CHARACTERISTICS OF ACCIDENTS ON SELECTED ARTERIALS OF METROPOLITAN DHAKA
by Md. Raufuzzaman
A project thesis submitted in partial fulfillment of the requirements for the degree of MASTER OF ENGINEERING (CIVIL)
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DEPARTMENT OF CIVIL ENGINEERING BANGLADESH UNIVERSITY OF ENGINEERING AND TECHNOLOGY, DHAKA.
July, 2003 The thesis titled Characteristics Of Accidents On Selected Arterials Of Metropolitan Dhaka submitted by Md. Raufuzzaman, Roll No. 100004421 (F), Session:October'2000 has been accepted as satisfactory in partial fulfillment of the requirements for the degree of Master of Engineering (Civil) on 09 July, 2003.
BOARD OF EXAMINERS
Chairman Dr. Tanweer Hasan (Supervisor) Associate Professor Department of Civil Engineering BUET, Dhaka - 1000.
Member Dr. Hasib Mohammed Ahsan Professor Department of Civil Engineering BUET, Dhaka - 1000.
¥:L~ Member Syed Noor-ud-Deen Ahmed Associate Professor Department of Civil Engineering BUET, Dhaka - 1000.
1
.'Or- CADIDA TE'S DECLARATION
/
I hereby declared as per best of knowledge that the work reported in this book or any part of it has not been submitted elsewhere for the award of any degree or diploma or published elsewhere.
(Md. Raufuzzaman)
ii TABLE OF CONTENTS
Title Page No. TABLE OF CONTENTS iii
LIST OF FIGURES Vll
ACKNOWLEDGEMENT XI ABSTRACT xii
CHAPTER 1 INTRODUCTION
1.1 BACKGROUND 1 1.2 OBJECTIVES OF THE STUDY 2 1.3 SIGNIFICANCE OF THE STUDY 2 104 SCOPE OF THE STUDY 2 1.5 ORGANIZATION OF THE THESIS 3 CHAPTER 2 LITERATURE REVIEW
2.1 INTRODUCTION 4 2.2 THE ROAD TRAFFIC SYSTEM 4 2.3 ROAD TRAFFIC ACCIDENTS 6 2.3.1 Accident Classifications 6 2.3.2 Accident Sub-divisions 6 2.3.3 Accident types 7 2.4 ACCIDENT FACTORS 9 2.4.1 Human Factors 9 2.4.1.1 Dri vers 9 2.4.1.2 Pedestrian 9 2.4.2 Vehicular Factors 10 2.4.3 Environmental Factors 10 2.4.4 Mixed Traffic 10 2.4.5 Road and Roadside Factors 11 2.4.5.1 Luminarie Supports 11 2.4.5.2 Utility pole 11 2.4.5.3 Roadside Sign Supports 11 2.4.5.4 Roadside Objects 12 (continued) iii Title Page No. 2.4.6 Enforcement and Educational Factors 12 2.4.7 Some Major Accident CharacteristicslFactors in Developing Countries 12 2.5 REVIEW OF THE PREVIOUS STUDY ON ROAD ACCIDENTS IN THE DMA. 13 2.6 RIVIEW OF SOME RECENT OVERSEAS STUDIES ON ROAD ACCIDENTS 17 2.7 DEFINITION OF DIFFERENT TERMS 18 2.7.1 Accident 18 2.7.2 Casualty Class 18 2.7.2.1 Fatalities 18 2.7.2.2 Grievious Injury 19 2.7.2.3 Simple Injury 19 2.7.2.4 Collision Only 19 2.7.3 Accident Severity 19 2.7.4 Severity Index 19 2.8 AN OVERVIEW 20 CHAPTER 3 ACCIDENT DATA COLLECTION 3.1 INTRODUCTION 21 3.2 SALIENT FEATURES OF MAAP5 SOFTWARE 21 3.2.1 Implementation ofMAAP in Metropolitan Dhaka 22 3.2.2 Setting up MAAP5 22 3.2.3 Objectives of MAAP 22 3.2.4 Characteristics of MAAP 23 3.2.5 Data Field Created by MAAP5, used in Bangladesh 23 3.2.6 Codes Maintained in the MAAP5 25 3.2.7 Specifications of MAAP5 25 3.2.8 Some useful Paint Shop Pro options to manipulate the screen dump files created by MAAP5 25 3.2.9 Identifying gaps in the MAAP5 accident data 26 3.3 THE STUDY AREA 27 3.4 ROADWAY GEOMETRY OF THE STUDY ARTERIAL SECTIONS 27 (continued) iv Title Page No. 3.5 TRAFFIC COMPOSITION OF THE STUDY ARTERIAL SECTIONS 36 3.6 TRAFFIC CONTROL FEATURES AT INTERSECTIONS OF THE ARTERIALS 36 3.7 ACCIDENT DATA COLLECTION 36 3.8 LIMITATIONS OF THE STUDY 37 CHAPTER 4 ANALYSIS OF ACCIDENT DATA AND RESULTS 4.1 INTRODUCTION 39 4.2 OVERALL ACCIDENT SITUATION IN THE DHAKA METROPOLITAN AREA. 39 4.3 COMPARATIVE ANALYSIS OF SELECTED ARTERIAL ROAD SECTIONS 43 4.3.1 DARUSSALAM - MIRPUR 10 ARTERIAL ROAD SECTION 47 4.3.1.1 Distribution Of Accident By Collision Types 48 . 4.3.1.2 Distribution Of Accident Severities By Age 49 4.3.1.3 Distribution Of Accidents By Modes Used By The Victims 50 4.3.1.4. Distribution Of Accident By Weather Conditions 51 4.3.1.5. Temporal Distribution Of Accidents 53 4.3.2 MOHAKHALI - MOGHBAZAR ARTERIAL ROAD SECTION 55 4.3.2.1 Distribution Of Accident By Collision Types 56 4.3.2.2 Distribution Of Accident Severities By Age 56 4.3.2.3 Distribution Of Accidents By Modes Used By The Victims 58 4.3.2.4 Distribution Of Accident By Weather Conditions 59 4.3.1.5 Temporal Distribution Of Accidents 60 4.3.3 GABTOLI-NILKHET ARTERIAL ROAD SECTION 62 4.3.3.1 Distribution Of Accident By Collision Types 63 4.3.3.2 Distribution Of Accident Severities By Age 63 (continued) v / Title Page No. 4.3.3.3 Distribution Of Accidents By Modes Used By The Victims 65 4.3.3.4 Distribution Of Accident By Weather Conditions 66 4.3.3.5 Temporal Distribution Of Accidents 67 4.3.4 ABDULLAPUR-MOHAKHALI ARTERIAL ROAD SECTION 69 4.3.4.1 Distribution Of Accident By Collision Types 70 4.3.4.2 Distribution Of Accident Severities By Age 71 4.3.4.3 Distribution Of Accidents By Modes Used By The Victims 73 4.3.4.4 Distribution Of Accident By Weather Conditions 74 4.3.4.5 Temporal Distribution Of Accidents 75 4.3.5 PRESSCLUB - MOTIJHEEL ARTERIAL ROAD SECTION 77 4.3.5.1 Distribution Of Accident By Collision Types 77 4.3.5.2 Distribution Of Accident Severities By Age 78
4.3.5.3 Distribution Of Accidents By Modes Used By The Victims 80 4.3.5.4 Distribution Of Accident By Weather Conditions .80 4.3.5.5 Temporal Distribution Of Accidents 82 CHAPTER 5 CONCLUSIONS AND RECOMMENDATIONS 5.1 INTRODUCTION 84 5.2 CHARACTERISTICS OF ACCIDENTS 84 5.3 RECOMMENDATIONS FOR FURTHER RESEARCH 86 REFERENCES 87 APPENDIX 90
vi LIST OF FIGURES
Figure Page No. Figure 2.1 - Definitions of Coding Accidents (DCA code) 8 Figure 3.1 - Study area map 28 Figure 3.1(a) - Darussalam-Mirpur 10 arterial road section's area map 29 Figure 3.1(b) - Moghbazar-Mohakhali arterial road section's area map 30 Figure 3.1(c) - Gabtali-Nilkhet arterial road section's area map 31 Figure 3.1(d) - Abdullapur-Mohakhali arterial road section's area map...... 32 Figure 3.1(e) - Pressclub-Motijheel arterial road section's area map 33 Figure 3.2 - Accident data collection form (B. P. 34) 34 Figure 4.1 - Trend of accidents (1996-2001) ofDMA by year 40 Figure 4.2 - Distribution of accidents (1996-2001) by thana ofDMA 40 Figure 4.3 - Trend of accidents (1996-2001) of predominant eight thana of DMA.. 41 Figure 4.4 - Trend of casualties (1996-2001) by year 42 Figure 4.5 - Distribution of casualties (1996-2001) by thana of DMA 42 Figure 4.6 - Trend of casualties (1996-2001) of predominant eight thana 43 Figure 4.7 - Trend of accidents (1966-2001) by severity types on the selected five arterial road secti ons 44 Figure 4.8 - Trend of accidents (1966-2001) by collision types on the selected five arteri al road secti ons 44 Figure 4.9 - Trend of casualties (1966-2001) by casualty age on the selected five arteri al road sections 45 \ Figure 4.10 -Trend of casualties (1966-2001) by modes used by the victims on the selected five arterial road sections 45 Figure 4.11 -Trend of accidents (1966-2001) by weather condition on the selected five arterial road sections 46 Figure 4.12 -Trend of accidents (1966-2001) by days of week on the selected five arterial road sections 47
(continued) VII Figure Page No. Figures for Darussalam-Mirpur 10 arterial road section Figure 4.13 -Trend of four predominant collision type 49 Figure 4.14 - Trend of casualties of major three age groups 50 Figure 4.15 - Trend of pedestrian casualties of major three age groups 50 Figure 4.16 - Trend of casualties of predominant six modes used by the victims 51 Figure 4.17 - Accident trend at different light conditions 52 Figure 4.18 - Trend of accidents at fair condition 52 Figure 4.19 - Trend of accidents by hourly distribution 53 Figure 4.20 - Trend of accidents by daily distribution 54 Figure 4.21 - Trend of accidents by monthly distribution 55
Figures for Mohakhali-Moghbazar arterial road section Figure 4.22 -Trend of four predominant collision type 56 Figure 4.23 - Trend of casualties of major three age groups 57 Figure 4.24 - Trend of pedestrian casualties of major three age groups 58 Figure 4.25 - Trend of casualties of predominant six modes used by the victims 58 Figure 4.26 - Accident trend at different light conditions 59 Figure 4.27 - Trend of accidents at fair condition 60 Figure 4.28 - Trend of accidents by hourly distribution 60 Figure 4.29 - Trend of accidents by daily distribution 61 Figure 4.30 - Trend of accidents by monthly distribution 61
Figures for Gabtali-Nilkhet arterial road section Figure 4.31 -Trend of four predominant collision type 63 Figure 4.32 - Trend of casualties of major three age groups 64 Figure 4.33 - Trend of pedestrian casualties of major three age groups 65 Figure 4.34 - Trend of casualties of predominant six modes used by the victims 66 Figure 4.35 - Accident trend at different light conditions 66 Figure 4.36 - Trend of accidents at fair condition 67
(continued) viii t Figure Page No. Figure 4.37 - Trend of accidents by hourly distribution ...... 68 Figure 4.38 - Trend of accidents by daily distribution .. 68 Figure 4.39 - Trend of accidents by monthly distribution ...... 69
Figures for Abdullapur-Mohakhali arterial road section Figure 4.40 -Trend of four predominant collision type 71 Figure 4.41 - Trend of casualties of major three age groups 72 Figure 4.42 - Trend of pedestrian casualties of major three age groups 73 Figure 4.43 - Trend of casualties of predominant six modes used by the victims.. 73 Figure 4.44 - Accident trend at different light conditions 74 Figure 4.45 - Trend of accidents at fair condition 74 Figure 4.46 - Trend of accidents by hourly distribution 75 Figure 4.47 - Trend of accidents by daily distribution 76 Figure 4.48 - Trend of accidents by monthly distribution 76
Figures for Pressclub-Motijheel arterial road section Figure 4.49 -Trend offour predominant collision type 78 Figure 4.50 - Trend of casualties of major three age groups 79 Figure 4.51 - Trend of pedestrian casualties of major three age groups 80 Figure 4.52 - Trend of casualties of predominant six modes used by the victims... 81 Figure 4.53 -Accident trend at different light conditions 81 Figure 4.54 - Trend of accidents at fair condition 82 Figure 4.55 - Trend of accidents by hourly distribution 82 Figure 4.56 - Trend of accidents by daily distribution 83 Figure 4.57 - Trend of accidents by monthly distribution 83
ix ACKKNOWLEDGEMENT
The author would like to express SIncere gratitude to Dr. Tanweer Hasan for his guidance, continuous encouragement and interest to this research work. Useful suggestions and encouragement by Syed Noor-ud-deen Ahmed and Prof. Dr. Hasib Mohammed Ahsan are also duly appreciated.
The author thankfully acknowledges the assistance accorded by the staff of the Civil Engineering Library and the Central Library of BUET, Dhaka; personnel of the Traffic Division of Dhaka Metropolitan Police; Institutional Development Component; Bangladesh Road Transport Authority and other concerned persons and institutions for their assistance in this study.
Xl
' .. A-I ABSTRACT
Accident characteristics are important considerations to reduce accidents in urban areas. Past studies identified that, globally, up to two third of all traffic accidents occur in urban areas. Therefore, it is important to identify the predominant characteristics of accidents in urban areas. So, there was a aim of this study to identify predominant characteristics of accidents occurred on the five selected arterials: 1) Darussalam - Mirpur 10 which is situated under the thana area of Mirpur, 2) Mohakhali rail crossing - Moghbazar chowrasta which is situated under the thana area of Tejgoan, 3) Gabtali bus stand - Nilkhet mohr which is situated under the thana area of Mirpur, Mohammadpur and Dhanmondi, 4) Abdullapur bus stand - Mohakhali rail crossing which is situated under the thana area of Uttara, Airport and Cantonment and 5) Pressclub - Motijheel (Shapla chattar) which situated under the thana area of Ramna and Motijheel of Dhaka Metropolitan Area for the time period of 1996-2001. Accident characteristics were analyzed in terms of a) collision types, b) severity, c) modes used by the victims, d) weather conditions and e) temporal distribution.
Analysis was based on relevant 1847 numbers of accident occurred on the five selected arterials out of total 5547 accidents occurred in Dhaka Metropolitan Area during the six years (1996-2001) period.
The most predominant collision types were hit pedestrian (39.25%) and rear end accidents (32.54%).
Involvement of motorized vehicles (i.e., baby taxi, tampoo, car, heavy truck etc.) in accidents were 77.96% (1440) and non-motorized vehicles (i.e., rickshaw, cycle etc.) were 22.04% (407).
Accidents in the study area varied with severity level as fatal 37.09% (685), grievious 40.06% (740), simple 10.18% (188) and collision only 13.22% (234). A total of 2330 casualties occurred from 1847 accidents. Out of total 2330 casualties, 31.46% (733) were died, 48.45% (1129) were grieviously injured and the rest 20.09% (468) were simple injured. Casualties were heavily tilted towards younger ages (16-35 years). Severity index was in increased order in the outer region's arterials (i.e., Arterial road section 1 and 3 than the inner region's arterials (i.e., Arterial road section 2, 3 and 5).
Overall 71.36% (1318) accidents occurred on links and 28.64% (529) occurred at intersections. Link accidents were further increases on the outer region's arterials than the inner region's arterials. Hit pedestrian and rear end accident types were also predominant at both links and intersections.
The predominant modes used by the victims involved in accidents were baby taxi (21.39%), rickshaws (16.40%), cars (12.67%), heavy trucks (11.75%) and mini buses (9.10%).
98.48 % accidents (1819) occurred at fair weather and the rest 1.52% (28 numbers) occurred in rainy condition.
Accident occurrences merely varied during hours of a typical day (06-18) with the peak at 10-12 hours of a typical day. 59.61% (llOI) accidents occurred at day time. The distribution of accidents by days of week and months of year does not exhibit appreciable variation.
Xll CHAPTER 1
INTRODUCTION
1.1 BACKGROUND ~ In a recent study (Debell, 2000) revealed that nearly one million people killed each year on the roads globally and another 10 million were injured. 75% of casualties occur in developing and transitional economy, though these countries account for only 32% of motor vehicle's deaths. In Asia Pacific Region road accident injuries rose by 40% between 1987 and 1995. The increase in Africa over the same period was 26%. As projected by Debell (2000) by the year 2010, one million people will die per year in road accidents. If current trend continues by the year 2020, developing countries will spend 25% of their annual budget on the treatment of road accident casualties. So, a considerable amount of resources which the country can hardly afford to lose. As a result road safety policy with respect to detail analysis of accident characteristics in developing countries in recent years has increasingly focused upon countermeasures for road accidents.
According to the database of the Traffic Division of Dhaka Metropolitan Police, there occurred 1938 numbers fatal, 2308 numbers grievious, 574 numbers simple injury and 754 numbers collision only accidents during the period of January,1996 - December,2001 (here after it expressed as 1996-2001).
The safety problem is very severe by international standard as well. In UK, the annual toll reaches 1.4 fatalities per 10,000 vehicles (Debell 2000). In the developing world that is much greater and in African countries is greater than 100 fatalities per 10,000 vehicles. Approximately 169 fatalities per 10,000 motor vehicles occur in Bangladesh which is the highest in Asia (Hoque 1995). This situation has worsened particularly in Dhaka Metropolitan Area (DMA) due to rapid increase of population and vehicles. Huge loss of human lives, personal injuries (in average 3.12 casualties/day) are common daily
1 phenomenon of the city. Although some accidents occur by unforeseen circumstances, there are lot of other predictable characteristics which can be avoided to prevent/reduce possible accidents.
1.2 OBJECTIVES OF THE STUDY The purpose of this study is to identify the characteristics of accidents occurred on the selected arterial road sections of the Dhaka Metropolitan Area. The arterial road sections considered in this study are Darussalam-Mirpur 10 crossing (here after it expressed as Darussalam-Mirpur 10), Moghbazar chowrasta-Mohakhali rail crossing (here after it expressed as Moghbazar-Mohakhali), Gabtali bus stand-Nilkhet (here after it expressed as Gabtali-Nilkhet), Abdullapur bus stand-Mohakhali rail crossing (here after it expressed as Abdullapur-Mohakhali) and Pressclub-Motijheel Saplachattar (here after it expressed as Pressclub-Motijheel). To achieve this objective, six years (1996-2001) accident data were collected on these arterial road sections. The characteristics of accidents are summarized in terms of collision types, severity, modes used by the victims, weather condition and temporal distribution.
1.3 SIGNIFICANCE OF THE STUDY It is very much essential to develop a compressive safety management system on the basis of overall considerations of all- accident characteristics. This study investigates the various characteristics of road accidents on the selected arterial road sections of DMA. It is expected that the findings of this study will help to understand the problems involved in road accidents so as to provide a direction for enhanced road safety in the DMA.
1.4 SCOPE OF THE STUDY This study is limited to the analysis of accidents occurred on the selected arterial road sections of the DMA during the six years (1996-2001) time period and thus to identify the various characteristics of the accidents. The accident data were collected from the database maintained at the DMP Headquarter using the MAAP5 software. This study has provided no countermeasure to minimize the dominant accident types and has not
2 attempted to identify the high accident locations because, these were not concerned to the project proposal.
1.5 ORGANIZATION OF THE STUDY Apart from this chapter, the remainder of the thesis has been divided into five chapters. Chapter 2 reviews the literature relevant and related to the theme of this study. The review included the road traffic system, accident classification, accident factors, aspects of urban traffic and different properties of traffic. This chapter also gives an overview of the previous research work on the safety aspects of DMA and overseas road traffic studies.
Chapter'3 presents an overvIew of data sources, data collection procedures, salient features of MAAP5 software and study area.
Chapter 4 presents the overall accident situation of DMA and also the accident situation of five selected arterial road sections of DMA. The principal features analyzed encompassing the distribution of accidents by collision types, severity, modes used by the victims, weather condition and time.
Major findings of data are summarized in chapter 5 which shown the study conclusions and general suggestions for further research.
3 CHAPTER 2
LITERATURE REVIEW
2.1 INTRODUCTION A fundamental problem in dealing with the road safety in developing countries is that there is no available confident data about the accident characteristics and the impacts of road safety measures. The important steps involved in road accident studies are identification of the factors contributing to accidents, reporting and collection procedure of accident data, nature of accident characteristics and prescription of effective countermeasures. In this chapter the road traffic system, accident classifications, accident factors, accident situation of the Dhaka Metropolitan Area, review of local and overseas studies and definition of different terms are discussed.
2.2 THE ROAD TRAFFIC SYSTEM The road traffic system can be said to be comprised components, the human, the vehicle and the road (Ogden and Bennett, 1989). Accidents, which may be thought of as breakdown in the system, likewise have three components: pre-crash, in-crash and post- crash (Ogden, 1994). Combining these two concepts Haddon matrix (Table 2.1) was introduced a possible focus of attack on elements of the road trauma problem.
