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 l
ABSTRACT ll
LIST PF TABLES Vll
LIST OF FIGURES X
CHPATER-1: INTRODUCTION
Background 1
Objectives of the thesis 2
The Study Area 2
Thesis Structure 3
Thesis organization 3
: summary 4
CHAPTER 2: LITERATURE REVIEW
Introduction 5
Some important definitions related to accidents and their classifications.

What Is Accident? 5
Accident Classification. 5
Definition of some important keywords. 7
Accident factors can be grouped under the following headings 8

Examples of Nine Classes of Accident Loss Factors 10
The Accident Report Form 11
Trends of Global Road Safety Situation

Estimating Global Road Fatalities 12
Current Global Fatality Estimate 14
Estimate of Global Injuries 16
Fatality Forecasts 17
Trends of Road Safety in Bangladesh

The Road Safety Situation in Bangladesh. 18
The Global Health Burden of Road Traffic Injuries. 19
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
Conclusion23
CHAPTER 3: DATA COLLECTION AND METHODOLOGY
Introduction 24
The Road Traffic Accident Database

Data Collection 25
The MAAP Software25
Interpretation of Data 26
Methodology
Safety Research Methodology 27
3.3.2. Road Safety Strategy. 28
Statistical methods for analysis of accident data. 28
Limitations of Accident Data 29
Conclusion 30
CHAPTER 4: TRENDS OF RURAL ACCIDENTS

Introduction 31
Trends of Accident in Rural Area (1998 to 2005)
Trends by Accident
Trends by Urban Accidents and Rural Accidents 32
Trends by Type of Severity 33
Trends by Type of Road Class 34
Trends by day 35
Trends by Month 36
Trends by Type of Junction 37
Trends by Type of Collision 38
Trends for Different Conditions of weather 39
Trends for Different Light Condition 40
Trends for Different Location 41
Trends for Different Type of pavements 42
Trends of Accidents by Type of Road Surface Conditions 43
Trends of Accidents by Type of Alignment 44
4.2.1.14 Trends in Pedestrian Accidents by time
44.1
4.2.1.15 Trends by Head On, Rear End Collision and Hit Pedestrian 44.2
Accidents in Different Light Conditions.
Trends by Casualties
Trends of Urban Casualty Accidents and Rural Casualty Accidents 45
Trends by Type of Road Class 46
Yearly Change in Pedestrian injury 47
Trends by day 49
Trends by Month 50
Trends by Type of Junction 51
Trends by Type of Collision 52
Trends for Different Conditions of weather 53
Trends for Different Light Condition 54
Trends by Type of Alignment 55
Trends by Type of Road Surface
Conditions 56
Trends by Type of Pavement 57
Trends by time 57.1
Trends of Casualties by Age

Trends by Age in Bangladesh 58
Driver Casualty Accidents by Age in Bangladesh. 60
Passenger Casualty Accidents by Age in Bangladesh. 61
Recorded Pedestrian Casualty Accidents by Age in Rural Area 63
Trends of Accidents on National Highways

Route by route Fatalities per Fatal Accidents 64
Trends of Fatalities per Fatal Accidents of National Highway 69
Trends of Accidents in National Highway 70
Trends of Fatal Accidents in National Highway 72
Conclusion73
CHAPTER 5: CONCLUSIONS AND RECOMMENDATIONS

Introduction 74
Findings of Accident Data Analysis 74
Recommendations 78
: 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
Yearly change in percentage of Casualty Accidents by day 49
Yearly change in percentage of Casualty Accidents by Month 50
Yearly change in percentage of Casualty Accidents by Type of Junction 51
Yearly change in percentage of Casualty Accidents by Type of Collision 52
Yearly change in percentage of Casualty Accidents for Different 53
Conditions of weather
Yearly change in percentage of Casualty Accidents for Different Light Condition 54
4.23 Yearly change in percentage of Casualty Accidents by Type of Alignment 55
4.24 Yearly change in percentage of Casualty Accidents
By Type of Road Surface Conditions 56
4.25 Yearly change in percentage of Casualty Accidents by Type of Pavement 57
4.26 Casualty Accidents by Age in Bangladesh 58
4.27 Percentage of Casualty Accidents by Age in Bangladesh 59
4.28 Driver Casualty Accidents by Age in Bangladesh 60
4.29 Percentage of Driver Casualty Accidents by Age in Bangladesh 60
4.30 Passenger Casualty Accidents by Age in Bangladesh 61
4.31 Percentage of Passenger Casualty Accidents by Age in Bangladesh 62
4.38 Pedestrian Casualty Accidents by Age in Rural Area 63
4.26: Route by route Fatalities per Fatal Accidents for National Highway (N1-N9) 64
4.27 Yearly Change in Fatalities per Fatal Accidents of National Highway 69
4.28 Distribution of Accidents by Route Types in National Highways 70
4.29 Distribution of Percentage Accidents by Route Types in National Highways 70
4.30 Distribution of Fatal Accidents by Route Types in National Highways 71
4.31 Distribution of Percentage of Fatal Accidents by Route Types 71
in National Highways
4.32 Yearly Change in Pedestrian Accidents by Time in Rural Area of Bangladesh 44.1
4.33 Yearly Change in Percentage of Pedestrian Accidents by Time in Rural 44.1
Area of Bangladesh
4.34 Yearly Change in Pedestrian Accidents by Type of Collision in time 44.2
(19-23) in Rural Area of Bangladesh
Yearly Change in Percentage of Accidents in Time (19-23) by 44.2
Collision Type in Rural Area of Bangladesh
Yearly Change in Pedestrian Accidents in Time (6-18) by Collision 44.3
Type in Rural Area of Bangladesh
Yearly Change in Percentage of Accidents in Time (6-18) by 44.3
Collision Type in Rural Area of Bangladesh
Yearly Change in Percentage of Accidents in Time (0-5) by Collision 44.4
Yearly Change in Percentage of Accidents in Time (0-5) by Collision 44.4
Yearly Change in Accidents by Vehicle Type in Rural Area of Bangladesh 44.5
Yearly Change in Percentage of Accidents by Vehicle Type in 44.5
Rural Area of Bangladesh:
Yearly Change in Casualty Accidents by Time in 57.1
Rural Area of Bangladesh
Yearly Change in Percentage of Casualty Accidents by Time in 57.1
LIST OF FIGURES
: Estimated Road Fatality Regional Distribution 12

