

Above figure indicates that percentage of accidents not in junction in rural area is the highest value in recent years which is about 84 percent.

 

In a particular junction there is no significant change of accidents. Percentage of accidents was not so considerable for junctions except not junction.

4.2.1.7 Trends by Type of Collision Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.7: Yearly Changes in Percentage of Accidents by Types of Collision. Year

Head on 1998 16.4 1999 15.5 2000 15.0 2001 14.8 2002 13.9 2003 17.5 2004 18.9 2005 17.6 Overall 16.2

Rear End 8.9 10.8 11.8 12.6 11.4 11.5 11.8 9.1 11.0

90deg Side swipe 0.8 6.2 0.4 5.7 0.7 5.1 0.3 4.7 0.2 6.8 0.4 5.8 0.4 6.2 0.7 5.8 0.5 5.8

OverT Obj1 Obj2 ParkV Ped'n Animl Other Total 13.2 13.3 12.6 13.7 14.0 13.5 10.1 9.5 12.5

0.9 0.6 0.5 0.8 0.9 0.5 1.0 1.5 0.8

2.2 4.0 3.2 3.0 3.1 3.1 2.4 3.9 3.1

1.7 2.3 2.4 2.6 2.0 2.9 1.9 1.6 2.2

44.1 42.8 43.8 42.9 44.4 40.8 43.3 46.5 43.6

0.1 0.0 0.1 0.1 0.0 0.1 0.0 0.1 0.1

5.6 4.6 4.9 4.6 3.4 3.8 4.0 3.9 4.4

100 100 100 100 100 100 100 100 100

50.00 45.00

% of Total Rural Accidents

40.00

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

35.00 30.00 25.00 20.00 15.00 10.00 5.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

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

Above indicates that percentage of accidents for pedestrian injury in rural area is the highest value (44%). Then head on (16%). In a particular type of collision there is no significant change of accidents. Percentage of accidents was not so considerable for other type of collision except head on and side swipe.

4.2.1.8 Trends for Different Conditions of weather Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.8: Yearly Changes in Percentage of Accidents for different conditions of weather Year Fair Rain Wind Fog Total 1998 92.5 5.2 0.1 2.1 100 1999 92.6 5.6 0.3 1.5 100 2000 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

Overall 92.9

4.8

0.2

2.1

100

100.00 90.00

% of Total Rural Accidents

80.00 70.00 60.00

Fair Rain Wind Fog

50.00 40.00 30.00 20.00 10.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.8: Graph Showing Yearly Changes in Percentage of Accidents for different conditions of weather.   

Above fig indicates that percentage of accidents for fair in rural area is the highest value (93%). In a particular weather there is no significant change of accidents. Percentage of accidents was not so considerable for rain, wind, fog.

4.2.1.9 Trends for Different Light Condition Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.9: Yearly Changes in Percentage of Accidents for different conditions of Light 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

2001 2002 2003 2004 2005 Overall,%

72.1 73.5 69.5 71.5 74.2 72.6

13.3 12.8 15.2 13.8 13.0 13.2

1.4 1.8 2.3 2.5 2.5 2.1

13.3 11.9 12.9 12.2 10.3 12.1

100 100 100 100 100 100

80.00

% of Total Rural Accidents

70.00 60.00 50.00

Day DawnD N Lit N UnL

40.00 30.00 20.00 10.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.9: Graph Showing Yearly Changes in Percentage of Accidents for different conditions of Light  Above fig indicates that percentage of accidents for day in rural area is the highest value which is about 72 percent.  Percentage of accidents in night unlighted and dawn day has considerable value which is 13.2 percent for dawn day and 12.12 percent for night unlighted.

4.2.1.10 Trends for Different Location Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.10: Yearly Changes in Percentage of Accidents for different Locations.

Year 1998 1999 2000 2001 2002 2003 2004 2005 Overall

None 95.0 96.0 95.8 95.2 95.5 96.5 96.3 97.6 96.0

Bridge 2.6 1.9 2.0 1.8 1.8 1.5 1.6 0.9 1.8

Culvert 0.6 0.9 0.6 1.3 0.9 0.7 0.8 0.5 0.8

Narrow 1.7 1.2 1.4 1.3 1.6 1.1 1.2 0.9 1.3

SpdBk 0.1 0.1 0.1 0.4 0.1 0.2 0.1 0.1 0.2

Total 100 100 100 100 100 100 100 100 100

120.00

% of Total Accidents

100.00

80.00 None Bridg Culvt Narrw SpdBk

60.00

40.00

20.00

0.00 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 Year

Fig 4.10: Graph Showing Yearly Changes in Percentage of Accidents for different Locations. From above figure we can see that in previous years the percentage of accidents upto 2005 was highest for none which is about 96 percent.

4.2.1.11 Trends for Different Type of pavements Road Environment= Rural

Accident Recorded Year=1998-2005 Data Source=ARC Table 4.11 Yearly Changes in Percentage of Accidents for Different Types of Pavement Year 1998 1999 2000 2001

Seald 96.1 96.7 95.4 96.7

Brick 2.0 1.7 2.1 1.8

Earth 2.0 1.6 2.5 1.6

Total 100 100 100 100

2002 2003 2004 2005 Overall

97.0 97.7 97.2 97.9 96.8

1.7 1.0 1.3 1.1 1.6

1.3 1.4 1.5 1.0 1.6

100 100 100 100 100

120.00

% of Total Rural Accidents

100.00

80.00 Seald Brick Earth

60.00

40.00

20.00

0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.11: Graph Showing Yearly Changes in Percentage of Accidents for Different Types of Pavement

Percentage of rural accidents in sealed road is the highest value which is about 97 percent. In a particular weather there is no significant change of accidents.