It is also important to look at the factors contributing to accidents in the road traffic system. In 1980, USA and UK identify the contributory factors of road accidents which are road, road user or vehicle or interaction among them. These factors are predominant because they highlight the key role of the accident. However, such analysis are of limited value in developing countermeasures, for two reasons.
Firstly, these analysis are based on the premise that the outcome would have been different if a particular feature /lad not been present. For example a head on crash on a
4 o dry well lit roadway would likely be entirely liable to road users. But that crash would have not been occurred if the road had been divided highway. Secondly, factors which contribute to a crash do not necessarily point in the direction of cost effective countermeasures, such as vehicle related factor.
Table 2.1 - Haddon Matrix. Before Crash In Crash After Crash Trainin~ Education on behavior Human Attitudes In vehicle restrains Emergency Conspicuous clothing fitted and worn. medical services. on pedestrian and cyclists, etc. Primary safety (such as Secondary safety Vehicle visibility, etc.) (such as impact Salvage. Speed protection).
Exposure. . Delineation Road side safety Road Road geometry (such as on Restoration of road Surface condition hazardous poles). and traffic devices. Visibility. Source - Lay (1996).
J
From a traffic engineering point of view, the important point to note from above that since the driver is the key, the human factor must be considered for the effective use of traffic engineering application and countermeasures (Odgen, 1994). Conversely, it needs to be emphasized that although road related factors contribute to accident, countermeasures have. a much greater contribution to influence the behavior' of predominant factor, namely the driver. The recent road safety strategy is to develop and apply traffic control systems; such as signals, signs and road markings to helps road users drive safely. Almost all traffic engineering and traffic measures work through their 5 v influence on human behavior and thus these are an important component of overall road safety strategy.
2.3 ROAD TRAFFIC ACCIDENTS In the following subsequent sections road traffic accidents are discussed in vanous types/forms.
2.3.1 Accident Classifications One of the basic tools for accident analysis is to subdivide accidents into a variety of classes. In broad perspective, this sub division often helps in developing appropriate accident countermeasures (Hoque, 1987) for reducing either the occurrence of particular events (such as rear end , head on, hit to pedestrian, hit to road side objects, side hit collisions etc.) or the severity in particular accident class (such as fatalities, grievious injuries etc.). It is also important to identify the clustering of accident characteristics/factors, because when a relatively few characteristics are account for a large proportion of crashes, countermeasures to these characteristics/factors can give a big overall reduction in crashes.
Road accidents of different types may vary depending upon prevailing circumstances. Some accident types may occur throughout the road network. In this regard it is hypothesized that accident of same type may occur from similar traffic situations and / or similar behavior of driverso It is therefore often useful to categorize accidents by the type of traffic and perhaps the road layout and configuration.
2.3.2 Accident Sub.divisions Traffic accidents are traditionally classified by severity of accidents i.e. fatal, grievious injury, simple injury and collision. only. Secondary classification of accidents are categorized by location, such as rural accidents, urban accidents, accident at links or intersections. Andreassend (1983) proposed a different approach to the sub.division of accidents. He used collision and non-collision events in junction with accident location to describe the
6 number of vehicles involve in an accident, i.e. multi-vehicle accidents and single vehicle accidents. These accidents are then dis-aggregated at desired levels to determine detailed accident types, severity etc.
2.3.3 Accident types Andreassend (1982) identified and discussed extensively the international practices of documented accident types in the context of accident studies. Andreassend summarized that there is a number of accident type system in use around the world, they differ only by the extent to which they are categorized and the lack of definitions for the types used. The principle behind the definition of accident types is the accident event. This 'event' is related to collision, non-collision and on/off the road carriageways. In essence, it is the same concept as used in the traditional collision diagrams.
The accident type system used in Victoria (Australia) since 1968 is known as Road User Movements (RUM). It describes accident by the movements of road user involved in an accident for determining accident problems and subsequently for identifying high accident locations, i.e. intersections or mid-blocks. In 1981 Andreassend modified and introduce a new system of classifying accident types (figure 2.1) which is known as Definition for Coding Accident types (DCA code), to provide a detailed view of the accidents which is brought by the changes in the road system and traffic control environment (Andreas send, 1983). The application of this system in accident studies' highlights its value in determining the particular nature of accident problem which require solution and evaluation of countermeasures. This DCA code is successfully used in Australia (Ogden, 1994) for developing countermeasures by classifying accident types with the diagrammatic representation of various vehicle-to-vehicle and vehicle-to -other road users movements.
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HAYINQ 'AIlIlIMG OUT 01' CONUOl OOUllt ',\AUO U 2 IIt't'O OI~IC'l' HIDo...IlCi &2 ".UCK 'tIollCU: t'2 " , " , " " ' " • " " • , • ~\ •, ~i' -I ~\00 ' . --!-G] ~ . • I. un'T1UU • ''''11 'IOf J.Coo(Hl OIl 01' C""UIII.O(WU 8 3 "'::1<1 un 'tGMl lIt(.•• ' •••• 0;1100 I'UU1HO OUT 'IIOtl(l O'Htl 00 OTHU 10 Oo'M[III; 20 OlM'l1l 2.4.1 Human Factors The road users responsible for the accidents may be the driver of one or more vehicles involved, the pedestrian and/or the passengers. The contribution of these road users in the road traffic crashes are discussed in the following sections. 2.4.1.1 Drivers Driver is one of the vital road user element to cause an accident. So, the driver fitness is a major factor for safe driving. Excessive speed and rush driving, carelessness, violation of rules and regulations, failure to see or understand traffic situation and road sign or signals, temporary effect due to fatigue, sleep or alcohol and physical or mental condition ofthe driver are responsible for creating an accident. 2.4.1.2 Pedestrians Lack of knowledge regarding road use, traffic rules and regulations, violation of regulation and carelessness in using the roadway are the main reasons of the roadway incidence of pedestrian casualty. Inadequate pedestrian facilities also lead to accidents. Pedestrian facilities such as side walks, cross walks, special pedestrian barriers', pedestrian refuse islands, pedestrian tunnels and overpass should be designed properly in order to reduce accidents. 9 2.4.2 Vehicular Factors The conditions and characteristics of vehicles may be responsible for causing road accidents. Improvements in vehicle design, occupant protection and vehicle maintenance have made a significant contribution to accident reduction in industrialized countries. In developing countries, however, the safety design of vehicles sometimes lag behind that of developed countries, particularly when vehicles are locally manufactured or assembled. Similarly vehicle conditions are likely to be more of a problem when it is difficult to obtain spare parts. The following conditions can be recognized as the major vehicular factors for the causation of accidents (Sabey, 1980): • Failure of brakes, defects in steering system, lighting system and signalizing devices, tyre bursts and deviation from specifications of some key aspects of the vehicle, such as laden weight, overhang, length and width may cause accidents. • Presence of vehicles of varying speeds operational characteristics in the same traffic creates hazards and conflicts and thereby may produce accident. • Overloading of goods and passenger vehicles is another vehicular factors which commonly contributes to high accident severity and casualty rates. In Bangladesh the motorized vehicles playa major role in transport. Rickshaw, rickshaw- van, push cart etc. without light can cause accidents during night and lack of safety features can cause severe injuries to passengers. 2.4.3 Environmental Factors Environmental conditions are mainly sunlight, rain, dry, wet and weather conditions such as mist, fog, snow, dust, smoke or heavy rainfall restrict normal visibility and render driving unsafe. Moreover the road surface may become slippery and cause skidding of vehicle which can contributes to a large number of accidents (Sabey, 1980). 2.4.4 MixedTraffic A traffic stream having vehicles of varying range of speeds and characteristics creates traffic hazards and may cause accidents. The slow moving vehicles often block the way 10 of fast moving vehicles and thereby endangering road safety. Lateral moving tendency of mixed traffic stream is also a vital cause of road accidents (DUTP, 1999). 2.4.5 Road and Roadside Factors The width, surface condition, geometric standards of the roads markedly affect traffic accidents. Slippery or skidding road surface, pot holes, ruts and other damaged condition of the road surface may cause accidents particularly at high speed of movement. Defective geometric design like inadequate sight distance, inadequate width of roads and shoulders, unspecified speed breakers, improper curve design, improper lighting and improper traffic control devices are also responsible for traffic accidents. Other than road conditions, road side factors may lead to road accident. These factors are discussed in the following sections. 2.4.5.1 Luminarie Supports Adequate lighting of roadways and streets has long been acknowledged as a necessity to provide a vehicle drivers which needed visibility. This is being accomplished by the using the headlights and road side luminaries. Luminarie supports must not be located closer than 30 ft from the edge of the roadway (Tamanini, 1981). But in the developing countries concept of luminarie supports are not very popular. Specially in Bangladesh there is no provision for luminarie supports to provide needed visibility to the vehicle drivers except in some urban areas. 2.4.5.2 Utility Pole Installation of utility poles (e.g. electric poles, telegraph poles etc.) along the roadway annually take a tragic toll of lives (Tamanini, 1981). These are normally 10 to 12 inch in diameter at the base and are located in most cases within several feet of the traveled way, a most tragic road side death traps. 2.4.5.3 Road Side Sign Supports Like utility poles, road side sign supports are located in most cases within several feet of the traveled way which are majorly responsible for fatal accidents. 11 2.4.5.4 Road Side Objects Road side trees, markets and bus stops are considered as indirect causes of road c accidents. These mainly cause accidents by reducing sight distance and by the reduction in the effective width of the carriageway. Road side markets and bus stops also bring hazard and undisciplined movement of pedestrians on the road. Again the presents of schools and colleges beside the road increase the pedestrian flow. Therefore at these places pedestrians are vulnerable to accident by through traffic. 2.4.6 Enforcement and Educational Factors The enforcement and education factors are important tools for solving traffic problems. Violation of administrative (e.g. tax, fitness, route permit, insurance policy etc.) and safety (e.g. over speeding, over taking from wrong side, violating red light, over loading etc.) rules and regulation are often lead to an accident. Further more road designer's lack of knowledge about traffic safety features and road user's lack of knowledge on traffic rules and post accident assistance lack also increase the casualty rate of accident. Proper enforcement of traffic laws and regulations and proper education through community programs and mass media campaigns can increase general road safety awareness and thus reduce the rate of accident occurrence. 2.4.7 Some Major Accident CharacteristicslFactors In Developing Countries Beger and Mohan (1996) summarize some major factors/characteristics, which contributes to high rates of motor vehicle casualties in low-income countries. These factors are: • People and vehicle often not separated on the road way. • Roads are used for vending, hawking and walking as well as driving vehicles. • Mix modes with widely varying in speeds. • Absence of standard safety features in vehicles (e.g. seat belts, brakes etc.) • High proportion of non-motorized vehicles. • Vehicles with poor maintenance. • Vehicles use with extended life. • Over load of vehicles with passengers. 12 -- • Deteriorated trucks commonly used to transport supplies as well as workers. • Short tyre life. • Inferior materials used for wheel bearings, brake pads, steering systems etc. • Roads not properly paved and poor maintenance. 2.5 REVIEW OF THE PREVIOUS STUDY ON ROAD ACCIDENTS IN THE DHAKA METROPOLITAN AREA. Various studies have been carried out on the aspects relating to road accidents, traffic characteristics and speed problems in Metropolitan Dhaka. Some of the studies which have been performed on road safety problems in Metropolitan Dhaka Area are discussed in the following subsequent sections. Ahmed ( 1980 ) carried out a study on the traffic problems of Dhaka city. He did not mention any specific location and generally pointed out the various factors causing traffic problem. These factors are inadequate road features, mechanical defect of the vehicles, sharp increase in the number of vehicles in relation to road capacity, inefficient, undisciplined, ill-trained and psychologically unfit drivers and improper traffic rules and regulations controlled by the enforcement authority. Considering the above factors Ahmed (1980) gave general suggestions, which are mainly related to enforcement, for reducing traffic problems. He suggested that the traffic police department should be stronger and more efficient, traffic authorities should have its own engineering cell and co-operation with other different development authorities. Besides these, he also suggested to install speed breakers at the intersections and railing barriers at the sidewalks, enforce strict administrative measures and control against fitness of vehicles and issuing of driving license and redistribute traffic among the roads to tackle the jam and traffic problem. Hoque (1981) made another study on traffic accidents in DMA to identify and investigate high accident locations. He collected road accident data from the police departments for the period of January' 1977 to June' 1980. from the analysis of the reported accident data, 13 he. demonstrated the actual accident features of Dhaka city. He determine the percentile distribution of accidents in terms of accident severity, location, number of vehicles involved, types of vehicles involved, time of a day, day of a week etc. He identified four intersections and nineteen links as hazardous location and Monday and August as the most predominant day and month respectively. Considering above findings Hoque (1981) suggested some recommendations. These are. related to correction of geometric design and reconstruction of road way with channelized road to segregate individual maneuvers, illumination of illegal parking and bus stops, redesign and reinstallation of traffic signals and road signs, provision of exclusive right tum lanes, provision of non-skid pavement surface, installation of pedestrian cross-walks with central refuse islands and construction of pedestrian barriers, provision of wide and stable treated shoulders, involvement of street lighting and deployment of more traffic police for better regulation and control of traffic. In 1983 the Ministry of communication formed a committee to identify the causes of road accidents and possible solutions for remedial measures. The committee published their report by collecting data from DMP, the Ministry of Home Affairs, Bangladesh Road Transport Corporation (BRTC) and Bangladesh Road Transport Owners Association. The committee pointed out some causes of road accidents from their personal experience, visiting some accident locations and interviewing some owners and drivers of vehicles. The committee identified that the absence of a well defined and coordinated national road transport policy, lack of enforcement of traffic control rules, lack of observance and knowledge of traffic rules by road users, reckless and dangerous driving of unskilled and inexperienced drivers, overtaking, unsafe over speeding and overloading, inadequate number of passenger transport vehicles, presence of defective vehicles, poor conditions and unauthorized use of roadway; presence of mixed traffic and predominance of non- motorized vehicles, unsatisfactory working and living conditions of drivers, lack of traffic signs, signals, road marking and lighting and constructions of road on high embankments and presence of ferry hazards on the roads were the major causes of 14 accidents. Beside, these causes the committee stressed on drivers fault with less emphasis on geometric features of roadway. The committee put up some recommendations to reduce traffic hazards. These are as follows: • Proper design standards and specifications should be followed for the construction of new roads, reconstruction of damaged roads and placing sign, signals, marking, lighting etc. • Vehicles should be mechanically fit and over taking, over speeding and wrong over taking should be strictly prohibited. • Mental and physical fitness of the driver should be assessed during issuing license. • The transport worker should have a job security and restriction on their working hours. • Reservation of separate lanes for first movIng, slow moving vehicles and pedestrians. Unauthorized and unregistered rickshaws should be eliminated. Elegal parking and stopping should be strictly prohibited. • The traffic rules and regulation should be strictly enforced. Different new traffic rules should be implemented for reducing road accidents. Alam (1985) presented a paper in the workshop organized by the Ministry of Communication on the road accident situation of Dhaka City. He also mentioned some problems, as discussed by others in above. Besides these problems, he pointed out that the construction of electric and other utility poles on the roads, digging of roads by different utility authorities and their improper repair etc. narrow the effective width of roads and hinder smooth movement of the vehicles. Considering the problems, Alam , (1985) recommended some solutions as given by the others. In 1993 greater Dhaka metropolitan area Integrated Transport Study (DITS 1993a) published a report on accident analysis by analyzing road accidents occurring between July'1991 and June' 1992. In this report the DITS investigated the road safety by giving 15 Q" due consideration on reporting process to identify the accident characteristics monitored and the level of understanding of accident analysis and identification of hazardous locations and patterns of accident types or high risk groups for targeting countermeasures to their most effective use. In 1995 an International Seminar on Road Safety was organized by Bangladesh Road Transport Authority (BRTA) in association with ODAand World Bank. In this seminar the causes of accidents and how they can be prevented were tried to identify in view of solving accident problems of Bangladesh. Sharmeen (1996) performed a study on truck accidents of metropolitan area covered by the three thanas of the DMP. She collected accident data from related thanas. She has identified predominant accident types, hazardous links and intersections. She also identified the property damage costs of accidents. She assessed that following countermeasures may reduce the number of accidents: • In order to reduce road user's carelessness, reckless driving, defects in vehicles, overloading, dangerous overtaking etc. increased effort should be given to traffic law and education. • As road safety improvements are vary cost effective it is wise to take remedial measures. Hence road safety schemes should form a part of the Roads and Highway authority's annual program. • Highway rules and traffic safety lessons would be promoted among the road users through training and mass media education. From the above review, it is revealed that almost all the studies carried out to find the causes and solutions for the improvement of general accident situation. But all previous studies are based on the data collected from news papers, hospitals or related thanas of the Police Department. No study has been accomplished on the basis of a well furnished database which is likely very necessary to realize the whole accident situation in a very short time and recommendations. 