Aksh Final Seminar Report

ANALYSIS OF ROAD ACCIDENTS IN INDIA
ABSTRACT
This paper studies Linear trend mathematical model which is based on time series for forecasting
of number of road accidents in Indian states. Forecasting is done for five segments as total no. of
accidents, total no. of people injured, total no. people killed, total no. of people killed on
National highways and total no. of people killed on State highways. Analysis and forecasting are
done for Uttar Pradesh, Tamil Nadu, Maharashtra, Karnataka, Rajasthan .This model is state
variant and forecasts the accident data for the year 2014 to 2019 , 2020 (Data for 2017 is not
available till date). The data taken for modeling is from the year 2012 to 2016.
Year by year, car accidents have marked an upward trend in India , due to the enlargement of
the national car park and the increase in the number of driving licenses holders, in the context in
which the infrastructure of the existing road network has not been adapted to the requirements
imposed by circulation realities. These conditions, associated with driving errors or the willful
violation of traffic rules, represent the support of traffic accidents. In India, the incidence
associated with traffic accidents with victims is of 36.28%. The total number of traffic accidents
in the period 2007-2011, at the level of USA county, represents 6.75% from the total number of
traffic accidents in India, the new cases of seriously injured persons in car accidents is of 2.14%
and the number of deaths resulting from road accidents represents a share of 2.57%. The main
causes generating accidents are speed, not giving the right of way and the pedestrians’ lack of
discipline. Therefore drivers and pedestrians alike should adopt measures to prevent traffic
accidents.
As per the World Health Organization, accident related deaths, are known to be the eighth
leading cause of death and the first largest cause of death among children aged 5-14 and adults in
the age 15-29. Globally, 54% of accident related deaths are pedestrians, cyclists and motor
cyclists. This results in considerable economic losses not only to individuals, their families, but
also to the nations as a whole. The losses are on account of cost of treatment as well as lost
productivity for those killed or disabled by their injuries, loss of productivity of family members
who need to take time off work or school to care for the injured etc.
Dept of Civil Engineering KLEIT, Hubballi-580030 Page 1

CHAPTER 1
INTRODU
CTION
1.1 BACKGROUND
The problem of accident is a very acute in highway transportation due to complex flow pattern of
vehicular traffic, presence of mixed traffic along with pedestrians. Traffic accident leads to loss
of life and property. Thus the traffic engineers have to undertake a big responsibility of providing
safe traffic movements to the road users and ensure their safety. Road accidents cannot be totally
prevented but by suitable traffic engineering and management the accident rate can be reduced to
a certain extent. For this reason systematic study of traffic accidents are required to be carried
out. Proper investigation of the cause of accident will help to propose preventive measures in
terms of design and control.
1.2 Objectives of accident studies
Some objectives of accident studies are listed below:
1. To study the causes of accidents and suggest corrective measures at potential location
2. To evaluate existing design
3. To compute the financial losses incurred
4. To support the proposed design and provide economic justification to the improvement
suggested by the traffic engineer
5. To carry out before and after studies and to demonstrate the improvement in the
problem.

1.3 Causes of road accidents
The various causes of road accidents are:
1. Road Users - Excessive speed and rash driving, violation of traffic rules, failure to
perceive traffic situation or sign or signal in adequate time, carelessness, fatigue,
alcohol,sleep etc.
2. Vehicle - Defects such as failure of brakes, steering system, tyre burst,lighting system .
3. Road Condition - Skidding road surface, pot holes, ruts.
4. Road design - Defective geometric design like inadequate sight distance, inadequate
width of shoulders, improper curve design, improper traffic control devices and improper
lighting,.
5. Environmental factors -unfavorable weather conditions like mist, snow, smoke and

heavy rainfall which restrict normal visibility and and makes driving unsafe.
6. Other causes -improper location of advertisement boards, gate of level crossing not

closed when required etc..
1.4 Accident statistics
The statistical analysis of accident is carried out periodically at critical locations or road stretches
which will help to arrive at suitable measures to effectively decrease accident rates. It is the
measure (or estimates) of the number and severity of accident. These statistics reports are to be
maintained zone-wise. Accident prone stretches of different roads may be assessed by finding the
accident density per length of the road. The places of accidents are marked on the map and the
points of their clustering (BLACK SPOT) are determined. By statistical study of accident
occurrence at a particular road or location or zone of study for a long period of time it is possible
to predict with reasonable accuracy the probability of accident occurrence per day or relative
safety of different classes of road user in that location. The interpretation of the statistical data is
very important to provide insight to the problem. The position of India in the year 2009 in
country-wise number of person killed per 100000 populations as shown in the Figure 1 and the
increase in rate of accident from year 2005 to year 2009 is shown in the table. 1. In 2009, 14
accidents occurred per hour.

Figure 1: Country-wise number of person killed per 100000 populations (Ref. Ministry of Road
Transport and Highways Transport Research Wing)
Table 1: Number of Accidents and Number of Persons Involved : 2014 to 2019(Ref.

Ministry of Road Transport and Highways Transport Research Wing)
NN

Figure 2: Percent share in total road accident by type of motor vehicle involved

(Primary responsible) in year 2014 (Ref. Ministry of Road Transport and
Highways Transport Research Wing)
Figure 3: Causes of road accident in year 2014 (Ref. Ministry of Road Transport and
Highways Transport Research Wing)
Figure 2 and 3 gives the percent of accident occurring from a specific vehicle class and the
causes of accident in the form of pie-chart. Since the data collection of accident is mostly done
by the traffic police its the users who are put to blame in majority of cases. Thus such statistical
records are not much useful for the traffic engineer.

2 Accident Analysis
2.1 Accident data collection
The accident data collection is the first step in the accident study. The data collection of the
accidents is primarily done by the police. Motorist accident reports are secondary data which are
filed by motorists themselves. The data to be collected should comprise all of these parameters:
1. General - Date, time, person involved in accident, classification of accident like fatal,
serious, minor
2. Location - Description and detail of location of accident
3. Details of vehicle involved - Registration number, description of vehicle, loading detail,

vehicular defects
4. Nature of accident - Details of collision, damages, injury and casualty
5. Road and traffic condition - Details of road geometry, surface characteristics ,type of
traffic, traffic density etc..
6. Primary causes of accident - Details of various possible cases (already mentioned) which
are the main causes of accident.
7.Accident cost - Financial losses incurred due to property damage, personal injury and casualty
These data collected need proper storing and retrieving for the following purpose.
The purposes are as follows:
1. Identification of location of points at which unusually high number of accident occur.
2. Detailed functional evaluation of critical accident location to identify the causes of

accidents.
3. Development of procedure that allows identification of hazards before large number of

accidents occurs.
4. Development of different statistical measures of various accident related factors to give

insight into general trends, common casual factors, driver profiles, etc.
2.2 Accident investigation

The accident data collection involves extensive investigation which involves the
following procedure:
1. Reporting: It involves basic data collection in form of two methods:
a. Motorist accident report - It is filed by the involved motorist involved in all

accidents fatal or injurious.
b. Police accident report - It is filed by the attendant police officer for all accidents
at which an officer is present. This generally includes fatal accidents or mostly
accidents involving serious injury required emergency or hospital treatment or
which have incurred heavy property damage.
2. At Scene-Investigation: It involves obtaining information at scene such as measurement

of skid marks, examination of damage of vehicles, photograph of final position of
vehicles, examination of condition and functioning of traffic control devices and other
road equipments.
3. Technical Preparation: This data collection step is needed for organization and

interpretation of the study made. In this step measurement of grades, sight distance,
preparing drawing of after accident situation, determination of critical and design speed
for curves is done.
4. Professional Reconstruction: In this step effort is made to determine from whatever

data is available how the accident occurs from the available data. This involves accident
reconstruction which has been discussed under Section No.7 in details. It is
professionally referred as determining behavioral or mediate causes of accident.
5. Cause Analysis: It is the effort made to determine why the accident occurred from the
data available and the analysis of accident reconstruction studies..
2.3 Accident data analysis
The purpose is to find the possible causes of accident related to driver, vehicle, and roadway.
Accident analyses are made to develop information such as:
1. Driver and Pedestrian - Accident occurrence by age groups and relationships of accidents
to physical capacities and to psychological test results.
2. Vehicle - Accident occurrence related to characteristic of vehicle, severity, location and
extent of damage related to vehicles.
3. Roadway conditions - Relationships of accident occurrence and severity to characteristics
of the roadway and roadway condition and relative values of changes related to
roadways.