4.2.1.12Number of Accidents by Type of Road Surface Conditions Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.12: Yearly Changes in Percentage of Accidents for Different Surface Conditions Year 1998 1999 2000 2001 2002 2003 2004 2005 Overall

Good 95.3 94.8 93.7 93.9 93.9 94.0 93.1 96.0 94.3

Rough 3.7 3.9 4.3 4.9 4.4 3.9 3.5 3.1 4.0

Rpair 1.0 1.4 2.0 1.2 1.6 2.2 3.4 0.9 1.7

Total 100 100 100 100 100 100 100 100 100

120.00

% of Total Rural Accidents

100.00

80.00 Good Rough Rpair

60.00

40.00

20.00

0.00 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 Year

Fig 4.12: Graph Showing Yearly Changes in Percentage of Accidents for Different Surface Conditions

Percentage of rural accidents in good surface road is the highest (94%), then rough surface road which is very low comparatively with good surface road.

4.2.1.13Number of Accidents by Type of Alignment Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.13: Yearly Changes in Percentage of Accidents by Type of Alignment Year 1998 1999 2000 2001 2002 2003 2004 2005 Overall

Str't 87.2 88.2 87.6 86.8 90.7 91.2 91.3 90.6 89.2

Curve 8.6 7.1 8.0 8.7 6.7 6.6 6.0 6.3 7.3

Slope 2.1 2.9 2.1 2.1 1.4 0.8 1.3 1.2 1.7

Cv+Sl 1.4 1.3 1.8 1.9 0.9 1.1 1.1 1.3 1.4

Crest 0.6 0.5 0.5 0.6 0.3 0.3 0.3 0.6 0.5

Total 100 100 100 100 100 100 100 100 100

100.00 90.00

% of Total Rural Accidents

80.00 70.00 Str't Curve Slope Cv+Sl Crest

60.00 50.00 40.00 30.00 20.00 10.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.13: Graph showing Yearly Changes in Percentage of Accidents by Type of Alignment Percentage of rural accidents in straight road is the highest, then curve road. In a particular alignment there is no significant change of accidents.

4.2.2 Trends by Casualties 4.2.2.1Trends of Urban Casualty Accidents and Rural Casualty Accidents Road Environment= Rural and Urban Accident Recorded Year=1998-2005 Data Source=ARC Table4.14: Yearly Change in Percentage of Urban Accidents and Rural Casualty Accidents Year

Urban

Rural

TOTAL

1998 1999 2000

2428 2023 1992

3163 4324 4514

5591 6347 6506

% of Urban Casualty Accidents 43.4 31.8 30.6

% of Rural Casualty Accidents 56.5 68.1 69.3

2001 2002 2003 2004 2005 Overall

1310 1638 1858 1407 1086 13742

3620 4660 5157 4684 4313 34435

4930 6298 7015 6091 5399 48177

26.5 26.0 26.4 23.1 20.1 28.5

73.4 73.9 73.5 76.9 79.8 71.5

Percentage of rural casualty accidents is increasing day by day. In 2005, this percentage is 79.8% for rural and 20.1% for urban. 90.00

% of Total Casualty Accidents

80.00 70.00 60.00 % of Urban Casualty Accidents % of Rural Casualty Accidents

50.00 40.00 30.00 20.00 10.00 0.00 1998 1999 2000 2001 2002 2003 2004 2005 Year

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

4.2.2.2 Number of Casualty Accidents by Type of Road Class Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.15 Yearly Changes in Percentage of Casualty Accidents by Type of Road Class Year Natnl Regnl Feedr Rural City Total 1998 56.1 18.9 17.5 7.1 0.4 100 1999 56.3 15.8 20.3 7.1 0.5 100 2000 53.9 15.5 22.0 8.1 0.5 100

2001 2002 2003 2004 2005 Average

51.0 53.1 56.2 61.1 60.4 56.0

18.3 16.3 17.0 14.7 17.6 16.8

20.7 23.1 18.9 17.0 11.1 18.8

9.6 7.1 7.3 6.9 10.2 7.9

0.4 0.4 0.6 0.3 0.7 0.5

100 100 100 100 100 100

70.00

% of Rural Casualty Accidents

60.00 50.00 Natnl Regnl Feedr Rural City

40.00 30.00 20.00 10.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.15 Graph Showing Yearly Changes in Percentage of Casualty Accidents by Type of Road Class  Above figure indicates that percentage of casualty accidents in national highway in rural area is the highest value which is around 56%. Then Regional Highway (17%), Feeder Road (19%), Rural Road (8%), City road (1%) respectively. 

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

4.2.2.3 Yearly Change in Pedestrian injury Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table: 4.16: Yearly Change in Pedestrian Injury Total Year Pedestrian Casualty Injury

% of Pedestrian

1998 1999 2000 2001 2002 2003 2004 2005 Overall

Year

By Year 961 1270 1267 1019 1354 1295 1295 1414 1234

Accidents 3163 4323 4514 3620 4660 5157 4684 4313 4304

Injury 30.4 29.4 28.1 28.2 29.1 25.1 27.7 32.8 28.8

Total Pedestrian Percent of Fatalities Fatalities Pedestrian Fatalities 1998 1534 731 47.6 1999 2152 958 44.5 2000 2276 971 42.6 2001 1785 820 45.9 2002 2283 1065 46.6 2003 2476 1042 42.0 2004 2416 1055 43.6 2005 2321 1104 47.5 Overall 17243 7746 44.9

35.00

% of Pedestrian Injury

30.00 25.00 20.00 Series1 15.00 10.00 5.00 0.00 0

2

4

6

8

10

Year

Fig: 4.16: Graph Showing Yearly Change in Pedestrian Injury

 

Above figure shows that yearly change of percentage of pedestrian injury is decreasing upto 2003 and recently it is considerably increasing. Among these years as shown in figure percentage of pedestrian injury has maximum value in 2005 which is 32.78% in rural Area.