Fatalities / 10,000 Licensed Motor Vehicles in Selected Countries 15
Fatalities / 100,000 Populations in Selected Countries 15
Road Traffic Death by Different Age 16
Yearly change in percentage of Urban Accidents and Rural Accidents 32
Yearly change in percentage of Accidents by Type of Severity 33
Yearly change in percentage of Accidents by Type of Road Class 34
Yearly change in percentage of Accidents by day 35
Yearly change in percentage of Accidents by Month 36
Yearly change in percentage of Accidents by Type of Junction 37
Yearly change in percentage of Accidents by Type of Collision 38
Yearly change in percentage of Accidents for Different Conditions of weather 39
Yearly change in percentage of Accidents for Different Light Condition 40
Yearly change in percentage of Accidents for Different Location 41
Yearly change in percentage of Accidents for Different Type of pavements. 42
Yearly change in percentage of Accidents by Type of Road
Surface Conditions 43
Yearly change in percentage of Accidents by Type of Alignment 44
: 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
Yearly change in percentage of Casualty Accidents by day 49
Yearly change in percentage of Casualty Accidents by Month 50
Yearly change in percentage of Casualty Accidents by Type of Junction 51
Yearly change in percentage of Casualty Accidents by Type of Collision 52
Yearly change in percentage of Casualty Accidents for Different 53
Conditions of weather
Yearly change in percentage of Casualty Accidents for Different Light Condition 54
Yearly change in percentage of Casualty Accidents by Type of Alignment 55
Yearly change in percentage of Casualty Accidents
By Type of Road Surface Conditions 56
Yearly change in percentage of Casualty Accidents by Type of Pavement 57
Percentage of Casualty Accidents by Age in Bangladesh 59
Percentage of Driver Casualty Accidents by Age in Bangladesh 61
Percentage of Passenger Casualty Accidents by Age in Bangladesh 62
Pedestrian Casualty Accidents by Age in Rural Area 63
Fatalities per Fatal Accidents Trends of National Highway 69
Distribution of Percentage of Total Accidents by Route Types 71
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.
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.
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
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
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.
: 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
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.
SOME IMPORTANT DEFINITIONS RELATED TO ACCIDENTS

AND THEIR CLASSIFICATIONS.
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
Accidents Classification
Primary classification:
 Road traffic casualty accident
 Road traffic non injury accident
1. Road traffic casualty accident:

Fatal accident; when one or more dead Personal injury accident;
Grievous injury; Refers to a person has to admit hospital
Simple injure; Refers to a person who is victim but not has to admit in the
hospital
2. Road traffic non injury accident :( property damage only)
Secondary classification;
Location; Rural or urban
Collision or non collision event
Single vehicle or multi vehicle accidents
Classification of accidents based on collision type vehicles;

 Head on
 Rear end
 Right angle collision
 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
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.
ACCIDENT FACTORS CAN BE GROUPED UNDER THE

FOLLOWING HEADINGS;
1. Road users: The actions of vehicle drivers, cyclists, motor cyclists, passengers &
pedestrians.
2. Vehicles: The design, condition & faults of vehicles
3. Road environment: The planning, design & care of roads & road side
environment.
Others
:
 Road user’s behavior
 Driver’s behavior
 Pedestrian behavior
 Passenger’s behavior
1. Driver’s Behavior
 Falling to maintain safe speed
 Falling to maintain safe headway
 Making decision during lane changing, overtaking, crossing junction, turning,
merging in response of traffic signal interaction with animal crossing overtaking
competition underestimating vehicles loading condition
 Interacting with pedestrians
2. Accident Risk Depends on Driver’s Physical and Mental Condition
 Age of drivers
 Sex of drivers
 Material status
 Alcohol of drugs
 Fatigue
 Use of crush of helmets
3. Pedestrian Behavior
 Pedestrian carelessness & lack of knowledge regarding traffic rules
 Use of road instead of footpath
 Crossing attempts without looking around
 Miscalculation of approaching vehicle speed
4. Passengers Behavior
 Causing trouble to the driver
 Making noise joking and diverting the of the driver
 Projecting their body outside the vehicle
 Getting down the vehicle from the wrong side
Factors Related To Roadway Geometry
 Road curvature
 Vertical alignment
 Sight distance
 Super elevation
 Carriageway width
 Width and condition of shoulders
 Road signs and markings
 Pavement surface condition
 Formation delineators and guard rails
 Lighting
 Median
 Junction
Source: CE 451: transportation engineering III: Traffic Planning and Management
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

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
TRENDS OF GLOBAL ROAD SAFETY SITUATION
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 1; Africa
2; HMC
35
3;East europe
30
4;Latin America&
caribean
25 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)
(billions)
USA 12150.5 3.4 Nearly 520
UK 2016.4 3
Norway 238.4 2.5
Bangladesh 61.2 3.7 8.50 2
Fatality 97.6 30 27.5 8.4 7 2.1 2 1.4 1.2
/10,000
Vehicle
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.
Current Global Fatality Estimate
From Jacobs, G.D. & Thomas, A.A. (2000) “A Review of Global Road Accident
Fatalities”
Based on the factors described above, a realistic estimate of global road deaths is
between 750,000 and 880,000 for the year 1999.
It should be noted that these estimates are less than those derived by the WHO in the
studies mentioned .However the WHO estimates were based on forecasts from 1990 data
which in turn came from a variety of sources. The WHO forecast was that in 1998 there
would be 1.17 million deaths worldwide. A lack of detailed information on WHO data
sources, forecasting techniques etc. made detailed comparisons difficult.
Results from a number of countries show wide variation between official (i.e. police)
statistics and information from other sources. For example in the Philippines only one out
of five medically reported road deaths are included in police statistics. In Indonesia,
insurance companies report almost 40 per cent more deaths than the police. The
Department of Health in Taiwan reported in 1995 some 130 per cent more deaths than the
police. In Karachi a recent study comparing road casualties reported by the police with
ambulance statistics showed only about half of road accident deaths were reported by the
police.
Under-reporting also appears to be high in China which already has the word's highest
reported number of road deaths. Thus the Beijing Research Institute of Traffic
Engineering estimated that the actual number of people killed in road accidents in 1994
was about 111,000, over 40 per cent greater that the 78,000 reported officially by the
police.
Using results from a number of studies indicated that in developed countries

underreporting of fatalities was minimal (between 2 - 5 per cent), whilst in developing
Figure:2.2
Figure:2.3
countries upper and lower adjustment factors were between 25 to 50 per cent increases of
those numbers reported by the police. It can be seen that the burden of global road
fatalities is on the LMCs where 86 per cent of the world’s road fatalities occur, with
almost half of all fatalities in Asia. Figure 1 shows the regional distribution of 750,000
fatalities, the low end of the range suggested for 1999.
Fig: Road traffic Death by Different age

USA
United Kingdom
Sweden
New Zealand
Netherlands
Korea
Japan
Italy
Germany
France
Canada
Bangladesh
Australia
0% 20% 40% 60% 80% 100%