2.6 REVIEW OF SOME RECENT OVERSEAS STUDIES ON ROAD ACCIDENT In a recent study Debell (2000) stated that nearly one million people killed each year on the roads globally and another 10 million injured. Road accidents have reached in epidemic proportion. He also stated that road safety is a seriously considerable issue in UK, where the annual toll reaches 1.4 fatalities per 10,000 vehicles. In the developing world that is much greater and in African countries is greater than 100 fatalities per 10,000 vehicles. Some 75% of casualties occur in developing and transitional economics, though these countries account for only 32 % of motor vehicles. Deaths in Asia Pacific region rose by 40% between 1987 and 1995. The increase in Africa over the same period was 26%. And while the over all trend, according to research by Transportation Research Laboratory (TRL), suggested that the rate of growth will slow over the next twenty years, the reality by the year 2010, one million people will die per year in road accidents. If this trend continues, by the year 2020 in the developing countries, 25% of their annual budget will spend for the treatment of road casualties. Finding a practical way to tackle this problem is a goal of the Global Road Safety Partnership (GRSP). GRSP is one of the four business partners for development programs initiated by the World Bank. Petersen (2000) presented a report on road safety at the dated 13 November,2000 to the Parliamentary Transport Committee basis on European point of view. She represents that around 42,500 deaths occurred per year in the European Union (EU) as a result of road accidents, which is too much. Out of this 90% deaths are on the roads. She also reported that deaths rate is much higher to the younger age than others. RatCliff (2000) presented a report in the 2nd annual meeting of European Transport Safety Conference (ETSC) on the road accident situation of EU. He reported that in the ten years since transport strategy has been taken on the EU agenda over 5,00,000 lives has been lost in transport crashes. In 43,000 transport deaths per year in the EU, 90 % are on roads. Using the measure deaths per billion vehicle-kilometer, road fatality rates very across the EU; from around 8 in the UK and Sweden, up to 38 in Spain, 44 in Portugal and 53 in Greece. 17 • 2.7 DEFINITION OF DIFFERENT TERMS It is important to describe some of the terms used in the text in order to help in comprehension. Some of the more important terms relating to accidents and accident characteristics are given in the following subsequent sections. 2.7.1 Accident The term 'accident' is used to mean an event that produces, or has the potential to produce an injury (Berger and Mohan 1996). Many public health expert believe that widespread use of the term 'accident' has not only caused semantic confusion, it has actually inhibited efforts to reduce injuries (Haddon and Baker, 1981 and Robertson, 1983). This is because many people think of an accident as being something unpredictable and random, and therefore not predictable. Another connotation of accident is that they are the result of human carelessness, that the injured person is to blame for his/her injury (Berger and Mohan, 1996). Actually the events which produce damage to people are non-random, have identifiable risk factors, and involve interaction among people, vehicles, equipments and the physical and social environment. In this study the term 'accident' is used to denote the events which produce damage to people or property due to movement of at least one road ~ehicle. 2.7.2 Casualty Class Casualty class is defined as the degree of injury sustained by a person involved in an accident. It is categorized as following: 2.7.2.1 Fatalities Casualty refers to a person/persons who has died within one year of the accident as a result of injuries sustained in the accident. But DMP reported it only as a casualty on the spot death. In table it is presented as 'Fatal' in the question of working suitability. 18 • 2.7.2.2 Grievious Injury Casualty refers to a person/persons who has admitted to hospital for treatment of injuries for one night or more. In table it is presented as 'Grievious' in the question of working suitability. 2.7.2.3 Simple Injury This is the accident for which one or more people gets hurt or receive minor injury. Normally property damage of vehicles is involved in this type of accident. In the table it is presented as 'Simple' in the question of working suitability. 2.7.2.4 Collision Only This is simple collision between the vehicle and pedestrian or between two or more vehicles where nobody gets hurt. In the table it is presented as 'Collision' in the question of working suitability. 2.7.3 Accident Severity Accident severity is defined as the most severe casualty class received by any of the persons involved in that accident. It says nothing about the number and severity of injury of the persons involved in the accident nor the number of vehicles involved. For example, if an accident results in one dead, two grievious injuries and two simp!e injuries, the accident is then referred to as a 'Fatal Accident' depending on the most serious casualty. Accident Severities are categorized as follows: Casualty Accident: i) Fatal, ii) Grievious Injury and iii) Simple Injury. 2.7.4 Severity Index For accidents, it is a measure about the intensity of accidents of a road section. Zeeger (1986) described it as: Severity Index (51) equal to summation of fatal and grievious accidents divided by total accidents. 19 And for casualty, it is a measure about the intensity of casualties of a road section. Zeeger (1986) described it as: Severity Index (SI) equal to summation of fatal and grievious casualties divided by total casualties. 2.8 AN OVERVIEW The literature review has provided some detailed insights into the studies of accidents. These provided the solid basis for carrying out the studies of road accident characteristics. In particular, accident data requirements, accident factors and research methodology were reviewed towards clear understanding of the subject. Aspects of road accidents, their reduction and to enhance road safety accident characteristics are abstracted. 20 CHAPTER 3 ACCIDENT DATA COLLECTION 3.1 INTRODUCTION This chapter presents the data collection procedures adopted in this study. As mentioned earlier in chapter 1 that the accident data were collected using MAAP5 software. Therefore, this chapter first describes the salient features of MAAP5 software and then summarizes the data collection procedures in the study areas. 3.2 SALIENT FEATURES OF MAAPS SOFTWARE An efficient accident recording and analysis system is a basic requirement for any country attempting to identify accident characteristics and road accident problem on a rational basis. In 1972, the Overseas Center of Transport Research Laboratory (TRL) began its research into the problems of road accidents in developing countries and gave a report in 1975 on accident data recording and analysis systems in operation in developing countries. It was found that at that time, there was no computer based accident data collection and analyzing system in the developing countries. Beside, manual procedure of data collection and analysis is a very slow practice, inconsistent and error prone process. So, there was a need to develop computer based procedure. As a result at the beginning of 1980's the. Overseas Center began development of a Microcomputer- Accident Analysis Package (MAAP). At the same time, it began experimenting with new designs of police accident report forms that were intended to be both easy to use and compatible to computer coding. The first trial of MAAP took place in Egypt in 1983. In 1995 MAAP was introduced as a pilot project in Northern Police Division of Metropolitan Dhaka (Cantonment, Gulshan and Uttara) for accident data collection and analysis. Major trials of the system currently under way in Asia are taking place in regions of China, Indonesia, Malaysia, Srilanka etc. 21 3.2.1 Implementation Of MAAP In Metropolitan Dhaka In 1995 the National Road Safety Council (NRSC) of Bangladesh took an important move in acknowledging both the seriousness of the road safety problem and the need for developing a comprehensive and co-ordinated effective road safety strategy. To promote road safety in Bangladesh, Overseas Development Administration (ODA), UK and World Bank gave commitment for funding the project. An earlier project had proposed a lengthy and non-computer coded accident report form but for practical reasons, it was never implemented and the World Bank suggested the UK Transport Research Laboratory's MAAP5 be considered. As aresult in 1995 it was implemented as a pilot project in three thanas of Northern police Division of Metropolitan Dhaka. But at 2003, recent version of MAAP, MAAP5 is implemented to analysis accidents through all over the Bangladesh. 3.2.2 Setting up MAAP5 There are six stages in a complete installation of the MAAP5 system: a) Main programs (available from TRL), b) User specific (SPC) configuration files, c) PCX map files, d) Accident data files, e) Location files for the various computers in Bangladesh and f) MS-DOS mouse driver. How each complement should be installed, it is discussed in detail in MAAP5 user guide. 3.2.3 Objectives of MAAP Identify characteristics/patterns of accidents. Prioritizing hazardous sites or areas. Assisting in the selection of appropriate remedial actions and Evaluation of the safety implementation. 22 3.2.4 Characteristics Of MAAP There are three main parts in the MAAP: The accident report form (Figure 3.2, pages 34, 35) that is customized to local requirements The database analysis program which conducts such analysis as cross tabulations and stick diagrams and The area map for demonstrating the accident locations. Accidents can be analyzed at any location by selecting the desired section in the area map. 3.2.5 Data Field Created By MAAP5, Used In Bangladesh I. Report number. 2. First Information Report (FIR) number. 3. Thana. 4. District. 5. Numbers of vehicle. 6. Numbers of Driver casualties. 7. Numbers of passenger casualties. 8. Numbers of pedestrian casualties. 9. Accident Severities. 10. Day of week. 11. Day in month. 12. Month. 13. Year. 14. Time. 15. Junction type. 16. Traffic control. 17. Collision type. 18. Movement. 19. Driver. 20. Weather. 21. Light. 23 22. Road geometry. 23. Surface condition. 24. Surface type. 25. Surface quality. 26. Road class. 27. Road feature. 28. Location type. 29. XY Map code. 30. X co-ordinate. 31. Yeo-ordinate. 32. Route number. 33. Kilometer post. 34. 100 meters. 35. Node map. code. 36. Node 1. 37. Node 2. 38. District of pedestrian. 39. Vehicle registration. 40. Fitness certificate. 41. Vehicle type. 42. Vehicle maneuver. 43. Vehicle loading. 44. Vehicle defects. 45. Vehicle damage. 46. District of license issue. 47. License number. 48. Driver sex. 49. Driver age. 50. Driver injury. 51. Alcohol. 52. Seat belt/helmet. 24 53. Passenger vehicle code. 54. Passenger sex. 55. Passenger age. 56. Passenger injury. 57. Position of vehicle. 58. Passenger action. 59. Pedestrian vehicle code. 60. Pedestrian sex. 61. Pedestrian age. 62. Pedestrian injury. 63. Pedestrian location. 64. Pedestrian action. 65. Contributory factors I. 66. Contributory factors 2. 67. Contributory factors 3. 68. Accident description and 69. Location description. 3.2.6 CodesMaintained In The MAAP5 There are maintained 68 district codes and several thana codes under each district code for Bangladesh purpose. 3.2.7 SpecificationsofMAAP5 It can able to make changes to the specification (SPC) files but some special SPC files cannot be changed. It is updated to ensure that it is fully year compliant. Merging of data files: there is an array of data files being created at the six accident data units around the country. This makes analysis of accident data at the national level inconvenient and could lead to omission or duplication of some accident records. 25 By selecting map and identify section which is to be scanned, scanning of the map is possible. Accident black spots can be identified. Gross accident records of a specific city/city area/site can be found. Search of selected types of accidents are possible. Graph drawing options within MS Excel will provide graphs as user's requirements. There is no direct graphics printing within the MAAP5 system but screen dump option is available. It requires the following non-standard memory features: 600 kb (minimum) of conventional memory. EMS (expanded memory). DOS mouse driver (when in MSDOS mode only) etc. 3.2.8 Some useful Paint Shop Pro options to manipulate the screen dump files created by MAAP5: Select a selection of the image and save this section as a separate file. Control the image to black and white. Invert the colors of the image. Add new text or graphics to the image. Add border to the image. Rotate the image and Zoom out to view the whole image on the screen. 3.2.9 Identifying gaps in the MAAP5accident data It is useful to compare the Police Head Quarter's data with the MAAP5 data for each district. Ideally the figures should be the same as they are both records of traffic accidents investigated by the police. There will be a slight variation between the two sets of data as the police statistics are based on the FIR report date (i.e., date of reporting of accident) where the MAAP5 data is based on the actual date of occurrence of the accident. This 26 variation may be significant when looking at monthly total but differences should cancel themselves out over a longer period"; 3.3 THE STUDYAREA The study area (Figure 3.1, page 28) covered in this study comprises five arterial road sections, i.e., 1) Darussalam-Mirpur 10 (Figure 3.1(a), page 29), 2) Moghbazar- Mohakhali (Figure 3.1(b) page 30), 3) Gabtali -Nilkhet (Figure 3.1(c) page 31), 4) Abdullapur-Mohakhali (Figure 3.1(d) page 32), and 5) Pressclub - Motijheel (Figure 3.1(e) page 33). It is very difficult to study the whole of the DMA within a very limited time. So, only five arterial sections which covered almost entirely the main significant areas of DMA. considering the spatial circumstances of the study area. It is found that road section 2 and 5 is within the inner city area and road section 3 and lis at the outside of the city and road section 4 is in the suburban region. 3.4 ROADWAY GEOMETRY OF THE STUDYARTERIAL SECTIONS: Name of the arterial Length Width excluding median Existence inkm of median Darussalarn-Mirpur 10 3.90 Slightly varying, at maximum (95% Yes approximately) portion it is of 21-21.5m Mohakhali-Moghbazar 3.60 Slightly varying, at maximum (95% Yes approximately) portion it is of 14.5-15.00 m. Gabtali-Nilkhet 8.00 .Varying, at maximum portion it is of 21- Yes 21.5 m, at some portion it is of 15.00- 16.50 m (i.e., in front of Rapa plaza). Abdullapur-Mohakhali 13.20 Slightly varying, at maximum portion it Yes is of 21-22.00 m but in between Navy Head Quarter and Mohakhali it is of 15.50-16.50 m. Pressclub-Motijheel 1.70 Slightly Varying, it is of 14.00-15.00 m. Yes Source: Annual reports (1996-2001), Traffic Division ofDMP. 27 I.'. ! ,., .., • L. I I I i I ! I. -I I .'., EI Darusalam-Mirpur 10. 8 Moghbazar-Mohakhali. EJ Gabtali-Nilkhet. B Abd ula hp ur-Moh akhali. o I'ressclub-Motij heel. .' Figure 3.1 • Study area map. 28 I..•. I I L •• ' I I Figure 3. J (a) - Darussalam-Mirpur 10. 29 Figure 3.1(b) - Moghbazar-Mohakhali. 30 .' I' ~IK"MTnl.A Il\KA\.IA URIOANOA~ ""n,\kll~t:'f i ""Ht'I;.I!.:..~ ..lJ.__~ ._ ~ Figure 3.1 (c) - Gabtali-Nilkhet. 31 I D' "' -'...,,------\ r""AI)ADAD\----, , -- \. \,, \ vrrARKIIA~ \ \ ..•., I , \ ,, ....--_# ....;~ • D,,,,:m,,,, KIIAN, o I I .~,, \A ..... - •. ClIAt(I)I(:t1~ CAOIK ~TI.J II .~ tt" - ~~ Figure 3.led) - Abdulah,Jpur- \ Mohakhal i. 32 Figure 3. I (e) - Pressclub-Motijheel. 33 ft M, "lR"1l' Offi"-,-,S 'I1\'IM"f """ 'ffi.8o~ fi>'il ~ - > I 'I1\'H1.'f"f ")fi'l~ ~~"'" ~I 'ff'!! ~ ~"'o(r m'li"'! ~ ,I ~' • , 'i.'fi'-n •• ~'"'f~f'lf~~<:r ~r>i ~1-..r••I(l~ ...... ,...... :( I 'ml 13 lhirin ...... fi-rf<-fG'~i't,rl11 '~fl.l'"}rrn ;11~1/~1!1...... m-r. :':'1}j';,r':<1"1?1 \:'.If1!-Jil~ 'il:1/'".,"l1 ...... ~Ir\l'! \,:,',"Ho-rl'N-I1t ~rl.t'-;'1I1 i-lfl.l/ •••..,-;jj ...... m'lS . ~1!.0~llr~il , (> ) ~I""'" r.~"l7ril~~I (.) ,-,"H,1im>R (",)\?~ti"r.l Figure 3.2 - Accident data collection form (B.P. 34). (continued) 34 '!W"il!1 , •.!Hl~~ ~."11:: >£.? :~I!~)~~ ~~ ~ \.fl~I:iliq; 9[~rstlft,'?c~ ~ 'Ut>.:;~~jVIDj<. ~tui'Gi'i _~ J .~,!,~ ~R'".T . '. :.;,T$':Ttll ~ Of'(~. o;.:j;\l ~ CiifTi!(1l'tiit~~h'1fir1 ~~t.~"\j~ "R~TI1 &~'i"J;f.:o; ~t'J(:;~ ~mI ~ ~ I ~rr~;rr.; WI'l' ~ ':l'8;~-li' t?'W'l - I"'" • ~t<:.foll -- 1H.;{f~'12.f~4:fi1'f. 0t..:rGl-~P1;"f~~ ~~ l':iv,:( '"ti'~t'lT~''ffl l'~':r'~f S~l ,-:wn 8CjI~ 6olt.:It~!~~~ O)l,''::C':< {~l;m: (>:I).!:(l: ---. (~l'1:"~~~::;'!l- 8,, 1T,.;ilKQ,~~"?.1 o~,j lJH~\1 ~c':1-~1~~c;.y~ ()':'~~-:~ ('I) "oI1!"t;b;;-:;.., (~~,n~lil<:< ().' 'llt" ,.T~ t 't, ~-:~_t""~f11"'; 0>, I::) f~,~"l'I (tr)M., ;q"-f !'''''', i1~~ C~ .,,, '"1'.;. 3.6 TRAFFIC CONTROL FEATURES AT INTERSECTIONS OF THE ARTERIALS: All intersections were manually controlled by traffic police of DMP. Proper lane/road marking were not available. Signaling arrangements were existing physically but not activated. 