4.2.2.4 Trends by day Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.17: Yearly Changes in Percentage of Casualty Accidents by Daily Variation Year 1998 1999 2000 2001 2002 2003 2004 2005 Overall

Mon 14.4 14.4 14.0 13.5 13.9 14.2 15.3 13.0 14.1

Tue 14.1 12.8 14.2 12.7 13.7 13.7 13.8 16.0 13.9

Wed 12.4 14.1 12.8 13.6 14.6 14.4 14.1 13.5 13.7

Thu 16.7 14.8 15.4 16.9 14.6 14.7 14.1 15.7 15.4

Fri 12.8 14.4 14.1 14.8 14.3 15.1 17.4 13.9 14.6

Sat 15.2 15.5 14.0 15.1 15.2 13.7 13.6 13.4 14.5

Sun 14.4 13.9 15.4 13.3 13.8 14.3 11.6 14.4 13.9

Total 100 100 100 100 100 100 100 100 100

20.00

% of Total Casualty Accidents

18.00 16.00 14.00

Mon Tue Wed Thu Fri Sat Sun

12.00 10.00 8.00 6.00 4.00 2.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

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



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

4.2.2.5 Trends by Month Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.18 Yearly Changes in Percentage of Casualty Accidents by Monthly Variation Year Jan Feb Mar Apr May Jun 1998 9.6 10.2 11.2 8.8 8.2 9.8 1999 8.6 9.1 8.8 8.6 9.8 10.6 2000 9.8 8.3 9.7 9.0 9.5 9.2 2001 12.5 8.0 11.1 8.4 9.6 7.4 2002 8.8 9.0 9.5 7.8 10.3 7.4 2003 7.1 7.6 8.3 7.5 9.2 8.8 2004 10.6 9.9 7.6 7.9 8.8 9.1 2005 9.3 7.6 7.8 7.8 10.3 10.6 Overall 9.5 8.7 9.3 8.2 9.5 9.1

Jul Aug Sep Oct Nov Dec Total 8.7 6.2 7.1 5.9 7.0 7.4 100 8.7 8.3 7.5 7.5 5.8 6.9 100 9.2 5.8 7.2 8.1 7.4 6.7 100 7.0 7.9 6.9 6.2 6.8 8.2 100 8.9 8.0 7.2 7.7 6.6 8.8 100 9.9 7.4 8.9 10.0 9.9 5.5 100 9.1 6.8 7.6 8.4 7.2 7.1 100 8.2 9.1 8.0 6.3 8.7 6.4 100 8.7 7.4 7.6 7.5 7.4 7.1 100

14.00

% of Total Casualty Accidents

12.00

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

10.00 8.00 6.00 4.00 2.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.18: Graph Showing Yearly Changes in Percentage of Casualty Accidents by Monthly Variation  In a particular month percentage of casualty accidents are changing almost sinusoidal with year.  In January (Winter Season) it is high.

4.2.2.6 Trends by Type of Junction Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table: 4.19 Yearly Changes in Percentage of Casualty Accidents for Different Types of Junction. Year Not-J Cross T/Jun StagX 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

2004 2005 Overall

80.6 75.5 85.3

1.8 2.7 1.7

4.6 4.4 4.2

0.8 1.2 1.0

0.3 0.5 0.2

0.2 0.4 0.1

11.7 15.3 7.5

100 100 100

100.00 90.00

% of Total Casualty Accidents

80.00 70.00 Not-J Cross T/Jun StagX Round RailW Other

60.00 50.00 40.00 30.00 20.00 10.00 0.00 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 -10.00 Year

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 area is the highest value in recent years which is about 85 percent. In a particular junction there is no significant change of accidents.

4.2.2.7 Trends by Type of Collision Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.20: Yearly Changes in Percentage of Casualty Accidents by Types of Collision. Year 1998 1999 2000 2001

HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV Ped'n Animl Other Total 24.7 9.0 0.9 5.8 20.2 1.0 4.8 2.4 27.0 0.0 4.2 100 23.0 11.4 0.4 6.1 19.7 0.7 5.4 2.2 27.2 0.2 3.7 100 23.9 11.6 1.0 5.9 18.9 0.5 4.6 2.4 27.1 0.0 4.1 100 22.9 11.5 0.1 6.1 22.7 1.0 4.5 3.2 25.3 0.0 2.8 100

22.0 26.0 28.7 26.4 24.7

10.8 11.4 11.4 9.6 10.8

0.2 0.4 0.4 0.6 0.5

7.4 6.4 6.6 6.1 6.3

23.8 23.8 18.6 16.0 20.5

0.8 0.4 1.3 1.6 0.9

4.2 3.1 2.8 5.6 4.4

2.0 3.2 2.6 1.7 2.5

26.6 22.6 24.3 28.5 26.1

0.0 0.1 0.0 0.1 0.1

2.3 2.6 3.3 3.8 3.4

35.00 30.00

No of Casualty Accidents

2002 2003 2004 2005 Overal

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

25.00 20.00 15.00 10.00 5.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

-5.00 Year

Fig 4.20: Graph Showing Yearly Changes in Percentage of Casualty Accidents by Types of Collision.  Above indicates that percentage of casualty accidents for pedestrian injury in rural area is the highest value (26.2%). Then head on (25%).  In a particular type of collision there is no significant change of casualty accidents.  Percentage of casualty accidents was not so considerable for other type of collision except side swipe and rear end.

4.2.2.8 Trends for Different Conditions of weather Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.21: Yearly Changes in Percentage of Casualty Accidents for different conditions of weather

100 100 100 100 100

Year Fair Rain Wind Fog Total 1998 89.7 6.6 0.5 3.2 100 1999 91.6 6.5 0.2 1.7 100 2000 92.2 5.6 0.2 2.0 100 2001 91.3 5.3 0.3 3.2 100 2002 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 2.5 100 100.00

% of Total Casualty Accidents

90.00 80.00 70.00 60.00

Fair Rain Wind Fog

50.00 40.00 30.00 20.00 10.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig 4.21: Graph Showing Yearly Changes in Percentage of Casualty Accidents for different conditions of weather   

Above fig indicates that percentage of casualty accidents for fair in rural area is the highest value (91%). In a particular weather there is no significant change of casualty accidents. Percentage of casualty accidents was not so considerable for rain, wind, fog.