It is important to compute accident rate which reflect accident involvement by type of highway.
These rates provide a means of comparing the relative safety of different highway and street
system and traffic controls. Another is accident involvement by the type of drivers and vehicles
associated with accidents.
1. Accident Rate per Kilometer:

On this basis the total accident hazard is expressed as the number of accidents of all types
per km of each highway and street classification.
(1)
where, R = total accident rate per km for one year, A = total number of accident
occurring in one year, L = length of control section in kms
2. Accident involvement Rate :

It is expressed as numbers of drivers of vehicles with certain characteristics who were
involved in accidents per 100 million vehicle-kms of travel.
(2)
where,R = accident involvement per 100 million vehicle-kms of travel, N = total number
of drivers of vehicles involved in accidents during the period of investigation and V =
vehicle-kms of travel on road section during the period of investigation
3. Death rate based on population :

The traffic hazard to life in a community is expressed as the number of traffic fatalities
per 100,000 populations. This rate reflects the accident exposure for entire area.
(3)
where, R = death rate per 100,000 population, B = total number of traffic death in one
year and P = population of area
4. Death rate based on registration :

The traffic hazard to life in a community can also be expressed as the number of traffic
fatalities per 10,000 vehicles registered. This rate reflects the accident exposure for entire
area and is similar to death rate based on population.
(4)

where, R = death rate per 10,000 vehicles registered, B = total number of traffic death
in one year and M = number of motor vehicles registered in the area
5. Accident Rate based on vehicle-kms of travel :

The accident hazard is expressed as the number of accidents per 100 million vehicle km
of travel. The true exposure to accident is nearly approximated by the miles of travel of
the motor vehicle than the population or registration.
(5)
where, R = accident rate per 100 million vehicle kms of travel, C = number of total
accidents in one year and V = vehicle kms of travel in one year
3.Accident reconstruction
Accident reconstruction deals with representing the accidents occurred in schematic diagram to
determine the pre-collision speed which helps in regulating or enforcing rules to control or check
movement of vehicles on road at high speed. The following data are required to determine the
pre-collision speed:
1. Mass of the vehicle
2. Velocities after collision
3. Path of each vehicle as it approaches collision point
Below in Figure 4 a schematic diagram of collision of two vehicles is shown that occur during
turning movements. This diagram is also known as collision diagram. Each collision is
represented by a set of arrows to show the direction of before and after movement. The collision
diagram provides a powerful visual record of accident occurrence over a significant period of
time.

Figure 4: Collision diagram of two vehicles
The collision may be of two types collinear impact or angular collision. Below each of them
are described in detail. Collinear impact can be again divided into two types :
1. Rear end collision
2. Head-on collision.
It can be determined by two theories:
1. Poisson Impact Theory
2. Energy Theory
3.1 Poisson impact theory
Poisson impact theory, divides the impact in two parts - compression and restitution. The
Figure 5 shows two vehicles travelling at an initial speed of v1 and v2 collide and obtain a
uniform speed say u at the compression stage. And after the compression stage is over the final
speed is u1 and u2. The compression phase is cited by the deformation of the cars.
Figure 5: Compression Phase
From the Newtons law F = ma,

(6)
where, m1 and m2 are the masses of the cars and F is the contact force. We know that every
reaction has equal and opposite action. So as the rear vehicle pushes the vehicle ahead with
force F. The vehicle ahead will also push the rear vehicle with same magnitude of force but has
different direction. The action force is represented by F, whereas the reaction force is represented
by -F as shown in Figure 6.
Figure 6: Force applied on each vehicle
In the compression phase cars are deformed. The compression phase terminates when the
cars have equal velocity. Thus the cars obtain equal velocity which generates the following
equation:
(7
)
where, Pc ≡∫ 0τcF dt which is the compression impulse and τ c is the compression time. Thus, the
velocity after collision is obtained as:
(8)
The compression impulse is given by:
(9)
In the restitution phase the elastic part of internal energy is released

where, Pr ≡∫ 0τrF dt is the restitution impulse and τ r is the restitution time. According to Poissons
hypothesis restitution impulse is proportional to compression impulse
(12)
Restitution impulse e is given by:
(13)
The total impulse is P = Pc + Pr
(14)
The post impact velocities are given by:
where Δv = v1 -v2. But we are required to determine the pre-collision speed according to
which the safety on the road can be designed. So we will determine v1 and v2 from the
given value of u1 and u2 .
3.2 Energy theory
Applying principle of conservation of energy or conservation of momentum also the initial speed
of the vehicle can be computed if the skid marks are known. It is based on the concept that there
is reduction in kinetic energy with the work done against the skid resistance. So if the vehicle of

weight W slow down from speed v1 to v2, then the loss in kinetic energy will be equal to the work
done against skid resistance, where work done is weight of the vehicle multiplied by the skid
distance and the skid resistance coefficient.
(19)
where, f is the skid resistance coefficient and S is the skid distance. It also follows the law of
conservation of momentum (m1, v1 are the mass and velocity of first vehicle colliding with
another vehicle of mass and velocity m2, v2 respectively)
(20)
3.3 Angular collision
Angular collision occurs when two vehicles coming at right angles collies with each other and
bifurcates in different direction. The direction of the vehicles after collision in this case depends
on the initial speeds of the two vehicles and their weights. One general case is that two vehicles
coming from south and west direction after colliding move in its resultant direction as shown in
Figure 7.
Figure 7: Angular collision of two vehicles resulting in movement in resultant direction

The mass of the car 1 is m1 kg and the car 2 is m2 kg and the initial velocity is v1 m/s
and v2 m/s respectively. So as the momentum is the product of mass and velocity. The
momentum of the car 1 and car 2 is m1v1 kgm/s and m2v2 kgm/s respectively. By the law of
conservation of momentum the final momentum should be equal to the initial momentum. But as
the car are approaching each other at an angle the final momentum should not be just mere
summation of both the momentum but the resultant of the two, Resultant momentum
= kg m/s. The angle at which they are bifurcated after collision
is given by tan -1(h∕b) where h is the hypotenuse and b is the base. Therefore, the cars are inclined
at an angle. Inclined at an angle = tan -1(m 2v2∕m1v1). Now, since the mass of the two vehicles are
same the final velocity will proportionally be changed. The general schematic diagrams of
collision are shown in Figs. 8 to 10.
Figure 8: After collision movement of car 1 north of west and car 2 in east of north

Figure 9: After collision movement of car 1 and car 2 in north of east
Figure 10: After collision movement of car 1 north of east and car 2 in south of east
4 Safety measures
The ultimate goal is to develop certain improvement measures to mitigate the circumstances
leading to the accidents. The measures to decrease the accident rates are generally divided into
three groups engineering, enforcement and education. Some safety measures are described
below:

4.1 Safety measures related to engineering
The various measures of engineering that may be useful to prevent accidents are enumerated
below
4.1.1 Visual guidance to driver
There is consecutive change of picture in drivers mind while he is in motion. The number of
factors that the driver can distinguish and clearly fix in his mind is limited. On an average the
perception time for vision is 1∕16th, for hearing is 1∕20th and for muscular reaction is 1∕20th. The
number of factors that can be taken into account by organs of sense of a driver in one second is
given by the formula below.
(21)
where, M = No. of factors that can be taken into account by the organ of sense of driver for L m
long, V = speed of vehicle in m/sec. Factors affecting drivers attention when he is on road can be
divided into three groups:
1. Factors relating to the road elements of road that directly affect the driving of a vehicle
are traffic signs, changes in direction of road, three legged intersection and various other
things.
2. Factors connected with traffic Other vehicles, cycles, pedestrians.
3. Factors related indirectly to the vehicle motion Building and structures that strike the eye,
vegetation, landscape, etc.
So using the laws of visual perception certain measures have been suggested:
1. Contrast in visibility of the road should be achieved by provision of elements that differ
from its surrounding by colors, pattern such as shoulder strips, shoulder covered with
grass, edge markings.
2. Providing road side vegetation is an effective means.
3. The visibility of crown of trees from a distant location is also very useful in visual
guiding.
4. The provision of guard rails of different contrasting colors also takes drivers attention and
prevent from monotonous driving.