3.7 ACCIDENT DATA COLLECTION The study was initiated at April'2002. from that time correspondences were made with related. Police Departments for getting permission on supply of necessary accident data. Respective sectionofDMP were then supplied available data for the time period 1996-2001. Considerable amount of time was spend for this task. Before July' 1995, accident data were collected from each thana of DMP. Thana supplied the data as per case record. It was a difficult task to visit all the thanas of the related study area and check the history of occurrence of each accident individually. Thana authority identified road accident from Khatian register. As per register total information were collected from FIR book. 36 But from July' 1995, a World Bank funded non government organization, Institutional Development Component (IDC) presented MAAP5 software (which is developed by Transport Research Laboratory of UK) to the Traffic Division of DMP to introduce all type of road accident data. After introducing the software a new form for accident data collection were developed by the Police Department. As a result it becomes comparatively easier to collect detail information about accident characteristics. But the software is based on analogue system that is why frequent trips and much time required to collect the data. Data base was established by providing data input which are available in the current traffic accident report form B.P.34 (Figure 3.2). Data retrieved from the MAAP5 software using the co-ordinates boundary by selecting different links or intersections. ~" LIMIT AnONS OF THE STUDY Numerous difficulties were encountered during the study. Of most significance are the data limitations. The numerous specific problems related to this study are summarized as follows: 1. The accident reporting process is designed for establishing legal liability, only total figures (accidents, fatalities etc) are collected by the police. Accident histories do not contain detail information on road user movement. The lack of understanding of the role of the road environment leads this bias towards the human elements. So, this study is mainly aimed towards identifying the characteristics of road accidents on the basis of general accident factors. 2.. Under reporting of accidents: The most serious limitation of the data collection procedure is the widespread under reporting of the accident events. There is a significant .discrepancy in total number of accident that is reported by news papers to that of police statistics for 1986 and 1987. Police statistics are slightly higher for 1986 and substantially higher for 1987. However a comparison of hospital records in the same period 37 indicated that police underreporting of road fatalities could be as high as 50 % (Hoque, 1990). Fatal accident is referred as an accident where persons died within specific time period (one year in Fiji and thirty days in Australia) of the accident as a result of injuries sustained in the accidents. However in the FIR form no such information are availilble. So, this study identifies the fatal accident by the spot death of the road users. Accident information relating to vehicles, road users, road and road side environments and the characteristics of vehicles associated with the accidents were not available. 3. No information were found from collected data on post accident injury conditions of the victims. Moreover there are accidents where the number of persons injured were not mentioned. As a result the actual conditions of roads could not be presented. 38 CHAPTER 4 ANALYSIS OF ACCIDENT DATA AND RESULTS 4.1 INTRODUCTION This chapter presents the analysis of all accident occurred in the selected five arterial road sections of Dhaka Metropolitan Area (DMA): Darussalam-Mirpur 10, Mohakhali- Moghbazar, Gabtali-Nilkhet, Abdullapur-Mohakhali and Pressclub-Motijheel for the period of 1996-2001. Accidents are analyzed in terms of their types, severity, modes used by the victims, weather conditions and time period. The characteristics of accidents identified through the analysis of accident data are presented in the following sections. 4.2 OVERALL ACCIDENT SITUATION IN THE DHAKA METROPOLITAN AREA The total number of accidents occurred in DMA during the period of January'1996 to December'2001 are 5574. The distribution of accidents and their casualties by Thana are shown in the Table A 4.1 and A 4.2 respectively. Out of the total 5574 accidents, maximum 15.12 % (843) accidents occurred in Tejgoan thana area followed by the decreasing order as 13.71 % (764) in Ramna , 11.19% (735) in Demra, 7.52 % (419) in Cantonment, 7.39% (412) in Motijheel, 7.07 % (394) in Mirpur, 7.07 % (394) in Gulshan, 6.32 % (352) in Uttara, 3.25 % (181) in Sabujbagh, 3.16 % (176) in Suttrapur, 2.85 % (159) in Dhanmondi, 2.74 % (153) in Mohammadpur, 2.26 % (126) in Badda, 1.63 % (91) in Kotowali, 1.52 % (85) in Kafrul, 1.45 % (81) in Shyampur, 1.18 % (66) in Pallabi, 1.15 % (64) in Lalbagh, 0.84 % (47) in Khilgaon, 0.11 % in (6) in Airport and 0.12 % (01) Karnrangirchar thana area. Badda, Kafrul, Khilgaon, Karnrangi and Shyampur thana was established in the late of 1998 and after that time accidents were not reported also, that is why the accidents of 39 these thanas shown in the Table A 4.1 as zero. Accidents of Airport thana shown also as ,. zero for the same reason (it was established in the late of 1999). Figure 4.1 and 4.2 reveals that accidents were occurred in increasing order from 1996 to 1998, but it turns to decrease order from 1999 to 2001. 1400 1200 u 1000 E" - " 800 C" u :g 600 u u -< 400 200 0 1996 1997 1998 1999 2000 2001 Year Figure 4.1- Trend of accidents (1996-2001) ofDMA by year (Numerical data are shown in the Table A 4.1). 900 800 ~ 700 1lJ2OO1 ~8OO .2000 E500 Cl999 ~400 Cl998 ~300 ~2OO .1997 100 1lJ1996 o ~,~~~~~~~~~~~~#~~~~~~ ~#~###~~~;~~##~~~~#/#~'~ ~ 0fl #~~0~v ~~# c)'" <:i ",'" co ~o Thana Figure 4.2 - Distribution of accidents (1996-2001) by thana of DMA (Numerical data are shown in the Table A 4.1) 40 Figure 4.2 is a graphical representation of Table A 4.1. Near to zero accidents at Kamrangi and Airport thana area attributed that accident records were not send to the traffic division of Dhaka Metropolitan Police (DMP) in due time by the respective thana. 250 200 ~ Jajgoan .0 E" 150 z" E ~ "0" 100 ""<{" M 50 0 1996 1997 1998 1999 2000 2001 Year Figure 4.3 - Trend of accidents (1996-2001) of predominant eight thana of DMA (Numerical data are shown in the Table A 4.1). Figure 4.3 stated that accidents of Gulshan thana area always were in decreasing order. But in the case of other thanas accidents were increasing order between 1996 and 1998. And that were in decreasing order between 1999 and 2001. Table A 4.2 shows that total 6831 numbers of casualty occurred in 5574 accidents during the study period. It stated that in average victims were more than respective accident numbers. 1.23 casualties were occurred per accident. By comparing table A 4.1 and Table A 4.2 we find that accidents and their respective casualties both are maximum in Tejgoan thana. Accidents and casualties rank of Ramna and Demra thana are reverse between them. These are respectively 2 and 3 & 3 and 2. It stated that casualty numbers are not always greater than accident numbers. It also attributed that casualties of a accident depend on the accident intensity. 41 As accidents of Kamrangirchar thana were not reported during the study period, so casualties were not shown also. Figure 4.4 and 4.5 reveals that casualties were occurred in increasing order from 1996 to 1998, but it turns to decrease order from 1999 to 2001. 1800 1600 l" 1400 1200 2E if. 1000 ~ 800 ••~ 600 ~ ;~~ j 1996 1997 1998 1999 2000 2001 Year Figure 4.4 - Trend of casualties (1996-2001) by year (Numerical data are shown in the Table A 4.2). 1000 900 I: 800 ~ 700 III2001 :> 600 .2000 ;z 500 c ~ 01999 c:; 400 01998 ~ 300 U .1997 200 III1996 100 il o ~ ~#~~~~~~~~~h~~~~.~~~h <>;~y;.:"~<:f"v '$-+.$l,;p ~o,,"". Thana Figure 4.5 - Distribution of casualties (1996-2001) by thana of DMA (Numerical data are shown in the Table A 4.2). 42 300 250 i!? ~ 200 ---r E " Demra j;-z 150 os os" 100 ()'" 50 0 1996 1997 1998 1999 2000 2001 Year Figure 4.6 - Trend of casualties (1996-2001) of predominant eight thana (Numerical data are shown in the Table A 4.2). Figure 4.3 and 4.6 stated that trend of accidents and their respective casualties are of the same nature. Figure 4.6 shows that casualties of Tejgoan and Motijheel thana area (which are commercial area ) were of decreasing order from 1996 to 2001. But in the case of other thanas accident casualties were of increasing order between 1996 and 1998. On the other hand, accident casualties were in decreasing order between 1999 and 2001. 4.3. COMPARATIVE ANALYSIS OF SELECTED ARTERIAL ROAD SECTIONS Out of total 5574 accidents, 1847 numbers are studied in the five road sections during the study period (1996-2001). Maximum 55.33 % accidents (1001) occurred on Abdulahpur- Mohakhali road section which is so much higher than other road sections (Ref: Table A 4.3). Noticed that, the maximum portion of the road section is situated at sub urban area and so much longer than other four road sections. Vehicular speed on the road section is higher also. All the reasons lead to higher numbers of accident occurrence. According to severity grievious (40.06 %) and fatal (37.09 %) accidents are far away than simple (10.18 %) and collision only (13.22 %) types (Numerical data are shown in the Table A 4.3). 43 450 400 350 --Daruo;salam- Mirpw-IO --M_ - Moghba2llr - Abdulahpur- MOOa1 Figure 4.7 shows the severity trend of five studied road sections. Figure reveals that grievious accidents are of higher order than fatal accidents for all except Abdullapur- Mohakhali road sections, simple accidents are of less order than collision only accidents. 450 400 00 350 ~ 300 - Darussalam-Mirpu 10 ~ 250 - Mohakhali-Moghbazar 1'!200 Gabtali-Nilkhet ~ 150 u -<: 100 -- Abdulabpur-Mohakhali 50 -- PresscIub-Motijheel o Pedestrian Head On Rear End Side Hit Objects Collision Type Figure 4.8 - Trend of accidents (1966-2001) by collision types on the selected five arterial road sections (Numerical data are shown in the Table A 4.4)_ For all road sections pedestrian accident occurrence is higher than other types except Gabtali-Nilkhet road section. Trend of accidents of the five road sections for this five 44 collision types are similar. Out of five collision type, pedestrian is 39.31 %, rear end 32.54%, head on 5.47%, side hit 4.98% and hit to objects is 3.52% (Table A 4.4) with respect to total accident occurred on the five selected road sections. Only these five collision type occupied 85.81 % of total accident (Table A 4.4). 800 ~ 700 11600 -- Darussalam.Mirpu 10 g 500 -mohakhali.Moghbazar Z 400 >- Gabtali.Nilkhet -;;~ 300 ~ 200 -- Abdulahpur.Mohakhali u 100 o - PresscIub-Motijheel 0-15yrs 16-35 yrs 35+ yrs Age Group Figure 4.9 - Trend of casualties (1966-2001) by casualty age on the selected five arterial road sections (Numericai data are shown in the Table A 4.5). Figure 4.9 shows that for all road sections maximum victims were of age limit 15-35 years and minimum victims were of age limit 0-15 years. Out of total, 66.09% casualties occurred between age limit 16 years and 35 years, 26.25% occurred between 35 years and above years and 7.66% occurred 0-15 years age limit (Table A 4.5). 600 500 ~ 15 400 -Darussalam.Mirpu 10 E ~ . - Mohakhali-Moghbazar Z 300 E ~ __ u.~ - Gabtali-Nilkhet :gu - Abdulahpur-M ohakhaH u 200 '" - Pressclub-Motijheel 100 o Pedestrian Baby Taxi Ntcide$haBd by tll'au\liptims Car Heavy Truck Figure 4.10 - Trend of casualties (1966-2001) by modes used by the victims on the selected five arterial road sections (Numerical data are shown in the Table A 4.6). 45 Figure 4.10 shows similar trend between Darussalam-Mirpur 10 and Gabtali-Nilkhet. It also shows similar trend among Mohakhali-Moghbazar, Abdulahpur-Mohakhali and Pressclub-Motijheel. Out of six modes, casualties occurred by pedestrian. were 34.93%, by baby taxi were 16.28%, by rickshaw were 13.98%, by car were 8.14%, by tampoo were 3.96% and by heavy truck were 3.57% (Table A 4.6). 700 600 --Darussalam-Mirpu 10 j 500 --mohakhali-Moghbazar ~E z 400 E Gabtali-Nilkhet ~ 300 .u'C «u 200 -- AbduIahpur-Mohakhali 100 --Pressclub-Motijheel 0 Day Dawn Night with lightt Night without light Light condition Figure 4.11 - Trend of accidents (1966-2001) by weather condition on the selected five arterial road sections (Numerical data are shown in the Table A 4.7). Figure 4.11 shows similar trend of five road sections at different light conditions. 59.61 % (Table A 4.7) accident occurred at day time (6 AM to 6 PM). Accident occurrence at night without light condition (1.03%) were exceptionally less numbers (Table A 4.7). Accidents at night with light and dawn were 26.10% and 13.26% respectively (Table A 4.7). AccoJding to total occurrence, it is found that there are slight variation of accidents among the days of week (Table A 4.8). Maximum 15.00% accident occurred at Saturday and minimum 13.37% occurred at Sunday (Table A 4.8). Noticed that, Saturday was weekend one of two days and Sunday was week's first day at the study period. 46 ~! ------~~~------_._------~-----~-----~-_._------~ 180 , ! 160 ~ 1-'. ------..------I Darussalam-Mirpu 10 ~ 140 ' !-- ~ ! '. I ! . 1-- ~ 120..:. mohakhali-Moghbazar ' E ~ Gabtali-Nilkhet Z 100.,. : ---. - . Abdulahpur-Mohakhali '5 80-- ." ~~ Press:~~t:Mo~hee~ _ "g 60;- « 40 c 20------::::::: --;::: o ------.------Saturday Sunday Monday Tues day Wednesday Thursday Friday Day Figure 4.12 - Trend of accidents (1966-2001) by days of week on the selected five arterial road sections (Numerical data are shown in the Table A 4.8). Figure 4.12 shows that accident trend of the five road sections are quite different from each other at different day. The detail analysis of a six year time period (1996-2001) on the selected five road sections are presented in the following sections. 4.3.1 DARUSSALAM - MIRPUR 10 ARTERIAL ROAD SECTION Total numbers of accident occurred on the Darussalam-Mitpur IO (Figure 3(a), page 29) road section during the period ofJanuary'1996 to December'2001 were 27,33,22,7,14 and 20 respectively. The distribution of accidents by severity shown in the Table A 4.9. Information reveals that out of a total of 123 accidents, 39.63 % (49) are fatal, 45.52 % (56) are grievious, 5,70 % (7) are simple and 8.94 % (11) are collision only accidents. These accidents are distributed as 3L71 % (39) on Technical- Mirpur 01,3.67 % (4) on Mirpur 0 I - Zoo road and 21.14 % (26) on Zoo road - Mirpur 10 road sub section.- Accidents are also distributed as 37.04% (20) at Technical crossing, 12.96 % (7) at Bangia college crossing, 9.26 % (5) at Zoo road crossing and 40.74 % (22) at Mirpur IO crossing. 47 \) The accidents occurred on this road section were analyzed by collision types, by severity, by modes used by the victims, by weather conditions and by temporal distribution. 4.3.1.1 Distribution Of Accident By Collision Types The collision types explained in the MAAP5 software as follows: • Head on collision as 'HeadO' • Rear end collision as 'RearE' • Hit at 900 angle as '90deg' • Side hit as 'Side' • Overtaking as 'OverT' • Road side object as 'Obj 1 & Obj2' • Hit parked vehicle as 'ParkV' • Hit pedestrian as 'Ped'n' • Hit animal as 'Animl' etc. Table A 4.4 witnesses that out of total 123 accidents, the predominant collision type is the hit to pedestrians which is 43.09 % (53) with SI (Zeeger, 1986) 0.98. Next sensitive collision type is rear end which is 27.64% (34) with SI 0.88, head over which is 11.38% (14) with SI 0.78 and sides way which is 8.94% (II) with SI 0.64. Fatal accidents are exceptionally higher in the case of hit to pedestrians which is 67.35% (33) but next one is rear end which is 18.36% (9). Grievious injuries are of higher proportion in the case of rear end which is 37.5% (21). Trend of predominant four collision types are presented in the figure 4.7. Trend shows that fatal accidents are majorly occurred for head on collisions and next one is rear end collision. 48 v. 35 30 ~ dOn ~25 ~ 20 '5 IS :s «8 10 5 o Fatal Grievious Simple Collision Severity Figure 4.13 - Trend of four predominant collision type '(Numerical data are shown in the Table A 4.9) 4.3.1.2 Distribution Of Accident Severities By Age. Accident severity discuss Out of total 172 victims of road accidents on this road section during the study period, age is known only of 123 victims. Such data clearly demonstrates the limitation of available information about the characteristics of victims. The distribution of all casualty by age is presented in Table 4.10. Collision only casualty were not found in the database. So, it is not shown in the Table 4.10. From the available data, it is found that 80.48 % (99) casualties occurred between the age group 0-35 years. The detail distribution is summarized in the Table 4.11. The distribution of Table A 4.11 shows that dominant age group for both fatal and summation of grievious and simple casualty is 16 to 35 years. Besides, out of 123 casualties age limit of 26 - 30 years is individually"liable fot 25.20 % (31) casualties which is maximum. Information also stated that injuries are heavily tilted towards younger ages. 49 100 ~ 80 .8 e z" 60 z:. 40 "~" u 20 0 0-15 16-35 35+ Age Group Figure 4.14 - Trend of casualties of major three age groups (Numerical data are shown in the Table A 4.11) From the available data, it is found that 47.45 % (28, which is maximum), 27.11 % (16) and 25.42 % (15) pedestrian casualties occurred between age limit 16 - 35 years, 35+ years and 0-15 years respectively (Table A 4.13). Distribution also stated that dominating age group is 16 - 35 years. So injuries are heavily tilted towards younger ages. 40 ~ .8 35 e n y Z." 30 .~ 25 "~ 20 a an ua u 15 ~ ..5 10 ~ 5 o 0-15 16.35 35+ AgeGronp Figure 4.15 - Trend of pedestrian casualties of major three age groups (Numerical data are shown in the Table 4.13) 4.3.1.3 Distribution Of Accidents By Modes Used By The Victims The pedestrians are the most vulnerable road users which is 34.30% (59). The next vulnerable road users are rickshaw and baby taxi occupants, accounting for 25.58%(44) and 22.67%(39) respectively. It is also important to note that severity index of cycle, 50 minibus, truck, heavy trucks are of higher order (1.00) although these are of less numbers at the study period (Table A 4.14). 40 35 ~ 30 ~ 25 Z" 20 .g 15 u .;;: IO 5 o Heavy truck Fatal GrieVlous Simple Severity Figure 4.16 - Trend of casualties of predominant six modes used by the victims (Numerical data are shown in the Table A 4.9) Except pedestrian trend of other five modes are of same nature according to severity. 4.3.1.4. Distribution or Accident By Weather Conditions Accidents occurred in several weather conditions at the study period are discussed here in two forms: Accidents at different light conditions • Day (full sun light) • Dawn (early part of the day) • Night (with available light) which is presented here as 'N Lit'. • Night (without available light) which is presented here as 'N UnL'. Accidents severities at different weather conditions • Fair conditions • Rain conditions • Wind (in excessive form than normal) conditions • Fog conditions. 51 Light condition is one of the vital factors in accident situation. Distribution of accidents by light condition is presented in the Table A 4.15. 