4.2.2.9 Trends for Different Light Condition Road Environment= Rural Accident Recorded Year=1998-2005

Data Source=ARC Table4.22: Yearly Changes in Percentage of Casualty Accidents for different conditions of Light Year Day DawnD N Lit N UnL Total 1998 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

100.00

% of Total Casualty Accidents

90.00 80.00 70.00 60.00

Fair Rain Wind Fog

50.00 40.00 30.00 20.00 10.00 0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Fig4.22: Yearly Changes in Percentage of Casualty Accidents for different conditions of Light  Above fig indicates that percentage of casualty accidents for day in rural area is the highest value which is about 71 percent.



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

4.2.2.10 Trends by Type of Alignment Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.23: Yearly Changes in Percentage of Casualty Accidents by Type of Alignment Year Str't Curve Slope Cv+Sl Crest Total 1998 85.0 10.6 2.0 1.6 0.8 100 1999 87.0 8.2 2.8 1.3 0.8 100 2000 86.6 8.1 2.1 2.6 0.7 100 2001 82.1 11.1 2.0 4.0 0.8 100 2002 89.2 7.6 1.5 1.4 0.5 100 2003 89.4 7.8 0.8 1.6 0.6 100 2004 89.5 7.1 1.5 1.7 0.2 100 2005 89.1 7.0 1.4 1.8 0.7 100 87.2 8.4 1.8 2.0 0.6 100 Overall

100.00

% of Total Casualty Accidents

90.00 80.00 70.00 Str't Curve Slope Cv+Sl Crest

60.00 50.00 40.00 30.00 20.00 10.00 0.00 1997

1998

1999

2000

2001

2002

Year

2003

2004

2005

2006

fig4.23: Graph Showing Yearly Changes in Percentage of Casualty Accidents by Type of Alignment  Percentage of rural casualty accidents in straight road is the highest, then curve road.  In a particular alignment there is no significant change of casualty accidents.

4.2.2.11Trends by Type of Road Surfac Conditions Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table 4.24: Yearly Changes in Percentage of Casualty Accidents for Different Surface Conditions Year 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 0.44 100 Overall 92.65 6.74 0.22 0.04 0.34 100

100.00

% of Total Casualty Accidents

80.00

60.00 Dry Wet Muddy Flood Other

40.00

20.00

0.00 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 -20.00 Year

Fig 4.24: Yearly Changes in Percentage of Casualty Accidents for Different Surface Conditions  Percentage of rural casualty accidents in dry road(93%) is the highest then wet road (6.64%

4.2.2.12 Trends by Type of Pavement Road Environment= Rural Accident Recorded Year=1998-2005 Data Source=ARC Table4.25: Yearly Changes in Percentage of Casualty Accidents for Different Types of Pavement Year Seald Brick Earth Total 1998 96.6 2.2 1.3 100 1999 97.4 1.4 1.3 100 2000 96.8 1.7 1.5 100 2001 97.2 1.8 1.0 100 2002 97.7 1.6 0.7 100 2003 98.1 1.0 0.9 100 2004 98.1 1.0 0.9 100 2005 98.2 1.0 0.8 100

Overall

97.5

1.5

1.1

100

120.00

% of Total Casualty Accidents

100.00

80.00 Seald Brick Earth

60.00

40.00

20.00

0.00 1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

Year

Figure4.25: Graph Showing Yearly Changes in Percentage of Casualty Accidents for Different Types of Pavement  

Percentage of rural casualty accidents in sealed road is the highest value which is about 97 percent. In a particular weather there is no significant change of casualty accidents.

4.2.1.14 Trends in Pedestrian Accidents by time

4.32 Yearly Change in Pedestrian Accidents by Time in Rural Area of Bangladesh: Time 6--17 18-23 0-5 Total

1998 43 676 145 864

1999 67 907 152 1126

2000 51 905 170 1126

2001 44 739 140 923

2002 65 988 173 1226

2003 72 914 201 1187

2004 135 863 171 1169

2005 Total 241 718 869 6861 143 1295 1253

4.33 Yearly Change in Percentage of Pedestrian Accidents by Time in Rural Area of Bangladesh: Time 6--17 18-23 0-5 Total

1998 5.6 78.2 16.8 100

1999 6.0 80.6 13.5 100

2000 4.5 80.4 15.1 100

2001 4.8 80.1 15.2 100

2002 5.3 80.6 14.1 100

2003 6.1 77.0 16.9 100

2004 11.5 73.8 14.6 100

2005 Overall 19.2 7.8 69.4 77.5 11.4 14.7 100

Above table shows that overall percentage of pedestrian accidents in day (18-23) is 77.5 percent which is nearly same with year.

44.1 4.2.1.15: Trends by Head On, Rear End Collision and Hit Pedestrian Accidents in different light conditions. 4.34 Yearly Change in Pedestrian Accidents by Type of Collision in time (19-23) in Rural Area of Bangladesh: Collision Type HeadO RearE 90deg Side OverT

1998

1999

2000

2001

2002

2003

2004

49 18 3 10 33

42 37 0 17 43

48 42 2 13 36

40 30 0 12 45

48 37 1 22 36

61 38 1 21 42

55 32 1 16 48

2005 TOTAL 52 19 3 14 17

395 253 11 125 300

Obj1 Obj2 ParkV Ped'n Animl Other TOTAL

1 4 9 92 0 11 230

3 12 12 100 0 16 282

1 10 11 122 1 10 296

2 14 13 84 1 10 251

3 17 10 114 0 7 295

4 15 16 128 0 16 342

7 7 5 115 0 16 302

7 3 2 89 0 7 213

28 82 78 844 2 93 2211

4.35 Yearly Change in Percentage of Accidents in Time (19-23) by Collision Type in Rural Area of Bangladesh: Collision Type Head On Rear End Ped'n Total 

1998

1999

2000

2001

2002

2003

2004

2005 Overall

21.3 7.8 40.0 69.1

14.9 13.1 35.5 63.5

16.2 14.2 41.2 71.6

15.9 12.0 33.5 61.4

16.3 12.5 38.6 67.5

17.8 11.1 37.4 66.4

18.2 10.6 38.1 66.9

24.4 8.9 41.8 75.1

18.1 11.3 38.3

Above table shows that overall percentage of pedestrian accidents due to head on collision in night (18-23) is 18.1 percent which is increasing with year.