0-14 15-24 25-64 65+
Source: IRTAD
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.
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.
TRENDS OF ROAD SAFETY IN BANGLADESH
The Road Safety Situation in Bangladesh:
Transport is an extremely important part of Bangladesh economy. The following table

shows the growth of motor vehicles & road accident casualties in Bangladesh. Major
causes of road accident in Bangladesh due to over speeding , over taking ,overloading in
presence of non motorized vehicle on National highway , reckless driver habit , lack of
awareness , presence of unfit vehicles , lack of enforcement.
Table2.1: Fatalities and Accidents per 10,000 Registered Vehicles (2003-2005)

Data Source: ARC
Statistic of Road Accidents and
Injury Year 1998-2005
Year No. of Accidents No. of fatalities No. of injuries Total Casualties Traffic
fatalities per
10,000
vehicles on
road vehicle
FIR MAAP FIR MAAP FIR MAAP FIR MAAP
1998 4769 3533 3085 2358 3997 3297 7082 5655 137.4
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.
The Global Health Burden of Road Traffic Injuries:
Disease or injury
1990 2020
1 Respiratory Ischaemic heart disease
2 Diarrhoeal diseases Unipolar major depression
3 Perinatal Road traffic accidents
4 Unipolar major depression Cerebrovascular disease
5 Ischaemic heart disease Pulmonary
6 Cerebrovascular disease Respiratory
7 Tuberculosis Tuberculosis
8 Measles Diarrhoeal diseases
9 Road traffic accidents HIV
10 Congenital anomalies Perinatal
11 Malaria Congenital anomalies
12 Pulmonary Measles
Burden on Health Infrastructure
From Khondaker,B.,ROAD SAFETY IN BANGLADESH: Overview of Progress,

Priorities and Options Overview of Progress, Priorities and Options:
% 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: 35 years (20 days recovery,7 days
looking for work And 8 career- days)
Slight injury: 5 days (3 days recovery and 2 days looking for work)
 Road Traffic Accidents and Injuries Bangladesh Perspective
On an average 4000 death and injury another 5000 a year.
Road accidents alone cost the society in the order of Tk. 5000 crore annually, which is
about 2% of country’s GDP.
 Why Road Traffic injuries are higher in Bangladesh:
Substantial number of people makes their trip on foot –So Pedestrians are involved in
about 70 % of all accidents.
Buses and trucks are generally overloaded
Substandard Road with mix of motorized and non-motorized traffic
Unsafe vehicles ( shallow engine-driven vehicle, tyre bursting)

Low Enforcement and Poor Practices
Non-skilled Driver
Lack of proper education & training.
Lack of public awareness.
2.7.4. Priority Road Safety Options for Bangladesh:
Engineering road safety: Road environmental improvements

Application of road safety audit
Community based road safety
Intensified enforcement and safety education measures
New innovative high-tech solutions
2.7.5 Progress in Road Safety Works Research in Bangladesh:
1. Road safety organizations and strategic action plan
National Road Safety Council (NRSC) and

Road Safety Cell (RSC).
2. Establishment of Accident Research Center at BUET
Accident Research Center (ARC) has been established at (BUET) in 2002 to carry out
scientific research for clear understanding of the road safety problems and ascertaining
the underlying causative factors.
2.9 CONCLUSION
Most, if not all, of the literatures consulted in this chapter were of foreign researchers.
This chapter also consulted with important definitions related to accidents, global road
safety situation, road safety in Bangladesh and methodology. In the next chapter data
collection will discussed.
Chapter3
Data Collection and Methodology
3.1 INTRODUCTION:
Accident Data Analysis is paramount importance to improve safety. Accident related

information like accident Severity (Fatal Accidents, Grievous Accidents, and Simple
Accidents), casualties, length of particular route, traffic volume, time, working day,
month, type of junction, no of intersections, roadway geometry, traffic condition, driver’s
age etc. are needed. All parameters are not taken into consideration because of their
importunacy. If all parameters may take into considerations then this study will be more
correct.
This chapter comprises accident data analysis depending on Accident severity (Fatal
Accidents, Grievous Accidents, and Simple Accidents), casualties, length of particular
route, traffic volume which has greater importance than other parameters. Here discussed
issues are globally position of Bangladesh depending on accident severity & how much
improvement or demotion within last seven years. Also discussed fatalities per 10,000
registered vehicles, fatalities per fatal accident in that particular route of National
Highway.
3.2 The Road Traffic Accident Database

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.
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.
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.
METHODOLOGY
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.
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
Limitations of Accident Data:
Under-reporting of Accidents: In Bangladesh, development of accident database has

been based on police reported accident form. However accident database could not get
comprehensive and accurate level up to expectation due to under reporting and under
recording.Traditionally, only the police department has been collecting data on road
accidents in Bangladesh, and many other developing countries. The widespread under-
reporting and incomplete data collection regarding specific details of accidents are,
however major problems. This limits the proper analysis of accidents to be carried out
towards improving road safety. Loss of lives, personal injury and property damage as a
result of road traffic crashes are a common daily phenomenon. No efforts have so far
been made to estimate the economic wastage occasioned by traffic crashes in
Bangladesh. This failure often limits the understanding of the concerned officials about
the safety issues involved in various planning and management-related activities.
Institutional Weaknesses: Road safety improvement efforts in Bangladesh seriously
suffer from several serious drawbacks. These are: lack of a strong professional safety
agency with adequate executive powers and responsibilities; fragmentation of
responsibilities between agencies and insufficient inter-agency coordination; low level of
staffing and lack of professional capacity; lack of trained traffic police for effective
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
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
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.
Trends of Accident in Rural Area
Trends by Accident
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
60.00
% of Total Accidents
50.00
% of Urban Accidents
40.00
% of Rural Accidents
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.
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 71.4 21.5 5.5 1.7 100

1999 71.8 20.0 6.2 2.0 100
2000 73.6 19.2 5.4 1.8 100
2001 75.8 17.7 5.0 1.5 100
2002 73.7 19.8 5.3 1.2 100
2003 73.9 18.9 5.3 1.9 100
2004 75.4 17.1 5.7 1.8 100
2005 77.4 16.6 4.4 1.7 100
Overall 74.1 18.8 5.4 1.7 100
90.00
80.00
70.00
% of Total Rural Accidents
60.00
Fatal
50.00
Griev
Simpl
40.00
Colln
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
Trends by Type of Road Class