50 o Fatal Grievious Simple Collision Severity Figure 4.17 - Accident trend at different light conditions (Numerical data are shown in the Table A 4.10). Information shows that maximum 72.35% (89) accidents were occurred at day, 17.06% (21) at night with light, 9.75% (12) at dawn and 0.81% (Ol) at night without light condition. Information reveals that accident occurrence is in higher order with high light condition than low light condition. Table also 'stated that accident occurrence is much higher at day time than night. Data of Table A 4.11 shows that all type of accidents were occurred at fair weather (fair weather means weather with normal condition of wind, light, withought rain and without 60 ~ 50 - ~40= ~ 30 c 20 :Su u < 10 0 Fatal Grievious Simple Collision Severity Figure 4.18 - Trend of accidents at fair condition (Numerical data are shown in the Table A 4.16) 52 fog), no accident occurred at rain wind or fog conditions. Out of total 123 accidents, 46.34 % (57) and 38.21 % (47) accidents are grievious and fatal accidents respectively. Data reveals that grievious and fatal accidents are much more than simple or collision only type. 4.3.1.5. Temporal Distribution Of Accidents Occurrence of accident considerably vary from hour to hour of a day, day to day of a week and month to month of a year. Variation of accidents, considering these factors are presented in the subsequent sections. Hourly distribution of accidents under study period are presented in the table 4.12. Data shows that higher proportion of accidents occurred between 6 to 18 hours with peak 10 to 12 hours. There are little variation in numbers of accident between 6 to 18 hours. Less numbers of accident at 00 - 06 hours attributed that road users on this road section were of less numbers at the time. 12 10 1 • e? .8 8 16.18 ~ 6. Z 6 a~ ] 4 L...<.. <0( / . 2 ..+6-'-"- 20'22 0.2- 18~ ::...... 0 . 22.24 Fatal Gievious Smple Collision only Severity Figure 4.19 - Trend of accidents by hourly distribution (Numerical data are shown in the Table A 4.17). Distribution of accidents by the days of a week are presented in the Table A 4.18. Data does not show appreciable variation. 53 From Table A 4.18, it is observed that out of total 123 accidents maximum 24 occurred at Saturday which is 19.51%. Notice that Sunday was the first office day and Friday and Saturday was the weekend day of week in between 1996 and 2001. Accident occurred 18.07% (23) at Sunday, 17.07% (21) at Wednesday, 13% (16) at Thursday, 11.38% (14) at Friday, 10.57% (13) at Tuesday and 9.75% (12) at Monday. 16 14 o CD 12 .D g 10 z 8 E ~ 6 ~ 4 2 o Fatal Grievious Simple Collision Severity Figure 4.20 - Trend of accidents by daily distribution (Numerical data are shown in the Table A 4.18). Severity Index maximum at Monday (1.00) although minimum accidents were occurred at the day. In decreasing order Severity Index is 0.92 at Saturday, 0.91 at Sunday,0.81 at Thursday, 0.80 at Wednesday, 0.77 at Tuesday and 0.71 at Friday. Maximum accident occurred at Saturday but SI (0.92) of the day is in the rank position 2. Distribution of accidents by month of a year are presented in the Table A 4.19. Data does not show appreciable variation. Distribution of Table A 4.19 reveals that maximum 16 numbers of accident occurred in April, which is 13%; 11.38% (14) occurred in November, 10.60% (13) in June, 9.75% (12) in July, 8.94% (11) in January and October, 8.13% (10) in September, 7.31 % (9) in February and August, 6.5% (8) in March, and 4.06% (5) in May and December. 54 -----_.,,-::--_._-----_._._----~---- _ ....__..- ne -. , 2------"Z'------I ------October .---.-December.- ---_ .. _..:...... May 0------Fatal Grievious Simple Collision Severity Figure 4.21 - Trend of accidents by monthly distribution (Numerical data are shown in the Table A 14). 4.3.2. MOHAKHALI TO MOGHBAZAR ARTERIAL ROAD SECTION Total numbers of accident occurred on the road section Mohakhali-Moghbazar (Figure 3(b), page 30) during the period of 1996-2001 were 38, 51, 46, 32, 9 and 16 respectively. The distribution of accidents by severity are shown in table A 4.25. The table witnesses that out of total 192 accidents, 35.94 % (69) are fatal, 38.02 % (73) are grievious, 11.46 % (22) are simple and 14.58 % (28) are collision only. These accidents are dis.tributed as 23.44% (45) on Mohakhali - Nabisco, 23.95 % (46) on Nabisco - Satrasta and 19.79 % (38) on Satrasta - Moghbazar section. Accidents are also distributed as 10.42% (20) at Mohakhali crossing 6.25 % (12) at Nabisco crossing, 4.69 % (9) at Satrasta crossing and 11.46 % (22) at Moghbazar crossing respectively. Detail analysis of accidents on this road section are presented in the following sections. The accidents occurred on this road section were analyzed by collision types, by severity, by modes used by the victims, by environmental conditions and by temporal distribution. 55 4.3.2.1 Distribution Of Accident By Collision Types Table A 4.20 witnesses that out of total 192 accidents, the predominant collision type is hit pedestrians which is 38.02 % (73) with SI 0.95. Next sensitive collision type is rear end, which is 28.64% (55) with SI 0.67. It is due lag of having safe distance between vehicles. Fatal accidents are exceptionally higher in case of hit pedestrian which is 60.87% (42) but next one is rear end which is 17.65% (12). 45 40 '" 35 .8 30 E :i. 25 ~ 20 ~ 15 •• 10 5 ~- 90 Degree ea o Fatal Griev Simpl Colin Severity Figure 4.22 - Trend of five predominant collision types (Numerical data are shown in the Table A 20). Predominant five collision type's trend are presented in the above figure 4.22. Trend shows that fatal accident were majorly occurred for hit pedestrian and rear end collision. 4.3.2.2 Distribution Of Accident Severity By Age Accident severity discussed here in two forms: 1. All casualty injury by age and 2. Only pedestrian injury by age. Out of all casualties, pedestrian injury is separately discussed here because this type is the most predominant. 56 0llt of the total 192 victims of road accidents on this road section during the study period, age is known only of 158 (82.29%) victims. Such data clearly demonstrates the limitation of available information about the characteristics of accident victims (Table A 21). From the available data, it is found that 68.35% (l08) casualties occurred between the age group 0-35 years. The detail distribution is summarized in the Table A 4.22. Information shows that dominant age group for both fatal and grievious and simple casualties is 16 to 35 years. Besides, out of 158 casualties age limit of 21 - 25 and 26-30 years both are individually liable for 18.95 % (30) casualties which is maximum. Above information also stated that injuries are heavily tilted towards younger ages. 120 ~ 100 .0 E 80 z" .,. 60 "iii 40 "'" (,)•• 20 0 0-15 16-35 35+ Age Group Figure 4.23 - Trend of accident Severities of major three age groups (Numerical data are shown in the Table A 22). Out of total 73 pedestrian casualties in this road section during the study period, age is known only of 65 (89.04 %) victims. Such data clearly demonstrates the limitation of available information about the characteristics of accident victims. The distribution of all pedestrian injury by age is presented in the Table A 4.23. From the available data, it is found that 48.68 % (37, which is maximum) and 44.74% (34) injuries occurred between age limit 16 - 35 years and 35+ respectively. The distribution also stated that dominating age groups are 16 - 35 years and 35+. 57 Information also stated that injuries are heavily tilted towards younger ages (Table A 4.24). 40 35 i!!30 -g" 25 z" 20 ual ~ 15 Grievious and Simple I ill UlO Pedestrian Casualty 5 o 0-15 16-35 35+ Age Group Figure 4.24 - Trend of pedestrian casualties of major three age groups (Numerical data are shown in the Table A 24). 4.3.2.3 Distribution Of Accident By Modes Used By The Victims. Distribution of casualties by modes used by the victims are determined and presented in the Table A 4.25. Data shows that pedestrian are the most vulnerable mode which is 34.70 % (76) with SI 0.94. Next vulnerable modes are baby taxi 24.20 % (53 ) with SI 0.77 and rickshaw )7.35 % (38 ) with SI 0.73. It is important to note that SI of push carts, buses and heavy trucks are of higher order (1.00) although these are of less numbers at the study period. I-----"""~~=_---.,.::-::_-:-,..------ _,' - ~abY!""i~" _ ,ieksl iiw -:::::::.. __: '. ~ " Grievlious Simple - Severity Figure 4.25 - Trend of casualties of predominant five modes used by the victims (Numerical data are shown in the Table A 25). 58 4.3.2.4 Distribution Of Accidents By Weather Conditions Accidents occurred in several weather conditions at the study period are discussed here in two forms: 1. Accidents at different light conditions 2. Accident Severities at different weather conditions Light condition is one of the vital factors in the accident situation. Distribution of accidents by light condition is presented in the Table A 4.26. Out of total 192 accidents, 60.41 %-(116) accidents occurred at day time. Next one dominant condition is night with light which is 27.05 % (52) (Table A 4.26) 60 '"Qj: 50 <> g40 ::30l: ~ 20 -@ 10 « 0 Fatal Grievious Simple Collision Severity Figure 4.26 - Accident trend at different light conditions (Numerical data are shown in the Table A 25). Data of Table A 4.27 shows that all type of accidents were occurred at fair weather, no accident occurred at rain, wind or fog conditions. Out of total 192 accidents, 38.02 % (73) and 35.93 % (69) are grievious and fatal accidents respectively. So information reveal that grievious and fatal accidents are much more than simple or collision only type. Only trend of fair weather condition shown in the Figure 4.27, b'ecause at other conditions accidents were not occurred even one. 59 l'? ~ +======~~,:======~ 60 tl>i{ ~ 50 z 40' ~ 30 ~ ~ 20 .•• 10 +------_ o+----~----~----~---~ Faral Grievious Simple Collision Severity Figure 4.27 - Trend of accident at fair weather condition (Numerical data are shown in the Table A 27). 4.3.2.5 Temporal Distribution Of Accidents Occurrence of accident considerably vary from hour to hour of a day, day to day of a week and month to month of a year. Variation of accidents considering these factors are presented in the following subsequent sections. " Hourly distribution of accidents at the study period are presented in the Table A 4.28. Data shows that higher proportion of accidents occurred between 6 to 21 hours with peak at 16 to 17 hours. There are little variation in the numbers of accident between 6 to 21 18 16 l!! Ql 14 .0 E 12 z::l 10 "E 8 Ql :2 u 6 «u 4 2 0 Fatal Grievious Simple Collision Severity Figure 4.28 - Trend of accident of predominant eight hourly distributions (Numerical data are shown in the Table A 28). 60 hours. Information reveals that vehicle generation in this route is merely varied at all the hours of a day. Distribution of accidents by day of a week are presented in the Table A 4.29. Data does not show appreciable variation but higher proportion of accident occurred in Friday 19.78 % (38), which is double than Thursday. 20 l'? Figure 4.29 - Trend of accidents by daily distribution (Numerical data are shown in the Table A 29). 14 12 j to g 8 Z ~ 6 ] 4 2 o Fatal Grievious Simple Collision Severity Figure 4.30 - Trend of accidents by monthly distribution (Numerical data are shown in the Table A 30). Distribution of accident by months of a year are presented in the Table A 4.30. Data does not show appreciable variation but higher proportion of accident occurred in March, May, 61 November and December 9.89 % (19), which is maximum. Least, 4.16% (8) accidents occurred in February and October. Accident trend of September, August, November and December are of same nature. And trend of other eight months are of same nature between them. 4.3.3 GAB TOLl TO NILKHET ARTERIAL ROAD SECTION The total accidents occurred on the road section Gabtali-Nilkhet (Figure 3(c), page 31) during the period 1996-2001 were 92, 95, 73, 46, 40 and 42 respectively. The distribution of accidents by severity shown in the Table A 4.31. Information reveal that out of total 388 accidents, 29.64 % (115) are fatal, 39.18 % (152) are grievious, 13.40 % (52) are simple and 17.78 % (69) are collision only accidents. These accidents are distributed as 6.70 % (26) on Gabtali - Mazar road sub-section, 3.09 % (12) on Mazar road - Technical sub-section, 14 18 % (55) on Technical - Shamoli cinema hall sub-section, 14.69 % (57) on Shamoli cinema hall - College gate sub-section, 10.82 % (42) on College gate - Asad gate sub-section, 0.77 % (3) on Asad gate - Manik mia avenue sub-section, 1.55 % (6) on Manik mia avenue - Russel square sub-section, 12.37 % (48) on Russel square - Science laboratory sub-section and 6.44 % (25) on Science laboratory - Nilkhet sub-section. The accidents are also distributed as 2.06 % (8) at Mazar road crossing, 4.12 % (16) at Darns-salam crossing , 2.32 % (9) at Shamoli cinema hall crossing, 1.29 % (5) at Agargoan road crossing, 3.87 % (15) at Ganabhaban crossing, 4.12 % (16) at Asad gate crossing, 4.38 % '(17) at Manik mia avenue west crossing, 2.32 % (9) at Russel sqaure crossing, 2.58 % (10) at Science laboratory crossing and 2.32 % (9) at Nilkhet crossing. The accidents occurred on this road section were analyzed by collision types, by severity, by modes used by the victims, by weather conditions and by temporal distribution. 62 4.3.3.1 Distribution Of Accident By Collision Types Table A 4.31 shows the accident distribution on the road section Gabtali-Nilkhet by collision type. It also shows the severity of accidents associated with each type of accident. 150 ~ .D" E ::l 100 Z "u"0"" 50 c.> ------Rear End Figure 4.31 - Accident trend of predominant five collision types (numerical data are shown in the Table A 4.31). Table A 4.31 reveals that the predominant collision type is rear end that is 36.86 % (143) with SI0.60. Next sensitive collision type is hit pedestrian which is 33.76 % (131) with SI 0.95. Fatal accidents are exceptionally higher in case of hit to pedestrians, which is 66.08 % (76) but next one is rear end which is 24.35 % (28). Trend of all collision type are of same nature (Figure 4.31). 4;6.3.2 Distribution Of Accident Casualties By Age Accident severity discussed here in two forms: 1. All casualty injury by age and 2. Only pedestrian injury by age. 63 Out of all, pedestrian injury is separately discussed here, because this type is the most predominant. Out of total 462 victims on this road section during the study period, age is known only of 387 (83.77 %) victims. Such data clearly demonstrates the limitation of available information about the chanicteristics of victims. The distribution of all casualty by age is presented in the Table A 4.32. From the available data, it is found that 69.77 % (270) casualties occurred between the age group 0-35 years. The detail distribution is summarized in the Table A 4.33. 250 ~ 200 .c ~ 150 Z i;'loo ~ o'" 8 50 'izttal Casualty o .0-15 16-35 35+ Age Group Figure 4.32 - Trend of casualties of major three age groups (numerical data are shown in the Table A 4.33). Information show that dominant age group for both fatal and grievious and simple Injury accident is 16 - 35 years. Besides, out of total 387 casualties age limit of 26-30 years is individually liable for 19.12 % (74) casualties which is maximum. Information also stated that injuries are heavily tilted towards younger ages. Out of total 164 pedestrian casualties on this road section during the study period, age is known only of 145 (88.41 %) victims. Such data clearly demonstrates the limitation of available information about the characteristics of victims. The distribution of all pedestrian injury by age is presented in the Table A 4.34. 64 From the available data it is found that 45.52 % (66, which is maximum) and 34.48 % (50) pedestrian injuries occurred between age limit 16 - 35 years and 35+ respectively. Detail distribution is summarized in the Table A 4.35 Total distribution stated that dominating age group is 21 - 25 years. It also stated that pedestrian injuries are heavily tilted towards younger ages. 70 60 ~ ~ 50 . n Casualty E ~ 40 ~ 30 Fatal P "l ~ 20 () ~ ~~ ana Simple Peaestnan CasualtY 10 o 0-15 16-35 35+ Age Group Figure 4.33 - Trend of pedestrian casualties of major three groups (numerical data are shown in the Table A 4.35). 4.3.3.3 Distribution Of Accident By Modes Used By The Victims Distribution of road accident casualties by modes used by the victims are presented in the Table 4.36. Data shows that pedestrian are the most predominant road users. They are 35.50 % (164) with SI 0.94. Next predominant modes are rickshaw 17,10 % (79 ) with SI 0.53 and baby taxi 12,77 % (59) with SI 0.68. It is important to note that SI of tampoo, motor cycle, cycle and heavy truck are of higher order although these are of less numbers at the study period. 65 90 80 1! 70 .860 gSO c E40 '!! 30 B~!)aJd"~-~..~",-.~. >20 ~ "-- 10 Ri/---==== ~ s: o ~ ~ Fatal Grievious Simple Severity Figure 4.34 - Trend of casualties of predominant five modes used by the victims (numerical data are shown in the Table A 4.36). 4.3.3.4 Distribution Of Accident By Weather Conditions Accident occurred in several weather conditions at the study period are discussed here in two forms: 1. Accident at different light conditions 2. Accident severities at different weather conditions Out of the total 388 accidents, 61.85 % (246) accidents occurred at day time. Next one predominant condition is night with light which is 23.71 % (92). Accident trend of different light conditions are of different nature (Figure 4.35). 120 1! 100 .0 E" 80 z" 60 E "" 40 ~ 20 0 Fatal Grievious Simple Collision Severity Figure 4.35 - Accident trend at different light conditions (numerical data are shown in the Table A 4.37). 66 Information show that all type of accidents occurred at fair weather, 2 accidents occurred at rain and no accident occurred at wind or fog conditions. Out of the total 388 accidents, 38.92 % (l51) and 29.64 % (115) are grievious and fatal accidents respectively. Data also reveals that grievious and fatal accidents are much more than simple or collision only type (Table A 4.38). 160 !'l 140 2l 120 ::JE 100 Z 80 C CD 60 "0 °13 40 ~ 20 o Fog Fatal Grievious Simple Collision Severity Figure 4.36 - Trend of accidents at fair and fog condition (numerical data are shown in the Table A 4.38). 4.3.3.5 Temporal Distribution Of Accidents Accident Occurrence considerably vary from hour to hour of a day, day to day of a week and month to month of a year. Variation of accidents considering these factors are presented in .the following subsequent sections. Hourly distribution of accidents at the study period are presented in the Table A 4.39. Data shows that higher proportion of accidents occurred between 6 to 10 hours with peak 6 to 8 hours. There are little variation in the numbers of accident between 12 to 18 hours. 67 25 20 ~ 0 Fatal Grievious Simple Collision Severity Figure 4.37 - Trend of accidents of predominant seven hourly distribution (numerical data are shown in the Table A 4.39). Distribution of accidents by day of a week are presented in the Table A 4.40. Data does not show appreciable variation but higher proportion of accident occurred in Monday which is 16.24 % (63) and in Wednesday which is 15.72 % (61). 30 25 ~ Monday 20 11~ z 15 JlO 5 o Fatal Grievious Simple Collision Severity Figure 4.38 - Trend of accidents by daily distribution (numerical data are shown in the •Table A 4.40) . Less proportion of accidents occurred in Friday and Saturday. Accident trend of all days are almost same. 68 Distribution of accidents by month of a year are presented in the Table A 4.41. Data does not show appreciable variation but maximum proportion of accident occurred in May which is 11.86 % (46). Least amount of accident 6.44 % (25) occurred in June and October. Accident trend of April, June, November and December are of individually different nature. Other eight months trend are of similar nature. 25 . 20 ':..c- . /- November ~. March ebruary 5. October . April - . A~~~"""_ c;;:.. ••....::: "7- 0 ..