identification of the relationship between black spot road accidents and geometric design of roads...

IDENTIFICATION OF THE RELATIONSHIP BETWEEN BLACK SPOT ROAD ACCIDENTS AND

GEOMETRIC DESIGN OF ROADS IN KARACHI

Batch (2008-2009)

NED UNIVERSITY OF ENGINEERING AND TECHONOLOGY

CERTIFICATE

This is to certify that the following students of (Batch 2008-2009) have successfully completed the final year project in partial fulfillment of the requirements for a Bachelors degree in Civil Engineering from NED UNIVERSITY OF ENGINEEING & TECHONOLOGY KARACHI, PAKISTAN.

By

NAME SEAT NO.

SYEDA MARIUM FATIMA CE-017

AYISHA IRSHAD CE-032

MAHA HEYAT CE-040

SYEDA BATOOL CE-211

MADIHA ERUM CE-305

PROJECT SUPERVISOR

Prof. Dr. Mir Shabbar Ali Prof. Dr. Asad-Ur-Rehman

(Internal) Chairman

Department of Civil Engineering

NED University of Engineering

& Technology, Karachi.

CIVIL ENGINEEING DEPARTMENT

NED UNIVERSITY OF ENGINEERING AND TECHONOGOLY

TABLE OF CONTENT

List of tables

List of figures

List of graphs

List of notations

Acknowledgement

Abstract

Dedication

PAGE NO.

CHAPTER 1:- INTRODUCTION 1-3

General 1-1

Objective .1-2

Scope 2-2

Insight of the study area 2-2

Limitations 2-3

Organization of report 3-3

CHAPTER 2:- LITERATURE REVIEW 4-14

2.1 Previous studies relating geometric parameters and accidents 4-5

2.2 Basic terminologies 5-6

2.2.1 Geometric design 5-5

2.2.2 Black spot 5-5

2.2.3 Fatal accidents 6-6

2.2.4 Non fatal accidents 6-6

2.3 Accidents due to geometric parameters 6-7

2.3.1 Lane changing or overtaking 6-6

2.3.2 Roll over 6-6

2.3.3 Sight obstruction 6-6

2.3.4 Over speeding 7-7

2.3.5 Surface condition 7-7

2.3.6 Pedestrian accidents 7-7

2.4 Purpose of identifying black spot 7-7

2.5 Design parameter 7-9

2.5.1 General design consideration for local roads 7-8

2.5.2 General design consideration for collector roads 8-9

2.6 Geometric design v/s accidents 9-12

2.6.1 Roadway design 9-11

2.6.1.1 Hazard visibility 10-10

2.6.1.2 Roadway surfaces 10-10

2.6.1.3 Traffic control devices 10-10

2.6.1.4 Behavioral control devices 10-10

2.6.1.5 Traffic flow 10-10

2.6.1.6 Roadway identification signs 10-10

2.6.1.7 Weather 10-10

2.6.1.8 Poor maintenance 11-11

2.6.2 Causes of road accidents 11-12

2.6.2.1 Conditions of roads, road design and layout 11-11

2.6.2.2 Human factors (road users) 11-11

2.6.2.3 Vehicle defect 11-11

2.6.2.4 Weather conditions 11-11

2.6.2.5 Strong light reflections 12-12

2.6.2.6 Geometric design of roads 12-12

2.6.3 Road geometric parameters affecting traffic accidents 12-12

2.7 Accident reduction strategies 12-14

2.7.1 Crash types 13-14

2.7.1.1 Collision with trees in hazardous location 13-13

2.7.1.2 Right turn head on collision 13-14

CHAPTER 3:- METHODOLOGY AND DATA COLLECTION 15-18

3.1 General 15-15

3.2 Methodology 15-15

3.3 Data collection 16-16

3.4 Data analysis 16-16

3.5 Identifying black spot locations 16-17

3.6 Field survey of the location 17-18

3.6.1 Lane width and number of lanes 17-17

3.6.2 Number of turnings on road 17-18

3.6.3 Wrong way on roads 18-18

3.6.4 Speed 18-18

3.6.5 Median height 18-18

3.6.6 Conflicting points 18-18

3.7 Graphical and statistical analysis 18-18

CHAPTER 4:- SUMMERIES OF BLACK SPOT LOCATIONS 19-49

4.1 2 minute chowrangi 19-21

4.1.1 Road inventory 19-19

4.1.2 Traffic behavior 19-20

4.1.3 Possible causes of accidents 20-20

4.1.4 Vehicle taking wrong ways 20-21

4.1.5 Elevated U-turn 21-21

4.2 Chamra chowrangi 21-24




4.3 Jama cloth 24-26




4.4 Jinnah bridge 26-27




4.4.3.1 Upper ramp 27-27

4.4.3.2 Down ramp 27-27

4.5 Singer chowrangi 27-30




4.6 Under baloch colony flyover 30-32



4.6.2.1 Upper ramp 31-31

4.6.2.2 Down ramp 31-31


4.7 Akhter colony 32-34




4.8 Gurumandir 34-35




4.9 Nagan chowrangi 35-38




4.10 Nazimabad#7 38-40




4.11 Numaish 40-42




4.12 Simiens 42-45




4.13 Tibet center 45-47




4.14 Nursery 47-49



4.14.2.1 Upstream 48-48

4.14.2.2 Downstream 48-48


CHAPTER 5:- GRAPHICAL AND STATISTICAL ANALYSIS 50-80

5.1 Effect Of Number Of Lanes 50-59

5.1.1 Effect of number of lanes on average rate of accidents 50-51

5.1.1.1 Graphical analysis 50-51

5.1.1.2 Statistical analysis 51-51

5.1.1.3 Discussion 51-51

5.1.2 Effect of number of lanes on average rate of accidents at intersection 52-53




5.1.3 Effect of number of lanes on average rate of accident due to time 53-55



5.1.3.3 Discussions 55-55

5.1.4 Effect of number of lanes on average accident rate due to victims and vehicle 55-58




5.2 Effect of speed 58-65

5.2.1 Effect of speed on average rate of accidents due to victim and vehicle 58-62




5.2.2 Effect of speed on accidents due to time 62-65


5.2.2.2 Statistical Analysis 64-64

5.2.2.3 Discussions 64-65

5.3 Effect of conflicting points 65-66

5.3.1 Effect of conflicting points on victim 65-66




5.4 Effect of number of local streets 66-69

5.4.1 Effect of local streets on average rate of accidents of victim and vehicle 66-68




5.4.2 Effect of local streets on average rate of accidents due to wrong way 68-69




5.5 Effect of number of turnings 70-72

5.5.1 Effect of number of turnings on time of accidents 70-71




5.5.2 Effect of number of turnings on time of accidents 71-72




5.6 Effect of median height 72-79

5.6.1 Effect of median height on average rate of accidents 72-74




5.6.2 Effect of median height on motorbike accidents 74-75




5.6.3 Effect of median height on victims 75-76




5.6.4 Effect of median height on accidents at mid block 76-77




5.6.5 Effect of median height on accidents of motorbike and bus 77-78




5.6.6 Effect of median height on accidents of motorbike and bus 78-79




CHAPTER 6:- CONCLUSIONS AND RECOMMENDATIONS 80-81

6.1 General conclusions 80-81

6.1.1 Key findings 80-80

6.1.2 Major outcomes 80-81

6.2 Recommendations 81-81

LIST OF TABLES

Table 2.1 Strategies to reduce collisions with trees

Table 2.2 Strategies to reduce right turn head on collisions

Table 3.1 Total number of accidents on locations

Table 5.1shows average rate of accidents with respect to no. of lane

Table 5.2 showsthe average rate of accidents at intersection & no. of lanes

Table 5.3 shows the average rate of fatal accidents due to time & no. of lanes

Table 5.4 shows the average rate of non-fatal accidents due to time& no. of lanes

Table 5.4 shows the average rate of fatal accidents due to victims &no.of lanes

Table 5.6 shows the average rate of non-fatal accidents due to victims&no.of lanes

Table 5.7 shows the average rate of fatal accidents due to vehicle &no.of lanes

Table 5.8 shows the average rate of nonfatal accidents due to vehicle &no.of lanes

Table 5.9 shows the average rate of fatal accidents due to victim & speed

Table 5.10 shows the average rate of nonfatal accidents due to victim & speed

Table 5.11 shows the average rate of fatal accidents due to vehicle & speed

Table 5.12 shows the average rate of nonfatal accidents due to vehicle & speed

Table 5.13 shows the average rate of fatal accidents due to time & speed

Table 5.14 shows the average rate of nonfatal accidents due to time & speed

Table 5.9 showing the average rate of nonfatal accidents due to victims &no.of

conflicting points.

Table 5.10 shows the average rate of nonfatal accidents of victims & number of local

streets.

Table 5.11 shows the average rate of nonfatal accidents due to vehicle & number of local

streets.

Table 5.12 shows the average rate of accidents due to wrong way & number of local

streets.

Table 5.13shows the average rate of fatal accidents due time& number of tunings.

Table 5.14 shows the average rate of fatal accidents due time& number of tunings.