Figure 11 and 12 is a visual guidance measure. Planting trees along side of roadway which has a
turning angle attracts attention of the driver and signals that a turn is present ahead.
Figure 11: Bifurcation of the highway
The figure below is another example, when the direction of road has a hazardous at-grade
intersection trees are planted in such a way that it seems that there is dense forest ahead and
driver automatically tends to stop or reduce the speed of the vehicle so that no conflicts occur at
that point.

Figure 12: Road seemed to be stopped by a dense forest
Driver tends to extrapolate the further direction of the road. So it is the responsibility of the
traffic engineer to make the driver psychologically confident while driving that reduces the
probability of error and prevent mental strain.
4.1.2 Road reconstruction
The number of vehicles on the road increases from year to year, which introduces complications
into organization of traffic, sharply reduces the operation and transportation characteristic of
roads and lead to the growth of accident rate. This leads to the need of re constructing road. The
places of accidents need to be properly marked so that the reconstruction can be planned
accordingly.
Figure 13: Diagram of accidents before and after reconstruction
The Figure 13 shows that there were too many conflict points before which reduced to a few
number after construction of islands at proper places. Reconstruction process may also include
construction of a new road next to the existing road, renewal of pavement without changing the
horizontal alignment or profile of the road, reconstruction a particular section of road. Few more
examples of reconstruction of selected road section to improve traffic safety are shown in
Figure 14.

Figure 14: Road reconstruction technique
The Figure 14 (a) shows separation of direction of main stream of traffic from the secondary
ones by shifting place of three-leg intersection, Figure 14(b) shows separation of roads with
construction of connection between them and Figure 14(c) shows the construction of additional
lane for turning vehicles. The plus sign indicates the conflict points before the road
reconstruction has been carried out. The after reconstruction figure shows that just by little
alteration of a section of road how the conflict points have been resolved and smooth flow of the
vehicles in an organized manner have been obtained.
4.1.3 Channelization
The Channelization of traffic at intersection separates the traffic stream travelling in different
direction, providing them a separate lane that corresponds to their convenient path and spreading
as far as possible the points of conflict between crossing traffic streams. The traffic lanes are
separated by marking relevant lines or by constructing slightly elevated islands as shown in
Figure 15. Proper Channelization reduces confusion. The number of decision required to be
made by the driver at any time is reduced allowing the driver time to make next decision. The
principles of proper channelized intersection are:-
1. The layout of intersection should be visibly clear, simple and understandable by driver.
2. Should ensure superiority to the vehicles using road of higher class.

3. Layout of intersection makes it necessary for a driver running through it to choose at each
moment of time one of not more than two possible direction of travel. This is achieved by
visual guidance, islands and markings.
4. The island provided should separate high speed, through and turning traffic flows.
5. The width of traffic lane should ensure unhampered turning to the big vehicles. Width of
straight section without kerb should be 3.5 m and that of traffic lane near island is 4.5-5
m at entry and 6 m at exit.
6. Pedestrian crossing should be provided
Figure 15: Channelized Intersection ensuring safety
4.1.4 Road signs
Road signs are integral part of safety as they ensure safety of the driver himself (warning signs)
and safety of the other vehicles and pedestrians on road (regulatory signs). Driver should be able
to read the sign from a distance so that he has enough time to understand and respond. It is
essential that they are installed and have correct shape, colour, size and location. It is required to
maintain them as well, without maintenance in sound condition just their instalment would not
be beneficial. According to British investigation height of text in road sign should be

Where, N = No. of words on the sign, v = speed of vehicle (kmph), L = distance from which
inscription should be discernible (m)
4.1.5 Other methods
Various other methods of traffic accident mitigation are described below:
1. Street lighting
Street lightning of appropriate standard contributes to safety in urban area during night
time due to poor visibility. Installation of good lighting results in 21% reduction in all
accidents, 29% reduction in “all casualty” accidents, 21% reduction in “non pedestrian
casualty” accidents, and 57% reduction in “pedestrian casualty” accidents.
2. Improvement in skid resistance

If road is very smooth then skidding of the vehicles may occur or if the pavement is wet
then wet weather crashes occur which account about 20-30%. Thus it is important to
improve the skid resistance of the road. Various ways of increasing the skid resistance of
road are by constructing high-friction overlay or cutting of grooves into the pavement.
3. Road markings
Road markings ensure proper guidance and control to the traffic on a highway. They
serve as supplementary function of road sign. They serve as psychological barrier and
delineation of traffic path and its lateral clearance from traffic hazards for the safe
movement of traffic. Thus their purpose is to provide smooth and safe traffic flow.
4. Guide posts with or without reflector

They are provided at the edge of the roadway to prevent the vehicles from being off
tracked from the roadway. Their provision is very essential in hilly road to prevent the
vehicle from sliding from top. Guide posts with reflector guide the movement of vehicle
during night.
5. Guard rail
Guard rail have similar function as of guide post. On high embankments, hilly roads, road
running parallel to the bank of river, shores of lake, near rock protrusion, trees, bridge,
abutments a collision with which is a great hazard for a vehicle. It is required to retain the
vehicle on the roadway which has accidentally left the road because of fault or improper
operation on the part of the driver. Driver who has lost control create a major problem
which can be curbed by this measure.
6. Driver reviver stop

Driver reviver stop are generally in use in countries like U.S.A where driver can stop and
refresh himself with food, recreation and rest. They play a very important part in traffic
safety as they relieve the driver from the mental tension of constant driving. These stops
are required to be provided after every 2 hour travel time.

7. Constructing flyovers and bypass

In areas where local traffic is high bypasses are required to separate through traffic from
local traffic to decrease the accident rate. To minimize conflicts at major intersections
flyovers are required for better safety and less accident rate
8. Regular accident studies

Based on the previous records of accidents the preventive measures are taken and after
that the data related to accidents are again collected to check the efficiency of the
measures and for future implementation of further preventive measures.
4.2 Safety measures related to enforcement
The various measures of enforcement that may be useful to prevent accidents at spots prone to
accidents are enumerated below. These rules are revised from time to time to make them more
comprehensive.
4.2.1 Speed control
Checks on spot speed of all vehicles should be done at different locations and timings and legal
actions on those who violate the speed limit should be taken
4.2.2 Training and supervision
The transport authorities should be strict while issuing licence to drivers of public service
vehicles and taxis. Driving licence of the driver may be renewed after specified period, only after
conducting some tests to check whether the driver is fit
4.2.3 Medical check
The drivers should be tested for vision and reaction time at prescribed intervals of time
4.3 Safety measures related to education
The various measures of education that may be useful to prevent accidents are enumerated
below.
4.3.1 Education of road users
The passengers and pedestrians should be taught the rules of the road, correct manner of crossing
etc. by introducing necessary instruction in the schools for the children and by the help of posters
exhibiting the serious results due to carelessness of road users.

4.3.2 Safety drive
Imposing traffic safety week when the road users are properly directed by the help of traffic
police as a means of training the public. Training courses and workshops should be organized for
drivers in different parts of the country.
4.4 Safety audit
It is the procedure of assessment of the safety measures employed for the road. It has the
advantages like proper planning and decision from beforehand ensures minimization of future
accidents, the long term cost associated with planning is also reduced and enables all kinds of
users to perceive clearly how to use it safely. Safety audit takes place in five stages as suggested
by Wrisberg and Nilsson, 1996. Five Stages of Safety Audit are:
1. Feasibility Stage - The starting point for the design is determined such as number and
type of intersection, relationship of the new scheme to the existing road, the relevant
design standards.
2. Draft Stage - In this stage horizontal and vertical alignment, junction layout are
determined. After the completion of this stage decision about land acquisition is taken.
3. Detailed design stage - Signing, marking, lighting, other roadside equipment and
landscaping are determined.
4. Pre-opening stage - Before opening a new or modified road should be driven, walked or
cycled. It should be done at different condition like bad weather, darkness.
5. Monitoring of the road in use - Assessment is done at the final stage after the road has
been in operation for few months to determine whether the utilization is obtained as
intended and whether any adjustment to the design are required in the light of the actual
behavior of road users.
An example of safety audit is discussed below.
4.5 Road reconstruction safety audit
To estimate the effectiveness of improvement of dangerous section the number of accidents

before and after is compared. To do this Chi Square test is used to check whether the
experimental data meet the allowable deviation from the theoretical analysis. In the simplest case
one group of data before and after road reconstruction is considered.
(22)

where, t1 and t2 = period of time before and after reconstruction of a stretch of road for which
statistical data of accident is available, n1 and n2 = corresponding numbers of accident, Xnorm2 =
minimum values of Chi Square at which probability of deviation of laws of accident occurrence
after reconstruction P from the laws existing before reconstruction does not exceed permissible
values (usually 5%) The relationship between P and Xnorm2 is shown in Table. 2.
Table 2: Relationship between P and Xnorm2
P 10 8 5 3 2 1 0.1
Xnorm2 1.71 2 2.7 3.6 4.25 5.41 9.6
5. Numerical example
Before reconstruction of an at-grade intersection, there were 20 accidents during 5 years. After
reconstruction there were 4 accidents during 2 years. Determine the effectiveness of the
reconstruction.
Solution: Using Chi square test, we have (with P = 5 %)
Thus the statistical data available are not yet sufficient for considering with probability of 95 %
that the relative reduction in number of accident is due to intersection reconstruction. Assuming
one more accident occurs next year.