- ... Fatal Grievious Simple Collision Severity ----~------~---_._------Figure 4.39 - Trend of accidents by monthly distribution distribution (numerical data are shown in the Table A 4.41). 4.3.4 ABDULLAPUR TO MOHAKHALI ARTERIAL ROAD SECTION The totalnumbers of accident occurred on the Abdullapur-Mohakhali (Figure 3(d), page 32) road section during the period 1996-2001 were 1001. The distribution of accidents by severity are shown in Table A 4.42. Informations reveal that out of total 1001 accidents, 42.45 % (424) are fatal, 38.56 % (386) are grievious, 8.79 % (88) are simple and 10.29 % (l03~ ~e collision only. 69 These accidents are distributed as 6.49 % (65) on Abdullapur - Sonargoari"janapath sub- section, 1I.8'6 % (119) on Sonargoan janapath - Zasimuddin road sub-section, 5.19 % (52) on Zasimuddin road - Airport sub-section, 12.28 % (123) on Airport - Khilkhet , sub-section 3.19 % (32) on Khilkhet - Biswroad sub-section, 22.89 % (230) on Biswroad - Kamal ataturk avenue sub-section, 10.78 % (108) on Kamal ataturk avenue _ Mohakhali sub-section. Accidents are also distributed as 4.30% (43) at Abdullapur crossing, 2.68 % (27) at Sonargoan janapath crossing, 4.43 % (45) at Zasim udddin road crossing, 2.22 % (25) at Airport crossing, 3.19 % (32) at Khilkhet crossing, 3.09 % (31) at Biswroad crossing, 4.26 % (43) at Kamal ataturk crossing and 2.57 % (26) at Mohakhali crossing. The accidents occurred on this road section were analyzed by collision types, by severity, by modes used by the victims, by weather conditions and by temporal distribution. 4.3.4.1 Distribution of Accident by Collision Types Table A 4.42 shows the accident distribution on the road section Abdullapur-Mohakhali by collision type. It also shows the severity of accidents associated with each type of accident. Data reveals that the predominant collision type is hit pedestrian, which is 4 I. 76 % (4 I8) with SI 0.96. Next sensitive collision type is rear end which is 32.25 % (323) with SI 0.75. It is due to lack of safe distance between vehicles. Fatal accidents are exceptionally higher in case of hit pedestrians which is 26.84 % (269) but next one is rear end which is 9.65 % (97). 70 300 250 ~ 2 200 ~ ~ 150 ~ tl 100 <: 50 o Fatal Grie Sim Colli Severity Figure 4.40 - Trend of three predominant collision type (numerical data are shown in the Table A 4.42). 4.3.4.2 Distribution Of Accident Severity By Age Accident severity discussed here in two forms: 1. All casualty by age and 2. Only pedestrian casualty by age. Out of all, pedestrian injury is separately discussed here because this type is the most vulnerable. Out of total 1366 victims of road accidents in this road section during the study period, age is known only of 1088 (79.65 %) victims. Such data clearly demonstrates the limitation of available information about the characteristics of victims. The distribution of all casualty injury by age is presented in Table A 4.43. From the available data, it is found that 75 % (813) injuries occurred between the age group 0-35 years. The detail distribution is summarized in the Table A 4.44. Information show that dominant age group for both fatalities and grievious and simple casualties is 16 to 35 years. Besides, out of 1088 casualties age limit of 26-30 years is 71 individually liable for 23.71 % (258) casualties which is maximum. Information also stated that injuries are heavily tilted towards younger ages. 800 700 ••f!?600 ~600 2" ~400 !! 300 ~ Summation of Grievious and Simple Casualty () 200 ..' ------"'" 100 2Z~ua,~ ~ o 0-15 16-35 35+ Age Group Figure 4.41 - Trend of accident severities of major three age groups (numerical data are shown in the Table A 4.44). Out of total 73 pedestrian casualties on this road section during the study period, age is known only of 65 (89.04 %) victims. Such data clearly demonstrates the limitation of available information about the characteristics of victims. The distribution of all pedestrian casualty by age is presented in the Table A 4.45. From the available data, it is found that 52.36 % (255, which is maximum) and (182 ) 37.37% (182 ) injuries occurred between age limit 16 - 35 years and 35+ respectively. Detail distribution is sunimarized in the Table A 4.46. Information stated that dominating age groups are 16 - 35 years and 35+. Information also stated that injuries are.heavily tilted towards younger ages (Table A 4.46). ,Ii' 72. , , "1 -'"I 300 250 i!? .E 200 E z" 150 ~ ~ ~100 ~.r'. """_,,~ " __ __ GrieVious and Simple Pedestrian Casualty"w-,,~,._ 50 o 0-15 16-35 35+ Age Group Figure 4.42 - Trend of pedestrian casualties of major three groups (numerical data are shown in the Table A 4.46). 4.3.4.3 Distribution of Accident by Modes used by the Victims Distribution of road accident casualties by modes used by the victims are presented in the Table 4.47. Data shows that pedestrian is the most predominant road user. They are 35.65 % (487) with SI 0.95. Next predominant modes are baby taxi 13.37 % (192) with SI 0.92 and rickshaw 11.30% (151) with SI 0.92. It is important to noted that SI of push carts, buses, heavy truck and truck are of higher order. (1.00) although these were of less numbers at the study period. 300 250 Pedes i200 Z 150 .~ ~ 100 50 o Fatal Grievious Simple Severity Figure 4.43 - Trend of casualties of predominant five modes used by the victims (numerical data are shown in the Table A 4.47). 73 4.3.4.4. Distribution of Accident by Light Conditions Accident occurred in several weather conditions at the study period are discussed here in two forms: 1. Accident at different light conditions 2. Accident severities at different weather conditions Out of total 1001 accidents, 57.44 % (575) accidents occurred at day time. Next one predominant condition is night with light which is 27.77 % (278). Detail distribution shown in the Table A 4.48. 300 ~ 250 j 200 z 150 ~ 100 N Lit ~ 50 o Fatal Grievious Simple Collision Severity Figure 4.44 - Accident trend at different light conditions (numerical data are shown in the Table A 4.48). To determine the effect of different weather conditions on accidents, accident severities are distributed in the Table A 4.49. 500 j400 i 300 ,,-fi 200 .g 100 < o Fatal Grievious Simple Collision Severity Figure 4.45 - Trend of accidents at fair and rain conditions (numerical data are shown in the Table A 4.49). • 74 Data shows that almost all type of accident occurred at fair weather, very less numbers of accident occurred at rain, wind or fog conditions. Out of total 1001 accidents, 42.26 % (423) and 38.46 % (385) are grievious and fatal accidents respectively. So data reveals that grievious and fatal accidents are much more than simple or collision only type. 4.3.4,5 Temporal Distribution Of Accidents Occurrence of accident considerably vary from hour to hour of a day, day to day of a week and month to month of a year. Variation of accidents considering these factors are presented in the following subsequent sections. Hourly distribution of accidents under study period are presented in the table 4.45. Data shows that higher proportion of accidents occurred between 10 to 16 hours with peak 10 to 12 hours. There are little variation in the numbers of accident between 6 to 24 hours. 70 60 i 50 c~40 ~ 30 'H « 20 10 os o Grievious Simple Collision Severity Figure 4.46- Trend of accidents by hourly distribution (numerical data are shown in the Table A 4.50). As accident data of 18-20 and 20-22 hour groups are almost same for all severities so, their trend lines overlapped on each other in Figure 4.46. Except Friday and Saturday, trend of other five days are almost same natured. 75 Distribution of accidents by day of a week are presented in the Table A 4.51. Data does not show appreciable variation but highest proportion of accidents occurred in Thursday which is 16.58 % (166) of the total. Accident occurrence in other days are merely varied. 80 70 Tuesda ~ 60 edn~day'_.~,,_". _ ~ SO Friday ~" 40 c ~~ 'B 30 ." 20 10 o Fatal Grievious Simple Collision Severity Figure 4.47 - Trend of accidents by daily distribution (numerical data are shown in the Table A 4.51). Distribution of accidents by month of a year are presented in the Table A 4.52. Data does not show appreciable variation but accidents occurred in July and August is exceptionally higher, these are 11.08 % (lIl) and 11.68 % (117) respectively. Least 5.99 % (60 ) accidents occurred in February. Trend of all months are almost same except June {Figure 4.48). 60 so ~ ~40 ~" 30 fu20 . ." 10 priJ o Fatal Grievious i Simple Collisioo , I Severity I Figure 4.48 - Trend of accidents by monthly distribution (numerical data are shown in , the Table A 4.52). I I 76 .. 4.3.5 PRESS CLUB TO MOTIJHEEL ARTERIAL ROAD SECTION I The, total number of accidents occurred on the road section Pressclub-Motijheel (Figure ' 3I (e), page 33) during the period 1996-2001 was 143. The distribution of accidents by s~verity shown in Table A 4.53. Informations reveal that out of total 143 accidents, 51.05 % (73) are grievious, 19.58 % (28) are fatal, 13.27 % (19) are simple and 16.08 % (23) are collision only accidents. I Accidents are distributed as 21.68 % (31) on Press club - Paltan, 10.49 % (15) on Paltan i - bainik bangla and 11.89 % (17) on Dainik bangla - Saplachattar road sub-section. I . Accidents are also distributed as 9.09% (13) at Pressclub crossing, 24.48 % (35) at Paltan, crossing, I 1.89 % (17) at Dainik bangla crossing and 16.08 % (23) at SapIa chattar crossmg. THeI accidents occurred on this road section are analyzed by collision types, by severity, by modes used by the victims, by weather conditions and by temporal distribution. 4.3.5.1 Distribution of Accidents by Collision Types Table A 4.53 shows the accident distribution on the road section Abdullapur-Mohakhali by coJIision type. It also shows the severity of accidents associated with each type of accident. Data reveals that the predominant collision type is hit pedestrian, which is 34.96 % (50) with SI 0.94. It is du(: to high pedestrian activities on the road and lack of much pedestrian facilities. Next sensitive collision type is rear end, which is 32.16% (46) with SI 0.63. Out oftota128 fatal accidents, hit pedestrians are exceptionally higher, which is 63.33 % (19). Next one is baby taxi which is 23.33 % (7). 77 30 ~ 25 ~ 20 ~ 15 jIO 5 o Grievious Simple Collision Severity Figure 4.49 - Trend of five predominant collision type (numerical data are shown in the Table A 4.53). 4.3.5.2 Distribution Of Accident Severities By Age Accident severity discussed here in two forms: 1. All casualty by age and 2. Only pedestrian casualty by age. Out of all pedestrian injury is separately discussed here. Becau. it is the most vulnerable type. Total Casualty ~ 120 .ll 100 l 80 --"'"". "" 60 ,--- " 40 ~_.um""Of Grievious and SimpleCasua 3" 20 o Fatal Casualty 0-15 16-35 35+ Age Group Figure 4.50 - Trend of casualties of major three age groups (numerical data are shown in the Table A 4.55). Trend of all severity types are almost same (Figure 4.50). 78 Out of the total 143 casualties of road accidents on this road section during the study period age is known only of 137 (95.80 %) victims. Such data clearly demonstrates the limitation of available information about the characteristics of victims. The distribution of all casualty injury by age is presented in Table A 4.54. From the available data, it is found that 77.37 % (106) injuries occurred between the age groups 0-35 years. The detail distribution is summarized in the Table A 4.55. For pedestrian casualties, the predominant age group for both fatal and grievious and simple casualties is 16 to 35 years. Besides, out of total 137 casualties age limit of 21 _ 25 and 26-30 years are liable for 26.28 % (36) and 23.36 % (32) casualties respectively. Information also stated that injuries are heavily tilted towards younger ages (Table 4.56). From the available data, it is found that 58.98 % (26, which is maximum) and 43.14 % (22) injuries occurred between age limit 35+ years and 16 -35 years respectively. Detail distribution is summarized in the Table A 4.57. 30 ] 25 ~ 20 Z 15 e I'firiiutan casualty 11'" 10 .I 3 5 o 0-15 16-35 35+ Age Group Figure 4.51 - Trend of pedestrian casualties of major three age groups (numerical data are shown in the Table A 4.57). Distribution of Table 4.57 stated that predominant age group is 21 - 25 years. It also stated that injuries are heavily tilted towards younger pedestrian. 79 4.3.5.3 Distribution of Accident by Modes used by the Victims The variation of road accident casualties by modes used by the victims are determined and presented in the Table A 4.58. Data shows that pedestrian are the most vulnerable road users. They are 28.81 % (51) with SI 0.94. Next vulnerable modes are baby taxi, which is 26.55 % (47) with SI 0.77 and rickshaw are 13.00 % (23) with SI 0.82. It is important to note that SI ofpnsh carts, buses, motor cycles and truck are of higher order (1.00), a1thongh these were ofless numbers at the study period (Table A 4.58). 3S 30 j '2S an ~ 20 Babvtaxi .Jl IS .e 10 ...... -- ~~--- > S JuekSha: ~ -- o c Fatal Gricviwa Simple Severity Figure 4.52 - Trend ofpredomioant six modes used by the victims (numerical data are shown in the Table A 4.58). 4.3.5.4 Distribution of Accidents by Weather Conditions Accident occurred in several weather conditions at the. study period are discussed here in two forms: I. Accident at different light conditions 2. Accident severities at different weather conditions . Out of the total 143 accidents, 56.64 % (81), occurred at day time (06-18). Next one liable condition is night with light, which is 27.27 % (39). Detail distribution shown in the Table A 4.59. Information stated that accident occurrence is much higher at day time. Trend of accident occurrence of cJ.aytime is so much exceptional than dawn and night without condition (Figure 4.53). 80 50 ]40 z~ 30 ~~ 20 ~1O o Fatal Grievious Simple Collision Severity Figure 4.53 - Accident trend at different light conditions (numerical data are shown in the Table A 4.59). To determine the effect of different weather conditions on accidents, accident severities are distributed in the Table A 4.60. Data shows that exceptionally higher numbers of accident occurred at" fair weather. Individually only one accident occurred at rain and wind and no accident occurred at fog condition. Out of total 143 numbers, 51.05 % (73) and 19.58 % (28) accidents are grievious and fatal respectively. So, data reveals that grievious and fatal accidents are much more than simple or collision only type. 80 ~ 70 ~ 60 = 50 "~ 40 .8 30 "8 20 Fair "" to o Ra~n/Wind Fatal Grievious Simple Collision Severity Figure 4.54 - Trend of accidents at fair, rain and wind conditions (numerical data are shown in the Table A 4.60). Trend line of wind and rain conditions are overlapped on each other In the Figure 4.54 because of same number and nature. 81 4.3.5.5. Temporal Distribution of Accidents • Accident occurrence considerably vary from hourto hour of a day, day to day of a week and month to month of a year. Variation of accidents, considering these factors, are presented in the following subsequent sections. Hourly distribution of accidents under the study period are presented in the Table 4.61. Data shows that higher proportion of accidents occurred between 4 to 20 hours with peak 10 to 12 and 16 to 18 hour combinedly. There is a little variation in the numbers of accident between 4 to 18 hours. 14 12 10 v~ .0 E 8 z= E v 6 ~ -< 4 06-08 2 0 Fatal Grievious simple Collsion Severity Figure 4.55 - Trend of accidents by hourly distribution (numerical data are shown in the Table A 4.61). Distribution of accidents by day of a week are presented in the Table 4.62. Data does not show appreciable variation but higher proportion of accident occurred at Wednesday, which is 18.18 % (26). Least amount of accident at Thursday (weekend) attributed to lower speed of vehicle with higher numbers of vehicle genera.tion. Accident trend of Tuesday and Friday are of same nature, Saturday is of exceptional nature and rest four day's are of similar nature between them. 82 18 16 ] 14 8 12 Z= 10 E 8 1 6 u "" 4 2 ---Monday y 0 Fatal Grievious Simple Collision Severity Figure 4.56 - Trend of accidents by daily distribution (numerical data are shown in the l Table A 4.62). Distribution of accidents by month of a year are presented in the Table 4.63. Data does not show appreciable variation but higher proportion of accident occurred in February, May and August. Out of them 12.58 % (18) accidents occurred in February and May, which is maximum. Least amount of accidents, 3.50 % (5) occurred in March. 14 12 ] 10 z1i 8 B 6 ~ "" 4 2 Novembei _,-pber o ul Fatal Grievious Simple Collision Severity Figure 4.57 - Trend of accidents by monthly distribution (numerical data are shown in the Table A 4.63). Accident trend of February, April, May, and October are of similar nature between them and others are of different nature. 83 CHAPTERS CONCLUSIONS AND RECOMMENDATIONS 5.1 INTRODUCTION This study was undertaken to determine the characteristics of accidents occurred on the selected arterials of Dhaka Metropolitan Area. The study was based on the road accidents that were reported to the respective Police Stations of Dhaka Metropolitan Area during the period between January'1996 and December'200l. These data contained information on collision types, severity, modes used by the victims, weather conditions and temporal distribution. The analysis of accident data identified the predominant accident characteristics. High accident types were identified by the number of accidents, ranks, severity index and percentages. Further distribution of accidents were made in terms of . vehicle types, time of a day, days of a week and months of a year, etc. All the distribution provide a basis to identify the predominant accident characteristics which can be useful in identifying effective countermeasures for the prevention/reduction of accidents. 