Table 5.15 shows the average rate of accidents at an intersection& number of tunings

Table 5.16 shows average no. of accidents with respect to median height

Table 5.17 shows accidents of motorbike with respect to median height

Table 5.18 shows victims accidents with respect to median height

Table 5.19 shows accidents at mid block with respect to median height

Table 5.20 shows accidents of motorbike and bus with respect to median height

Table 5.21 shows time of accident (non fatal) with respect to median height

LIST OF FIGURES

Fig. 4.1 showing google image of 2 minute chowrangi

Fig. 4.2 showing small radius of U-turn

Fig. 4.3 showing wrong way at U-turn

Fig. 4.4 showing elevated U-turn & wrong way

Fig. 4.5 showing google image of chamra chowrangi

Fig. 4.6 showings near misses accident

Fig. 4.7 showing wrong way

Fig. 4.8 showing heavy traffic movement

Fig. 4.9 and 4.10 showing no lane marking on road

Fig. 4.11 showing google image of jama cloth

Fig. 4.12 showing traffic mix

Fig. 4.13 showing animal cart crossing road

Fig. 4.14 showing rickshaw going the wrong way

Fig. 4.15 showings near miss conflict

Fig. 4.16 showing google image of Jinnah bridge

Fig. 4.17 showing google image of singer chowrangi

Fig. 4.18 & 4.19 showing heavy vehicle movement

Fig. 4.22 & 4.23 showing absence of street lights

Fig. 4.20 & 4.21 showing absence of lane marking

Fig. 4.24 Showing google image of under baloch colony fly over


Fig. 4.26 showing wrong uses of fences

Fig. 4.27 showing people crossing the road

Fig. 4.28 showing google image of akhter colony

Fig. 4.29 showing google image of grumandir

Fig. 4.30 showing google image of nagan chowrangi

Fig. 4.31 Showing no lane marking on roads

Fig. 4.32 showing sight obstruction


Fig. 4.34 Showing google image of nazimabad#7


Fig. 4.36 & 4.37 Showing traffic flow

Fig. 4.38 showing surface condition


Fig 4.40 showing google image of numaisha


Fig. 4.42 showing improper working of signal

Fig. 4.43 showing traffic coming from service lane

Fig. 4.44 showing google image of simiens chowrangi

Fig. 4.45 showing heavy vehicle movement

Fig. 4.46 showing no footpaths


Fig. 4.48 showing unavailability of footpaths

Fig. 4.49 showing a google image of Tibet center

Fig. 4.50 showing absence of street light

Fig. 4.51 & 4.52 showing Traffic mix

Fig. 4.53 showing road surface

Fig. 4.54 Showing improper working of signal

Fig. 4.55 showing google image of nursery

Fig. 4.56 & 4.57 showing ditches found on the road

Fig. 4.58 & 4.59 showing sight obstruction

LIST OF GRAPH

Graph 5.1b/w no. lanes&average rate accidents

Graph 5.2 b/w no. of lanes & average rate of accidents at intersection

Graph 5.3 b/w no. of lanes & average rate of fatal accidents due to time

Graph 5.4 b/w no. of lanes & average rate of non-fatal accidents due to time

Graph 5.5 b/w no. of lanes & average rate of fatal accidents due to victims

Graph 5.6 b/w no. of lanes & average rate of non-fatal accidents due to victims

Graph 5.7 b/w no. of lanes & average rate of fatal accidents due to vehicle

Graph 5.8 b/w no. of lanes & average rate of non-fatal accidents due to vehicle

Graph 5.9 b/w speed & average rate of fatal accidents due to victim

Graph 5.10 b/w speed & average rate of nonfatal accidents due to the victim

Graph 5.11 b/w speed & average rate of fatal accidents due to the vehicle

Graph 5.12 b/w speed & average rate of nonfatal accidents due to the vehicle

Graph 5.13 b/w speed & average rate of fatal accidents due to time

Graph 5.14 b/w speed & average rate of nonfatal accidents due to time

Graph 5.9 b/w no. of conflicting points & average rate of nonfatal accidents of the victim

Graph 5.10 b/w no. of local streets & average rate of nonfatal accidents of the victim

Graph 5.11 b/w no. of local streets & average rate of accidents due to vehicle

Graph 5.12 b/w no. of local streets & average rate of accidents due to wrong way

Graph 5.13 b/w no. of turnings & average rate of fatal accidents due to

Graph 5.14 b/w no. of turnings & average rate of non fatal accidents due to time

Graph 5.15 b/w no. of turnings & average rate of accidents at intersection

Graph 5.16 showing relationship between median height and average number of accidents

Graph 5.17 showing relationship between median height and motorbike accidents

Graph 5.18 showing relationship between median height and victims accidents

Graph 5.19 showing relationship between median height and accidents at midblock

Graph 5.20 showing relationship between median height and accidents of motorbike and bus

Graph 5.21 showing relationship between median height and time of accident (non fatal)

NOTATIONS

RTI= Road Traffic Injury

MUTCD= Manual On Uniform Traffic Control Devices

JPMC= Jinnah Postgraduate Medical Centre

LNH=Liaquat National Hospital

AKH=Agha Khan Hospital

ASH= Abbasi Shaheed Hospital

RTA=Road Traffic Accidents

RTIRPC= Road Traffic Injury Research And Prevention Centre

ANAO=Australian National Audit Office

UN= United Nation

ECE= Economic Commission for Europe

WHO=World Health Organization

FA= Fatal accidents

NFA= Non-fatal accidents

ACKNOWLEDGEMENTS

In the name of Allah, most beneficent, merciful, the most compassionate. By his grace, we have successfully completed our final year project.

The final year project with a title of “IDENTIFICATION OF THE RELATIONSHIP BETWEEN BLACK SPOT ROAD ACCIDENTS AND GEOMETRIC DESIGN OF ROADS IN KARACHI” was supervisedby the knowledgeable teacher Prof. Dr. Mir Shabbar Ali. We are grateful to him for providing us opportunity to learn the sensible approach of the research. We are thankful to him for being able to direct us when we had problems. The work during this project has been inspiring for us and shown us that the hard work and planning is very important to succeed in completing task properly.

This report is the culmination of almost 8 months of intensive work. This initiative would not be possible without our own hard work and help from several individuals. Our bundle of thanks to those people who helped us during our project, especially to Prof. Dr. Muhammad Adnan his guidance and supporting hand made this project possible.

We would also like to thanks the NED SURVEYING LAB for providing us the instruments, NED TRANSPORT DEPATMENT for providing us the facility of transport for our survey and our families for their support in every step. Moreover, in end special appreciation for every individual member of our project group and every member has worked with full determination. We as a group member enjoyed working together and supported each other. We are thankful to each other for excellent group activities and appreciate the hard work of every individual of this group.

ABSTRACT

The students of Final Year developed this project “IDENTIFICATION OF THE RELATIONSHIP BETWEEN BLACK SPOT ROAD ACCIDENTS AND GEOMETRIC DESIGN OF ROADS IN KARACHI” to analyze the different geometric factors that cause accidents in Karachi.

Pakistan is among one of the most accident prone countries of the world, highly populated city Karachi has been selected as our area of study and have considered all the accidents which have been reported in the five major hospitals of Karachi. This report focus on some geometric factors and some suggestions are given for alleviating such conditions. The report includes the statistical analysis on the bases of the available and the prominent geometric parameters from the data. Moreover the definition, identification and the analysis of the black spot are the major part of this project

This project basic aim is to provide the black spot area in city Karachi so that the effective measures could be taken to reduce the fatalities and the number of accidents as well as to introduce possible action for traffic safety.

DEDICATION

OUR PROJECT IS DEDICATED TO OUR BELOVED

PARENTS WHO ALWAYS SUPPORTED US IN EVERY STEP

CHAPTER 1

INTRODUCTION

1.1 GENERAL

The purpose of this investigation is to find critical road geometric parameters, as safety is

the primary concern of everyone. This study is based on accident rates. More than 30000

accidents are reported every year in Karachi. Four years RTI data from 2008-2011 is

considered. This data consists of accidents occurring due to environmental factors,

vehicle factor and human factor, but in this project, only environmental factor is

considered.

In general, numbers of crashes are affected by three factors:

The road environment or condition of road

Vehicle factor or the condition of vehicle using the road system

Human factor or the skills, concentration and physical state of road users.

There is a statistical and graphical significant relationship between road geometric factor

and accident rate which has been studied extensively in this project with respect to

roadways and roadside features.

1.2 OBJECTIVE

The primary purpose of the study for identifying Black Spot Accidents in Karachi is to

evaluate the effectiveness of particular types of treatments at various types of locations,

with a range of accident types according to its geometry. The objective of this project is

to conduct analysis of accidents and investigate the relationship between road geometry

and black spots accidents:

To identify critical black spots location in Karachi

To identify geometric factors associated with accidents at the road

Detail black spot analysis

To build a relationship between road geometry and black spots

Developing the remedial measures aimed at reducing accident frequency

1.3 SCOPE

Road safety is a very important issue and the scope of this project is to design traffic

accidents resisting roads by identifying black spot areas in Karachi and recommending

safe geometric design of roads.

1. Scientific approach needed to resolve road safety problem affecting each and

every person on the road.

2. High impact of improvement of black spots on everyday life of common person.

1.4 INSIGHT OF STUDY AREA

Data is collected from five trauma receiving hospitals of Karachi namely JPMC, CIVIL,

ASH, LNH AND AKH. These five hospitals are selected because most of the accidents

are recorded in these five hospitals and only few accidents are reported in any other local

hospitals.

1.5 LIMITATIONS

The limitation of the dataset is to be considered before conducting an accident analysis.

Only the accidents of Karachi city are considered in the study.

High rate accident location considers as black spot

Considering only geometric factors which are causing road accidents

Only 0.5 km length of road is considered for the study area.