Therefore additional analysis confirms that the reduction in accident is due to road
reconstruction.
CHAPTER 2

LITERATURE REVIEW
GENERAL
An effort is made to study number of published papers which are very relavent to the present
research work. Few among them are selected and presented below
MORTH survey has shown that, small states of India had a doubtful record as far as the rate of
accident-deaths per thousand vehicles was concerned. It was highest in Arunachal Pradesh at
5.7%, followed by 3.6% in case of Sikkim. Similarly the rate of accidents was highest in
Nagaland at 92.1% followed by Mizoram at 89.7%, against the national level of 28.4%.
As compared to an all India level, the total road accidents in the seven metropolitan cities
namely
Ahmadabad, Bangalore, Mumbai, Kolkata, Delhi, Hyderabad and Chennai were about 21.5%
of the total accidents during 2017, which marginally came down by 5% to 16.9% in 2016.
The fatalities and injuries during this period exhibit a declining trend significantly from 10.52%
to 6% and from 23.28% to 8.96% respectively.
This decline in most of the selected cities reflects not only the relative expansion of the road-
network, but also the extent of safety measures taken by concerned city authorities.
National crime records Bureau statistics show 13 people die in our country every hour due to
RTAs and road accidents had the maximum (37%) share of unnatural causes of accidental
deaths in the country. The average cost of RTAs in India is approximately 12.5 billion dollars
(Rs.7 lakh crores). This does not include the economic burden of permanent disability of the
more than 10 lakhs people who survive major accidents every year. 85 % of the victims of these
fatalities are men in the age group 20-50 years. Majority of these men are the bread-winners for
their families.
RTA fatalities and serious injuries place a huge strain on the economic and social fabric of the
family and the society.
The family loses the source of income in addition to their loved one. Searching for a new
source of income is a challenging task and is fraught with uncertainties and exploitations. The
larger ramifications of this include children dropping out from the school for employment and
elderly being forced to work. Physical disability resulting from RTAs also hugely impacts the
society. For example, spinal cord injury -permanently disables the patient resulting in him/her
being confined to wheel chair or bed for the rest of their life. The plight of their family is
similar to, if not International Journal of Latest Research in Engineering and Computing, volume
5,Issue 4, July-August 2017
worse, than those of the fatally injured. The costs of rehabilitating the spinally injured patient is
enormous, with little help expected form the government. Most of these patients are employed at
the time of injury and the injury changes
their lives forever. Spinally injured patients, depending on their level of injury need assistance
in feeding, personal hygiene, and basic mobility.

R K Singh, S K Suman (2001) proposed a study on Accident Analysis and Prediction of

Model on NationalHighway-77 aiming at finding the monthly and annual variation in accident
rate, effect of traffic volume on accident rate and to develop model using AADT and road
condition. Equation represented by them for road accident prediction is:
Accidents/Km-Year = C0 + C1 (AADT) + C2 (Road Condition Rank).
Using the above equation conclusion was made that number of accident increases per km-
year with AADT and decreases with improvement in road shoulder condition.
S K Singh and Ashish Misra (2004) conducted a case-study on ‘Road Accident Analysis
of Patna city’ made a conclusion that congestion and encroachment are the main reasons
behind road accidents performed a case study.
Further, P. Pramada VALLI (2004) developed Road Accident Models for Large Metropolitan
Cities of India. The main aim of this study was to develop models by analysing the road
accident data at all India level as well as for large metropolitan cities. The data for 25-year period
from 1977 to 2001 was analysed to build models to measure the nature and extent of accident
using the concept of Smeed’s concept and Andreassen’s equation.
The main conclusion drawn from the study was made that to minimize the accidents, major
policies may be transformed to reduce the growth of personalized vehicles and encourage the
people to use public transport vehicles.
ROAD ACCIDENT STUDIES IN OTHER COUNTRIES
Over the past 60 years, many models have been developed to estimate the traffic accidents all
over the world. When developing his model Speed investigated the relationship among death,
number of vehicle and population by using 1938 data gathered from 20 different countries
(Smeed, 1949). However, Andreassen seriously criticized Speeds model since only one-year
data was utilized in the model development, stating that this model could not be used for all
countries because each country has distinct traffic, and social and economical parameters.
S. Hamen, R S Umar, S V Wong (2004) carried out a study on urban roads in Malaysia aiming
at developing models for predicting motorcycle crashes at signalized intersections. The
conclusion drawn from this study was that number of motorcycle crashes was proportional to the
level of traffic entering the intersections.
Keli K, Stephanie A. Rowcliffe (2008), attempted to found the impact of using cell phones on
driving performance.
CHAPTER 3

METHODOLOGY
In the retrospective and descriptive observational study
Parameter 2019 2020 % change over year

Total Accidents in 480652 501423 -4.1
the country
Total number of 150785 146133 3.2
Persons Killed in the
country
Total number of 494624 500279 -1.1
Persons Injured in
the country
Accident Severity 31.4 29.1 7.9
(No. of persons
killed per 100
accidents)
conducted in Indian in the period2014-2020, population type information has been collected,
namely the annual number of deaths and illnesses associated with car accidents. 28 The sources
of primary data have been the results recorded in current consultations, performed in outpatient
clinics or in hospitals, as well as periodic reports and statistical bulletins. The measurement,
description and analysis of deaths and illnesses associated with car accidents have been used as
study methods.
ANALYSIS & FORECASTING

The study is done for five categories and each for five Indian states. Categories are listed
below:
 Total no. of road accidents
 Total no. of people injured in road accidents
 Total no. of people killed in road accidents
 Total no. of people killed in road accidents happened on National highways
 Total no. of people killed in road accidents happened on State highway

CHAPTER 4
CAUSES OF RAOD ACCIDENTS:

Road accident is most unwanted thing to happen to a road user, though they happen quite often.
The most unfortunate thing is that we don‟t learn from our mistakes on road. Most of the road
users are quite well aware of the general rules and safety measures while using roads but it is
only on part of road users. Which cause accidents and crashes. Main cause of accidents and
crashes are due to human errors. Following are common behavior of humans which results in
accidents.
1. Over Speeding
2. Drunken Driving
3. Distractions to Driver
4. Red Light Jumping
5. Avoiding Safety Gears like Seat belts and Helmets
Over Speeding: Most of the fatal accidents occur due to over speeding. It is a natural psyche of
human to excel. If given a chance man is sure to achieve infinity in speed. But when we are
sharing the road with other users we will always remain behind some or other vehicle. Increase
in speed multiplies the risk of accident and severity of injury during accident. Faster vehicles are
more prone to accident than the slower one and the severity of accident will also be more in case
of faster vehicles. Higher the speed the vehicle needs greater distance to stop i.e. braking
distance. A slower vehicle comes to halt immediately while faster one takes long way to stop and
also skids a long distance due to law of notion. A vehicle moving on high speed will have greater
impact during the crash and hence will cause more injuries. The ability t judge the forthcoming
events also gets reduced while driving at faster speed which causes error in judgment and finally
a crash.