5.2 CHARACTERICS OF ACCIDENTS A total of 5574 numbers of accident were occurred in the Dhaka Metropolitan Area during the study period. The study area encompassing five arterial road sections of accounted for 32.23% (1847) of total reported accidents of Dhaka Metropolitan Area. The most predominant accident types were hit pedestrian and rear end which were respectively accounting for 39.25% (725) and 32.54% (601) of total accidents. The results also indicated that involvement of vehicles in accidents varied as: 77.96% (1440) for motorized (i.e., baby taxi, bus, tampoo etc.) and 22.04% (407) for non- motorized (cycle, push carts etc.). Accidents in the study area varied with severity level as fatal 37.09% (685), grievious 40.06% (740), simple injury 10.18%(188) and collision only accidents 13.22% (234). A 84 total of 2330 persons died or injured from 1847 accidents occurred on the selected five road sections of Dhaka Metropolitan Area. Out of total 2330 casualties, 733 (31.46%) persons were died, 1129 persons (48.45%) were grieviously injured and the rest 468 (20.09%) were simple injured. The severity index of accident of the selected five arterial road sections were: 0.85 for Darussalam - Mirpur 10, 0.81 for Abdullapur _ Mohakhali, 0.74 for Mohakhali - Moghbazar, 0.71 for Pressclub - Motijheel and 0.70 for Gabtali _ Nilkhet. Casualties were heavily tilted towards younger ages (16-35 years). Overall 71.36% (1318) accidents were occurred on links and 28.64% (529) accidents were occurred at intersections. Link accidents were varied as: 81.30% (100) for Darussalam - Mirpur 10, 77.60% (149) for Mohakhali - Moghbazar, 73.73% (738) for Abdullapur - Mohakhali, 69.07% (268) for Gabtali - Nilkhet and 44.06% (63) for Pressclub - Motijheel with respect to individual arterial road section. But accidents at crossings of Pressclub - Motijheel arterial road section were 55.94% (80) that was exceptionally higher than other arterial road sections. Accidents at crossings of other arterial road sections were: 30.93% (120) for Gabtali - Nilkhet, 26.27% (263) for Abdullapur - Mohakhali, 22.39% (43) for Mohakhali - Moghbazar and 18.70% (23) ) for Darussalam - Mirpur 10 arterial road sections with respect to individual road section. Accidents occurred by predominant vehicle (modes used by the victims) types were as: 21.39% (395) for baby taxi, 16.40% (303) for rickshaw, 11.75% (217) for heavy truck and 9.10% (168) for mini bus. Out of total 1847 numbers of accident, 59.61 % (1101) accidents occurred at day time, 26.09% (482) occurred at night with light condition and 13.26% (245) occurred at dawn. Out of total 1847 numbers of accident, 98.48% (1819) occurred at fair weather, 1.35% (25) occurred at rainy condition and only 0.16% (3) occurred at fog condition. Accident occurrence merely varied considerably day (06-18) and night hours with the peak between 8 to 12 and 16 to 18 hours of a typical day. 85 The distribution of accidents by days of week did not exhibit appreciable variation. However, considerably higher proportion of accidents occurred on Saturday (15%, 277 numbers), which was weekend during the study period. Considerable variation of accidents between months of year were not seen from the available data, but the highest proportion of accident occurred in August (10.07%, 186 numbers). Based on the identified characteristics of accidents through this study following improve. measures can be provided: Provision for proper training to the concern personnel of Dhaka Metropolitan Police as regard to the accident investigation techniques can bring a good result because, proper identification of accident causes is the first and the most important item for reducing or prevention of accident. Accident report form should have a provision for follow up casualties even for one month which is not available in present accident report form B. P. form no. 34. 5.3 RECOMMENDATIONS FOR FURTHER RESEARCH As a consequence of this study and for gainful understanding of the extent and characteristics of road accidents and their safety problems the following aspects are recommended for future research: CJ This study will be provided valuable insights about accident characteristics of selected arterial road sections of Dhaka metropolitan area which may invaluable to perform the same study on other road sections to understand the total accident situations of the city. CJ Detail studies needed to determine the accident characteristics related to individual user groups (i. e., pedestrians, by cyclists, rickshaw occupants, etc.). 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(October, 2000), "Road Safety has to move up EC Agenda", TEC Journal, Vol. 41, No.9. Quazi, M. (1995). "Highway accident in Bangladesh: an overView", Paper Presented in the International Seminar on Road Safety, Dhaka, Bangladesh. Ratcliff, T. (March, 2000), "Transport Safety must rise to higher level", TEC Journal, Vol. 41, No.3. Road Transport Division (1983), "Study and identify the causes of road accident and to suggest remedial measures", A report published by the committee of road and transport division, Ministry of Communications, Bangladesh. Sharmeen, S. (1996), "Truck Involvement in Road Accidents in Metropolitan Dhaka", M. Sc. Engineering Thesis, Department of Civil Engineering, Bangladesh University of Engineering and Technology, Dhaka. Zegeer, C. V. (1982), "Highway accident analysis system,. Synthesis of Highway Practice", 91, NCHRP, Transportation Research Broad, Washington D.C. 89 APPENDIX-A Table A 4.1-Distribution of accidents (1996-2001)by Thana Vs Year ofDMA. trhana 1996 1997 1998 1999 2000 2001 Total % Rank Ramna 104 137 203 176 97 47 764 13.71 2 Motijheel 70 85 71 68 87 31 412 7.39 5 Demra 134 137 186 139 99 40 735 13.19 3 1"ejgaon 175 189 191 120 97 71 843 15.12 1 Mirpur 100 114 77 24 46 58 419 7.52 4 Gulshan 86 80 77 70 48 33 394 7.07 6 >:antonment 97 98 138 51 35 0 419 7.52 4 luttara 49 57 62 63 80 41 352 6.32 7 /Dhanmondi 23 31 51 22 32 0 159 2.85 10 Mohammadpur 33 34 16 20 16 34 153 2.74 11 Sabujbagh 41 62 43 15 14 6 181 3.25 8 Suttraour 46 49 41 14 21 5 176 3.16 9 Kotowali 21 11 20 11 16 12 91 1.63 13 Lalbagh 7 25 16 3 9 4 64 1.15 17 PalJabi 15 14 10 7 9 11 66 1.18 16 lBadda 0 0 0 29 47 50 126 2.26 12 lKafrul 0 0 0 26 36 23 85 1.52 14 lKhilgaon 0 0 0 12 27 8 47 0.84 18 Kamrangi 0 0 0 1 0 0 1 0.02 21 Shyampur 0 0 0 21 35 25 81 1.45 15 Airport 0 0 0 0 0 6 6 0.11 20 1"otal Accident 1001 1123 1202 892 851 505 5574 100 Source - Traffic division of DMP. 90 Ta bl e A 4 2- D'Istn 'b uf IOn 0f casua leS If (19962001)- b)V Thana Vs Year 0fDMA ""hana 1996 1997 1998 1999 2000 2001 Total % Rank Ramna 122 130 239 174 102 45 812 11.89 3 Motijheel 93 96 93 83 88 41 494 7.23 7 ~abuibagh 59 92 62 17 13 9 252 3.69. 9 ~utrapur 60 42 52 23 22 4 203 2.97 12 lKotowali 28 11 22 14 18 14 107 1.57 . 15 Dernra 170 180 254 165 106 40 915 13.39 2 Lalbagh 13 48 26 3 8 4 102 1.49 17 Dhanmondi 29 45 70 34 33 0 211 3.09 11 rejgaon 220 208 213 123 95 86 945 13.83 1 MOhammadpur 47 60 20 40 15 30 212 3.1 10 Mirour 119 142 92 33 42 70 498 7.26 6 b~lshan 110 100 117 79 56 43 505 7.39 5 Cantonment 130 119 204 83 45 0 581 8.51 4 Uttara 56 88 82 79 120 64 489 7.16 8 Pallabi 15 17 10 9 11 13 75 1.1 18 Badda 0 0 0 35 54 59 148 2.17 13 Kafrul 0 0 0 39 40 27 106 1.55 16 Khilgaon 0 0 0 11 30 9 50 0.73 20 K~rnrangi 0 0 0 1 0 0 1 0.01 21 ~hvampur 0 0 0 34 48 43 125 1.83 14 ~otal Casualty 1271 1378 1556 1079 946 601 6831 100 Source - Traffic division of DMP Table A 4.3 - Distribution of accidents (1996-2001) by severity type on the selected five arterial road sections. Road Sections Fatal Grievious Simple Collision Total Darussalam - Mirour 10 % 49 56 7 11 123 Mohakhali - Moghbazar 6.66 69 73 22 28 192 Gabtali - Nilkhet 10.40 115 152 52 69 388 Abdullapur - Mohakhali 21.00 424 386 88 103 1001 Press club - Moti iheel 55.33 28 73 19 23 143 Total Accident 7.74 685 740 188 234 1847 % 100 37.09 40.06 10.18 13.22 100 Source - Traffic division of DMP. - 91 Table A 4.4 - Distribution of accidents (1996-2001) by collision type on the selected five arterial road sections. Road Section Pedestrian Head Rear Side Objects Sum of5 Total On End Hit Collision Type Accident Darussalam-Mirpur 10 53 14 34 11 3 115 123 Mohakhali-Moghbazar 73 11 55 19 11 169 192 Gabtali-Nilkhet 131 29 143 28 17 348 388 Abdullapur-Mohakhali 418 39 323 28 28 836 1001 Pressclub-Motijheel 51 8 46 6 6 117 143 Sum. Of 5 Road 726 101 601 92 65 1585 1847 Section % of sum w.r.t. Total 39.31 5.47 32.54 4.98 3.52 85.81 100.00 Accident Source - Traffic division of DMP Table A 4.5 - Distribution of casualties (1996-2001) by casualty age on the selected five arterial road sections. Road Section 0-15 years 16-35 years 35+ years Total Casualty . Darussalam-Mirpur 10 13 86 24 123 Mohakhali -Moghbazar 6 102 50 158 Gabtali-Nilkhet 39 231 117 387 Abdullapur -Mohakhali 79 734 275 1088 Pressclub-Motijheel 8 98 31 137 Sum. Of 5 Road 145 1251 497 1893 Section % of sum w.r.t. Total 7.66 66.09 26.25 100.00 Casualty Source - Traffic division of DMP Table A 4.6 - Distribution of casualties (1996-2001) by modes used by the victims on the selected five arterial road sections. Road Section Pedestrian Baby Rickshaw Tampoo Car Heavy Total Taxi Truck Casualty Darussalam-Mirpur 10 59 39 44 11 6 1 172 Mohakhali-Moghbazar 76 53 38 6 16 4 219 Gabtali-Nilkhet 164 59 79 16 36 6 462 Abdullapur-Mohakhali 487 192 151 49 123 64 1366 Pressclub- Moti jheel 51 47 23 13 14 9 177 Sum. of 5 road section 837 390 335 95 195 84 2396 % of sum. W.r.t Total 34.93 16.28 13.98 3.96 8.14 3.51 100.00 Casualty Source - Traffic division of DMP 92 Table A 4.7 - Distribution of accidents (1996-2001) by weather condition on the selected five arterial road sections. Road Section Day Dawn Night with Night Total Light withought light Accident Darussalam-Mirpur 10 89 12 21 1 123 Mohakhali-Moghbazar 116 24 52 0 192 lGabtali-Nilkhet 240 53 92 3 388 Abdullapur-Mohakhali 575 133 278 15 1001 Pressclub-Motijheel 81 23 39 0 143 Sum. of 5 road section 1101 245 482 19 1847 % of sum. w.r.t Total 59.61 13.26 26.10 1.03 100.00 Accident Source - Traffic division of DMP Table A 4.8 - Distribution of accidents (1996-2001) by days of week on the selected five arterial road sections. Road Section Satur Sun Mon Tues Wednes Thurs Fri Total day Day day day day day day Accidents Darussalam-Mirpur 10 24 23 12 13 21 16 14 123 Mohakhali-Moghbazar 24 27 28 26 30 19 38 192 Gabtali-Nilkhet 49 48 63 58 61 57 52 388 Abdullapur-Mohakhali 158 133 134 149 134 166 127 1001 Pressclub-Motiiheel 22 16 25 19 26 15 20 143 Sum. of 5 road section 277 247 262 265 272 273 251 . 1847 % of sum. w.r.t Total 15.00 13.37 14.19 14.35 14.73 14.78 13.59 100.00 Casualty Source - Traffic division of DMP 93 \; Table A 4.9 "Distribution of accidents (1996-2001) by collision type on the arterial road sectIOn. DIM'arussa am- llrpur 10 '. Collision Fatal Grievious Simple Collision Total % Severity Index (SI) type Accident Accident Accident only Acd. of = (Fatal+Grievious) Accident Total Accident / Total Accident HeadO 4 7 1 2 14 11.38 0.79 RearE 9 21 1 3 34 27.64 0.88 90deg 0 1 1 1 3 2.45 0.33 Side 2 5 2 2 11 8.94 0.64 OverT 0 1 0 1 2 1.63 0.5 Objl 0 0 0 1 1 0.81 0 Obj2 1 0 0 1 2 1.63 0.5 ParkV 0 1 0 0 1 0.81 1 Ped'n 33 19 1 0 53 43.09 0.98 Animl 0 0 0 0 0 0 0 Other 0 1 1 0 2 1.63 0.5 Total 49 56 7 11 123 100 0.85 Accident ... Source - Traffic dIVISIOnof DMP. Table A 4.10 - Distribution of casualties (1996-2001) by 5 years interval age group on the artena. I roa dsectIOn . DIM'arussa am- III ur 10 Fatal Grievious Simple Total % of Total Age Iniury Injury Injury Casualty Casualty Rank 0-5 2 2 0 4 3.25 7 6-10 6 2 0 8 6.5 6 11-15 0 1 0 1 0.81 9 16-20 5 11 0 16 13 4 1-25 9 4 4 17 13.82 3 6-30 12 13 6 31 25.2 1 1-35 3 14 5 22 17.89 2 36-40 3 5 0 8 6.5 6 41-45 3 5 1 9 7.32 5 46-50 1 1 0 2 1.63 8 M-55 1 0 0 1 0.81 9 56-60 1 0 1 2 1.63 8 61-65 1 0 0 1 0.81 9 :J6-70 0 0 0 0 0 10 1-75 0 0 0 0 0 10 >75 1 0 0 1 0.81 9 tTotal Casual!y 48 58 17 123 100 Source - Traffic division of DMP. 94 Table A 4.11 - Distribution of casualties (1996-2001) by major three age group on the arterial road section Darussalam - Mi ur 10. . Age in year Total Casualty Fatal Casualty Summation of Grievious and Simple Casualt 0-15 13 (10.56 %) 8 (16.66 %) 5 (6.67 %) 16-35 86 (69.90 %) 29 (60.40 %) 57 (76.00 %) 35+ 24 (19.54 %) 11 (22.95 %) 13 (17.33 %) Source - Traffic division of DMP Table A 4.12 - Distribution of pedestrian casualties (1996-2001) by 5 years interval age "roup on th e artena . I roa d sectIOn . DIM.arussa am- JrpUf 10 Age Fatal Grievious Simple Total %of Rank Casualty Casualtv Casualty Casualty Total 0-5 2 3 0 5 8.47 4 6-10 7 1 1 9 15.25 1 11-15 0 1 0 1 1.7 7 16-20 4 3 1 8 13.56 2 21-25 5 1 1 7 11.86 3 26-30 8 1 0 9 15.25 1 31-35 0 4 0 4 6.78 5 36-40 2 2 0 4 6.78 5 41-45 3 4 0 7 11.86 3 46-50 1 0 0 1 1.7 7 51-55 1 0 0 1 1.7 56-60 1 0 1 2 3.4 6 61-65 1 0 0 1 1.7 7 66-70 0 0 0 0 0 0 71-75 0 0 0 0 0 .0 >75 0 0 0 0 0 0 Total Casualty 35 20 4 59 100 Source - Traffic division of DMP Table A 4.13 - Distribution of pedestrian casualties (1996-2001) by major three age ou on the arterial road section Darussalam - Mi ur 10. Age in year Total Casualty Fatal Casualty Summation of Grievious and Simple Casualt 0-15 5 (6.58%) 2 (4.65%) 3(9.09%) 16-35 37 (48.68%) 22(51.16%) 15 (45.45%) 35+ 34(44.74%) 19(44.19%) 15(45.46%) Source - Traffic division of DMP 95 Table A 4.14 - Distribution of casualties (1996-2001) by modes used by victims on the arteha'I roa dsectIOn . DIM'arussa am- III ur 10 Modes Fatal Grievious Simple Total %of Severity Rank Casualty Total Index Pedestrian 35 21 3 59 34.3 0.94 1 Baby Taxi 2 31 6 39 22.67 0.84 3 Rickshaw 11 27 6 44 25.58 0.86 2 Tampoo 2 8 1 11 6.4 0.9 4 Car 0 2 4 6 3.48 0.67 5 Heavy Truck 1 0 0 1 0.58 1 8 Motor Cycle 0 0 0 0 0 0 9 Push Cart 0 0 0 0 0 0 9 Cycle 1 1 0 2 1.16 1 7 Micro Bus 0 0 0 0 0 0 9 Mini Bus 0 2 0 2 1.16 1 7 Bus 0 0 2 2 1.16 0 7 Jeep 0 0 1 1 0.58 0 8 Pick-up 0 0 0 0 0 0 9 Truck 1 1 0 2 1.16 1 7 Oil Truck 0 0 0 0 0 0 9 Tractor 0 0 0 0 0 0 9 Animal 0 0 0 0 0 0 9 Other 0 3 0 3 1.74 1 6 Total Casualty 53 96 23 172 100 , . 0.87 Source - Traffic dIVISIOnof DMP. Table A 4.15 - Distribution of accidents (1996-2001) at different light conditions on the artena'1 roa d secf IOnDarussa I am- Miurpur 10 Light Fatal Grievious Simple Collision Total %of condition Accident Accident Accident Accident Total Day 33 44 6 6 89 72.36 Dawn 7 4 0 1 12 9.75 NLit 8 8 1 4 21 17.07 NUnL 1 0 0 0 1 0.81 Total accident 49 56 .. 7 11 123 100 Source - Traffic diVISIOnof DMP. 96 Table A 4.16 - Distribution of accidents (1996-2001) at different weather conditions on th e roa d sect IOnDIM'arussa am- Jrpur 10 Severity Fair % of Fair Rain Wind Fog Total Accident % of Total Fatal Accidents 47 38.21 0 0 0 47 38.21 Grievious Accidents 57 46.34 0 0 0 57 46.34 Simple Accidents 8 6.5 0 0 0 8 6.5 Collision Only 11 8.94 0 0 0 11 8.94 Accidents Total Accident 123 100 0 0 0 123 100 Source - Traffic divIsion of DMP Table A 4.17 - Accident distribution (1996-2001) by the hours of day on the road section DIM'arussa am- Irpur 10 Time In Fatal Grievious Simple Collision Total %of Rank hour Accident Accident Accident Accident Accident Total 00-02 1 2 0 0 3 2.44 8 02-04 0 0 0 1 1 0.81 9 04-06 2 3 0 1 6 4.88 7 06-08 6 8 0 0 14 11.38 3 08-10 3 9 0 0 12 9.76 4 10-12 9 10 1 1 21 17.07 1 12-14 4 8 1 2 15 12.2 2 14-16 5 6 1 2 14 11.38 3 16-18 7 3 3 1 14 11.38 3 18-20 5 1 0 0 6 4.88 7 20-22 3 3 1 2 9 7.32 5 22-24 4 3 0 1 8 6.5 6 Total 49 56 7 11 123 100 Accident Source - Traffic divIsion of DMP Table A 4.18 - Accident (1996-2001) distribution by the days of week on the road secf IOn DIM'arussa am- !lEur 10 Day Fatal Grievious Simple Collision Total % of Total Severity Acciden Accident Accident only Accd. Index t Accident Saturday 12 10 1 1 24 19.51 0.92 Sunday 6 15 0 2 23 18.7 0.91 Monday 6 6 0 0 12 9.75 1 Tuesday 6 4 2 1 13 10.57 0.77 Wednesday 10 7 1 3 21 17.07 0.8 Thursday 7 6 1 2 16 13 0.81 Friday 2 8 2 2 14 11.38 0.71 Total Accd. 49 56 7 11 123 100 0.85 Source - Traffic division of DMP. 97 Table A 4.19 - Distribution of accidents by months of year on the arterial road section DIM'arussa am- Jrpur 10 Month Fatal Grievious Simple Collision Total %of Rank Accident Accident Accident only Accident Total Accident January 9 2 0 0 11 8.94 5 February 3 6 0 0 9 7.31 7 March 3 4 0 1 8 6.5 8 April 4 8 3 1 16 13 1 May 1 2 0 2 5 4.06 9 June 4 7 1 1 13 10.6 3 July 4 7 0 1 12 9.75 4 August 3 3 2 1 9 7.31 7 S<])tember 5 5 0 0 10 8.13 6 October 2 7 0 2 11 8.94 5 November 7 4 1 2 14 11.38 2 December 4 1 0 0 5 4.06 9 Total 49 56 7 11 123 100 Accident Source - Traffic division of DMP Table A 4.20 - Distribution of accidents (1996-2001) by collision type on the arterial road sect" IOn Mo h a khar I - MqgI hb azar. Collision type Fatal Grievious Simple Collision Total %of Severit Accident Accident Accident Accident Accd. Total Iy Index HeadO 2 7 2 0 11 5.72 0.81 RearE 12 25 9 9 55 28.64 0.67 90deg 3 3 3 3 12 6.25 0.50 Side .3 7 5 4 19 9.89 0.52 OverT 3 1 0 0 4 2.08 1.00 Objl 0 0 0 5 5 2.60 0 Obj2 1 0 0 5 6 3.12 0.16 ParkV 1 2 0 1 4 2.08 0.75 Ped'n 42 28 3 0 73 38.02 0.95 Animl 0 0 0 0 0 0 - Other 2 0 0 1 3 1.56 0.66 Total Accident 69 73 22 28 192 100.00 0.74 % of Total Accident ... 35.94 38.02 11.46 11.58 100.00 - - Source - Traffic dIVISIOnofDMP. 98 Table A 4.21 - Distribution of casualties (1996-2001) by 5 years interval age group on the artena.I roa dsectIon . Mo h a kh a ]'l- Moge hbazar. Age Fatal Grievious Simple Total Casualty % of Total Rank Casualty Casualty Casualty Casualty 0-5 0 0 0 0 0 0 6-10 2 2 0 4 2.53 8 11-15 1 1 0 2 1.26 9 16-20 13 10 0 23 14.55 2 21-25 9 17 4 30 18.98 1 26-30 9 16 5 30 18.98 1 31-35 5 12 2 19 12.02 3 36-40 2 4 7 13 8.22 5 41-45 3 4 0 7 4.43 6 46-50 6 4 6 16 10.12 4 51-55 1 1 0 2 1.26 9 56-60 3 3 0 6 3.78 7 61-65 0 1 0 1 0.63 10 66-70 1 1 0 2 1.26 9 71-75 1 0 0 1 0.63 .10 >75 0 2 0 2 1.26 9 Total 56 78 24 158 100 Casualty Source - Traffic division of DMP Table A 4.22 - Distribution of casualties (1996-2001) by three major age group on the arterial road section Mohakhali - Mo hbazar. Age in year Total Casualty Fatal Casualty 0-15 6 (3.8%) 3 (5.36%) 16-35 102 (64.56%) 36 (64.29%) 35+ 50(31.65%) 17(30.35%) Source -Traffic division of DMP. 99 'i Table A 4.23 - Distribution of pedestrian casualties (1996-2001) by 5 years interval age group on th e artena . I road section . M0 hakh ar1- Mogl hbazar. Age in year Fatal Grievious Simple Total % of Total Rank Casualty Casualtv Casualty Casualty 0-5 0 0 0 0 0 0 6-10 2 2 0 4 5.26 7 11-15 0 1 0 1 1.31 10 16-20 7 3 0 10 14.47 2 21-25 6 4 0 10 17.1 1 26-30 5 4 0 9 13.15 3 31-35 2 1 0 3 3.94 8 36-40 2 2 2 6 9.21 4 41-45 2 3 0 5 7.84 5 46-50 5 1 0 6 9.21 4 51-55 1 0 0 1 1.31 10 56-60 3 2 0 5 6.58 6 61-65 0 0 0 0 2.63 9 66-70 1 1 0 2 3.94 8 71-75 1 0 0 1 1.31 10 >75 0 2 0 2 2.63 9 Total 37 26 2 6S 100 Casualty Source - Traffic division of DMP Table A 4.24 - Distribution of pedestrian casualties (1996-2001) by major three age ou on the arterial road section Mohakhali - Mo hbazar. Age in Total Fatal Casualty Summation of Grievious and Simple ear Casualt In' u Casualt 0-15 5 (6.58%) 3 (9.09%) 16-35 37 (48.68% 15 (45.45% 35+ 34 (44.74% 19 (44.19%) 15 (45.46%) Source - Traffic division ofDMP 100 Table A 4.25 - Distribution of casualties (1996-2001) by modes used by victims on the artena.I road sectIOn . Mo h a khal-r Mogr hb azar. Class Fatal Grievious Simple Total % of Total Severity Casualty. Pedestrian . 43 Index 29 4 76 34.7 Rickshaw 10 0.94 18 10 38 17.35 Baby Taxi 5 0.73 36 12 53 24.2 Car 3 0.77 5 8 16 7.3 Heavy Truck 2 0.5 2 0 4 1.82 Cycle 2 1 2 1 5 2.28 Pushcart 3 0.8 2 0 5 2.28 Motorcycle 0 1 3 3 6 2.73 Tampoo 1 0.5 4 1 6 2.73 Microbus 0 0.83 3 2 5 2.28 Minibus 1 0.6 0 1 2 0.91 Bus 1 0.5 0 1 2 0.91 Jeep 0 1 0 1 1 0.46 Pickup 0 0 0 0 0 0 Truck 0 0 0 0 0 0 Oil Truck , 0 0 0 0 0 0 Tractor 0 0 0 0 0 0 Animal 0 0 0 0 0 0 Other 0 0 0 0 0 0 Total Accd. 71 0 ... 104 44 219 100 Source - TraffIC diVISIonof DMP. 0.83 Table A 4.26 - Distribution of accidents (1996-2001) at different light conditions on the artenalroa d secf IOnM0 hakh al-r Mogr hb azar. Light condition Fatal Grievious Simple Collision Only Total % of Total Accident Accident Accident Accident Accd. Accident Day 36 54 12 14 116 60.41 Dawn 16 5 1 2 24 12.5 NLit 17 14 9 12 52 27.08 NUnL 0 0 0 0 0 0 Total Accident 69 73 22 28 192 Source - Traffic division of DMP 100 Table A 4.27 - Distribution of accidents (1996-2001) at different weather conditions on t e artena roa h . I d secf IOnMo h a khar1- Mogl hbazar. Severity Fair %of Rain Wind Fog Total %of Fair Accident Total Fatal Accidents 69 35.93 0 0 0 69 35.93 Grievious Accidents 73 38.02 0 0 0 73 38.02 Simple Accidents 22 11.45 0 0 0 22 11.45 Collision Only Accidents 28 14.38 0 0 0 28 14.38 Total Accident 192 100 0 0 0 192 Source - Traffic division of DMP. 100 101 Table A 4.28 - Accident (1996-2001) distribution by hours of day on the arterial road section M0 hakh al-r Mo~t hbazar. Time in hour Fatal Grievious Simple Collision Only Total %of Rank Accident Accident Acciden Accident Accident Total t 0-2 4 0 3 3 10 5.2 6 2-4 5 2 0 2 9 4.68 7 4-6 6 2 0 2 10 5.2 6 6-8 7 6 2 3 18 9.4 3 8-10 9 7 2 2 20 10.42 2 10-12 6 9 0 0 15 7.81 5 12-14 6 9 2 1 18 9.4 3 14-16 6 8 1 2 17 8.85 4 16-18 6 16 5 6 33 18.29 1 18-20 6 5 2 2 15 7.81 5 20-22 6 5 3 4 18 9.4 3 22-24 2 4 2 1 9 4.7 7 Total Accident 69 73 22 28 192 100 Source - Traffic division of DMP. Table A 4.29 - Accident (1996-2001) distribution by days of week on the arterial road section Mohakhali - Mo!!hbazar. Day Fatal Grievious Simple Collision Only Total %of Severity Accident Accident Accident Accident Aced. Total Index Saturday 10 5 4 5 24 12.5 0.62 Sunday 10 8 4 5 27 14.06 0.66 Mondav 11 8 5 4 28 14.58 0.67 Tuesdav 10 12 1 3 26 13.54 0.84 Wednesday 13 10 1 6 30 15.62 0.76 Thursday 5 11 2 1 19 9.89 0.84 Friday 10 19 5 4 38 19.78 0.76 Total accident 69 73 22 28 192 100 0.73 Source - Traffic division of DMP 102 Table A 4.30 - Accident (1996-2001) distribution by months of year on the arterial road sectIOn Mo h a kh arl- Mog/ hbazar. . Month Fatal Grievious Simple Collision Total %of Rank Accident Accident Accident Only Accident Total Accident January 6 6 3 2 17 8.85 2 FebruarL 4 3 2 2 11 5.72 5 March 5 8 2 4 19 9.89 1 April 3 5 3 4 15 7.41 4 May 4 13 1 1 19 9.89 1 June 3 6 5 2 16 8.33 3 July 3 8 3 1 15 7.81 4 Allgust 8 6 2 1 17 8.85 2 September 11 4 0 2 17 8.85 2 October 2 2 0 4 8 4.16 6 November 10 8 0 1 19 9.89 1 December 10 4 1 4 19 9.89 1 Total Accident 69 73 22 28 192 100 % 35.94 38.02 ... 