Only four years RTIRPC data is analyzed in the project.

Only those accidents are considered that are due to geometric design parameters.

Statistical testing based on chi square testing is used to identify the relationship.

1.6 ORGANIZATION OF THE REPORT

Introduction

Literature Review

Methodology and data collection

Analysis and results

CHAPTER 2

LITERATURE REVIEW

2.1 PREVIOUS STUDIES RELATING GEOMETRIC PARAMETERS AND

ACCIDENTS

A number of researchers have shown that the cause of a vehicle accident is a complex set of events involving the interactions of many factors. Safety has been of interest to highway and traffic engineers for many years, being stated long ago that among the considerations of mobility, convenience and economy of operations, safety is of primary concern. More recently, the recognition of the high cost to society of road has given a new impetus to the question of safer highway design [1].

In Ireland, A method of estimating geometric data from digital maps was implemented on some 70km of highways. 19 curves and 19 tangents were then selected to represent the overall geometric makeup of the highway. Numerous geometric indices were measured on site. A spot speed survey was conducted at the midpoint of each tangent and curve and operating speed was calculated for each site. The spot speed survey is used to estimate the operating speed on straights (tangents). The results showed that a relationship exists between geometric design consistency and safety. Of the 40 locations which had accidents over the 8 year period from 1999 – 2005, 13 of these locations were detected as needing realignment by the geometric design consistency evaluation [2].

Accidents on horizontal curves have been recognized as a considerable safety problem for many years. Accident studies indicate that curves experience a higher accident rate than tangents, with rates ranging from one-and-a-half, to three to four times higher than tangents (Glennon, Neuman, and Leisch, 1985; Zegeer, Stewart, Reinfurt, Council, Neuman, Hamilton, Miller, and Hunter, 1990; Neuman, 1992). Lerner and Sedney (1988) have reported anecdotal evidence that horizontal curves present problems for older drivers. Also, Lyles' (1993) analyses of accident data in Michigan have found that older drivers are much more likely to be involved in accident situations where the drivers were driving too fast for the curve or, more significantly, were surprised by the curved alignment. In a review of the literature aimed at modifying driver behavior on rural road curves, Johnston (1982) reported that horizontal curves that are below 600 m (1,968 ft) in a radius of two-lane rural roads, and those requiring a substantial reduction in speed from that prevailing on the preceding tangent section were disproportionately represented among accident sites.

Many studies report a relationship between horizontal curvature (and the degree of

curvature) and the total percentage of accidents by geometric design feature on the

highways. The reasons for these accidents are related to the following inadequate driving

behaviors:

Deficient skills in negotiating curves, especially those of more than 3 degrees

(Eckhardt and Flanagan, 1956).

Exceeding the design speed on the curve (Messer et al., 1981).

Exceeding the design of the vehicle path (Glennon and Weaver, 1971; Good,

1978).

Failure to maintain appropriate lateral position on the curve (McDonald and Ellis,

1975).

Incorrect anticipatory behavior of curve speed and alignment when approaching

the curve (Messer et al., 1981; Johnston, 1982).

Inadequate appreciation of the degree of hazard associated with a given curve

(Johnston, 1982). 2.2 Basic terminologies:

2.2.1 Geometric design

Geometric design is that dimension of the roadway which is intended to promote safe, efficient, convenient and economical for the movement of the traffic according to the highway safety design.

2.2.2 Black spots

According to the National Black Spot Program:

“Sites or sections of the road network that experience a high incidence of vehicle crashes and fatalities referred to as black spots”. (ANAO audit report)

2.2.3 Fatal Accidents

According to UN/ECE fatal accident definition is given as: “Any person who was killed outright or who died within 30 days as the result of an accident.”

2.2.4 Non Fatal Accidents

According to UN/ECE: “Any person, who was not killed, but sustained one or more serious or slight/minor injuries as a result of an accident.”

2.3TYPES OF ACCIDENTS DUE TO GEOMETRIC PARAMETER

2.3.1 Lane changing or overtaking

About 50.4% of accidents on interstate highways were caused by driver actions, out of which 27.6% occurred during lane changing or overtaking. Rear end, angle and sideswipe are possible collisions that may occur during lane changing or overtaking[3]

.

2.3.2 Roll over

A rollover accidents is where a car flips over onto either the side or the roof of the car. This can happen as a result of a head on collision, side impact or rear impact accidents, however the main cause is turning sharply while speeding. Tall vehicles such as trucks are more likely to tip over than smaller cars, because of this reason many four-wheel drive vehicle have put more safety precautions in effect, such as reduced steering wheel capability[3].

2.3.3 Sight obstruction

Loss of control is one of the major factors that can contribute to run-off accidents in rural areas. There are many causes for running off the roads, such as: a loss of driving vigilance i-e though a harmless action , poor tire contact ( friction coefficient) with the road; evasive maneuver to avoid collisions with animals, pedestrians and other vehicles; poor road legibility leading to drivers being “ surprised” by unexpected elements like sharp curves; and overtaking maneuvers. Many of these actions are often accompanied by inappropriate speed and more explicit road signs [4].

2.3.4 Over speeding

High speed collisions are a very simple word to understand by everyone. In Karachi alone in every minute one person is killed due to high speed. About 30-40% of the fatal accidents are because of over speeding [4].

2.3.5 Surface condition

Poor contact with the interface between the vehicle and the road can result in skidding or overturning . This defect can have many consequences, in terms of accident severity, where speeds are high. This is especially the case for run-off and the intersection accidents. The problem of poor contact stems from the skid resistance and/or the evenness of the road surface i-e the surface characteristics[4].

2.3.6 Pedestrian accidents

For pedestrians and bicyclists, road safety is often considered as a purely urban problem. However, we cannot ignore these road users and neglect their safety because, although these types of accidents are less frequent due to lower traffic levels, they are particularly severe. More than 14% of all non-fatal pedestrian accidents occur in rural areas, but 25% of fatal pedestrian accidents occur in rural areas[4].

2.4 PURPOSE OF IDENTIFYING BLACK SPOTS

The locations with higher accident frequency are classified as black spot. Identification is the first step in improving road safety. Black spot is defined as “where the number of accidents is greater, those roads are critical due to high rate of fatalities and injuries”.

2.5 DESIGN PARAMETERS [5]

2.5.1 General design consideration for local roads

Design speed: 1 Design speed ranging from 30-50 km/h may be used, depending

on available right-of-way, terrain, likely pedestrian presence, adjacent

development, and other area control.

Sight distance:Minimum stopping sight distance should range from 30-60m

depending on design speed.

Median: The shape and length of median openings depend on the width of the

median and the vehicle types to be accommodated. The minimum length of

median openings should be that of the width of the projected roadways of the

intersecting cross street or driveway.

Number of lanes: In many residential areas an 8m [26 ft.] Widen roadway is

typical. This curb-face-to-curb-face width provides for a 3.6m [12 ft.] Center

travel lane and to 2.2m [7 ft.] Parking lanes.

Width of travelled way: Street lane for moving traffic should be at least 3.0m

[10 ft.] wide. Where practical, they should be 3.3m [11 ft.] wide, and in industrial

areas they should be 3.6m [12 ft.] wide.

Grades: The gradient for local streets should be less than 15 percent and for

commercial and industrial areas should be less than 5 percent.

Alignment: Street curve should be designed with as large a radius curve as

practical, with a minimum radius of 30m. Where curves are super elevated the

radius should not less than 25m for design speed 30km/hr.

Horizontal clearance to obstruction: On all streets minimum clearance of 0.5m

[1.5 ft.] should be provided between curb face and obstruction such as utility

poles, lighting poles. Trees are acceptable along local streets where speed is low

60km/hr or below.

Street and roadway lighting: Good visibility under day or night condition is one

of the fundamental needs for motorists to travel on roadways in a safe and

coordinated manner.

Traffic control devices: Geometric design of streets should include full

consideration of the types of traffic control to be used, especially at intersections.

2.5.2 General design consideration for collector roads

Design speed: Design speed of 50 km/hr. or higher should be used

Sight distance: Stopping sight distance varies with design speed.

Median: The following median width may be considered: (1) For paint-stripped

separation, 0.6-1.2m [2 ft-4 ft.] wide. (2) For narrow raised-curbed sections, 0.6-

1.8m wide. (3) For raised curbed sections, 3.0-4.8m [10-16 ft.] wide.

Number of lanes: Two moving traffic lanes plus the additional width of the

shoulders and parking are sufficient for most urban collector roads.

Width of travelled way: Lane within the travelled way should range in width

from 3-3.6m [10-12 ft]

Grades: A minimum grade of 0.3 percent is acceptable to facilitate drainage.

However, it is recommended that a grade of 0.5 percent or more to be used.

Alignment: Alignment should fit closely the existing topography to minimize the

need for cuts or fills without sacrificing safety.

Horizontal clearance to obstruction: Collector streets that have curbs but no

shoulders, a clearance of 0.5m or more should be provided to roadside

obstructions.

Street and roadway lighting: Good visibility under day or night condition is

fundamental to enabling motorists, pedestrian and bicycle travel on roadways in a

safe and coordinated manner.

Traffic control devices: Geometric design of streets should include full

consideration of the types of traffic control to be used, especially at intersections.

2.6 GEOMETRIC DESIGN V/S ACCIDENTS

The research can be enhanced further by determining the relationship between the accidents and road geometry, observed travel speed and crashes by investigating the relationship between the curve radii, preceding speed environment and the drivers’ observed curve negotiation speeds. Then the observed free speeds can be compared to the safe speed, measured as the function of the design speed at each curve. The relation between speed and crash occurrence is examined by relating the crashes to the difference between observed and safe speed [6].