Drunken Driving: Consumption of alcohol to celebrate any occasion it‟s common. But when
mixed with driving it turns celebration into a misfortune, Alcohol reduces concentration. It
decreases reaction time of a human body. Limbs take more to react to the instruction of brain. It
hampers vision due to dizziness. Alcohol dampens fear and incites humans to take risks. All
these factors cause accidents and many times it proves fatal. For every increase of 0.05 blood
alcohol concentration , the risk of accidents doubles. Apart from alcohol many drugs, medicine
also affect the skills and concentration necessary for driving.
Distraction to Driver: The distraction while driving could be minor but it can cause major
accidents. Distraction could be outside or inside the vehicle. The major distraction now a day is
talking on mobile while driving. Act of talking on phone occupies major portion of brain and the
smaller part handles the driving skills. This division of brain hampers reaction time and ability of
judgments. This becomes one of the reasons of crashes.
Some of the distraction on road is
 Adjusting mirrors while driving
 Stereo/Radio in vehicle

 Animals roaming on the road
 Banners and billboards.
Red light jumping: It is a common sight at road intersections that vehicles cross without caring
for the light. The main motive behind red light jumping is saving time. The common conception
is that stopping at red signals is wastage of time and fuel. Studies have shown that traffic signals
followed properly by all drivers save time and commuters reach destination safely and timely. A
red light jumper je not only jeopardizes his life but also the safety of other road users. This act by
one driver incites other driver to attempt it and finally causes chaos at crossing .this chaos at
intersection is the main cause of traffic jams. Eventually everybody gets late to their destinations.
It has also been seen that the red light jumper crosses the intersection with greater speed to avoid
crash and challan but it hampers his ability to judge the ongoing traffic and quite often crashes.
Avoiding Safety Gears like seat belts and helmets: Road Accident’s in India SSBT‟s COET,
JALGAON Page 8 Use of seat belt in four-wheeler is now mandatory and not wearing seat belt
invites penalty, same in the case of helmets for two wheeler drivers. Wearing seat belts and
helmet has been brought under law after proven studies that these two things reduce the severity
of injury during accidents. Wearing seat belts and helmets doubles the chances of survival in a
serious accident. Two wheeler deaths have been made drastically reduced after use of helmet has
been made mandatory. One should use safety gears of prescribed standard and tie them properly
for optimum safet

CHAPTER 5
MEASURE AGAINST ROAD ACCIDENTS
Measures taken to minimize accidents
The main thrust of accident prevention and control across the world has been on 4 Es.
i)Education,
(ii) Enforcement,
(iii) Engineering and
(iv) Environment and Emergency care off-road accident victims.
The Government of India has been focusing on all these four approaches in its policies and
programmes. The safety of road users is primarily the responsibility of the State Government
concerned. However, Central Ministry has taken several steps to improve road safety for road
users which are as under: It is ensured that road safety is the integral part of road design at
planning stage.
Various steps to enhance road safety such as road furniture, road markings/road signs,
introduction of Highway Traffic Management System using Intelligent Transport System, and
enhancement of discipline among contractors during construction, road safety audit on selected
stretches, have been undertaken by National Highways Authority of India. Refresher training to
Heavy Motor Vehicle drivers in the unorganized sectors being implemented by the Ministry since
1997-98 under plan activities. Setting up of Model Driving Training School in the States by
Ministry of Road Transport and Highways. Publicity campaign on road safety awareness both
through the audio-visual and print media by Ministry of Road Transport and Highways. National
Awards for voluntary organizations/individual for outstanding work in the field of road safety.
Tightening of safety standards of vehicles like Seat Belts, Power-steering, rear view mirror, etc.
Providing cranes and ambulances to various State Governments/NGOs under National Highway

Accident Relief Service Scheme. National Highways Authority of India also provides
ambulances at a distance of 50 Km. on each of its completed stretches of National Highways
under its Operation & Maintenance contracts. Widening and improvements of National
Highways from 2 lanes to 4 lanes and 4 lanes to 6 lanes, etc. Central Government has felt the
need for developing institutional mechanism to provide training to trainers to impart quality
training to the drivers, as nearly 78.0% of all road accidents are caused due to drivers‟ fault. A
scheme for setting up of model driving training school has been formulated by the Ministry.
Under the revised scheme, 10 schools at an estimated cost of Rs. 140crore are proposed to be set
up during the Eleventh Five Year Plan. So far, sanction has been accorded by the Ministry for
setting up of 7 Institutes of Driving Training and Research, namely27Gujarat, Haryana,
Himachal Pradesh, Maharashtra, Madhya Pradesh, Rajasthan and TamilNadu. The Ministry is
also in process of sanctioning 3 more such institutes. National Highway Accident Relief Service
Scheme (NHARSS) entails providing cranes and ambulances to States/UTs/NGOs for relief and
rescue measures in the aftermath of accidents by way of evacuating road accident victims to
nearest medical aid centre and for clearing the accident site. So far, 347 Ten ton cranes and
106small/medium size cranes have been sanctioned under the scheme. 579 ambulances have
been sanctioned to States/UTs/NGOs under the scheme. During 2011-12, 30 cranes, 30
ambulances and 20 small/medium sized cranes are proposed to be provided.
Further, Ministry of Road Transport & Highways would Road Accident’s in India SSBT‟s
COET, JALGAON Page 11 Provide 140 advanced life-support ambulances to 140 identified
hospitals to be upgraded under the Ministry of Health and Family Welfare‟s Scheme
„establishment of an integrated network of Trauma Centers‟ along the Golden Quadrilateral,
North-South and East-West Corridors of the National Highways by upgrading the trauma care
facilities in 140 identified State Government hospitals. 70 ambulances have already been
provided. Another 70 ambulances will be provided during the Financial Year2011-12. Publicity
Measures and Awareness Campaign on Road Safety: With a view to raise road safety awareness
among the general public, the Government have been undertaking various publicity measures
through DAVP and professional agencies in the form of telecasting/broadcasting of T.V.
spots/Radio jingles, display of cinema slides, hoardings, organizing Road Safety Week,
Seminars, Exhibitions
, All India Essay Competition on Road Safety, printing of handbills/stickers, posters, etc.,
containing road safety messages for various segments of road users viz. Pedestrians, cyclists,
school children, heavy vehicle drivers, etc. painting on road railings on themes of road safety,
road safety games, calendars depicting road safety messages, etc. To promote awareness about
road safety issues To establish a road safety information database. To ensure safer road
infrastructure by way of designing safer roads, encouraging application of Intelligent Transport
System, etc. To ensure fitment of safety features in the vehicles at the stage of designing,
manufacture, usage, operation and maintenance. To strengthen the system of driver licensing and
training to improve the competence of drivers. To take measures to ensure safety of vulnerable
road users. To take appropriate measures for enforcement of safety laws
Geometry of the Road: Geometry of the road can be said to be the most important element in the
road design. Faulty design/engineering measures will result in “Black Spots” i.e. areas of high
accidents.

Following aspects are key to good design :
1)Width: In urban areas, all through lane should be of normal width (3.5m) except the
approaches through the junctions where the speed is expected to be very low, the lane width can
be reduced to a minimum of 3.1metre [Indian Road Congress Code] for a length of at least
50metre in approach road. It is desirable to keep lateral clearance along multi-lane highway of at
least 1.5m width from the edge of the carriageway without any obstacles. When a permanent
object cannot be removed, provision of fenders and hazards markers with reflectors, frangible
lighting column and speed posts need to be used for minimizing severity in case of collision.
2) Segregation of Local Traffic: For safety of traffic operation, in cases of all multi-lane
highways, local traffic has to be separated/segregated from the through traffic plying on the
carriageway by service roads (minimum 5.5m wide) with safety fence, railing, etc. of robust and
vandal proof design.Wherever service roads cannot be provided due to space constraints, then to
protect the traffic it is essential to provide an additional width of paved shoulder with edge
marking and ribbed pavement of at least 0.25m width. Adequate cattle underpasses, pedestrian
underpasses and vehicular underpasses, truck lay-by should be provided at the important
locations.
3) Pedestrian Facility In urbanized sections, adequate pedestrian facilities are to be provided so

that the pedestrians are not required to enter the main carriageway. All pedestrian underpasses
wherever provided shall have a minimum 7m width, with a vertical clearance of 3.5m.
4) All signs preferably shall be of retro-reflective type. All curves with radius lesser than
750mm be delineated on outer side of the curve from both the directions (for RH curve it will be
on shoulder and for LH curve it will be on median) by chevron signs. The W-beam metal crash
barriers will be fitted
KEY ELEMENTS OF SAFE ROAD INFRASTRUCTURE DESIGN
Some of the key elements of Safe Road Infrastructure Design are given in Table 1 below and are
further illustrated in the table below.
a) Major arterials and expressways should bypass major towns which should be connected by
spurs. There should be clear zones identified for linear land use control.
b)Consistency of horizontal geometry avoiding monotonous straight lines or abrupt change of

speed.
c)Adequate off-set distance from natural road side features.
d)Undivided carriageways designed for Overtaking Sight Distance.