Above table shows that overall percentage of pedestrian accidents due to rear end collision in night (18-23) is 11.3 percent which is decreasing with year.



Above table shows that overall percentage of pedestrian accidents due to hit pedestrian collision in night (18-23) is 38.3 percent which is increasing with year.

44.2 4.36 Yearly Change in Pedestrian Accidents in Time (6-18) by Collision Type in Rural Area of Bangladesh: Collision Type HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV Ped'n

1998

1999

2000

2001

2002

2003

2004

222 118 8 93 168 10 23 18 632

287 209 8 107 237 8 67 31 878

284 219 14 102 231 8 57 32 892

220 202 5 75 181 11 30 31 703

267 231 3 143 266 16 51 29 961

343 232 9 122 252 10 51 41 892

345 193 6 107 148 11 42 31 808

2005 TOTAL 284 122 12 100 156 16 55 19 806

2252 1526 65 849 1639 90 376 232 6572

Animl Other TOTAL

2 80 1374

1 89 1922

1 100 1940

0 71 1529

1 71 2039

1 69 2022

1 70 1762

1 58 1629

8 608 14217

4.37 Yearly Change in Percentage of Accidents in Time (6-18) by Collision Type in Rural Area of Bangladesh: Collision Type Head On Rear End Ped'n Total



1998

1999

2000

2001

2002

2003

2004

2005 Overall

16.2 8.6 46.0 70.7

14.9 10.9 45.7 71.5

14.6 11.3 46.0 71.9

14.4 13.2 46.0 73.6

13.1 11.3 47.1 71.6

17.0 11.5 44.1 72.6

19.6 11.0 45.9 76.4

17.4 7.5 49.5 74.4

15.9 10.7 46.3

Above table shows that overall percentage of pedestrian accidents due to head on collision in night (6-18) is 15.9 percent which is increasing with year.



Above table shows that overall percentage of pedestrian accidents due to rear end collision in night (6-18) is 10.7 percent which is decreasing with year.

 Above table shows that overall percentage of pedestrian accidents due to hit pedestrian collision in night (6-18) is 46.3 percent which is increasing with year 44.3 4.38 Yearly Change in Percentage of Accidents in Time (0-5) by Collision Type in Rural Area of Bangladesh: COLLISION TYPE HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV Ped'n Animl

1998

1999

2000

2001

2002

2003

2004

14 19 2 5 28 4 11 3 43 0

48 18 1 15 43 4 18 13 66 0

36 27 0 11 42 2 11 16 59 0

28 14 0 4 40 3 14 7 49 0

40 24 1 8 57 3 10 12 59 0

61 35 1 12 64 0 17 21 65 1

60 62 2 27 49 5 10 10 129 0

2005 TOTAL 84 76 1 24 53 13 34 16 216 1

371 275 8 106 376 34 125 98 686 2

Other TOTAL

Time 0--5 6--17 18--23 Total

6 135

7 233

11 215

8 167

9 223

16 293

11 365

28 546

1998 287 1887 553 2727

1999 455 2757 630 3842

2000 455 2822 707 3984

2001 307 2219 639 3165

2002 493 2900 704 4097

2003 636 3084 825 4545

2004 696 2638 755 4089

2005 954 2204 542 3700

96 2177

4.39 Yearly Change in Percentage of Accidents in Time (0-5) by Collision Type in Rural Area of Bangladesh: Collision Type Head On Rear End Ped'n Total 

1998

1999

2000

2001

2002

2003

2004

2005 Overall

10.4 14.1 1.1 25.5

20.6 7.7 0.2 28.5

16.7 12.6 0.0 29.3

16.8 8.4 0.0 25.1

17.9 10.8 0.2 28.9

20.8 11.9 0.1 32.9

16.4 17.0 0.2 33.6

15.4 13.9 0.0 29.3

16.9 12.0 0.2

Above table shows that overall percentage of pedestrian accidents due to head on collision in night (0-5) is 16.9 percent which is increasing with year.



Above table shows that overall percentage of pedestrian accidents due to rear end collision in night (0-5) is 12 percent which is decreasing with year.

 Above table shows that overall percentage of pedestrian accidents due to hit pedestrian collision in night (0-5) is 0.2 percent which is increasing with year

44.4

4.2.2.13 Trends by time 4.42 Yearly Change in Casualty Accidents by Time in Rural Area of Bangladesh: 4.43 Yearly Change in Percentage of Casualty Accidents by Time in Rural Area of Bangladesh: Time

1998

1999

2000

2001

2002

2003

2004

2005 Overall

0--5 6--17 18--23 Total

10.5 69.2 20.3 100



11.8 71.8 16.4 100

11.4 70.8 17.7 100

9.7 70.1 20.2 100

12.0 70.8 17.2 100

14.0 67.9 18.2 100

17.0 64.5 18.5 100

25.8 59.6 14.6 100

Overall percentage of day time casualty accidents is 68 percent which is decreasing with year

57.1

4.2.1.16 Trends by Vehicle Type 4.40 Yearly Change in Accidents by Vehicle Type in Rural Area of Bangladesh: Year 1998 1999 2000 2001 2002 2003 2004

Mini MicrB HeavT M/Cyc Tempo Total Bus+Bus 758 105 583 98 150 2195 1053 165 850 144 199 3181 1120 183 763 157 170 3253 863 103 704 147 112 2561 1170 163 840 175 170 3372 1308 163 852 184 157 3607 1200 133 765 176 152 3293

14.0 68.1 17.9 100.0

2005 Total

1136 8608

140 1155

655 6012

176 1257

93 1203

3071

4.41 Yearly Change in Percentage of Accidents by Vehicle Type in Rural Area of Bangladesh:



Overall percentage of accidents by vehicle type is 35percent which is decreasing Year 1998 1999 2000 2001 2002 2003 2004 2005 Overall with year