2.6.1 Roadway design

Motorists may blame roadway design for accidents, but it's rarely the cause. Civil engineers, local governments, and law enforcement agencies all contribute to the design of safe road layouts and traffic management systems. State and federal governments provide guidelines for their construction, with design flexibility to suit local conditions. Roadways are designed by engineers with special consideration given to the following:

2.6.1.1 Hazard visibility

Permanent roadway hazards consist of intersections, merging lanes, bends, crests, school zones, and livestock or pedestrian crossings. Temporary hazards include road construction, parked or disabled vehicles, accidents, traffic jams, and animals.

2.6.1.2 Roadway surfaces

Engineers can use different surfaces (for example, grooved pavement) depending on the environment, traffic speed, traffic volume, and location of the roadway (noise barriers). Roadway markings let drivers know about their ability to pass safely (dotted & double lines), the location of the roadway in inclement weather (reflective cats-eyes & stakes), and where road surface ends and the shoulder begins.

2.6.1.3 Traffic control devices

Traffic light signals, speed limit signs, yield and stop signs, school & pedestrian crossings, turning lanes, police surveillance cameras, and traffic circles or roundabouts.

2.6.1.4 Behavioral control devices

Built-in obstacles that limit the ability of a vehicle to travel, including crash barrels, speed bumps, pedestrian islands, raised medians, high curbing, guard rails, and concrete barriers.

2.6.1.5 Traffic flow

Interstate highways remain the safest roads because their flow of traffic is in one direction. One-way streets ease traffic congestion in city centers as well. Rural two-lane roadways are statistically the most dangerous because of a high incidence of deadly head-on collisions and the difficulty impatient drivers’ face while overtaking slower vehicles.

2.6.1.6 Roadway identification signs

Enable someone without a detailed map to travel from one place to another. They give advance notice of intersections, destinations, hazards, route numbers, mileage estimates, street names, and points of interest.

2.6.1.7 Weather

Inclement conditions can aggravate existing hazards and sometimes create new road surfaces (rain, ice & snow).

2.6.1.8 Poor maintenance

Roadway maintenance also contributes to vehicle accidents, but not to the extent that drivers use it as an excuse. Some potential roadway maintenance that you should be aware of are outlined below:

Debris on the roadway can be a problem, and is the responsibility of local highway departments. Potholes cause a small number of accidents (primarily tire & suspension failures), but the accidents usually occur at low speeds and don't cause many injuries.

2.6.2 Causes of road accidents

Road traffic accidents are the huge strain on national health system. We need to know the basic causes of road accidents in which some causes are as follows

2.6.2.1 Conditions of the roads, road design and layout

Road conditions contribute a great deal towards causing accidents, how fast we drive should commensurate with road conditions. Some roads are notorious for being an accident black spot for a whole variety of reasons. These include alignment, visibility, camber, surface conditions and road markings.

2.6.2.2 Human factors (road users)

The statistics show that 92% of road accidents has been caused by road user WHO infringed the traffic law, for instance driving faster than limited speed, driving carelessly, getting drunk during driving, talking on the phone, texting while driving, violation of traffic rules, reckless driving, overtaking, over speeding, falling asleep, playing music etc.

2.6.2.3 Vehicle defects

Vehicles have caused a road accident because their owner did not properly maintain and regularly inspect the vehicle during the operation. So the road accident occurred when brake failure, tire blowout, power steering failure, headlight failure.

2.6.2.4 Weather conditions

Rain and sometimes heavy fog and dew, especially during early morning and late evening have been reported as being causes of many accidents.

2.6.2.5 Strong light reflections

Reflections of the sun and headlights from oncoming cars have been reported as being the cause of many accidents. The latest white and blinding head lights now currently being used by many vehicles, is yet another source of accidents.

2.6.2.6 Geometric design of roads

Geometric design consistency studies can be used to identify inconsistent sections on highways, which can then be targeted for improvement. Consequently local authorities can make optimal use of available resources and can considerably improve the safety performance of the highway

[2]. The geometric design of the roads is one of the main causes of the road accidents. Accidents do occur, all people point out human, vehicle and traffic as a causal factor of accidents. Those factors are disaggregated in several categories we all need to play a part in designing ways of reducing motor accidents that may be by putting legislations which will bind the drivers and state of vehicles. Inadequate geometric design can lead to severe accidents.

2.6.3Road geometric parameters affecting traffic accidents

No. of Lanes and lane width

Surface condition of road

Marking

Lighting

Guide signs

Median width

Median height

Shoulder width

Horizontal alignment

Vertical alignment

2.7 Accident reduction strategies

We must need to have a knowledge and experience about the accidents reduction strategies. Various road safety strategies are used at different stages of network development. To prevent road accidents mainly involves planning, designing and operation of the road. The most important function is to identify and treatment of hazardous location. Identify the accident prone location using network classifier approaches, highway geometries, traffic characterization and accident frequency.

2.7.1 Crash types [7]

2.7.1.1 Collisions with trees in hazardous location

Probable cause Strategies

Prevent trees from growing in hazardous

location

Develop, revise and implement guidelines to

prevent placing trees in hazardous location.

Eliminate hazardous condition or severity of

the crash

Shield motorists from striking trees.

Modify roadside clear zone in the vicinity of

trees.

Delineate trees in hazardous locations.

Improve or re-design the geometry/layout of

road

Relocation of shoulder.

Installing rumble strips.

Restore super elevation.

Enhance delineation along the curve

Table 2.1Strategies to reduce collisions with trees

2.7.1.2 Right turn head on collision

Probable cause Strategies

Large volume of right turns Create one way street.

Widen road.

Provide right turn signal phases.

Prohibit right turns.

Reroute right turn traffic.

Channelize intersection.

Install stop signs.

Revise signal sequence.

Provide turning guidelines (if there is a

dual right turn lane).

Provide traffic signal (if warranted by

MUTCD).

Restricted sight distance Retime signals and obstacles.

Provide adequate channelization.

Provide a right turn slots.

Install warning signs.

Driver not aware of intersection Install/improve warning signs.

Slippery surface Overlay pavement.

Provide adequate drainage.

Glove pavement.

Provide “slippery when wet” signs.

Inadequate roadway lightening Improve roadway lightening.

Crossing pedestrians Install/improve signing or marking of

pedestrians cross walks.

Poor visibility signals Install warning devices.

Remove obstacles.

Install 12-in signal lenses.

Table 2.2 Strategies to reduce right turn head on collisions

CHAPTER 3

METHODOLOGY

3.1 GENERAL

In order to study the relationship between personal injury accident rates and geometric

design of the road, data had been collected. The primary factor of this investigation was

to correlate the number of accidents per road length with the design characteristics of the

road in order to obtain the information that which geometric parameters are critical.

3.2 METHODOLOGY

The investigation and analysis were carried out in five phases

3.3 DATA COLLECTION

DATA COLLECTION

DATA ANALYSIS

IDENTIFICATION OF BLACK SPOT LOCATIONS

FIELD SURVEY OF THE LOCATIONS

GRAPHICAL & STATISTICAL ANALYSIS

In this project 4 years RTI data was used which was collected from five major hospitals of Karachi. This data was collected by different research assistants present in the emergency department of the hospitals and data was collected to eliminate and reduce accidents and minimize human sufferings due to RTA on the roads of Karachi. An average of almost 30,000 accidents occurred every year.

3.4 DATA ANALYSIS

Data analysis was the process in which data were inspected through different parameters. In this project data was analyzed using pivot tables to identify the rate or number of accidents occurred due to different geometric parameters.

3.5 IDENTIFYING BLACK SPOTS LOCATIONS

When data analysis was completed after that the black spot locations were identified, from the analyzed data location which were having the greatest number of accidents were selected as the black spot location in this way 14 black spot locations were identified, different factors of these roads were identified using Google earth. At each location 0.5 km of the stretch was selected for investigation and field survey. Those black spot locations were:

S.NO LOCATIONS TOTAL NUMBER OF ACCIDENTS

2008 2009 2010 2011 TOTAL

1 Jinnah Bridge 23 44 57 45 169

2 Nursery 0 0 144 0 144

3 2minute Chowrangi 18 0 2 0 20

4 Nagan chowrangi 55 0 0 0 55

5 Tibet Centre 0 48 0 0 48

6 Numaish Chowrangi 0 148 135 183 466

7 Grumandir 0 0 0 128 128

8 Akhter Colony 0 0 19 89 108

9 Singer Chowrangi 0 0 0 29 29

10 Chamra Chowrangi 0 0 0 51 51

11 Siemens Chowrangi 40 0 7 0 47

12 Nazimabad no. 7 54 0 76 0 130

13 Jama Cloth 98 0 0 0 98

14 Under Baloch colony fly over 0 0 0 96 96

Table 3.1 Total number of accidents on locations

3.6 FIELD SURVEY OF THE LOCATION

A field survey of the location was carried out to identify the various geometric parameters of the identified black spot locations. From field survey various factors which were identified:-

Lane width and number of lanes

Number of turnings on road

Wrong way on roads

Speed

Median height

Number of local streets on each road

Conflicting points

3.6.1 Lane width and number of lanes

Lane width and number of lanes were identified by field survey of the location. Lane width was measured during the field survey by theodolite. Lane width was a very important factor in determining the rate of accidents due to geometric parameter.