11.46 14.58 100 Source: Traffic dIVIsIOnof DMP Table A 4.31 - Distribution of accidents (1996-2001) by collision type on the road section Gabtali - Nilkhet road section. Collision Fatal Grievious Simple Collision Total %of Severity Type Accidents Accidents Accidents Only Accident Total Index Accidents HeadO 5 16 3 5 29 7.54 0.72 RearE 28 57 30 28 143 36.86 0.60 90deg 0 6 4 9 19 4.89 0.31 Ped'n 76 49 6 0 131 33.76 0.95 Side 2 13 7 6 28 7.21 0.53 OverT 2 4 0 1 7 1.80 0.85 Objl 0 2 0 9 11 2.83 0.18 Obj2 0 0 0 6 6 1.54 0.00 ParkV 1 1 1 5 8 2.06 0.25 Animal 0 0 0 0 0 0 - Other 1 4 1 0 6 1.54 0.83 Total Aced. -115 152 52 69 388 100 0.43 % 29.63 ... 39.18 13.40 17.78 100 - Source - Traffic dIVIsIOnof DMP - 103 Table A 4.32 - Distribution of casualties (1996-2001) by 5 years interval age group on the arterial road section Gabtali - Nilkhet road section. Age in year Fatal Grievious Simple Total % of Total Rank Casualty Casualty Casualty Casualtv Casualty 0-5 1 4 2 7 1.8 12 6-10 7 10 0 17 4.39 7 11-15 6 6 3 15 3.87 8 16-20 9 21 7 37 9.56 5 21-25 16 33 19 68 15.57 2 26-30 18 35 21 74 19.12 1 31-35 16 21 15 52 13.43 3 36-40 12 20 10 42 10.85 4 41-45 8 15 13 36 9.3 6 46-50 6 4 2 12 3.1 9 51-55 4 3 3 10 2.58 10 56-60 4 5 0 9 2.32 11 61-65 0 2 0 2 0.52 14 66-70 2 2 0 4 1.04 13 71-75 2. 0 0 2 0.52 14 >75 0 0 0 0 0 - Total Casualty 111 181 95 387 100 - Source - Traffic division of DMP Table A 4.33 - Distribution of casualties (1996-2001) by major three age group on the arterial road section Gabtali - Nilkhet road section. Age in year Total Casualty Fatal Casualty 0-15 39 (10.08 %) 14 (12.61 %) 16-35 231 (59.69 %) 59 (53.16 %) 35+ 117 (30.23 %) 38 (34.23 %) Source - Traffic division of DMP 104 Table A 4.34 - Distribution of pedestrian casualties (1996-2001) by 5 years interval age Q'roupon th e artena . I road sectIOn . Ga b tar1 - N'lkh1 et. Age in Fatal Grievious Simple Total % of Total Rank year Casual tv Casualty 0-5 1 2 0 3 2.07 10 6-10 7 10 0 17 11.72 2 10-15 5 2 2 9 6.2 6 16-20 5 7 2 14 9.66 4 21-25 11 12 0 23 15.86 1 26-30 10 5 0 15 10.34 3 31-35 9 4 1 14 9.66 4 36-40 7 7 1 15 10.34 3 41-45 5 5 1 11 7.59 5 46-50 5 2 1 8 5.52 7 51-55 4 1 0 5 3.45 8 56-60 3 2 0 5 3.45 8 61-65 0 1 0 1 0.67 11 66-70 2 2 0 4 2.76 9 71-75 1 0 0 1 0.67 , 11 >75 0 0 0 0 0 - Total 75 62 8 145 100 - Casualtv Source - Traffic division of DMP Table A 4.35 - Distribution of pedestrian casualties (1996-2001) by major three age rou on the arterial road section Gabtali-Nilkhet. Age in year Total casualty Fatal casualty Grievious and Simple In' u casualt 0-15 29 (20.00 %) 13 (17.33 %) 16 (22.86 %) 16-35 66 (45.52 %) 28 (37.33 %) 38 (54.29 %) 35+ 50 (34.48 %) 34 (45.33 %) 16 (22.86 %) Source - Traffic division of DMP 105 Table A 4.36 -,Distribution of casualties (1996-2001) by modes used by victims on the arterial road section Gabtali - Nilkhet. Class Fatal Grievious Simple Total % of Total Severity Index Casualty Casualty Pedestrian 81 73 10 164 35.5 0.94 Rickshaw 12 30 37 79 17.1 0.53 Baby Taxi 2 38 19 59 12.77 0.68 Minibus 3 19 7 29 . 6.28 0.76 Heavy Truck 1 4 '1 6 1.3 0,83 Cycle 4 11 1 16 3.46 0.93 Pushcart 1 1 1 3 0.65 0.67 Motorcycle 1 12 1 14 3.03 0.93 Tempoo 5 8 3 16 3.46 0.81 Microbus 0 6 3 9 1.95 0.67 Bus 1 5 2 8 1.73 0.75 Car 0 11 25 36 7.8 0.3 Jeep 0 1 1 2 0.43 0.5 Pickup 0 2 6 8 1.73 0.25 Truck 1 0 3 4 0.86 0.33 Artic 0 0 0 0 0 - OilT 0 0 0 0 0 - Tract 0 0 0 0 0 - Animal 0 0 0 0 0 - Other 4 5 0 9 1.95 0.44 Total Casualty 116 226 120 462 100 0.74 Source - Traffic division of DMP. Table A 4.37 - Distribution of accidents (1996-2001) at different light conditions on the arterial road section Gabtali - Nilkhet. Li ht condition Fatal Grievious Sim Ie Collision Total Accident % of Total Da 68 99 30 43 240 61.85 DawnD 19 19 8 7 53 13.66 NLit 27 32 14 19 92 23.71 NUnL 1 2 o o 3 0.78 Total Accident 115 152 52 69 388 100 Source - Traffic division of DMP. ...• 106 Table A 4.38 - Distribution of accidents (1996-2001) at different weather conditions on the arterial road section Gabtali - Nilkhet. Collision type Fair % Rain Wind Fog Total %of Accident Total Fatal 114 29.53 1 0 0 115 29.64 Grievious 150 38.86 1 0 0 151 38.92 Simple 52 13.47 0 0 0 52 13.4 Collision 70 18.13 0 0 0 70 18.04 Total Accident 386 100 2 0 0 388 100 Source - Traffic division of DMP Table A 4.39 - Distribution of accidents (1996-2001) by hours of day on the arterial road section Gabtali - Nilkhet. Time in hour Fatal Grievious Simple Collision Total %of Rank Accidents Accidents Accidents Only Accident Total Accidents 00-02 5 5 2 1 13 3.35 10 02-04 1 4 1 3 9 2.31 11 04-06 5 7 2 1 15 3.87 9 06-08 18 23 4 9 54 13.91 1 08-10 16 23 4 8 51 13.14 2 10-12 9 12 5 7 33 8.50 6 12-14 10 18 8 6 42 10.82. 3 14-16 9 15 7 10 41 10.56 4 16-18 11 16 6 7 40 10.30 5 18-20 13 5 3 4 25 6.44 8 20-22 8 12 5 7 32 8.24 7 22-24 9 13 6 5 33 8.50 6 Total 114 153 53 68 388 100 - Accident Source - Traffic division of DMP. 107 Table A 4.40 - Distribution of accidents (1996-2001) by days of a week on the arterial road section Gabtali - Nilkhet. Day Fatal Grievious Simple Collision Total % Severity Index Accident Saturday 15 22 5 7 49 12.62 0.75 Sunday 13 19 7 9 48 12.37 0.66 Monday 21 23 8 11 63 16.24 0.70 Tuesday 18 25 8 7 58 14.94 0.74 Wednesday 15 26 11 9 61 15.72 0.67 Thursday 19 19 6 13 57 14.70 0.66 Friday 14 18 7 13 52 13.40 0.61 Total 115 152 52 69 388 100 0.68 Accident Source - Traffic division of DMP Table 4.41 - Distribution of accidents (1996-2001) by months of a year on the arterial road section Gabtali - Nilkhet. Month Fatal Grievious Simple Collision Total %of Rank Accident Accident Accident Only Accident Total Accident Accident January 5 14 3 8 30 7.73 6 February 9 13 5 6 33 8.50 4 March 9 12 7 10 38 7.80 2 April 11 4 8 8 31 7.98 5 May 16 20 2 8 46 11.85 1 June 11 5 6 3 25 6.44 8 July 5 18 5 3 31 7.98 5 August 4 12 1 9 26 6.70 7 September 10 19 2 5 36 9.27 3 October 4 15 4 2 25 6.44 8 November 17 7 4 3 31 7.98 5 December 14 13 5 4 36 9.27 3 Total Accident 115 152 52 69 388 100 - Source - Traffic division of DMP 108 Table A 4.42 - Distribution of accidents (1996-2001) by collision type on the road section Abd uII apur- Mo h a kha r.11 ral crossmg. . Collision type Fatal Grievious Simple Collision Total %of Severity Accident Accident Accident Accident Accident Total Index HeadO 10 18 4 7 39 3.9 0.71 RearE 97 147 38 41 323 32.27 0.75 90deg 8 15 3 8 34 3.4 0.67 Side 14 37 16 17 84 8.39 0.6 OverT 13 10 4 2 29 2.9 0.79 ParkV 5 14 9 8 36 3.6 0.52 Pedestrian 269 136 13 0 418 41.76 0.96 Obi 1 1 1 0 4 6 0.6 0.33 Obj2 2 5 1 15 22 2.2 0.31 Animal 0 0 0 0 1 0.1 0 Other 5 3 0 1 9 0.9 0.88 Total Accident 424 386 88 103 1001 100 0.81 Source - Traffic division of DMP Table A 4.43 - Distribution of casualties (1996-2001) by 5 years interval age group on the artena.I road sectIOn . Abd uII apur- Mo h a khal.r Age in year Fatal Grievious Simple Total % of Total Rank Casualt) Casualty Casualty Casualty 0-5 1 5 3 9 0.83 13 6-10 12 11 6 29 2.67 9 11-15 22 14 5 41 3.77 8 16-20 32 45 14 91 8.36 5 21-25 64 89 39 192 17.65 2 26-30 80 131 47 258 23.71 1 31-35 61 97 35 193 17.73 3 36-40 26 59 20 105 9.65 4 41-45 27 34 10 71 6.53 6 46-50 26 14 2 42 3.86 7 51-55 9 5 1 15 1.38 11 56-60 14 4 1 19 1.75 10 61-65 4 2 0 6 0.55 14 66-70 5 4 1 10 0.92 12 71-75 3 2 1 6 0.55 14 >75 1 0 0 1 0.09 15 Total casualty 387 516 185 1088 100 - Source - Traffic division ofDMP 109 Table A 4.44 - Distribution of casualties (1996-2001) by major three age group on the artena.I road sectIon . Abd uII apur- Mo h a kh al.r Age in year Total casualty Fatal casualty Grievious and Simple casual tv 0-15 79 (7.26 %) 35 (9.04 %) 44 (6.28 %) 16-35 734 (67.46 %) 237 (61.24 %) 497 (70.90 %) 35+ 275 (25.28 %) 115 (29.72 %) 160 (22.82 %) Table A 4.45 - Distribution of pedestrian casualties (1996-2001) by 5 years interval age group on the arterial road section Abdulla ur - Mohakhali. Age in year Fatal Grievious Simple Total % of Total Rank Casualty Casualty Casualty Casualty Casual tv 0-5 0 2 2 4 0.82 15 6-10 II 8 0 19 3.9 9 11-15 17 9 I 27 5.54 8 16-20 23 17 2 42 8.62 5 21-25 36 30 6 72 14.78 2 26-30 45 30 6 81 16.63 1 31-35 39 19 2 60 12.32 3 36-40 25 24 3 52 10.67 4 41-45 23 16 0 39 8 6 46-50 24 10 0 34 6.98 7 51-55 8 2 0 10 2.05 12 56-60 14 4 0 18 3.7 10 61-65 9 7 0 16 3.29 II 66-70 5 2 0 7 1.44 13 71-75 3 2 0 5 1.03 14 >75 1 0 0 1 0.21 16 Total Casualty 283 182 22 487 100 - Source - Traffic division of DMP Table A 4.46 - Distribution of pedestrian casualties (1996-2001) by major three age ~roup on th e artena . I road sectIOn . Abd uII apur- Mo h a khal.r Age in year Total casualties Fatal casualties Grievious and Simple Iniurv casualties 0-15 50 (10.27 %) 28 (9.89 %) 22 (10.78 %) 16-35 255 (52.36 %) 143 (50.53 %) 112 (54.90 %) 35+ 182 (37.37 %) 112 (39.58 %) 70 (34.31 %) Source - Traffic division of DMP 110 Table A 4.47 - Distribution of casualties (1996-2001) by modes used by victims on the arterial road sectIOn Abdullapur - Mohakhali. Modes Fatal Grievious Simple Total % of Total Severity Casualty Casualty Casualty Casualty Casualty Index Pedestrian 283 182 22 487 36.45 0.95 Rickshaw 38 101 12 151 11.3 0.92 BabvTaxi 27 115 50 192 13.37 0.74 Car 7 65 51 123 9.21 0.58 HeavvTruck 17 35 12 64 4.79 Cycle o 17 17 1 35 2.62 0.97 Pushcart 8 9 1 18 1.35 0.94 Motorcycle 15 22 1 38 2.84 0.97 Tamooo 13 16 20 49 3.67 0.59 Microbus 3 11 5 19 1.42 0.73 Minibus 15 19 14 48 3.59 0.7 Bus 14 38 24 76 5.69 Jeep 0.68 o 4 4 8 0.6 Pickup 0.5 3 19 8 30 2.25 0.73 Truck 2 7 1 10 0.75 0.9 HeavvTruck 17 35 12 64 4.79 o Oil Truck o 0 0 o o Tract o 0 0 o o Animal o 0 0 o o Other 18 0 o 18 1.32 1 Total Casualty 462 678 226 1366 100 Source - Traffic division of DMP. Table A 4.48 - Distribution of accidents (1996-2001) at different light conditions on the artena roa .I dsection Abdu II apur- Mo h a kha 1".11 ral crossmg. . Light condition Fatal Grievious Simple Collision Only Total %of Accident Accident Accident Accident Accident Total Day 220 242 53 60 575 57.44 DawnD 62 50 9 12 133 13.29 NLit 134 89 25 30 278 27.77 NUnL 8 5 1 1 15 1.5 Total Accident 424 386 88 103 1001 100 Source - Traffic division ofDMP III Table A 4.49 - Distribution of accidents (1996-2001) at different weather conditions on the arterial road section Abdullapur - Mohakhali rail crossing. Accidents Fair % of Rain % of Wind Fog Total % of Total Fair Rain Accident Fatal 411 Accident 97.20 8 2.80 3 1 423 42.26 Grievious 375 97.40 10 2.60 o o 385 46.00 Simple 86 96.93 2 3.07 o 1 89 8.89 Collision 99 95.00 4 5.00 1 o 104 10.39 Total 989 97.00 24 3.00 4 2 Accident 1001 100 Source - Traffic division of DMP Table A 4.50 - Distribution of accidents (1996-2001) by hours of day on the arterial road section Abdullaour - Mohakhali. Time in hour Fatal Grievious Simple Collision Total %of Accident Rank Accident Accident Only Accident Total Accident Accident 00-02 30 12 4 3 49 4.89 9 02-04 22 12 5 6 45 4.5 10 04-06 24 14 1 4 43 4.3 11 06-08 42 26 6 11 85 8.49 6 08-10 39 32 6 7 84 8.39 7 10-12 35 58 15 11 119 11.89 1 12-14 36 42 11 14 103 10.29 3 14-16 41 45 9 10 105 10.49 2 16-18 34 39 7 8 88 8.79 18-20 46 5 36 10 6 98 9.79 20-22 46 4 35 9 13 103 10.29 22-24 29 3 34 8 8 79 7.89 Total Accident 424 8 386 88 103 1001 100 Source - Traffic division of DMP. - Table A 4.51 - Distribution of accidents (1996-2001) by days of week on the arterial road sectIOn. Abdu II aour- Mo h a khal'I. Day Fatal Grievious Simple Collision Total % of Total Sevtlrity Accident Accident Accident Only Accident Accident Index Accident Saturday 70 64 9 15 158 Sunday 15.78 0.84 70 42 6 15 133 Monday 13.29 0.84 55 54 13 12 134 Tuesday 13.38 0.81 63 54 15 17 149 Wednesday 14.88 0.78 53 53 16 12 134 Thursday 13.38 0.79 69 67 17 13 166 Friday 16.58 0.81 44 52 12 19 127 Total 12.69 0.75 424 386 88 103 1001 Accident 100 0.8 ... Source - Traffic diVISIOnof DMP 112 Table A 4.52 - Distribution of accidents (1996-2001) by months of year on the arterial road sectIOn Abd uII apuf- Mo h a khal.r Month Fatal Grievious Simple Collision Only Total % of Total Rank Accident Accident Accident Accident Accident Accident Januarv 27 28 8 6 69 6.9 9 February 27 24 2 7 60 6 10 March 37 35 2 6 80 8 6 April 36 26 6 13 81 8.09 5 May 41 33 6 8 88 8.79 3 June 24 28 II 7 70 7 8 July 51 40 4 16 III 11.08 , 2 August 51 43 12 II 117 11.69 I September 34 28 12 7 81 8.09 5 October 35 30 7 8 80 8 6 November 27 33 9 8 77 7.69 7 December 34 38 9 6 87 8.69 4 Total 424 386 88 103 1001 100 - Accident Source - Traffic division of DMP. Table A 4.53 - Distribution of accidents (1996-2001) by collision type on the arterial road section PresscI ub - Motii heel. Collision type Fatal Grievious Simple Collision Only Total %of Severity Accident Accident Accident Accident Accident Total Index HeadO 1 6 0 1 8 5.6 0.87 RearE 5 24 10 7 46 32.16 0.63 90deg 2 6 1 1 10 7 0.8 Side 0 7 4 7 18 12.58 0.38 OverT 0 0 0 0 0 0 Obi! - 0 0 0 1 1 0.7 - Obi2 0 0 0 5 5 3.5 ParkV - 0 0 0 1 1 0.7 - Pedestrian 19 28 3 0 51 34.46 0.94 Animal 0 0 0 0 0 0 - Other 1 2 1 0 4 2.8 0.75 Total Accident 28 73 19 23 143 100 0.71 Source - Traffic division of DMP 113 Table A 4.54 - Distribution of casualties (1996-2001) by 5 years interval age group on the arlen. a I roa d sectIOn . Pressc IbM u - OtI]1ee ..h I . Age in year Fatal Grievious Simple Total % of Total Rank Casualty Casualty Casualty Casualty Casualty 0-5 1 2 0 3 2.18 7 6-10 2 0 0 2 1.45 8 11-15 0 2 1 3 2.18 7 16-20 4 5 4 13 9.48 4 21-25 7 19 10 36 26.27 1 26-30 5 18 9 32 23.35 2 31-35 2 10 5 17 12.4 3 36-40 0 9 3 12 8.75 5 41-45 2 8 1 11 8.02 6 46-50 2 1 0 3 2.18 7 51-55 0 1 0 1 0.72 9 56-60 0 1 0 1 0.72 9 61-65 1 2 0 3 2.18 7 66-70 0 0 0 0 0 0 71-75 0 0 0 0 0 0 ?75 0 0 0 0 0 0 Total Casualty 26 78 33 137 100 Source - Traffic division of DMP . Table A 4.55 - Distribution of casualties (1996-2001) by major three age group on the arlen. a I roa d sectIOn . Pressc IbM u - OtIJIee ..h I . Age in year Total Fatal casualties Grievious and Simple Injury casualties casualties 0-15 8 (5.84 %) 3(11.54%) 5 (4.5 %) 16-35 98 (71.53 %) 18 (69.23 %) 80 (72.04 %) 35+ 31 (22.63 %) 5 (19.23 %) 26 (23.43 %) Source - Traffic division of DMP 114 Table A 4.56 - Distribution of pedestrian Casualties (1996-2001) by 5 years interval age group on th e artena . I roa d sectIOn . Pressc IbM""h u - OUJI ee I . Age in year Fatal Grievious Simple Total % of Total Rank Casualty Casualty Casualty Casualty Casualty 0-5 1 I 0 2 3.92 6 6-10 I 0 0 I 1.96 7 11-15 0 0 0 0 0 16-20 1 I 0 2 3.92 6 21-25 4 6 I II 21.56 1 26-30 3 2 0 5 9.8 3 31-35 2 2 0 4 7.84 4 36-40 0 5 I 6 11.76 2 41-45 2 3 0 5 9.8 3 46-50 2 1 0 3 5.88 5 51-55 0 I 0 I 1.96 7 56-60 0 2 0 2 3.92 6 61-65 2 3 1 6 11.76 2 66-70 1 2 0 3 5.88 5 71-75 0 0 0 0 0 - >75 0 0 0 0 0 - Total Casualty 19 29 3 51 100 - Source - Traffic diVIsionof DMP Table A 4.57 - Distribution of pedestrian Casualties (1996-2001) by major three age ou on the arterial road section Pressclub - Moti"heel. Age in year Total Casualty Fatal Casualty Sum. Of Grieyious and Simple Casualt 0-15 3 1 3.33 % 16-35 22 12 (40.00 % 17 56.67 % 115 Table A 4.58 - Distribution of Casualties (1996-2001) by modes used by victims on the artena. I roa d sectIOn . Pressc IbM u - oll]1 "h ee I .. Modes Used Fatal Grievious Simple Total % of Total Severity Casualty Casualty Casualty Casualty Casualty Index Pedestrian 19 29 3 51 28.81 0.94 Cycle 0 0 0 0 0 0 Rickshaw 3 16 4 23 13 0.82 Pushcart 0 1 0 1 0.6 1 Motorcycle 0 4 0 4 2.25 1 Baby Taxi 7 29 11 47 26.55 0.76 Tampoo 0 8 5 13 7.34 0.61 Microbus 0 0 1 1 0.6 0 Minibus 1 1 1 3 1.69 0.66 Bus 0 3 0 3 1.69 1 Car 0 3 11 14 7.9 0.212 Jeep 0 0 0 0 0 0 Pickup 0 0 6 6 3.38 0 Truck 0 2 0 2 1.13 1 Heavy Truck 0 3 6 9 5.08 0.33 Artie 0 0 0 0 0 0 Oil Truck 0 0 0 0 0 0 Tract 0 0 0 0 0 0 Animal 0 0 0 0 0 0 Other 0 0 0 0 0 0 Total Casualty 30 99 48 177 100 Source - Traffic division of DMP. Table A 4.59 - Distribution of accidents (1996-2001) at different light conditions on the artena. I roa dsectIOn . Pressc IbM u - Oll)1ee. "h I Light condition Fatal Grievious Simple Collision Only Total % of Total Accident Accident, Accident Accident Accident Accident Day 9 45 13 14 81 56.64 DawnD 6 11 2 4 23 16.08 NLit 13 17 4 5 39 27.27 NUnL 0 0 0 0 0 0 Total Accident 28 73 19 23 143 100 Source - Traffic division ofDMP 116 Table A 4.60 - Distribution of accidents (1996-2001) at different weather conditions on th e arten . a I roa dsectIon Pressc IbM u - otI ..hee.J Accidents Fair % of Fair Rain Wind Fog Total % of Total Accident Accident Fatal 28 19.58 0 0 0 28 19.58 Grievious 71 49.65 1 1 0 73 51.05 Simple 19 13.28 0 0 0 19 13.28 Collision 23 16.08 0 0 0 23 16.08 Total Accd 141 100 1 1 0 143 100 Source - Traffic division of DMP Table A 4.61 - Distribution of accidents (1996-2001) by hours of day on the arterial road sectionP ressc IbM u - ot1 ..h ee. I Time in hour Fatal Grievious Simple Collision Total % of Total Rank Accideni Accident Accident Accident Accident Accident 00-02 2 4 0 1 7 4.84 4 02-04 1 2 0 2 5 3.44 10 04-06 3 9 1 4 17 11.88 2 06-08 2 4 2 3 11 7.69 5 0810 1 4 2 2 9 6.29 7 10-12 2 13 2 1 18 12.58 1 12-14 3 4 1 4 12 8.34 4 14-16 1 9 3 1 14 9.79 3 16-18 2 8 3 4 17 12.58 1 18-20 4 4 2 0 10 7 6 20-22 4 2 1 1 8 5.6 8 22-24 3 9 2 0 14 9.74 3 Total Accident 28 72 19 23 142 100 Source - Traffic division of DMP. Table A 4.62 - Distribution of accidents (1996-2001) by days of week on the arterial roa dsectIOn Pressc IbM u - otI!1ee ..h I . Day Fatal Grievious Simple Collision Only Total % of Total Severity Accdt. Accdt. Accdent Accident Accident Accident Index Saturday 6 12 4 0 22 15.38 0.81 Sunday 4 5 2 5 16 11.18 0.56 Monday 4 14 4 3 25 17.48 0.72 Tuesday 4 9 1 5 19 13.28 0.68 Wednesday 4 16 2 4 26 18.18 0.76 Thursdav 2 7 4 2 15 10.5 0.6 Friday 4 10 2 4 20 13.48 0.7 Total 28 73 19 23 143 100 0.82 Accident % 19.58 51.05 13.27 16.08 100 - - Source - Traffic division of DMP 117 Table A 4.63 - Distribution of accidents (1996-2001) by months of year on the arterial .road section Pressclub - Motiilh eel. Month Fatal Grievious Simple Collision Total %of Rank Accident Accident Accident Only Accident Total Accident Accident Januarv 4 6 0 2 12 8.34 4 Februarv 3 12 0 3 18 12.58 1 March 2 1 1 1 5 3.5 7 April 2 7 2 2 13 4.04 3 May 0 11 4 3 18 12.58 1 June 6 2 0 2 10 7 5 Julv 3 4 1 0 8 5.6 6 August 3 8 4 2 17 11.88 2 September 1 5 0 2 8 5.6 6 October 2 6 0 0 8 5.6 6 November 0 8 2 3 13 4.04 3 December 2 3 5 3 13 4.04 3 Total 28 73 19 23 143 100 - Accident Source - Traffic division of DMP. 118