e)Wider lane widths and shoulders for High Speed Roads.
f)Inside widening for sharp curves.
g)Recoverable slopes for out-of-control vehicles.
h)Segregation of the slow moving non-motorized traffic from fast moving traffic.
i)Provision of raised footpath for pedestrians in Urban Areas.
j)Barriers should be designed to deflect the vehicle and not crash it.
k)Road Signs should be standardized throughout the country.
l)Properly designed traffic calming measures like the speed humps, rumble strips, small
roundabouts, etc.
m)Entry / Exit only through Slip Lanes with proper Acceleration and Deceleration Lanes.
Table 1. Key Elements of Safe Road Infrastructure Design
Element
Principle
Undesirable Desirable
applied
Major arterials
and
expressways
should bypass
major towns
which should
Alignment be connected
Selection by spurs.
and Land There should
Use be clear zones
identified for
linear land use
control
Consistency
of horizontal
geometry
avoiding
Horizontal
monotonous
Geometry
straight lines
Dept of Civil Engineering KLEIT, Hubballi-580030 or abruptPage 36
change of
speed.
Wider
depressed
median for
high speed
roads to
prevent glare
and jumping
of vehicles
Cross Recoverable
sectional slopes for out
Elements of control
vehicles
ROADWAY ROADWAY Separate slow

moving non -
motorized
Cross traffic (cycles,
sectional rickshaws,
Elements etc.) from fast
moving traffic
Cross
sectional Entry Exit only
Elements through slip
lanes with
proper
acceleration
and
deceleration
lanes
Separate Lay
bye for buses
Entry/ Exit and taxis to
facilitate
segregation
and improve
Passenger visibility
Transit

Provision of
Pedestrian raised
Facilities in footpath for
Urban pedestrians in
Areas Urban Areas
Footpath
i
Facilities merging in a
for slope with a
differently cross street,
abled bus bays
flushed with
foot boards
etc.
Barriers
should be
designed to
Barriers deflect the
vehicle and
not crash it.
The road
signs should
be
Road standardized
Signs throughout
the country
Deltona

EXAMPLES OF GOOD PRACTICES IN SAFE ROAD

INFRASTRUCTURE DESIGN
Around the world, there are many examples of good practices in Safe Road Infrastructure
Design. Some of these are elaborated below and illustrated in Figure 3.
a) Mild Slope Treatment (Forgiving Road Side Treatment) to absorb impacts of vehicle
turnover
b) Recovery Zone (Hard Shoulder) to allow Safe Recovery
c) Road Side Feature (Protected with guardrails)
d) Recoverable Fill Slope (for adequate protection)
e) Rock face Cutting (Shielded with safety barrier)
f) Roundabout (At grade with Non-Motorized Mode of Segregation)
g) Grade separation at busy intersection (with segregated passage for pedestrians and
local traffic)
h) Depressed Median (Prevent run-off
accidents)
i) Speed Camera/Radar Photo (Speed control)
j) Speed Limit on the Asphalt (to limit the
speed)
k) Speed Calming Measures (to limit the
speed)
l) Adequate Design for Non-Motorized Traffic
Figure 3: Examples of Good Practices of Safe

Road Infrastructure Design

Recoverable Fill Slope

Rock Face Cutting (Shielded with Safety
Barrier)
Roundabout
(At Grade with Non-Motorized Mode
Speed Humps: Speed Calming Measures
Segregation)
Grade Separation at Bust Intersection Speed Camera/Radar (Speed Control)
CHAPTER 6 CASE STUDY

Traffic Analysis and Road Accidents: A Case Study of Hyderabad
By sanjaykumar singh
The process of rapid and unplanned urbanization has resulted in an unprecedented revolution in
the growth of motor vehicles world-wide. The alarming increase in morbidity and mortality
owing to road traffic incidents (RTI) over the past few decades is a matter of great concern
globally . Currently motor vehicle accidents rank ninth in order of disease burden and are
projected to be ranked third in the year 2020. In India, more than 70,000 people get killed due to
RTI every year, and this needs to be recognized as an important public health issue Very few
studies have attempted to understand the epidemiology of risk factors associated with RTI in
Indian cities [ The present study aims to examine the magnitude of this multifaceted problem in a
rapidly developing Hyderabad metropolis and analyze the causative factors. Hyderabad, a 400
year old city is the state capital of Andhra Pradesh. It lies on the Deccan Plateau, 541 meters
(1776ft) above sea level, over an area of 625 sq.km. of municipal corporation and 7200sq.km.of
Hyderabad Metropolitan area, is the fifth largest city in India, with a population of above 8
million. Unlike other Indian metros it continues to attract considerable migrant population due to
its strategic geographical location, multilingual and cosmopolitan culture, tremendous growth
potential and investment
friendly economic policy has propelled the overall population growth of the city and the
surrounding areas. The increasing pressure of the burgeoning population is putting Hyderabad’s
Transport system under constant pressure. Due to its prominence as a major high-tech center, it is
one of the fastest growing with a population density of more than17,000 persons per sq.km. The
rapid rate of urbanization with increased economic activity has encouraged migration to the twin
cities, which led to an increase of personal, public, and para (3 and 6 seat autos) transit vehicles,
industrial output, and increasing burden on the city’s infrastructure. Hyderabad along with the
surrounding ten Municipalities constitutes the Hyderabad Urban Development Area (HUDA) and
has been growing at an average rate of 9%.The need of the hour is a robust system that is
dependable, comfortable, affordable and sustainable. Population with an estimation to touch
13.64 million by 2021, and the increase in vehicular number has definitely created crisis in
Hyderabad. The increase in the vehicles since last 10 years has put lot of pressure on the existing
roads and ultimately resulting in road accidents. It is estimated that since 2001 there is an
increase of 202 percent of two wheeler and 286 percent of four wheeler vehicles with no road
expansion. Motor vehicle crashes are a common cause of death, disability and demand for
emergency medical care
The methodology adopted in the study is based on secondary data from various govt. sources
namely; Census of India, Ministry of Transport, Hyderabad Traffic Police, Road Transport
Authority etc. The study is also based on primary survey where data was collected through
observation and survey methods. The use of GIS was also done as it helps in locating the
accident hotspots and also in analyzing the trend of road accidents in Hyderabad.
Road accidental deaths and injuries in India

There has been an alarming increase in accidental deaths on Indian roads over the years.
Road accidental fatalities have increased more than 9 times, from 14,500 in 1970 to 137,400 in
2013. In comparison to 2003, fatalities and injuries in 2013 are higher by 53,000 and 87,000,
respectively (see, Table 1). From 2003 to 2013, fatalities have increased at a rate of 5% per year
while the population of the country has increased only at the rate of 1.4% per year. Consequently,
fatality risk, road accidental deaths per 100,000 people, has increased from 7.9 in 2003 to 11.2 in
2013. Despite low level of motorization, India faces very high level of fatality risk in comparison
to developed countries (see, Table 2). Fatality risk in India is quadruple than that in the United
Kingdom and Sweden, and almost twice than that in the Japan and Germany. Although fatality
rate, road accidental deaths per 10,000 vehicles, has decreased over 4710 Sanjay Kumar Singh /
Transportation Research Procedia 25 (2017) 4708–4719 Sanjay Kumar Singh/ Transportation
Research Procedia 00 (2017) 000–000 3 the years from 87.5 in 1970 to 8.6 in 2013, it is still
quite high in comparison to developed countries. Fatality rate in many developed countries is
less than 1 fatality per 10,000 vehicles
Comparison of international fatality rates