3.6.2 Number of turnings on road

Number of turnings can be defined as the number of approaches on the roads, which means vehicle coming from one stream of road can turn into how many directions or vehicle can be, merged and diverged in how many directions. Number of turnings can be very critical therefore a number of turnings on 0.5 km of stretch were also observed during the field survey of the locations.

3.6.3 Wrong way on roads

Vehicle movements were also observed during the field survey of the black spot locations, it was observed that almost on every location there was wrong way traffic movement such as taking wrong way movement from U-turns, service roads, main roads and etc.

3.6.4 Speed

Speed can be a very important factor that can cause accidents. Speed was also measured during the field survey with a speed gun, speed of every vehicle such as truck, car, bus, motor bike, truck, auto and its were noted and after that average speed of every vehicle for every location was calculated.

3.6.5 Median height

The median was measured to find the glare effect of vehicle during night time. Median height was measured with the help of measuring tape during the field survey of the locations.

3.6.6 Number of local streets on each road

Numbers of local streets were also observed in the field survey of the location, because the number of local streets approaching main roads can cause accidents such as there can be sight obstruction, illegal movements, wrong way movements etc.

3.6.7 Conflicting points

Conflicting points of the roads were also observed during the field survey of the black spot locations, single stream of road can have one or more than one conflicting points and that can be a cause of accidents.

3.7 GRAPHICAL AND STATISTICAL ANALYSIS

In graphically and statistically, the relationship between geometric factors and the number of accidents was studied to find out which geometric factors have high impact on the number of accidents. For evaluation of the graphical technique simple method was used in a number of accidents were dependent variables while geometric factors were independent variables and for statistical evaluation chi square method was used.

CHAPTER 4

SUMMERIES OF BLACK SPOT LOCATIONS

4.1 2 MINUTE CHOWRANGI

Fig. 4.1 showing google image of 2 minute chowrangi

4.1.1 Road inventory

Road type: two way road

Road width: 12’-2”

Median width: 17’-1”

Median height: 9”

No. of lanes: 4

No. of turnings: 0

4.1.2 Traffic behavior

Traffic contains car, rickshaw, buses, bikes and heavy vehicles were also observed in the

location. It was an upstream road with the average speed of car of 39 km/hr. Speed of

vehicles was estimated by speed gun and these were the following maximum speed of

each vehicle observed in the location.

Speed of car: 35 km/hr

Speed of truck: 47 km/hr

Speed of bus: 40 km/hr

Speed of rickshaw: 33 km/hr

Speed of bike: 42 km/hr

4.1.3 Possible causes of accidents

Due to small radius of U-turn, heavy vehicles such as bikes, suzuki or buses were having

problem in turning due to which the traffic flow was disturbed. There was a grade

separation at the U-turn. There was a critical wrong way on the U-turn and one of its legs

was elevated. It was also observed by the surveying team that some trees on the median

of the U-turn, which played a major role in sight obstruction. The surface conditions

were also not good due to the presence of ditches on the surface.

Fig. 4.2 showing small radius of U-turn

4.1.4 Vehicles taking Wrong ways

The above figure shows that Wrong way of vehicles and trees which were causing sight

obstruction leads to severe accidents.

Fig. 4.3 showing wrong way at U-turn

4.1.5 Elevated U-turn

During surveying this elevated and sharp U- turn was probably observed the main cause

of accidents. This turn possesses the sloppiness as with the sharp turn, which leads the

most of the bike riders to get a slip and caused severe accidents.

Fig. 4.4 showing elevated U-turn & wrong way

4.2 CHAMRA CHOWRANGI

Fig. 4.5 showing google image of chamra chowrangi



Road Width: 43’


Median Height: 9”

Number of lanes: 4

Number of turnings: 12


At chamra chowrangi it was captured that traffic flow rate was high and heavy vehicles

like trucks, trawlers were mostly observed, as well buses, bikes cars were also involved

in the traffic flow. During road surveying it was captured on video that there was no lane

discipline due to the absence of markings. The average speed at the location was

estimated to be 34 km/hr. These were the following maximum speed of each vehicle

observed in the location.







During surveying it was observed that vehicles were coming frequently from wrong way

which may create chances of fatal accidents and as well as serious accidents due to heavy

vehicles. as shown in the given below figures

Fig. 4.6 showings near misses accident

Fig. 4.7 showing wrong way Fig. 4.8 showing heavy traffic movement

And the possible point of collision was the wrong way by vehicles and also the absence

of traffic signal and police at the intersection, also it is clearly seen that due to the

absence of lane markings no traffic discipline was observed and the absence of footpaths

and pedestrian encroachment increases and pedestrian movement is severely affected.

Fig. 4.9 and 4.10 showing no lane marking on road

4.3 JAMA CLOTH

Fig. 4.11 showing google image of jama cloth



Road Width: 3’

Median width: 3’

Median Height: 1’

Number of lanes: 3



It was observed that there was a continuous flow of traffic from all the three legs. There

was a lot of confusion in the traffic at the intersection point. Also the traffic mix included

buses, auto rickshaws, cars, and bikes, trucks and even a camel cart containing barrels

was also observed. There was also no lane discipline. As the speed was observed with the

aid of speed of the gun, the average speed was estimated to be 24 km/hr. These were the

following maximum speed of each vehicle observed in the location.

Speed of car: 30km/hr




Fig. 4.12 showing traffic mix Fig. 4.13 showing animal cart crossing road


There was confliction point between the traffic coming from Numaish and traffic coming

from tower due to wrong way as shown in given below figures .The possible point of

collision was captured that the point where traffic from all sides were meeting and

colliding at the same time closer view of the area was taken there was no noticeable

channelization present due to which wrong way was frequently observed on the location

there was no traffic signal or lane markings were seen and these factors were highly

affecting on the flow of traffic and probably became the cause of accidents

Fig. 4.14 showing rickshaw going the wrong way Fig. 4.15 showings near miss conflict

4.4 JINNAH BRIDGE

Fig. 4.16 showing google image of Jinnah bridge


Road type:

Upper ramp: two way

Down ramp: two way

Road width: 12ft

Median height: 1ft.

Median width: 6inches

No. of lane: 2

No.of turning: 0

4.4.2 Traffic behaviour

It was observed by the project team that traffic movement consists of all types of vehicle

car, buses, rickshaw, and truck but the heavy vehicle movement was founded more as

compared to other vehicle movement. There was no lane marking at downramp and upper

ramp of the Jinnah Bridge due to which lane discipline was poor observed.


4.4.3.1 Upper ramp

As the project team carried out the survey of Jinnah to find out what is the main cause of

the traffic accidents, the upper ramp of the Jinnah bridge was very higher in slope and no

surface friction that caused the greater number of the accidents, also the humidity in the

atmosphere of the Jinnah bridge was affecting the surface conditions.

4.4.3.2 Down ramp

At the down ramp of Jinnah bridge many geometric parameters were observed which

were directly affected on the traffic flow. as the down ramp was greater in slope with

unsuitable median width i.e. 6 inches also the skid resistance , speed breaker and surface

condition (ditches) were highly affecting on traffic flow and might lead to the traffic

accidents.

4.5 SINGER CHOWRANGI

Fig. 4.17 showing google image of singer chowrangi



Road width: 40’

Median width: 47’

Median height : 1’

No. of lane: 3’

No. of turnings: 9


While surveying it was observed by the project team that heavy vehicle movement was

higher in rate as compared to the presence of other vehicles (cars, buses, rickshaws,

bikes). There was no lane discipline due to the absence of lane markings. No wrong way

or pedestrian movement was observed. Through the speed gun these were the following

maximum speeds of each vehicle estimated on the location.






Fig. 4.18 & 4.19 showing heavy vehicle movement


By road surveying it was captured that the possible point of collision of vehicles was an

absence of street lights, traffic signs, lane markings which were affecting on lane

discipline as the road comprised of heavy traffic movement and might lead to the severe

accidents. As from the below captured figure it can be clearly seen that road consists of

heavy traffic vehicle movement and the absence of lane marking affecting on lane

discipline.

Fig. 4.20 & 4.21 showing absence of lane marking

Fig. 4.22 & 4.23 showing absence of street lights

As the road of chamra chowrangi is located in industrial area due to which the traffic

flow of heavy vehicle movement is used to seem at every time (dawn, day, dusk and

dark) hence the absence of street lights might directly affect on the driver while driving in

the dark.

4.6 Under Baloch Colony Fly Over

Fig. 4.24 Showing google image of under baloch colony fly over


Road type:

Upstream: one way road

Downstream: one way road

Road width: 12’

Median width: 1’

Median height: 9”

No. of lanes: 4

No. of turnings: 0


4.6.2.1 Upstream

At the upstream, the road was one way road .There was a heavy mix of traffic which

included car, bus, truck, bike, rickshaw .The road was well lane marked and well lane

disciplined was observed of the traffic flow, as far apart of speed estimation over

speeding was mostly seemed by vehicles. The maximum speed of vehicles was 51 km per

hour.

4.6.2.1 Downstream

At the downstream of the Baloch colony fly over, the road was coming from the nursery.

It is a one way road. Traffic mix included car, buses, truck, bike rickshaw, well lane

marking was observed on the downstream road due to which lane discipline was well

maintained. However vehicle over speeding was not found in downstream of under

Baloch colony flyover. The maximum speed was 48 km per hour.