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 51.6 19.6 18.6 9.6 0.6 100

1999 53.9 15.7 22.0 7.8 0.6 100
2000 50.7 15.2 23.9 9.5 0.7 100
2001 48.0 17.7 23.6 10.1 0.7 100
2002 49.5 16.1 25.6 8.3 0.6 100
2003 53.4 17.1 19.6 9.0 0.9 100
2004 57.1 16.2 18.5 7.7 0.5 100
2005 56.6 18.4 13.1 11.0 1.0 100
Overall 52.6 17.0 20.6 9.1 0.7 100
70.00
60.00
50.00
Natnl
40.00 Regnl
Feedr
30.00 Rural
City
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.
Trends by day
Data Source=ARC
Table4.4: Yearly Changes in Percentage of Accidents by Daily Variation
Year Mon Tue Wed Thu Fri Sat Sun Total

1998 14.2 13.9 12.2 17.3 13.7 14.4 14.4 100
1999 14.0 13.0 14.6 15.3 13.8 14.9 14.5 100
2000 14.4 13.8 13.3 15.4 13.8 13.7 15.5 100
2001 13.4 13.5 14.7 15.9 14.8 13.9 13.8 100
2002 13.5 13.5 14.6 15.9 13.9 14.4 14.2 100
2003 14.8 14.5 14.2 14.5 15.0 12.9 14.1 100
2004 14.1 14.6 13.8 15.0 16.7 13.3 12.4 100
2005 13.8 15.1 13.0 14.5 14.5 13.7 15.3 100
Overall 14.0 14.0 13.8 15.5 14.5 13.9 14.3 100
20.00
18.00
16.00
14.00
Mon
12.00 Tue
Wed
10.00 Thu
Fri
8.00
Sat
6.00 Sun
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.
Trends by Month
Data Source=ARC
Table 4.5 Yearly Changes in Accidents by Monthly Variation
Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total
1998 9.8 10.0 11.2 8.6 8.1 10.2 8.7 6.7 6.1 5.8 7.6 7.3 100
1999 9.3 8.6 9.2 7.6 9.3 10.0 8.9 8.2 7.7 7.7 6.4 7.0 100
2000 10.2 8.7 9.1 7.9 8.8 9.1 8.7 6.5 7.0 8.8 8.1 7.2 100
2001 11.9 8.0 9.9 8.0 9.8 8.0 7.6 7.9 6.5 6.8 7.8 8.0 100
2002 9.4 8.7 10.3 8.6 9.7 7.1 7.8 7.6 7.3 8.0 6.8 8.8 100
2003 7.9 8.4 8.7 8.2 9.4 7.9 9.3 7.9 8.8 9.1 9.3 5.3 100
2004 10.3 9.8 9.1 7.8 8.3 8.4 8.5 6.8 7.0 8.3 7.8 7.9 100
2005 9.0 7.4 8.7 7.7 10.4 9.9 8.6 8.8 7.9 6.4 8.4 6.9 100
Overall 9.7 8.7 9.5 8.1 9.2 8.8 8.5 7.6 7.3 7.6 7.8 7.3 100
14.00
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 4.5 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.
Trends by Type of Junction
Data Source=ARC
Table4.6: Yearly Changes in Accidents for Different Types of Junction.
Year Link Cross T StagX Round Railway Other Total
Road Junction Junction about Junc
1998 86.9 1.8 4.2 0.9 0.2 0.1 6.0 100

1999 89.9 1.6 4.7 0.8 0.1 0.1 2.9 100
2000 87.2 1.7 5.0 1.5 0.1 0.0 4.5 100
2001 86.6 1.8 4.2 0.8 0.1 0.1 6.7 100
2002 88.9 1.8 3.6 0.8 0.2 0.0 4.8 100
2003 81.4 1.7 4.8 0.9 0.1 0.1 11.0 100
2004 79.8 2.3 4.9 0.8 0.2 0.3 11.8 100
2005 74.1 2.9 5.2 1.0 0.5 0.2 16.2 100
Overall 84.4 1.9 4.6 0.9 0.2 0.1 8.0 100
100.00
90.00
80.00
70.00
Not-J
60.00
Cross
50.00 T/Jun
StagX
40.00 Round
30.00 RailW
Other
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.
Trends by Type of Collision

Data Source=ARC
Table4.7: Yearly Changes in Percentage of Accidents by Types of Collision.
Year Head Rear 90deg Side OverT Obj1 Obj2 ParkV Ped'n Animl Other Total
on End swipe
1998 16.4 8.9 0.8 6.2 13.2 0.9 2.2 1.7 44.1 0.1 5.6 100
1999 15.5 10.8 0.4 5.7 13.3 0.6 4.0 2.3 42.8 0.0 4.6 100
2000 15.0 11.8 0.7 5.1 12.6 0.5 3.2 2.4 43.8 0.1 4.9 100
2001 14.8 12.6 0.3 4.7 13.7 0.8 3.0 2.6 42.9 0.1 4.6 100
2002 13.9 11.4 0.2 6.8 14.0 0.9 3.1 2.0 44.4 0.0 3.4 100
2003 17.5 11.5 0.4 5.8 13.5 0.5 3.1 2.9 40.8 0.1 3.8 100
2004 18.9 11.8 0.4 6.2 10.1 1.0 2.4 1.9 43.3 0.0 4.0 100
2005 17.6 9.1 0.7 5.8 9.5 1.5 3.9 1.6 46.5 0.1 3.9 100
Overall 16.2 11.0 0.5 5.8 12.5 0.8 3.1 2.2 43.6 0.1 4.4 100
50.00
45.00
40.00 HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV Ped'n
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.
Trends for Different Conditions of weather
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
50.00
Wind
40.00 Fog
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.
Trends for Different Light Condition

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 72.1 13.3 1.4 13.3 100
2002 73.5 12.8 1.8 11.9 100
2003 69.5 15.2 2.3 12.9 100
2004 71.5 13.8 2.5 12.2 100
2005 74.2 13.0 2.5 10.3 100
Overall,% 72.6 13.2 2.1 12.1 100
80.00
70.00
60.00
50.00
Day
DawnD
40.00
N Lit
N UnL
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.
Trends for Different Location

Data Source=ARC
Table 4.10: Yearly Changes in Percentage of Accidents for different Locations.