Mini MicrB HeavT M/Cyc Tempo Total Bus+Bus 34.5 4.8 26.6 4.5 6.8 77.2 33.1 5.2 26.7 4.5 6.3 75.8 34.4 5.6 23.5 4.8 5.2 73.6 33.7 4.0 27.5 5.7 4.4 75.3 34.7 4.8 24.9 5.2 5.0 74.7 36.3 4.5 23.6 5.1 4.4 73.9 36.4 4.0 23.2 5.3 4.6 73.7 37.0 4.6 21.3 5.7 3.0 71.6 35.0 4.7 24.7 5.1 5.0 74.5

44.5

Chapter 5

CONCLUSIONS:

5.1 Introduction: A comprehensive database is a basic prerequisite for any effective road safety initiative to be undertaken. An accident data system should establish systematic procedures for the collection, storage analysis and dissemination of data for all traffic accidents involving a personal injury. The system should ensure that all road safety work whether in engineering, enforcement, education or publicity could be data–led. In Bangladesh, development of accident database has been based on police reported accident form. However accident database could not get comprehensive and accurate level up to expectation due to under reporting and under recording. This problem could be addressed by our combined effort. Training and awareness is urgent need to improve present situation.

5.2 Findings of Accident Data Analysis:

Total Accidents Statistics: 

According to official statistics, there were at least 3187 fatalities and 3440 injuries in 3248 reported accidents in 2005 and 3314 fatalities, 3466 injuries in 3938 reported accidents in 1999. Significant fluctuations in the number of fatalities and injuries as reported by police clearly reflect the problems of reporting and recording inconsistencies. The number of fatalities from 3314 in 1999 to 3187 in 2005 indicates 0.96 times in 7 years period.



About 65 percent of road accidents occurred in rural areas including rural sections of national highways.



About 80 percent of casualty accidents occurred in rural areas including rural sections of national highways.

Pedestrians-The Most Vulnerable Road User Group 

Pedestrians accounted for 52 percent of all reported fatalities in the accident database.



Pedestrians accounted for nearly 48 percent of all reported fatalities occurred in rural areas in the accident database.



Pedestrians accounted for nearly 29 percent of all reported pedestrian injury occurred in rural areas in the accident database.



The involvement of Pedestrian in between 20 to 49 years of age in road accidents is much higher, which is nearly 40 percent in rural area of Bangladesh.

Involvement of Children in Road Accidents: 

The National road accidents statistics in Bangladesh revealed as serious threat to the children. The incidence of overall child involvement in road accident in Bangladesh is found to be very high, accounting for about 15.3 percent. This involvement of children less than 15 years of age in road accident.



The incidence of overall child involvement in rural road accident in Bangladesh is found to be very high, accounting for about 23 percent. This involvement of children less than 9 years of age in road accident.

Involvement of Middle Age in Road Accidents: 

The incidence of overall 25 to 40 years age people involvement in road accident in Bangladesh is found to be very high, accounting for about 43 percent (see Table 4.3.1).



The involvement of driver in between 20 to 49 years of age in road accidents is much higher, which is nearly 90 percent in Bangladesh.



The involvement of Passenger in between 20 to 49 years of age in road accidents is much higher, which is nearly 75 percent in Bangladesh.



The involvement of Pedestrian in between 20 to 49 years of age in road accidents is much higher, which is nearly 40 percent in rural area of Bangladesh.

Over involvement of Buses and Trucks: 

Studies of rural road casualty accidents revealed that heavy vehicles such as trucks and buses including minibuses are major contributors to road casualty accidents (minibus 8.22 %, bus 21.04%, and Heavy truck 9.26%).

Accidents on National Highways: 

Of the total reported rural accidents nearly 53 percent occurred on national highway, Then Regional Highway (17%), Feeder Road (20%), Rural Road (9%), City road (1%).



In 2004 and 2005 N1, N5, N2 route has become more dangerous. In 2005 of the total reported rural accidents nearly 57 percent(overall 53 percent) occurred on national highway in which 31% in N1, 26% in N5, 12% in N2, in which 29% fatal accidents in N1, 25% in N5, 12% in N2.



In 1999, significant value for fatalities per fatal accident occurred in N4 which is 1.73.



In 2000, 1.62 for N6,2.81 for N9 In 2001, 1.46 for N1, 1.8 for N9 In 2002, 1.46for N4 In 2003, 2.11 for N9 In 2004, 1.5 for N1, 1.92 for N4 In 2005, 1.43 for N1, 1.52 for N6

Predominant Accident Types: 

In previous years the percentage of accidents in rural area was highest on Thursday upto 2003; in 2004 it became highest on Friday. In 2005 minimum Accidents occur on Wednesday.



In a particular month percentage of accidents in rural area are changing almost sinusoidal with year. In January (Winter Season) it is high.



Percentage of accidents of link road in rural area is the highest value in recent years which is about 84 percent.



Percentage of accidents for pedestrian injury in rural area is the highest value (44%). Then head on (16%).



Percentage of accidents for fair type of weather in rural area is the highest value (93%).



Percentage of accidents for day in rural area is the highest value which is about 72 percent. Percentage of accidents in night unlighted and dawn day has considerable value which is 13.2 percent for dawn day and 12.12 percent for night unlighted.



In previous years the percentage of accidents upto 2005 was highest for none which is about 96 percent.



Percentage of rural accidents in sealed road is the highest value which is about 97 percent.



Percentage of rural accidents in good surface road is the highest (94%), then rough surface road which is very low comparatively with good surface road.



Percentage of rural accidents in straight road is the highest, then curve road.



Of the total reported rural casualty accidents nearly 56 percent occurred on national highway, Then Regional Highway (17%), Feeder Road (19%), Rural Road (8%), City road (1%).



In previous years the percentage of casualty accidents was highest on Thursday upto 2003; in 2004 it became highest on Friday.



Percentage of casualty accidents not in junction in rural area is the highest value in recent years which is about 85 percent.