By looking at the traffic condition and the available geometric design, it was observed

that high speed was the main cause of accidents, which might affect the peoples who

were crossing roads becauseOver speeding forced the people to run, and cross the road

which may lead to accidents. It was also observed while surveying that people were

facing problems in crossing the road due to the fancies present on the median as the

pedestrian bridge .As shown in the figures below

Fig. 4.26 showing wrong uses of fences

Fig. 4.27 showing people crossing the road

4.7 AKHTER COLONY

Fig. 4.28 showing google image of akhter colony


Road type: Two way road

Road width:36’

Median Width:3’9”

Median Height:6”

No. of lane:3

No. of turnings:11


Traffic contains car, rickshaw, buses, bikes and heavy vehicles were also observed at the

location. Road of Akhtar colony was poor in lane discipline because of the absence of the

lane marking. As with the regard of speed, road traffic flow rate average speed was 32

km/hr. Speed of vehicles was estimated by speed gun and these were the following

maximum speed of each vehicle observed in the location.





Speed of bike:34 km/hr


The main causes of accidents found during surveying was over speeding of vehicles and

the wrong ways taking of the vehicles. On the road no traffic signal was properly

allocated and due to the absence of lane markings most of the vehicles found overtaking

with the high speeds which might lead to accidents.

4.8 GURUMANDIR

Fig. 4.29 showing google image of grumandir



Road Width: 48’

Median width:4’

Median Height: 1”

Number of lanes:4



It was observed that there was a continuous flow of traffic from all the four legs,. Also

the traffic mix included buses, auto rickshaws, cars, and bikes, trucks and even a camel

cart .There was also no lane discipline. As the speed was observed with the aid of speed

of the gun, the average speed was estimated to be 33 km/hr. These were the following



Speed of bus:43 km/hr


Speed of bike:25km/h


After the surveying it was estimated that Gurumandir was having high over speeding,

many ditches were found on the road surface which mostly affect on bike riders and

cause fatalities, with this it is also observed that absence of not properly working traffic

signal on the road leads to the wrong way as there was lot of vehicles movement

confusion as shown in given below figure

4.9 NAGAN CHORANGI

Fig. 4.30 showing google image of nagan chowrangi



Road width:

o Upstream:60’

o Downstream:70’ (this road also contain 2 lane of nagan chorangi flyover)

Median Width:39’

Median Height:10”

No. of lanes:5

No. of turnings

o At upstream:- Left turning:5 Right turning:1

o At downstream:- Left turning:3

o U-Turn=1

Pedestrian Bridge: 2 (one bridge at nagan chorangi ,another pedestrian bridge is

0.32 km away, near Bi Amman park)


As the nagan chorangi surveyed the traffic mix contains all types of vehicles, car, buses,

truck, and bikes. The location was poor in lane discipline because of the absence of lane

markings, and with the regard of speed observed, over speeding was found in traffic flow.

The average maximum speed estimated with the help of speed gun of vehicles was

27km/hr and these are the following speeds of each vehicle estimated while surveying.






Fig. 4.31 Showing no lane marking on roads


The possible causes of accidents were observed on road

Encroachment

Parking of vehicle on road

As the U-turn provided on the location it was observed sharp and sloped with the sight

obstruction i.e. trees on u turn which might causing accidents, also many vehicles

observed taking wrong at the downstream which might lead to the severe accidents.

Fig. 4.32 showing sight obstruction Fig. 4.33 showing wrong way

As from the above figures it is clearly seen that trees were the cause of sight obstruction

at u-turn and in fig vehicles taking wrong ways might lead to clash.

4.10 NAZIMABAD #7

Fig. 4.34 Showing google image of nazimabad#7


Road type: one way road

Road width: 40’

Median width: -

Median height :-

No. of lane: 3’

No. of turnings:16



higher in rate as with the presence of other vehicles (cars, buses, rickshaws, bikes).There

was no lane discipline due to the absence of lane markings, as regard to the speed the

maximum speed observed on the road was 33km/hr. These were the following speed of

each vehicle.








The main cause of accidents was found under the bridge due to rounding and the absence

of traffic signal as seen in the figure given below

Fig. 4.36 & 4.37 Showing traffic flow

Also with this wrong way was also found on the roundabout and the surface condition of

the road was poor as the ditches found on the road surface which leads the bike riders to

meet with the accidents

Fig. 4.38 showing surface condition Fig. 4.40 showing wrong way

4.11 NUMAISH

Fig 4.41 showing google image of numaisha



Road Width: 48’

Median width:3”

Median Height: 10”

Number of lanes:4






of gun, the average speed was estimated to be 28 km/hr. These were the following

maximum speed of each vehicle observed on the location.


Speed of bus: 23km/hr

Speed of rickshaw: 24km/hr

Speed of bike:30km/hr



After the surveying it was estimated that road traffic flow was confused due to not

properly working traffic signal also the wrong way was also observed from service lane

present on the upstream of the road which might lead the vehicle to clash with the traffic

coming from numaish road.

Fig. 4.43 showing improper working of signal

Fig. 4.44 showing traffic coming from service lane

4.12 SIMIENS CHORANGI

Fig. 4.45 showing google image of simiens chowrangi



Road width: 12’-2”


Median height: 9”

No. of lanes: 3

No. of turnings:9



higher in rate as the Siemens chowrangi is located in industrial area, other vehicle

movement (cars, buses, rickshaws, bikes) was also observed. There was no lane

discipline due to the absence of lane markings. No pedestrian footpaths were found on

the road. As regards to speed the maximum speed found to be 23km/hr through the speed

gun these were the following maximum speeds of each vehicle estimated on the location.






Fig. 4.46 showing heavy vehicle movement Fig. 4.47 showing no footpaths


During surveying road found to be unchannelized road which might lead to the wrong

way accidents, on the other hand unavailability of pedestrian footpath causes severe

accidents as the road is comprised of heavy traffic might hit to the pedestrians and can

cause minor fatalities.

Fig. 4.48 showing wrong way Fig. 4.49 showing unavailability of footpaths

In the given below figure other cause of the accident is also indicated that is absence of

street lights which most probably causes accidents in the dark.

Fig. 4.50 showing absence of street light

4.13 TIBET CENTER

Fig. 4.51 showing a google image of Tibet center



Road Width: 48’

Median width:2’

Median Height: 6”

Number of lanes:3






of the gun, the average speed was estimated to be 23 km/hr. These were the following


Speed of car: 20km/hr.

Speed of bus:18 km/hr.

Speed of rickshaw: 21 km/hr.

Speed of bike:25km/hr.

Fig. 4.52 & 4.53 showing Traffic mix


After the surveying it was estimated that Tibet Centre road surface was poor in condition,

many ditches were found on the road surface which mostly affect on bike riders and

cause fatalities, with this it is also observed that absence of not properly working traffic

signal on the road leads to the wrong way as there was lot of vehicles movement

confusion as shown in given below figure

Fig. 4.54 showing road surface Fig. 4.55 Showing improper working of signal

4.14 NURSERY

Fig. 4.56 showing google image of nursery



Road width

Upstream=35’

Downstream=43’

Median Width=22’

Median Height=1’

No. of lane=4

No of turnings:0

Pedestrian Bridge:- 2


4.14.2.1 Upstream

At the upstream, the road was one way road .There was a heavy mix of traffic which

included car, bus, truck, bike, rickshaw .The road was well lane marked and well lane

disciplined was observed of the traffic flow, as far apart of speed estimation over

speeding was mostly seemed by vehicles. The maximum speed of vehicles was 42 km per

hr.






4.14.2.2 Downstream:

At the downstream. It is a two way road. Traffic mix included car, buses, bike,

well lane marking was observed on the downstream road due to which lane

discipline was well maintained. However vehicle over speeding was not found on

downstream .The maximum speed was 32 km per hr.




4.2 Possible causes of accidents

By looking at the traffic condition and the available geometric design, it was observed

that high speed was the main cause of accidents with this the condition of the road

was also poor ditches were found which mostly affect on bike riders.

Fig. 4.57& 4.58 showing ditches found on the road

With this the other causes found no lights under the flyover which might lead to the

fatalities in dark,also the surveying team observed the sight obstruction on rood that is

tree as the road was quite elevated and the trees in the coming upstream were acting

as sight obstruction.

Fig. 4.59 & 4.60 showing sight obstruction

CHAPTER 5

GRAPHICAL AND STATISTICAL ANALYSIS

5.1 EFFECT OF NUMBER OF LANES

5.1.1 Effect of number of lanes on average rate of accidents

5.1.1.1 Graphical analysis

LANE 2 LANE 3 LANE4 0

20

40

60

80

100

120

AVERAGE ACCIDENTS RATE

NON-FATALFATAL

lane

accid

ents

Graph 5.1b/w no. lanes&average rate accidents

Table 5.1shows average rate of accidents with respect to no. of lane

The graph above shows that the average rate of accidents is dependent on the number of

lanes. The rate of accidents is increasing with the increasing number of lanes, the

accident rate was higher in lane 4 but fatality seems to be decreasing, the proportion of

fatal accidents was lower in lane 4 as compared to lane 2. If the vehicle is moving with

No. of Lanes

AverageFatal

AverageNon-Fatal

Total

Lane 2 2.25 29.25 31.5

Lane 3 1.5 41.9 43.4

Lane 4 2.0325 109.89 111.9225

the same speed on lane 2, lane 3 and lane 4 the accident rate will be higher on lane 4 as

compared to lane 2 and lane 3 but on the contrary rate of fatal accidents will be lower in

lane 4 and this estimate will be based on the traffic flow and volume.