Age- and sex-wise distribution of road accidental deaths and injuries Table 3 presents fatality
distribution by age. This table clearly shows that the most productive age group, 30-44 years, is
the most prone to road accident fatality in India. Age group 30-44 years comprises only 20% of
Indian population but faces almost 35% of total road accident fatality. During the last ten years
from 2003 to 2013, the number of fatalities faced by this age group has also increased
substantially from 29,156 (34.5% of total fatality) to 47,838 (34.8% of total fatality). The middle
age group 45-59 years is also very prone to road accident fatality. This age group comprises only
12% of the total population but faces almost 21% of total fatality. Therefore, age group 30-59
years, the economically active age group, is the most vulnerable population group in India. More
than half of the road accident fatalities are faced by this group of population which accounts for
less than one third of the total population. This could be because people in this age group are in
their prime working years, and thus are more likely to be present on the roads. The proportion of
fatalities in the age groups 15-29 years and 60 years and above is similar to their respective
representation in the total population.
Age wise distribution road accidental deaths in India
sex wise distribution of road accidental deaths and injuries in India
Month- and time-wise distribution of road accidents
presents month-wise distribution of road accidents in India. Although monthly variation in road
accidents is not substantial, road accidents are relatively higher in May-June and December-
January. This shows that extreme weather influences the occurrence of road temperature is fairly
high in May-June in India, it might have had its impact on road accidents. High temperatures

have both psychological and physiological effect on drivers. Emotions rise with the temperature,
people are more irritable to others, they get tired, lose their concentration, and their reaction time
gets slower (Bijleveld and Churchill, 2019). This may be the reason why number of road
accidents is relatively higher in summer particularly in May. Although occurrence of road
accidents in December-January is not as high as in May-June, in general, it is higher than that in
other months. This may be because certain part of the country particularly North India faces poor
visibility on the roads in the months of December and January due to foggy weather condition. In
foggy weather, people generally drive somewhat slower, but simultaneously keep a shorter
following distance to the vehicle in front of them. In combination with the decreased field of
vision, this increases the risk of crashes (Bijleveld and Churchill, 2019). shows time-wise
distribution of road accidents in India. risk during daytime vis-à-vis night time. accidents.
This figure clearly reveals that there is substantial variation in road accidents during different
times of the day. Accidents remain relatively constant and high during 9 AM to 9 PM and
variable but low during mid-night and early hours of the day. However, this does not imply that
daytime driving is more risky than nighttime driving. If we estimate accident risk per vehicle-km
or passenger-km during day as well as nighttime, we may find that driving during nighttime is
riskier than daytime. Unavailability of data restricts us to estimate the accident

NUMBER OF ROAD ACCIDENTS BY TIME OF OCCURANCE IN 2014

TO 2020
shows time-wise distribution of road accidents in India. risk during daytime VS nighttime
accidents
Causes of road accidents
Figure presents cause-wise distribution of road accidents in India in 2013. It clearly shows that
drivers’ fault is the single most important factor responsible for accidents. Drivers’ fault
accounted for 78% of total accidents, 76.5% of total injuries and 73.7% of total fatalities in 2013.
Within the category of drivers’ fault, accidents caused due to exceeding lawful speed accounted
for a high share of 55.6%. As a share of total accidents and deaths due to drivers’ fault, intake of
alcohol and drugs accounted for 5.3% and 6.4%, respectively. As a share of total road accidents
and deaths, overloading / overcrowding of vehicles accounted for 19.6% and 22.8%,
respectively. The fault of cyclists and pedestrians appears to be marginal; they account only 1.2%
and 2.2% of total accidents respectively. The accidents caused due to defects in motor vehicle
condition and road condition is also negligible in comparison to drivers’ fault. They accounted
only 1.8% and 0.8% of total road accidents, respectively

Analysis of road accident scenario at state level
number of fatalities per 100,000 people, across Indian states and union territories for the year
2003 and 2013. There is a huge variation in fatality risk across states and union territories,
ranging from 0 fatality per 100,000 people in Lakshadweep to 22.8 fatalities per 100,000 people
in Tamil Nadu in 2013. During the same year, three states, Tamil Nadu (22.8), Haryana (17.2),
and Andhra Pradesh (16.9), faced 50% higher fatality risk than all India average (11.2). In 2013,
fatality risk in 16 out of 35 states and union territories was higher than the all India average.
From 2003 to 2013, fatality risk in 11 states and union territories increased at higher rate than
that in the whole country. During the same period, Jharkhand faced the highest increase in
fatality risk (1.6 to 8.1) followed by Punjab (6.2 to 16.2), A & N Island (3.2 to 7.5), Bihar (2.5 to
5.0), Assam (4.1 to 7.8), Madhya Pradesh (7.1 to 12.0), Uttar Pradesh (4.6 to 7.5), Orissa (6.1 to
9.8), Tamil Nadu (14.6 to 22.8), Sikkim (7.1 to 10.8), and Chhattisgarh (9.4 to 13.9). However,
there are nine states and union territories which experienced decrease in fatality risk from 2003
to 2013. Out of these nine states and union territories, Lakshadweep (1.7 to 0.0), Nagaland (3.1
to 1.5), Chandigarh (14.0 to 7.6), Delhi (12.9 to 9.3), and Punducherry (18.6 to 14.9) experienced
sharp decline in their fatality risk

Road accident fatality risk in Indian states and union territories in 2016
Road accident fatality risk in Indian states and union territories in 2020
Analysis of road accident scenario at city level
The burden of road traffic accidents in India is marginally lower in its metropolitan cities
(million plus cities). On an average, fatality risk in metropolitan cities is 9.9 fatalities per
100,000 people, which is slightly lower than all India average of 11.2 fatalities per 100,000
people. However, there is a huge variation in fatality risk across cities of India, ranging from 3.0
fatalities per 100,000 people for Kolkata to 25.5 fatalities per 100,000 people for Jaipur in 2013
(see, Figure 6). During the same year, Jaipur (25.5), Kanpur (22.3), Vishakhapatnam (22.0),
Varanasi (17.9), Lucknow (17.7), and Patna (17.4) faced more than 50% higher fatality risk than
the metropolitan city average (9.9). From 2003 to 2013, fatality risk in 6 out of 21 selected
metropolitan cities increased at higher rate than that in the country.
Figure 7 presents fatality rate across Indian metropolitan cities for the year 2014 and 2019. In
2020, fatality rate varied from 1.5 fatalities per 10,000 vehicles for Hyderabad to 8.5 fatalities
per 10,000 vehicles for Kolkata. However, fatality rate in none of the sample cities is higher than
all India average (8.6 fatalities per 10,000 vehicles). From 2003 to 2013, fatality rate has

declined in fifteen out of twenty one sample cities. Seven cities, Indore, Bangaluru, Hyderabad,
Bhopal, Pune, Kanpur, and Mumbai, experienced more than 50% decrease in their fatality rate in
a span of a decade. That's why, fatality rate in Indian metropolitan cities decreased by 42% from
5.1 fatalities per 10,000 vehicles in 2003 to 3.0 fatalities per 10,000 in 2019. The decline is in
line with the expectation since as motorization increases fatality rate decreases.
Road accident fatality risk in selected Indian metropolitan cities in 2016 to

2020
Road accident fatality risk in selected Indian metropolitan cities in 2008 to

2012

The
way
forward
Road traffic fatalities and injuries are, to a great extent, preventable, since the risk of incurring
injury in an accident is largely predictable and many countermeasures, proven to be effective,
exist. The most effective way to reduce fatalities and injuries would be through an integrated
approach involving close collaboration of many sectors. Progress is being made in many parts of
the world where multisectoral strategic plans are leading to incremental reductions in the number
of road accidental fatalities and injuries (Evans, 2003). Such strategies focus on four key factors
that contribute to the risk of occurrence of a road accident – exposure, behavioral factors, road
environment, and vehicle factors. Perhaps the least used of all road safety intervention strategies
are those that aim to reduce exposure to risk. Risk in road traffic arises out of a need to travel –
to have access to work or for education or leisure pursuits. Therefore, there is a need to promote
not only regional economies in such a way that reduces the need for long-distance travel but also
self sufficient compact townships which would reduce the need for short-distance travel within
the cities. The problem of road accidents in India also gets aggravated due to mixed nature of
road traffic on its roads – with pedestrians, bicycles, mopeds, scooters, motorcycles, auto-
rickshaws, taxis, vans, cars, trucks, and buses sharing the same road space. In other words, the
same road network is used by different categories of motorized and non-motorized vehicles, of
varying width and speed. To reduce the exposure to risk, there is a need not only to segregate fast
moving from slow moving vehicles and heavy from light vehicles but also enforce speed limit on
fast moving vehicles. Road accidents and related injuries and fatalities are highly dependent on
the speed of motor vehicles. Empirical evidences suggest that an average increase in speed of 1
Km/h is associated with a 3% higher risk of a crash involving an injury (Finch et al., 1994;
Taylor et al., 2000). For car occupants in a crash with an impact of 80 Km/h, the likelihood of