Percentage of casualty accidents for pedestrian injury in rural area is the highest value (26.2%). Then head on (25%).



Percentage of casualty accidents for fair in rural area is the highest value (91%).



Percentage of casualty accidents for day in rural area is the highest value which is about 71 percent.



Percentage of rural casualty accidents in straight road is the highest (87%), then curve road (9%).



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



Percentage of rural casualty accidents in sealed road is the highest value which is about 97 percent.

5.3 Recommendations: Based on Data Collection  On Accident Recording/ Reporting: A systematic way of collecting, recording and reporting of accident data is very important for making accident investigation and counter measures evaluation meaningful and accurate. In order to ensure quality of accident data as well as to minimize under reporting of data, the following measures should be addressed immediately:

1. Formation of separate accident data collection unit at each thana level. 2. The unit should be equipt with well trained police personnel along with dispatch vehicles to reduce response time to the accident spot. At the same time they should be given camera to take photographs of the accident event which may be invaluable supplementary information for post-incidence investigation. 3. They should be proper training on how to describe accident events both by description as well as graphically by drawing collision diagram and most importantly they must understands different modes of collections and their underlying mechanics.

4. Strict monitoring should introduce so that event I responded quickly and it is recorded on the very same day it happens. Most importantly, it should be ensured that newly introduced accident report form and FIR are filled up at the same time and a copy of accident reporting I attached with the FIR.

On accident recorded keeping at hospitals: 1.

Inn the road traffic accident (TRA) related hospital register, the place of accident should be written for the purposes of relating as well as verifying police data with hospital data.

2. The register should be preserved permanently and for systematic way of preserving accident data computer record keeping may be introduced. 3.

There should be a system of exchanging information regarding RTA related number of persons admitted and death between police and hospital authority.

On maintaining information by RHD 1. RHD should systematically preserve all construction an improvement relate documents like feasibility study, design report, tender document, as building etc. 2. They should have their own post improvement monitoring and evaluation programs in order to make an assessment on the effectiveness of a particular countermeasure.

5.4: Recommendations for future study



To obtain detailed research to find out fatalities per 10,000 registered vehicles of every road class, number of registered vehicles (including motorcycle, NMV and excluding) are very essential.



Accidents per vehicle-km are an important parameter for this analysis.



Separate analysis should be performed for pedestrian accidents.



Regression model can be developed to establish a relationship between accident and other related factors.

References Bangladesh Road Transport Authority (BRTA), Road Safety Cell (2004), National Road Traffic Accident Report.

Baguley,C.,The Importance of a Road Accident Data System and its Utilization. TRL Ltd, UK.

BRTA (2005), National Road Traffic Accident Report.

Hoque, M.M. (2004), The Road to Road Safety: Issues and Initiatives in Bangladesh. Regional Health Forum – Volume 8, Number 1

Haque, M.S., CE 451: Transportation Engineering III: Traffic Planning and Management.

Jacobs G.D. and Thomas A.A. (2000), Estimating Global Road Fatalities, 65th Road Safety Congress 6 - 8th March.

Jacobs, G.D. and Thomas, A.A. (2000), A Review of Global Road Accident Fatalities.

Jacobs, G.D. and Thomas ,A.A (TRL) ,Sexton, B. (TRL), Gururaj ,G.(NIMHANS), and Rahman, F.(ICMH), The Involvement and Impact of Road Crashes on The Poor: Bangladesh and India Case Studies.

Obe, M.M., Jacobs, G.D. and Thomas, A.A, Safer Transport in Europe: Tools for Decision-Making.

Wright P.H (2005-2006). SNPA Foundation Seminar Book

3/12/200

APPENDIX-A TABLES AND FIGURES

Table A 4.1 Accident Severity Data Source= ARC Route No. N1 N1 1998 1999 2000 2001 2002 2003 2004 2005 Total

Fatal 111 166 132 83 188 95 277 246 1298

Grieve 31 45 38 29 47 13 78 62 343

Simple 5 16 20 10 21 11 38 23 144

Colln 3 6 2 6 6 7 18 12 60

TOTAL 150 233 192 128 262 126 411 343 1845

Table A 4.2 Accident Severity Route No. N2 N2 1998 1999 2000 2001

Fatal 90 149 129 114

Griev 27 60 37 34

Simple 12 21 12 8

Colln 8 7 4 0

TOTAL 137 237 182 156

2002 2003 2004 2005 Total

91 86 136 107 902

31 26 33 17 265

10 2 7 8 80

1 1 4 2 27

133 115 180 134 1274

Griev 8 20 8 12 17 18 14 7 104

Simple 1 5 3 0 1 0 4 3 17

Colln 2 3 2 2 1 0 2 0 12

TOTAL 36 94 54 56 81 90 83 27 521

Griev 2 17 17 14 39 36 2 11 138

Simple 1 5 1 4 5 4 1 0 21

Colln 1 1 3 0 0 3 1 2 11

TOTAL 16 104 93 80 131 123 54 113 714

Griev 53 48 38 28 60 61

Simple 13 7 7 8 10 14

Colln 6 12 4 4 5 7

TOTAL 285 279 218 138 273 270

Table A 4.3 Accident Severity Route No. N3 N3 1998 1999 2000 2001 2002 2003 2004 2005 Total

Fatal 25 66 41 42 62 72 63 17 388

Table A 4.4 Accident Severity Data Source= ARC Route No. N4 N4 1998 1999 2000 2001 2002 2003 2004 2005 Total

Fatal 12 81 72 62 87 80 50 100 544

Table A 4.5 Accident Severity Route No. N5 N5 1998 1999 2000 2001 2002 2003

Fatal 213 212 169 98 198 188

2004 2005 Total

185 216 1479

61 61 410

32 10 101

9 4 51

287 291 2041

Table A 4.6 Accident Severity Route No. N6 N6 1998

Fatal 64

Griev 20

Simple 9

Colln 4

TOTAL 97

1999 2000 2001 2002 2003 2004 2005 Total

73 50 56 57 49 48 37 434

18 11 21 10 12 28 7 127

4 0 3 8 4 4 4 36

1 4 1 2 1 0 3 16

96 65 81 77 66 80 51 613

Table A 4.7 Accident Severity Data Source= ARC Route No. N7 N7 Fatal 1998 62 1999 90 2000 131 2001 98 2002 144 2003 113 2004 92 2005 65 Total 795 Table A 4.8 Accident Severity Route No. N8