Year None Bridge Culvert Narrow SpdBk Total
1998 95.0 2.6 0.6 1.7 0.1 100
1999 96.0 1.9 0.9 1.2 0.1 100
2000 95.8 2.0 0.6 1.4 0.1 100
2001 95.2 1.8 1.3 1.3 0.4 100
2002 95.5 1.8 0.9 1.6 0.1 100
2003 96.5 1.5 0.7 1.1 0.2 100
2004 96.3 1.6 0.8 1.2 0.1 100
2005 97.6 0.9 0.5 0.9 0.1 100
Overall 96.0 1.8 0.8 1.3 0.2 100
120.00
100.00
% of Total Accidents
80.00
None
Bridg
60.00 Culvt
Narrw
SpdBk
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.
Trends for Different Type of pavements

Data Source=ARC
Table 4.11 Yearly Changes in Percentage of Accidents for Different Types of Pavement
Year Seald Brick Earth Total

1998 96.1 2.0 2.0 100
1999 96.7 1.7 1.6 100
2000 95.4 2.1 2.5 100
2001 96.7 1.8 1.6 100
2002 97.0 1.7 1.3 100

2003 97.7 1.0 1.4 100
2004 97.2 1.3 1.5 100
2005 97.9 1.1 1.0 100
Overall 96.8 1.6 1.6 100
120.00
100.00
80.00
Seald
60.00 Brick
Earth
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.
Number 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 Good Rough Rpair Total

1998 95.3 3.7 1.0 100
1999 94.8 3.9 1.4 100
2000 93.7 4.3 2.0 100
2001 93.9 4.9 1.2 100
2002 93.9 4.4 1.6 100
2003 94.0 3.9 2.2 100
2004 93.1 3.5 3.4 100
2005 96.0 3.1 0.9 100
Overall 94.3 4.0 1.7 100
120.00
100.00
80.00
Good
60.00 Rough
Rpair
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.
Number of Accidents by Type of Alignment

Data Source=ARC
Table 4.13: Yearly Changes in Percentage of Accidents by Type of Alignment
Year Str't Curve Slope Cv+Sl Crest Total

1998 87.2 8.6 2.1 1.4 0.6 100
1999 88.2 7.1 2.9 1.3 0.5 100
2000 87.6 8.0 2.1 1.8 0.5 100
2001 86.8 8.7 2.1 1.9 0.6 100
2002 90.7 6.7 1.4 0.9 0.3 100
2003 91.2 6.6 0.8 1.1 0.3 100
2004 91.3 6.0 1.3 1.1 0.3 100
2005 90.6 6.3 1.2 1.3 0.6 100
Overall 89.2 7.3 1.7 1.4 0.5 100
100.00
90.00
80.00
70.00
60.00 Str't
Curve
50.00 Slope
Cv+Sl
40.00
Crest
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.
Trends by Casualties
Trends 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 % of Urban % of Rural

Casualty Casualty
Accidents Accidents
1998 2428 3163 5591 43.4 56.5
1999 2023 4324 6347 31.8 68.1
2000 1992 4514 6506 30.6 69.3
2001 1310 3620 4930 26.5 73.4
2002 1638 4660 6298 26.0 73.9
2003 1858 5157 7015 26.4 73.5
2004 1407 4684 6091 23.1 76.9
2005 1086 4313 5399 20.1 79.8
Overall 13742 34435 48177 28.5 71.5
Percentage of rural casualty accidents is increasing day by day. In 2005, this

percentage is 79.8% for rural and 20.1% for urban.
90.00
80.00
70.00
% of Total Casualty Accidents
60.00
50.00 % of Urban Casualty

Accidents
% of Rural Casualty
40.00 Accidents
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
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 51.0 18.3 20.7 9.6 0.4 100
2002 53.1 16.3 23.1 7.1 0.4 100
2003 56.2 17.0 18.9 7.3 0.6 100
2004 61.1 14.7 17.0 6.9 0.3 100
2005 60.4 17.6 11.1 10.2 0.7 100
Average 56.0 16.8 18.8 7.9 0.5 100
70.00
60.00
% of Rural Casualty Accidents
50.00
Natnl
40.00 Regnl
Feedr
30.00 Rural
City
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.

Yearly Change in Pedestrian injury
Data Source=ARC
Table: 4.16: Yearly Change in Pedestrian Injury

Year Pedestrian Total % of
Injury Casualty Pedestrian
By Year Accidents Injury
1998 961 3163 30.4
1999 1270 4323 29.4
2000 1267 4514 28.1
2001 1019 3620 28.2
2002 1354 4660 29.1
2003 1295 5157 25.1
2004 1295 4684 27.7
2005 1414 4313 32.8
Overall 1234 4304 28.8
Year 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
30.00
25.00
% of Pedestrian Injury
20.00
Series1
15.00
10.00
5.00
0.00
0 2 4 6 8 10
Year
Fig: 4.16: Graph Showing Yearly Change in Pedestrian Injury
 Above figure shows that yearly change of percentage of pedestrian injury is

decreasing upto 2003 and recently it is considerably increasing.
 Among these years as shown in figure percentage of pedestrian injury has
maximum value in 2005 which is 32.78% in rural Area.
Trends by day
Data Source=ARC
Table 4.17: Yearly Changes in Percentage of Casualty Accidents by Daily Variation
Year Mon Tue Wed Thu Fri Sat Sun Total

1998 14.4 14.1 12.4 16.7 12.8 15.2 14.4 100
1999 14.4 12.8 14.1 14.8 14.4 15.5 13.9 100
2000 14.0 14.2 12.8 15.4 14.1 14.0 15.4 100
2001 13.5 12.7 13.6 16.9 14.8 15.1 13.3 100
2002 13.9 13.7 14.6 14.6 14.3 15.2 13.8 100
2003 14.2 13.7 14.4 14.7 15.1 13.7 14.3 100
2004 15.3 13.8 14.1 14.1 17.4 13.6 11.6 100
2005 13.0 16.0 13.5 15.7 13.9 13.4 14.4 100
Overall 14.1 13.9 13.7 15.4 14.6 14.5 13.9 100
20.00
18.00
16.00
14.00
Mon
12.00 Tue
Wed
10.00 Thu
Fri
8.00
Sat
6.00 Sun
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.
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 Jul Aug Sep Oct Nov Dec Total
1998 9.6 10.2 11.2 8.8 8.2 9.8 8.7 6.2 7.1 5.9 7.0 7.4 100
1999 8.6 9.1 8.8 8.6 9.8 10.6 8.7 8.3 7.5 7.5 5.8 6.9 100
2000 9.8 8.3 9.7 9.0 9.5 9.2 9.2 5.8 7.2 8.1 7.4 6.7 100
2001 12.5 8.0 11.1 8.4 9.6 7.4 7.0 7.9 6.9 6.2 6.8 8.2 100
2002 8.8 9.0 9.5 7.8 10.3 7.4 8.9 8.0 7.2 7.7 6.6 8.8 100
2003 7.1 7.6 8.3 7.5 9.2 8.8 9.9 7.4 8.9 10.0 9.9 5.5 100
2004 10.6 9.9 7.6 7.9 8.8 9.1 9.1 6.8 7.6 8.4 7.2 7.1 100
2005 9.3 7.6 7.8 7.8 10.3 10.6 8.2 9.1 8.0 6.3 8.7 6.4 100
Overall 9.5 8.7 9.3 8.2 9.5 9.1 8.7 7.4 7.6 7.5 7.4 7.1 100
14.00
12.00
Jan
Feb
10.00 Mar
Apr
8.00 May
Jun
Jul
6.00
Aug
Sep
4.00 Oct
Nov
2.00 Dec
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.
Trends by Type of Junction