There can be a numerous potential moderator variable that can affect the relationship

between the number of lane and accident rate such as:-

Roads with narrow lanes will have often lower speed limit and lower speed is

mostly associated with the lower accident rate.

A decrease in lane width in combination with an increase in the number of lanes

is mostly associated with an increase in accident rate, especially at junctions.

Effect of lane widening may differ on curved and straight roads. Lane widening is

found to reduce accident rates at curved roads, but to increase accidents on

straight sections.

When the lanes are wider they allow overtaking, hence increase in accident rate

5.1.1.2 Statistical analysis

Chi square test was performed for statistical analysis and it was found from the analysis

that the average rate of accidents is dependent on the number of lanes.

5.1.1.3 Discussion

From both graphical analysis and statistical analysis it can be concluded that there is a

significant relationship between the average rate of accidents and number of lanes. In

order to control these accidents wider lanes should be provided for large vehicles, there

should be no sight obstruction or danger on the road and road surface should be in good

condition.

5.1.2 Effect of number of lanes on average rate of accidents at intersection



10

20

30

40

50

60

70

80

AVERAGE RATE OF ACCIDENTS AT INTERSECTION

INTERSECTION(NON-FATAL)INTERSECTION(FATAL)

lane

acci

dnet

s

Graph 5.2 b/w no. of lanes &average rate of accidents at intersection

Table 5.2 shows the average rate of accidents at intersection & no. of lanes

The graph above shows that the average rate of non-fatal accidents at intersections is

dependent on the number of lanes. Intersection is the most complex section of the road.

The complexity arises as the entire vehicle must share the right of way through the

intersection, and as a result the conflict occurs among the user. Poor visibility is an

important factor contributing in accidents at intersection. Obstruction on the road can also

cause drivers to see each other very late, sharp turns, lower and higher points in the

roadway also decrease the line of sight. In addition many geometric design features and

traffic control features may be implemented at an intersection, adding complexity. Safety

problem at the intersection can be left-turn lanes, right-turn lanes, channelization,

intersection skew angle, sight distance, approach width, number of approach lanes,

median type and width, pedestrian facilities and bicycle facilities.

No. of Lanes

Intersection(Fatal) Intersection(Non-Fatal)

Lane 2 0.5 6Lane 3 2.3 42.6Lane 4 0.91 69.08



that the average rate of non-fatal accidents at an intersection are dependent on the number

of lanes.(hypothesis 5)

5.1.2.3 Discussion


significant relationship between the average rate of accidents at an intersection and the

number of lanes. In order to control such accidents signals should be installed at

intersections, properly channelized and sight triangle should be there so that the driver

can witness the traffic or vehicle coming from other directions.

5.1.3 Effect of number of lanes on average rate of accident due to time



0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

AVERAGE RATE OF ACCIDENT DUE TO TIME (FATAL)

DawnDay LightDuskDark

lane

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Graph 5.3 b/w no. of lanes & average rate of fatal accidents due to time

Table 5.3 shows the average rate of fatal accidents due to time & no. of lanes

No. of Lanes Dawn Day Light

Dusk Dark

Lane 2 0.75 1.5 0.75 1Lane 3 0 1 0.4 1.1Lane4 0.625 0.645 0.4375 0.208


10

20

30

40

50

60

AVERAGE RATE OF ACCIDENT DUE TO TIME (NON-FATAL)

DawnDay LightDuskDark

lane

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Graph 5.4 b/w no. of lanes & average rate of non-fatal accidents due to time

Table 5.4 shows the average rate of non-fatal accidents due to time& no. of lanes

The graph above shows that the average rate of both fatal and non-fatal accidents due to

time is dependent on the number of lanes. The rate of accidents will be higher at day

light, then dart, then dusk and will have the least number of accidents at dawn time for

both fatal and non-fatal accidents. The rates of accidents are higher at day time because

the volume of the traffic flowing at this time will be higher and the higher number

flowing traffic volume will cause overtaking, over speeding and the wrong ways

movement of traffic thus this will increase the rate of the accidents. At dark besides the

problem of overtaking, over speeding and wrong way the major problem of sight

obstruction will also occur, at night due to sight obstruction some time the approaching

road or traffic approaching on that particular road are not clearly visible. At dusk and

dawn the rate of accidents is lower because at that time the volume of the traffic flowing

was very less, but due to less volume of the traffic on the road drivers will do the

overtaking and wrong way this can cause the accidents.

No. Of Lanes Dawn Day Light

Dusk Dark

Lane 2 1.25 19.75 5.5 11.25Lane 3 2 24.1 9.3 12.9Lane4 7.6 54.833 17.18 29.667


Chi square test was performed for statistical analysis and for this factor two analysis were

performed and the result of both analyses are as follows

1. No. of lanes are dependent on total no. of accidents but the combination of time of accidents and the number of lanes is significantly independent. (hypothesis 1)

2. No. of lanes are independent of non fatal daylight accidents.(hypothesis 2)

5.1.3.3 Discussions

From the statistical analysis is concluded that there is no significant relationship between

the average rate of both fatal and non-fatal accidents due to time and the number of lanes.

Therefore, in this case accident are not directly affected by the number of lanes

5.1.4 Effect of number of lanes on average accident rate due to victims and vehicle



0.5

1

1.5

2

2.5

3

3.5

4

4.5

AVERAGE ACCIDENT RATE OF VICTIMS (FATAL)

Driver of 2wheelersPillion PassengerDriver of 4WheelersPassengerPedestrian

lane

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Graph 5.5 b/w no. of lanes & average rate of fatal accidents due to victims

No. of Lanes

Driver Of 2wheelers

Pillion Passenger

Driver Of 4wheelers

Passenger Pedestrian

Lane 2 2.5 4 0 0 0.75

Lane 3 0.6 0 0.2 0.2 0.9

Lane4 0.5833 0.208 0 0 1.29

Table 5.4 shows the average rate of fatal accidents due to victims &no.of lanes


10

20

30

40

50

60

AVERAGE RATE OF ACCIDENT OF VICTIM (NON-FATAL)


lane

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Graph 5.6 b/w no. of lanes & average rate of non-fatal accidents due to victims

Table 5.6 shows the average rate of non-fatal accidents due to victims&no.of lanes


0.5

1

1.5

2

2.5

3

3.5

4

4.5

AVERAGE RATE OF ACCIDENT DUE TO VEHICLE (FATAL)

MotorbikeMini VanBusTruckBicycleCarTaxiRickshawOther

lane

acci

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Graph 5.7 b/w no. of lanes & average rate of fatal accidents due to vehicle

No. of Lanes

Driver Of 2wheelers

Pillion Passenger

Driver Of 4wheelers


Lane 2 21.75 8.5 0.75 3.75 2.5Lane 3 26.8 9.6 0.9 4.4 7.7Lane4 53.01 18.04 1.22 8.43 26.6

Table

5.7 shows the average rate of fatal accidents due to vehicle &no.of lanes


10

20

30

40

50

60

70

80

90

AVERAGE RATE OF ACCIDENT DUE TO VEHICLE (NON-FATAL)

MotorbikeMini VanBusTruckBicycleCarTaxiRickshawOther

lane

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Graph 5.8 b/w no. of lanes & average rate of non-fatal accidents due to vehicle

No. of Lanes

Motorbike Mini Van

Bus Truck Bicycle Car Taxi Rickshaw Other

Lane 2 32.75 0.75 0.25 0.75 0 1 1 0 4.25Lane 3 39.5 0.6 4.4 0 0.3 0 1 0 3.6Lane4 82.22 1.14 3.854 0.833 0.541 0.4166 7.79 0 5.52

Table 5.8 shows the average rate of nonfatal accidents due to vehicle &no.of lanes


the victim and vehicle are dependent on the number of lanes. As bar chart shows that the

rate of pillion passenger on lane 2 is higher as compared to other lanes because of the

narrow width of a road or can be slope and skid resistance which causes the fatal

accidents. After the pillion passenger it can be seen from the graph that 2 wheelers are

also facing accidents on 2 lane roads. Hence it is clear from here that road width should

No. of Lanes

Motorbike

Mini Van


Lane 2 4 0 0 0 0 0 0 0 0.5Lane 3 0.8 0 0.8 0 0 0 0.2 0.1 0.6Lane4 1.208 0.125 0.125 0 0 0 0 0 0.4166

be designed according to the traffic flow if the traffic flow is higher than roads should be

widened with proper lane marking so it may not causes fatal crashes.Similarly in non-

fatal accident graph two wheeler accident rates is higher on every lane (lane 2, lane 3,

lane 4).while lane 4 causing more non-fatal accidents because of the wide width of roads

and this lead the 2 wheeler to ride fast and overtake .hence this can be controlled by

constructing roads according to the design speed which may reduce the 2 wheeler and

motor bike speed on lane 4 roads.


Chi square test was performed for statistical analysis and for this factor two analysis were

performed and the result of both analyses is as follows

1. No. of lanes are dependent on driver of two wheeler accidents for non fatal

accidents (hypothesis 3).

2. No. of lanes are dependent on motorbike accidents for non fatal(hypothesis 4).

5.1.4.3 Discussion

From graphical analysis and statistical analysis it is concluded that there is a significant

relationship between the non fatal accidents of driver of two wheeler and non fatal

accidents of motor bike with the number of lanes. Therefore, in order to prevent from

such accidents surface condition should be improved because there are many bikes slips

every day and wearing helmet should be compulsory for 2 wheeler driver.