death is 20 times what it would have been at an impact speed of 32 Km/h (Margie et al., 2004).
Pedestrians have a 90% chance of surviving car crashes at 30 Km/h or below, but less than a
50% chance of surviving impacts at 45 Km/h or above (Ashton and Mackay, 1983). While in
many developed countries, there is increasing use of in-built mechanisms in trucks and buses to
restrict speeds above a certain limit, such devices are rarely used in India, if installed, are
disabled by the operators. Commercial bus and truck operations, particularly privately owned
ones, are often based on timetables that put pressure on drivers to speed. In many places in India,
private bus operators link the wages of drivers with the ticket receipts and number of trips, which
encourages high speeds. Although various states and union territories and city authorities in India
have imposed speed limits on motor vehicles, enforcement of the same is almost non-existent.
The time has come to strictly enforce the implementation of speed limits both on highways and
city roads. In mix traffic environment, restriction on vehicle speed would also help in reducing
casualties to pedestrians, cyclists, and other vulnerable road users. Behavior of road users, the
way people drive, cycle, or walk on the road, are the most common source of road injuries and
fatalities. Factors such as age and experience of driver, alcohol and drug use, fatigue, acute
psychological stress, and enforcement of traffic laws are the key determinants of accident and
fatality risk. In general, inexperienced drivers are relatively high risk road users, and in newly
motorized societies the risk gets increased due to relatively high proportion of new drivers in the
driving population. In countries like India where this growth is accompanied by inadequate
driver training and testing facilities, the risk gets further increased. As discussed before, road
accidents and related fatalities are highly dependent on the speed of motor vehicles. Drivers’
speed choice is influenced not only by the legal speed limit but also by age and experience of
driver, alcohol and drug use, psychological condition, road layout, traffic density, road surface
condition, and the level of enforcement of speed limits. There is still a lack of acceptance among
drivers that their choice of speed may increase accident risk not only for themselves but also for
other road users. To reduce accident risk, there is a need to focus on changing the drivers’
perception of speed risk.
The level of enforcement of traffic law and the severity of penalties for infringement also
influence the behavior of road users. Low levels of enforcement often negate the efforts made to
improve road safety through legislation. Simply legislating is rarely effective without
enforcement, education, and publicity campaigns to raise public awareness of the purpose of the
legislation. When used in support of legislation and law enforcement, education, publicity, and
information can create shared social norms for road safety. However, when used in isolation,
education, information, and publicity do not generally deliver tangible and sustained reductions
in accidental deaths and injuries (O’Neill et 4718 Sanjay Kumar Singh / Transportation Research
Procedia 25 (2017) 4708–4719 Sanjay Kumar Singh/ Transportation Research Procedia 00
(2017) 000–000 11 al., 2002; Zaza et al., 2001). Therefore, a systems approach to road injury
prevention, that is, using the legislation and law enforcement with the support of education,
information, and publicity campaigns, needs to be adopted by the government to influence the
behavior of road users and consequently to reduce the rate of road accidents and related fatalities
and injuries

CONCLUSION
Road accident scenario in the country is a matter of great concern. The number of accident
fatalities is increasing every year due to over speeding on all categories of roads, overloading of
commercial vehicles. The data was analysed to determine the cause /characteristics of accidents.
The following conclusions are drawn from the study:
1.Population, numbers of registered vehicles and volume on the road have increased in the
last five years leading to increase in the number of accidents and fatalities.
2.The reason for most accidents on this segment include

a)Narrow Bridges
b)encroachment of carriageways on T-junction of canal road and this road on corners on the
curves by vehicles mostly auto-rickshaws
c)Absence of control devices, absence of speed control devices d)absence of footpaths for
pedestrians.
3.On the basis of data analysis, characteristics of accident and field visits conducted for the
study of remedial measures have been suggested to reduce accidents on the accident-prone
segments of the studied stretch.
These measures include
a. Widening of all the narrow bridges/culverts
b. Improvement of sharp curves
c. Providing speed control device especially on approaching road
d. Avoiding of overloading
e. Providing better road surface

REFERENCES
1.Sanjaykumar singh, “Road Accident Analysis: A case Study of Patna City”,
Urban Transport Journal. (2019)
2.P Pramada VALLI (2014), “Road Accident Models for Large Metropolitan
Cities of India”, International Association of Traffic and
Safety Science Research, Volume 29, No. 1, 2017.
3.Singh, R. K. and Suman, S. K., Accident Analysis and Prediction of Model on
National Highways, International Journal of Advanced
Technology in Civil Engineering, ISSN: 2231 –5721, Volume-1, Issue-2, 2016.
4.Road accidents in India – 2018 Ministry of Road Transport & Highways
Transport Research Wing.
5.Accidental deaths & suicides in India 2015 National Crime Records bureau
Ministry of Home Affairs.
6.F. Rezaie Moghaddam1, Sh. Afandizadeh2,*, M. Ziyadi1(2010) “Prediction
of accident severity using artificial neural networks”
International Journal of Civil Engineering, Vol. 9, No. 1, March 2011
7. Transport Research Wing, Ministry of Road Transport and Highways. Road
Accidents in India 2011. New Delhi: Ministry of Road Transport And Highways,
Government of India; 2012.
8. World Health Organization. Estimates of mortality by causes for WHO member
states for the year 2008 summary tables. Geneva: WHO; 2011.
9. United Nations Decade of action for road safety 2011-2020. Available From:
http:// www.decadeofaction.org [Last accessed on 2013 Jul 15].
10. Johnston I. Action to reduce road causalities. World Health Forum 1992;
13(203): 154-62.
11. Jha N. Road traffic accident cases at BPKIHS, Dharan, Nepal. One year in
retrospect. Journal of Nepal Medical Association 1997; 35: 241-4.

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ANALYSIS OF ROAD ACCIDENTS IN INDIA

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 1

1.2 Objectives of accident studies

Some objectives of accident studies are listed below:

2. To evaluate existing design

3. To compute the financial losses incurred

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 2

1.3 Causes of road accidents

The various causes of road accidents are:

3. Road Condition - Skidding road surface, pot holes, ruts.

5. Environmental factors -unfavorable weather conditions like mist, snow, smoke and

6. Other causes -improper location of advertisement boards, gate of level crossing not

1.4 Accident statistics

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 3

Table 1: Number of Accidents and Number of Persons Involved : 2014 to 2019(Ref.

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 4

Figure 2: Percent share in total road accident by type of motor vehicle involved

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 5

2.1 Accident data collection

2. Location - Description and detail of location of accident

3. Details of vehicle involved - Registration number, description of vehicle, loading detail,

4. Nature of accident - Details of collision, damages, injury and casualty

1. Identification of location of points at which unusually high number of accident occur.

2. Detailed functional evaluation of critical accident location to identify the causes of

3. Development of procedure that allows identification of hazards before large number of

4. Development of different statistical measures of various accident related factors to give

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 6

1. Reporting: It involves basic data collection in form of two methods:

a. Motorist accident report - It is filed by the involved motorist involved in all

2. At Scene-Investigation: It involves obtaining information at scene such as measurement

3. Technical Preparation: This data collection step is needed for organization and

4. Professional Reconstruction: In this step effort is made to determine from whatever

2.3 Accident data analysis

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 7

1. Accident Rate per Kilometer:

2. Accident involvement Rate :

3. Death rate based on population :

4. Death rate based on registration :

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 8

5. Accident Rate based on vehicle-kms of travel :

1. Mass of the vehicle

2. Velocities after collision

3. Path of each vehicle as it approaches collision point

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 9

Figure 4: Collision diagram of two vehicles

1. Rear end collision

It can be determined by two theories:

1. Poisson Impact Theory

3.1 Poisson impact theory

From the Newtons law F = ma,

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 10

Figure 6: Force applied on each vehicle

The compression impulse is given by:

In the restitution phase the elastic part of internal energy is released

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 11

Restitution impulse e is given by:

The total impulse is P = Pc + Pr

The post impact velocities are given by:

Dept of Civil Engineering KLEIT, Hubballi-580030 Page 12

Figure 7: Angular collision of two vehicles resulting in movement in resultant direction