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 80.6 1.8 4.6 0.8 0.3 0.2 11.7 100
2005 75.5 2.7 4.4 1.2 0.5 0.4 15.3 100
Overall 85.3 1.7 4.2 1.0 0.2 0.1 7.5 100
100.00
90.00
80.00
70.00
Not-J
60.00
Cross
50.00 T/Jun
StagX
40.00 Round
30.00 RailW
Other
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.
Trends by Type of Collision

Data Source=ARC
Table4.20: Yearly Changes in Percentage of Casualty Accidents by Types of Collision.
Year HeadO RearE 90deg Side OverT Obj1 Obj2 ParkV Ped'n Animl Other Total
1998 24.7 9.0 0.9 5.8 20.2 1.0 4.8 2.4 27.0 0.0 4.2 100
1999 23.0 11.4 0.4 6.1 19.7 0.7 5.4 2.2 27.2 0.2 3.7 100
2000 23.9 11.6 1.0 5.9 18.9 0.5 4.6 2.4 27.1 0.0 4.1 100
2001 22.9 11.5 0.1 6.1 22.7 1.0 4.5 3.2 25.3 0.0 2.8 100
2002 22.0 10.8 0.2 7.4 23.8 0.8 4.2 2.0 26.6 0.0 2.3 100
2003 26.0 11.4 0.4 6.4 23.8 0.4 3.1 3.2 22.6 0.1 2.6 100
2004 28.7 11.4 0.4 6.6 18.6 1.3 2.8 2.6 24.3 0.0 3.3 100
2005 26.4 9.6 0.6 6.1 16.0 1.6 5.6 1.7 28.5 0.1 3.8 100
Overal 24.7 10.8 0.5 6.3 20.5 0.9 4.4 2.5 26.1 0.1 3.4 100
35.00
30.0 0
0 HeadO
25.0
RearE
No of Casualty Accidents
90deg
20.0 0 Side
OverT
15.0 0
Obj1
0 Obj2
10.0 ParkV
0 Ped'n
5.0 Animl
0 Other
1997199819992000200120022003200420052006
0.0
-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.
Trends for Different Conditions of weather

Data Source=ARC
Table4.21: Yearly Changes in Percentage of Casualty Accidents for different conditions

of weather
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
50.00
Wind
40.00 Fog
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.
Trends for Different Light Condition
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
50.00
Wind
40.00 Fog
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.
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
Overall 87.2 8.4 1.8 2.0 0.6 100
100.00
90.00
80.00
70.00
60.00 Str't
Curve
50.00 Slope
Cv+Sl
40.00
Crest
30.00
20.00
10.00
0.00
1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
Year
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.
Trends 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
80.0 0
60.0 0
Dry
Wet
40.0 0 Muddy
Flood
Other
20.0 0
0.0 0
19971998 19992000 2001 2002 2003 2004 20052006
-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%
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
60.00 Brick
Earth
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.
Trends in Pedestrian Accidents by time
Yearly Change in Pedestrian Accidents by Time in Rural Area of

Bangladesh:
Time 1998 1999 2000 2001 2002 2003 2004 2005 Total
6--17 43 67 51 44 65 72 135 241 718
18-23 676 907 905 739 988 914 863 869 6861
0-5 145 152 170 140 173 201 171 143 1295
Total 864 1126 1126 923 1226 1187 1169 1253
Yearly Change in Percentage of Pedestrian Accidents by Time in
Time 1998 1999 2000 2001 2002 2003 2004 2005 Overall
6--17 5.6 6.0 4.5 4.8 5.3 6.1 11.5 19.2 7.8
18-23 78.2 80.6 80.4 80.1 80.6 77.0 73.8 69.4 77.5
0-5 16.8 13.5 15.1 15.2 14.1 16.9 14.6 11.4 14.7
Total 100 100 100 100 100 100 100 100
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
: Trends by Head On, Rear End Collision and Hit Pedestrian
Accidents in different light conditions.
Yearly Change in Pedestrian Accidents by Type of Collision in

time (19-23) in Rural Area of Bangladesh:
Collision 1998 1999 2000 2001 2002 2003 2004 2005 TOTAL
Type
HeadO 49 42 48 40 48 61 55 52 395
RearE 18 37 42 30 37 38 32 19 253
90deg 3 0 2 0 1 1 1 3 11
Side 10 17 13 12 22 21 16 14 125
OverT 33 43 36 45 36 42 48 17 300
Obj1 1 3 1 2 3 4 7 7 28
Obj2 4 12 10 14 17 15 7 3 82
ParkV 9 12 11 13 10 16 5 2 78
Ped'n 92 100 122 84 114 128 115 89 844
Animl 0 0 1 1 0 0 0 0 2
Other 11 16 10 10 7 16 16 7 93
TOTAL 230 282 296 251 295 342 302 213 2211
Yearly Change in Percentage of Accidents in Time (19-23) by

Collision Type in Rural Area of Bangladesh:
Collision 1998 1999 2000 2001 2002 2003 2004 2005 Overall
Type
Head On 21.3 14.9 16.2 15.9 16.3 17.8 18.2 24.4 18.1
Rear End 7.8 13.1 14.2 12.0 12.5 11.1 10.6 8.9 11.3
Ped'n 40.0 35.5 41.2 33.5 38.6 37.4 38.1 41.8 38.3
Total 69.1 63.5 71.6 61.4 67.5 66.4 66.9 75.1
 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
Yearly Change in Pedestrian Accidents in Time (6-18) by
Collision 1998 1999 2000 2001 2002 2003 2004 2005 TOTAL
Type
HeadO 222 287 284 220 267 343 345 284 2252
RearE 118 209 219 202 231 232 193 122 1526
90deg 8 8 14 5 3 9 6 12 65
Side 93 107 102 75 143 122 107 100 849
OverT 168 237 231 181 266 252 148 156 1639
Obj1 10 8 8 11 16 10 11 16 90
Obj2 23 67 57 30 51 51 42 55 376
ParkV 18 31 32 31 29 41 31 19 232
Ped'n 632 878 892 703 961 892 808 806 6572
Animl 2 1 1 0 1 1 1 1 8
Other 80 89 100 71 71 69 70 58 608
TOTAL 1374 1922 1940 1529 2039 2022 1762 1629 14217
Yearly Change in Percentage of Accidents in Time (6-18) by