Griev 12 21 46 27 36 22 16 15 195

Simple 7 8 8 7 13 1 6 2 52

Colln 1 2 4 1 2 2 2 1 15

TOTAL 82 121 189 133 195 138 116 83 1057

N8 1998

Fatal 26

Griev 10

Simple 2

Colln 0

TOTAL 38

1999 2000 2001 2002 2003 2004 2005 Total

41 41 26 31 47 30 57 299

10 5 9 8 12 5 10 69

5 4 1 2 5 3 3 25

1 0 0 1 2 0 1 5

57 50 36 42 66 38 71 398

Griev

Simple

Colln

TOTAL

0 9 14 3 6 12 0 5 49

0 0 3 2 5 3 0 0 13

0 0 3 1 0 0 0 1 5

0 44 57 21 42 42 6 18 230

Table A 4.9 Accident Severity Route No. N9 N9 Fatal 1998 1999 2000 2001 2002 2003 2004 2005 Total

0 35 37 15 31 27 6 12 163

Table A 4.10 Accident Severity Road No. N1-N9 Data Source= ARC

N1 N2 N3 N4 N5 N6 N7 N8 N9

fatal 1298 902 388 544 1479 434 795 299 163 6302

Table A 4.11: Casualty Accidents

griev 343 265 104 138 410 127 195 69 49 1700

simple 144 80 17 21 101 36 52 25 13 489

colln 60 27 12 11 51 16 15 5 5 202

Total 1845 1274 521 714 2041 613 1057 398 230 8693

Route No. N1

Table A 4.12: Casualty Accidents Route No. N2 Year(N2) Fatal 1998 115 Year(N1) Fatal 1998 169 1999 209 2000 173 2001 121 2002 246 2003 123 2004 416 2005 353 Total 1810 1999 190 2000 154 2001 131 2002 108 2003 110 2004 176 2005 136 Total 1120 Table A 4.13: Casualty Accidents Route No. N3

Year(N3)

Fatal

Griev 53

Simple 54

Total 222

Griev 65 145 128 105 153 62 256 192 1106 118 103 100 98 104 114 68 758

Simple 59 63 105 73 119 46 139 129 733 86 80 63 52 39 61 53 488

Total 293 417 406 299 518 231 811 674 3649 394 337 294 258 253 351 257 2366

Griev

Simple

Total

1998

32

44

3

79

1999

89

47

16

152

2000 Year(N5) 2001

57 Fatal 50

35 Griev 46

24 Simple 21

116 Total 117

2002

84

58

24

166

2003

86

64

28

178

2004

68

45

39

152

2005

21

37

16

74

Total

487

376

171

1034

Griev 9 61 68 58 115 121 30 88 550

Simple 8 27 28 40 55 68 15 32 273

Table A 4.14 Casualty Accidents Route No. N4

Year(N4) 1998 1999 2000 2001 2002 2003 2004 2005 Total

Fatal 12 140 88 83 127 128 96 117 791

Table A 4.15 Casualty Accidents Route No. N5

Total 29 228 184 181 297 317 141 237 1614

1998 1999 2000 2001 2002 2003 2004 2005

298 256 212 111 245 234 263 261 1880

184 129 117 60 173 173 201 216 1253

101 59 56 56 111 119 127 66 695

583 444 385 227 529 526 591 543 3828

Griev 36 47 14 45 32 45 74 32 325

Simple 44 43 7 22 28 28 21 5 198

Total 161 187 102 130 146 137 155 93 1111

Table A 4.16 Casualty Accidents Route No. N6 Year(N6) 1998 1999 2000 2001 2002 2003 2004 2005 Total

Fatal 81 97 81 63 86 64 60 56 588

Table A 4.17 Casualty Accidents

Year(N7)

Fatal

Griev

Simple

Total

Route

No.

1998 1999 2000 2001 2002 2003 2004 2005 Total

77 121 166 112 173 147 115 76 987

Table A 4.18 Casualty Accidents Route No. N8 Year(N8) Fatal 1998 35 1999 47 2000 48 2001 34 2002 36 2003 56 2004 42 2005 77 Total 375

29 75 128 84 92 113 107 39 667

43 74 78 50 57 35 54 18 409

149 270 372 246 322 295 276 133 2063

Griev 26 48 26 28 27 53 21 39 268

Simple 15 6 15 9 11 32 29 22 139

Total 76 101 89 71 74 141 92 138 782

Table A 4.14 Casualty Accidents Route No. N5 Year(N9) 1998 1999 2000 2001 2002 2003 2004 2005 Total 6 www.brainybetty.com 17

Fatal 0 46 104 27 36 57 7 12 289

Griev 0 39 34 8 27 60 4 14 186

Simple 0 9 11 8 35 35 0 1 99

Total 0 94 149 43 98 152 11 27 574

N7

APPENDIX-B PHOTOGRAPHS AND ABBREVIATIONS

Figure B 2.1: Curvature at Manikgang-Aricha Route (Road No. N5, Link No.34)

Figure B 2.2: Heavy Truck at Manikgang-Aricha Route (Road No. N5, Link No.34)

Figure B 2.3: Straight Road at Manikgang-Aricha Route (Road No. N5, Link No.34)

Figure B 2.4: Non-motorized Vehicle at Manikgang-Aricha Route (Road No. N5, Link No.34)

Figure B 2.5: Side Walk at Manikgang-Aricha Route (Road No. N5, Link No.34)

Figure B 2.6: Pedestrian Movement at Manikgang-Aricha Route (Road No. N5, Link No.34)