Thesis On Road Safety

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
ABSTRACT
ll
LIST PF TABLES
LIST OF FIGURES
Vll
X
CHPATER-1: INTRODUCTION
1.1 Background
1.2 Objectives of the thesis
1.3 The Study Area
1.4 Thesis Structure
1.5 Thesis organization
1.6: summary
CHAPTER 2: LITERATURE REVIEW

2.1 Introduction
2.2 Some important definitions related to accidents and their classifications.

2.2.1 What Is Accident?
2.2.2 Accident Classification.
2.2.3 Definition of some important keywords.
2.3 Accident factors can be grouped under the following headings
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
46
4.2.2.3 Yearly Change in Pedestrian injury
47
49
4.2.2.5 Trends by Month
50
51
52
53
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

44.4

4.40 Yearly Change in Accidents by Vehicle Type in Rural Area of Bangladesh
44.5
4.41 Yearly Change in Percentage of Accidents by Vehicle Type in
44.5
Rural Area of Bangladesh:

4.42 Yearly Change in Casualty Accidents by Time in
57.1
Rural Area of Bangladesh

4.43 Yearly Change in Percentage of Casualty Accidents by Time in
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 users behavior
Drivers behavior
Pedestrian behavior
Passengers behavior
1. Drivers Behavior
Falling to maintain safe speed
Falling to maintain safe headway
Making decision during lane changing, overtaking, crossing junction, turning,

merging in response of traffic signal interaction with animal crossing overtaking
competition underestimating vehicles loading condition
Interacting with pedestrians
2. Accident Risk Depends on Drivers Physical and Mental Condition
Age of drivers
Sex of drivers
Material status
Alcohol of drugs
Fatigue
Use of crush of helmets
3. Pedestrian Behavior
Pedestrian carelessness & lack of knowledge regarding traffic rules
Use of road instead of footpath
Crossing attempts without looking around
Miscalculation of approaching vehicle speed
4. Passengers Behavior
Causing trouble to the driver
Making noise joking and diverting the of the driver
Projecting their body outside the vehicle
Getting down the vehicle from the wrong side
Factors Related To Roadway Geometry
Road curvature
Vertical alignment
Sight distance
Super elevation
Carriageway width
Width and condition of shoulders
Road signs and markings
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
Norway
238.4
2.5
Bangladesh
61.2
3.7
8.50
Fatality 97.6
/10,000
Vehicle
30
27.5
8.4
2.1
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 worlds road fatalities occur, with
almost half of all fatalities in Asia. Figure 1 shows the regional distribution of 750,000
fatalities, the low end of the range suggested for 1999.
Fig: Road traffic Death by Different age
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
Respiratory
Ischaemic heart disease
Diarrhoeal diseases
Unipolar major depression
Perinatal
Road traffic accidents
Unipolar major depression
Cerebrovascular disease
Ischaemic heart disease
Pulmonary
Cerebrovascular disease
Respiratory
Tuberculosis
Tuberculosis
Measles
Diarrhoeal diseases
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 countrys 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, drivers
age etc. are needed. All parameters are not taken into consideration because of their
importunacy. If all parameters may take into considerations then this study will be more
correct.
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
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

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
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.

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
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
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
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

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
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.

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
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.

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
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.

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
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
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

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
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


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
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

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
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

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
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
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

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

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
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.

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
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

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
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.

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
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.

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.

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
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.

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
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

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
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

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
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

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
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

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
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

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
collision in night (6-18) is 10.7 percent which is decreasing with year.
pedestrian collision in night (6-18) is 46.3 percent which is increasing with year
44.3
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

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
collision in night (0-5) is 12 percent which is decreasing with year.
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 dataled. 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

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

Route No. N3
N3
1998
1999
2000
2001
2002
2003
2004
2005
Total
Fatal
25
66
41
42
62
72
63
17
388

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

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

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

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
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

Route No. N9
N9
Fatal
1998
1999
2000
2001
2002
2003
2004
2005
Total
0
35
37
15
31
27
6
12
163

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

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
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
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

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

Route No. N6
Year(N6)
1998
1999
2000
2001
2002
2003
2004
2005
Total
Fatal
81
97
81
63
86
64
60
56
588
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

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

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)

Thesis On Road Safety

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TRENDS EVALUATION OF ROAD SAFETY IN BANGLADESH

Promothes Saha (0104173)

DEPT. OF CIVIL ENGINEERING

TRENDS EVALUATION OF ROAD SAFETY

A thesis Submitted to the dept. of civil engineering, Bangladesh University of

Bachelor of Science in Civil Engineering

Road safety initiatives should be taken to manage hazardous condition, locations by

1.2 Objectives of the thesis

1.3 The Study Area

1.4 Thesis Structure

1.5 Thesis organization

CHAPTER 2: LITERATURE REVIEW

2.2 Some important definitions related to accidents and their classifications.

2.2.2 Accident Classification.

2.2.3 Definition of some important keywords.

2.3 Accident factors can be grouped under the following headings

2.4 Examples of Nine Classes of Accident Loss Factors

2.5 The Accident Report Form

2.6 Trends of Global Road Safety Situation

2.6.2 Current Global Fatality Estimate

2.6.3 Estimate of Global Injuries

2.6.4 Fatality Forecasts

2.7 Trends of Road Safety in Bangladesh

2.7.2 The Global Health Burden of Road Traffic Injuries.

2.7.3 Burden on Health Infrastructure.

2.7.4. Priority Road Safety Options for Bangladesh.

2.7.5 Progress in Road Safety Works Research in Bangladesh.

CHAPTER 3: DATA COLLECTION AND METHODOLOGY

3.2 The Road Traffic Accident Database

3.2.2 The MAAP Software

3.2.3 Interpretation of Data

3.3.2. Road Safety Strategy.

3.3.3 Statistical methods for analysis of accident data.

3.3.4 Limitations of Accident Data

CHAPTER 4: TRENDS OF RURAL ACCIDENTS

4.2 Trends of Accident in Rural Area (1998 to 2005)

4.2.1 Trends by Accident

4.2.1.2 Trends by Type of Severity

4.2.1.3 Trends by Type of Road Class

4.2.1.4 Trends by day

4.2.1.6 Trends by Type of Junction

4.2.1.7 Trends by Type of Collision

4.2.1.8 Trends for Different Conditions of weather

4.2.1.9 Trends for Different Light Condition

4.2.1.10 Trends for Different Location

4.2.1.11 Trends for Different Type of pavements

4.2.1.12 Trends of Accidents by Type of Road Surface Conditions

4.2.1.13 Trends of Accidents by Type of Alignment

4.2.1.14 Trends in Pedestrian Accidents by time

4.2.2 Trends by Casualties

4.2.2.3 Yearly Change in Pedestrian injury

4.2.2.4 Trends by day

4.2.2.5 Trends by Month

4.2.2.6 Trends by Type of Junction

4.2.2.7 Trends by Type of Collision

4.2.2.8 Trends for Different Conditions of weather

4.2.2.9 Trends for Different Light Condition

4.2.2.10 Trends by Type of Alignment

4.2.2.11 Trends by Type of Road Surface

4.3 Trends of Casualties by Age

4.3.2 Driver Casualty Accidents by Age in Bangladesh.

4.3.3 Passenger Casualty Accidents by Age in Bangladesh.

4.3.4 Recorded Pedestrian Casualty Accidents by Age in Rural Area