Type
Head On 16.2 14.9 14.6 14.4 13.1 17.0 19.6 17.4 15.9
Rear End 8.6 10.9 11.3 13.2 11.3 11.5 11.0 7.5 10.7
Ped'n 46.0 45.7 46.0 46.0 47.1 44.1 45.9 49.5 46.3
Total 70.7 71.5 71.9 73.6 71.6 72.6 76.4 74.4
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
Yearly Change in Percentage of Accidents in Time (0-5) by Collision
Type in Rural Area of Bangladesh:
COLLISION 1998 1999 2000 2001 2002 2003 2004 2005 TOTAL
TYPE
HeadO 14 48 36 28 40 61 60 84 371
RearE 19 18 27 14 24 35 62 76 275
90deg 2 1 0 0 1 1 2 1 8
Side 5 15 11 4 8 12 27 24 106
OverT 28 43 42 40 57 64 49 53 376
Obj1 4 4 2 3 3 0 5 13 34
Obj2 11 18 11 14 10 17 10 34 125
ParkV 3 13 16 7 12 21 10 16 98
Ped'n 43 66 59 49 59 65 129 216 686
Animl 0 0 0 0 0 1 0 1 2
Other 6 7 11 8 9 16 11 28 96
TOTAL 135 233 215 167 223 293 365 546 2177
Time 1998 1999 2000 2001 2002 2003 2004 2005

0--5 287 455 455 307 493 636 696 954
6--17 1887 2757 2822 2219 2900 3084 2638 2204
18--23 553 630 707 639 704 825 755 542
Total 2727 3842 3984 3165 4097 4545 4089 3700
Yearly Change in Percentage of Accidents in Time (0-5) by Collision
Type in Rural Area of Bangladesh:
Type
Head On 10.4 20.6 16.7 16.8 17.9 20.8 16.4 15.4 16.9
Rear End 14.1 7.7 12.6 8.4 10.8 11.9 17.0 13.9 12.0
Ped'n 1.1 0.2 0.0 0.0 0.2 0.1 0.2 0.0 0.2
Total 25.5 28.5 29.3 25.1 28.9 32.9 33.6 29.3
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
Yearly Change in Casualty Accidents by Time in Rural Area of

Bangladesh:
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 10.5 11.8 11.4 9.7 12.0 14.0 17.0 25.8 14.0
6--17 69.2 71.8 70.8 70.1 70.8 67.9 64.5 59.6 68.1
18--23 20.3 16.4 17.7 20.2 17.2 18.2 18.5 14.6 17.9
Total 100 100 100 100 100 100 100 100 100.0
 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
Yearly Change in Accidents by Vehicle Type in Rural Area of

Bangladesh:
Year Mini MicrB HeavT M/Cyc Tempo Total

Bus+Bus
1998 758 105 583 98 150 2195
1999 1053 165 850 144 199 3181
2000 1120 183 763 157 170 3253
2001 863 103 704 147 112 2561
2002 1170 163 840 175 170 3372
2003 1308 163 852 184 157 3607
2004 1200 133 765 176 152 3293
2005 1136 140 655 176 93 3071
Total 8608 1155 6012 1257 1203
Yearly Change in Percentage of Accidents by Vehicle Type in

 Overall percentage of accidents by vehicle type is 35percent which is decreasing

Year Mini MicrB HeavT M/Cyc Tempo Total
Bus+Bus
1998 34.5 4.8 26.6 4.5 6.8 77.2
1999 33.1 5.2 26.7 4.5 6.3 75.8
2000 34.4 5.6 23.5 4.8 5.2 73.6
2001 33.7 4.0 27.5 5.7 4.4 75.3
2002 34.7 4.8 24.9 5.2 5.0 74.7
2003 36.3 4.5 23.6 5.1 4.4 73.9
2004 36.4 4.0 23.2 5.3 4.6 73.7
2005 37.0 4.6 21.3 5.7 3.0 71.6
Overall 35.0 4.7 24.7 5.1 5.0 74.5
with year
44.5
Chapter 5
CONCLUSIONS:
Introduction:
A comprehensive database is a basic prerequisite for any effective road safety initiative to
be undertaken. An accident data system should establish systematic procedures for the
collection, storage analysis and dissemination of data for all traffic accidents involving a
personal injury. The system should ensure that all road safety work whether in
engineering, enforcement, education or publicity could be data–led. In Bangladesh,
development of accident database has been based on police reported accident form.
However accident database could not get comprehensive and accurate level up to
expectation due to under reporting and under recording. This problem could be addressed
by our combined effort. Training and awareness is urgent need to improve present
situation.
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.
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.
: 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
APPENDIX-A
TABLES AND FIGURES
Table A 4.1 Accident Severity
Data Source= ARC
Route No. N1
N1 Fatal Grieve Simple Colln TOTAL

1998 111 31 5 3 150
1999 166 45 16 6 233
2000 132 38 20 2 192
2001 83 29 10 6 128
2002 188 47 21 6 262
2003 95 13 11 7 126
2004 277 78 38 18 411
2005 246 62 23 12 343
Total 1298 343 144 60 1845

Route No. N2
N2 Fatal Griev Simple Colln TOTAL

1998 90 27 12 8 137
1999 149 60 21 7 237
2000 129 37 12 4 182
2001 114 34 8 0 156
2002 91 31 10 1 133
2003 86 26 2 1 115
2004 136 33 7 4 180
2005 107 17 8 2 134
Total 902 265 80 27 1274

Route No. N3
1998 25 8 1 2 36
1999 66 20 5 3 94
2000 41 8 3 2 54
2001 42 12 0 2 56
2002 62 17 1 1 81
2003 72 18 0 0 90
2004 63 14 4 2 83
2005 17 7 3 0 27
Total 388 104 17 12 521

Data Source= ARC
Route No. N4
1998 12 2 1 1 16
1999 81 17 5 1 104
2000 72 17 1 3 93
2001 62 14 4 0 80
2002 87 39 5 0 131
2003 80 36 4 3 123
2004 50 2 1 1 54
2005 100 11 0 2 113
Total 544 138 21 11 714
Route No. N5
1998 213 53 13 6 285
1999 212 48 7 12 279
2000 169 38 7 4 218
2001 98 28 8 4 138
2002 198 60 10 5 273
2003 188 61 14 7 270
2004 185 61 32 9 287
2005 216 61 10 4 291
Total 1479 410 101 51 2041

Route No. N6

1998 64 20 9 4 97
1999 73 18 4 1 96
2000 50 11 0 4 65
2001 56 21 3 1 81
2002 57 10 8 2 77
2003 49 12 4 1 66
2004 48 28 4 0 80
2005 37 7 4 3 51
Total 434 127 36 16 613

Data Source= ARC
Route No. N7
1998 62 12 7 1 82
1999 90 21 8 2 121
2000 131 46 8 4 189
2001 98 27 7 1 133
2002 144 36 13 2 195
2003 113 22 1 2 138
2004 92 16 6 2 116
2005 65 15 2 1 83
Total 795 195 52 15 1057

Route No. N8
1998 26 10 2 0 38
1999 41 10 5 1 57
2000 41 5 4 0 50
2001 26 9 1 0 36
2002 31 8 2 1 42
2003 47 12 5 2 66
2004 30 5 3 0 38
2005 57 10 3 1 71
Total 299 69 25 5 398

Route No. N9
1998 0 0 0 0 0
1999 35 9 0 0 44
2000 37 14 3 3 57
2001 15 3 2 1 21
2002 31 6 5 0 42
2003 27 12 3 0 42
2004 6 0 0 0 6
2005 12 5 0 1 18
Total 163 49 13 5 230

Road No. N1-N9
Data Source= ARC
fatal griev simple colln Total

N1 1298 343 144 60 1845
N2 902 265 80 27 1274
N3 388 104 17 12 521
N4 544 138 21 11 714
N5 1479 410 101 51 2041
N6 434 127 36 16 613
N7 795 195 52 15 1057
N8 299 69 25 5 398
N9 163 49 13 5 230
6302 1700 489 202 8693
Table A 4.11: Casualty Accidents

Route No. N1

Route No. N2
Year(N2) Fatal Griev Simple Total
1998 115 53 54 222
1998 169 65 59 293
1999 209 145 63 417
2000 173 128 105 406
2001 121 105 73 299
2002 246 153 119 518
2003 123 62 46 231
2004 416 256 139 811
2005 353 192 129 674
Total 1810 1106 733 3649
1999 190 118 86 394
2000 154 103 80 337
2001 131 100 63 294
2002 108 98 52 258
2003 110 104 39 253
2004 176 114 61 351
2005 136 68 53 257
Total 1120 758 488 2366
Route No. N3

1998 32 44 3 79
1999 89 47 16 152
Ye2a0r(0N0 Fa5t G35riev 2S4imple 11T6otal
5) 7al
2001 50 46 21 117
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
Table A 4.14 Casualty Accidents

Route No. N4

1998 12 9 8 29
1999 140 61 27 228
2000 88 68 28 184
2001 83 58 40 181
2002 127 115 55 297
2003 128 121 68 317
2004 96 30 15 141
2005 117 88 32 237
Total 791 550 273 1614

Route No. N5
1998 298 184 101 583
1999 256 129 59 444
2000 212 117 56 385
2001 111 60 56 227
2002 245 173 111 529
2003 234 173 119 526
2004 263 201 127 591
2005 261 216 66 543
1880 1253 695 3828

Route No. N6

1998 81 36 44 161
1999 97 47 43 187
2000 81 14 7 102
2001 63 45 22 130
2002 86 32 28 146
2003 64 45 28 137
2004 60 74 21 155
2005 56 32 5 93
Total 588 325 198 1111

Route No. 1998 77 29 43 149 N7
1999 121 75 74 270
2000 166 128 78 372
2001 112 84 50 246
2002 173 92 57 322
2003 147 113 35 295
2004 115 107 54 276
2005 76 39 18 133
Total 987 667 409 2063

Route No. N8
1998 35 26 15 76
1999 47 48 6 101
2000 48 26 15 89
2001 34 28 9 71
2002 36 27 11 74
2003 56 53 32 141
2004 42 21 29 92
2005 77 39 22 138
Total 375 268 139 782
Route No. N5

1998 0 0 0 0
1999 46 39 9 94
2000 104 34 11 149
2001 27 8 8 43
2002 36 27 35 98
2003 57 60 35 152
2004 7 4 0 11
2005 12 14 1 27
Total 289 186 99 574
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)

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TRENDS EVALUATION OF ROAD SAFETY IN BANGLADESH

DEPT. OF CIVIL ENGINEERING

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

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

CHAPTER 2: LITERATURE REVIEW

Some important definitions related to accidents and their classifications.

Accident factors can be grouped under the following headings 8

Trends of Global Road Safety Situation

Trends of Road Safety in Bangladesh

CHAPTER 3: DATA COLLECTION AND METHODOLOGY

The Road Traffic Accident Database

CHAPTER 4: TRENDS OF RURAL ACCIDENTS

Trends of Casualties by Age

Trends of Accidents on National Highways

CHAPTER 5: CONCLUSIONS AND RECOMMENDATIONS

APPENDIX A: LIST OF TABLES & LIST OF FIGURES 81

2.1 Fatalities and Accidents per 10,000 Registered Vehicles (2003-2005) 18

: Estimated Road Fatality Regional Distribution 12

In order to develop realistic quantitative safety targets, and then to design

In order to develop safety improvements and understanding the situation of road

OBJECTIVES OF THE THESIS

The objectives of this thesis are mainly the following:

THE STUDY AREA

Rural Accidents Analysis and Findings

Conclusions and recommendations

Chapter 2 provides a summary of the available literature in the area of accidents,

Chapter 5 presents the recommendations and conclusion.

SOME IMPORTANT DEFINITIONS RELATED TO ACCIDENTS

Accident is a general Phenomenon and expected in a road as vehicle is controlled by

1. Road traffic casualty accident:

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

Classification of accidents based on collision type vehicles;

Definition of some important keywords.

Crashes and Casualties:

ACCIDENT FACTORS CAN BE GROUPED UNDER THE

Factors Related To Roadway Geometry

EXAMPLES OF NINE CLASSES OF ACCIDENT LOSS

Source: SNPA Foundation Seminar Book by Paul H. Wright

• Where accidents occur

TRENDS OF GLOBAL ROAD SAFETY SITUATION

Estimating Global Road Fatalities

There is no standard approach to regional groupings used by the many different

Table 2.2: Key indicators of Development

Bangladesh India Pakistan Thailand Malaysia Netherlands USA UK Norway

Gross National Gross Loss of GNI Loss of GDP

Current Global Fatality Estimate

Using results from a number of studies indicated that in developed countries

Fig: Road traffic Death by Different age

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

The Road Safety Situation in Bangladesh:

Transport is an extremely important part of Bangladesh economy. The following table

Table2.1: Fatalities and Accidents per 10,000 Registered Vehicles (2003-2005)

The Global Health Burden of Road Traffic Injuries:

Burden on Health Infrastructure

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

% of hospital beds are occupied by injury patients. Most of these injuries

Average working time lost in Bangladesh:

Fatality: 30 years(avg. age of victim,

 Road Traffic Accidents and Injuries Bangladesh Perspective

On an average 4000 death and injury another 5000 a year.

Buses and trucks are generally overloaded

Substandard Road with mix of motorized and non-motorized traffic

Unsafe vehicles ( shallow engine-driven vehicle, tyre bursting)