5.2 EFFECT OF SPEED

5.2.1 Effect of speed on average rate of accidents due to victim and vehicle


BELOW 30 ABOVE 300

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

AVERAGE ACCIDENT RATE OF VICTIM (FATAL)

Driver of 2wheelersPillion PassengerDriver of 4WheelersPasenger Pedestrian

speed

accid

ents

Graph 5.9 b/w speed & average rate of fatal accidents due to victim

Table 5.9 shows the average rate of fatal accidents due to victim & speed

BELOW 30 ABOVE 300

5

10

15

20

25

30

35

40

45

50

AVERAGE ACCIDENT RATE OF VICTIM (NON-FATAL)

Driver of 2wheelers Pillion PassengerDriver of 4WheelersPasenger Pedestrian

speed

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Graph 5.10 b/w speed & average rate of nonfatal accidents due to the victim

Speed Driver Of

2wheelers

Pillion Passeng

er

Driver Of

4wheelers

Passenger

Pedestrian

Below 30

0.5 0 0.166667

0.333333

0.611111

Above 30

1.125 0.5 0 0 1.34375

Table 5.10 shows the average rate of nonfatal accidents due to victim & speed

BELOW 30 ABOVE 300

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

AVERAGE ACCIDENT RATE DUE TO VEHICLE (FATAL)

MotorbikeBusTaxi RickshawSPEED

speed

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Graph 5.11 b/w speed & average rate of fatal accidents due to the vehicle

Speed Motorbike

Mini Van

Bus Truck Bicycle Car Taxi Rickshaw

Other

Below 30

0.444444 0 0.666667

0 0 0 0 0 0.388889

Above 30

1.875 0.125 0.125 0 0 0 0.125 0.0625 0.5625

Table 5.11 shows the average rate of fatal accidents due to vehicle & speed

Speed Driver Of 2wheelers

Pillion Passenge

r

Driver Of 4wheelers

Passenger

Pedestrian

Below 30

47.05556 17.05556 1.055556 8.5 15.55556

Above 30

37.28125 12.3125 1.09375 5.28125 20.0625

BELOW 30 ABOVE 300

1

2

3

4

5

6

7

AVERAGE ACCIDENT RATE DUE TO VEHICLE (NON-FATAL)

Other Bus Taxi Mini VanTruckBicycleCar Rickshaw

speed

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Graph 5.12 b/w speed & average rate of nonfatal accidents due to the vehicle

Table 5.12 shows the average rate of nonfatal accidents due to vehicle & speed


the victim and vehicle are dependent on the speed. As it can be seen from the 1 stgraph

that pedestrians are mostly involved in fatal accidents from the vehicle speed of above

30km/hr, because as the vehicle coming at high speed and the people crossing the road,

their time of crossing road does not match with the coming speed of the vehicle. While

during the survey of roads it is seen that pedestrian bridges are also provided but people

are not using it as the pedestrian bridges are constructed far away from the bus stops or

from where the most of the people used to cross roads. So the pedestrian bridges must be

constructed after ascertaining locations where more people are crossing roads and hence

after this bridge must be provided on the suitable location and according to the need.

It can be also seen from the graph that 2 wheeler accidents after pedestrian accidents are

greater in number because the bikes used to ride at high speeds or just to overtake other

Speed Motorbike Mini Van


Below 30

66.55556 0.777778

5.722222

0.277778

0.388889

0.055556

2.722222

0 5.444444

Above 30

61.09375 1.03125

2.34375

0.71875

0.4375 0.5 6.5 0 4.21875

vehicles and then meet to the accidents. Hence the road should be constructed according

to the design speed.as the road design depends on the lane width, no. of lanes, shoulder

width presence and the cars parked at the edge of the road.


Chi square test was performed for statistical analysis and for these factors three analyses

were performed and the result of analyses is as follows

1. The average speed is independent of the fatal accidents of driver of two

wheeler(hypothesis 7)

2. The average speed is independent of the non fatal accidents of driver of two

wheeler(hypothesis 7)

3. The average speed is independent of the fatal accidents due to motorbike

(hypothesis 8).

5.2.1.3 Discussion


the average rate of both fatal and non-fatal accidents due to the two wheeler victim and

motor bike vehicle with the speed. Therefore, in this case accident are not directly

affected by the speed.

5.2.2 Effect of speed on accidents due to time


BELOW 30 ABOVE 300

0.2

0.4

0.6

0.8

1

1.2

AVERAGE RATE OF ACCIDENTS DUE TO TIME (FATAL)

DawnDay Light DuskDark

speed

accid

ents

Graph 5.13 b/w speed & average rate of fatal accidents due to time

Table 5.13 shows the average rate of fatal accidents due to time & speed

BELOW 30 ABOVE 300

5

10

15

20

25

30

35

40

45

50

AVERAGE RATE OF ACCIDENT DUE TO TIME (NON-FATAL)

Day Light Dark Dusk Dawn

speed

accid

ents

Graph 5.14 b/w speed & average rate of nonfatal accidents due to time

Speed Dawn Day Light Dusk DarkBelow 30 4.22222 44.27778 13.66667 27.22222

Speed Dawn Day Light Dusk DarkBelow 30 0 0.611111 0.166667 0.777778Above 30 0.71875 1 0.65625 0.4375

2Above 30 5.84375 39.15625 13.4375 18.71875

Table 5.14 shows the average rate of nonfatal accidents due to time & speed

From the graph of fatal accidents the number of fatal accidents is greater in daylight

because of the high speed (greater than 30km/hr.) as in the daylight most of the want to

reach on their destinations on time hence this lead them to drive fast and causes an

accident. This may happen because of the non-suitable road width for large volume

traffic or because of the absence of lane markings. Roads must be designed according to

the traffic volume flow. If the traffic flow on a particular road is higher road width should

be provided according it, also lane markings should be provided. Separate lanes must be

marked according to the 2 wheeler, 4 wheeler vehicles. After the day light accidents, it is

observed that serious crashes occurred in dark times, at the speed of below 30 and also

above 30.this may mostly happen due to the absence of lightening poles on the roads.

Usually on many site area roads and other roads heavy vehicle flow is greater in the

darkness and the absence of clear view due to shortage of lightening causes fatal and non-

fatal accidents. Hence by providing proper lightening poles and also signs about the

speed limits of the road, upcoming hazards, curves in the road or navigation information

can save the drivers for many fatal and non-fatal accidents.

5.2.2.2 Statistical Analysis

Chi square test was performed for statistical analysis and for this factor two analyses

were performed and the result of analyses is as follows

1. The average speed is independent of fatal accidents due to daylight (hypothesis 9).

2. The average speed is independent of nonfatal accidents due to daylight(hypothesis

10).

5.2.2.3 Discussions


the average rate of both fatal and non-fatal accidents due to daylight time with the speed.

Therefore, in this case accident are not directly affected by the speed

5.3 EFFECT OF CONFLICTING POINTS

5.3.1 Effect of conflicting points on victim


1 TO 10 11 TO 20 21 TO 30 31 TO 400

0.5

1

1.5

2

2.5

AVERAGE RATE OF ACCIDENTS OF VICTIM (NON-FATAL)

Driver of 2wheelers Pillion Passenger Driver of 4WheelersPassengerPedestrian

NO. OF CONFLICTING POINTS

ACC

IDEN

TS

Graph 5.9 b/w no. of conflicting points & average rate of nonfatal accidents of the victim

Table 5.9 showing the average rate of nonfatal accidents due to victims &no.of conflicting points.

The graph above shows that the average rate non-fatal accidents due victim is dependent

on the number of conflicting points. In this case of the type of victim involved in the

accident, it is observed that the number of drivers of two wheelers and the passenger is

increasing as the number of conflicting points is gradually increasing. This is due to the

Conflicting Points

Driver Of 2wheeler

s

Pillion Passenger

Driver Of 4wheeler

s

Passenger

Pedestrian

1 To 10 49.85 17.04 1.04 7.18 21.1611 To 20 41 22 1 9 2321 To 30 29 6 2 10 431 To 40 27.93 9.125 0.9375 4.18 14.37

reason that as the conflicting points are increasing, there is an increase in the speed of the

vehicle due to the increase in the number of lanes. Therefore the driver of two wheeled

vehicles and passengers are both suffered from the accidents on intersection and due this

they are the greatest affected in both the fatal and non-fatal accidents. In the case of non-

fatal accidents, the driver of two wheelers are also affected, however the driver of four

wheelers is the least suffered as four wheeled vehicles such as the cars and busses mostly

travel in a single lane with comparatively less speed and overtaking and consequently

decreasing the number of nonfatal accidents.



that the average rate of nonfatal accidents of driver of two wheeler is dependent on the

number of conflicting points(hypothesis 6).

5.3.1.3 Discussion

From graphical analysis and statistical analysis it is concluded that there is a significant

relationship between the non fatal accidents of driver of two wheeler with a number of

conflicting points. Therefore, in order to prevent from such complex accidents protective

barriers should be provided and the proper sight triangle should be provided at an

intersection so that the coming vehicle can witness the motorbikes coming from any

direction.

5.4 EFFECT OF LOCAL SREETS

5.4.1 Effect of local streets on average rate of accidents of victim and vehicle


1 to 5 6 to 10 11 to 150

10

20

30

40

50

60

AVERAGE RATE OF ACCIDENTS OF VICTIM


number of local streets

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Graph 5.10 b/w no. of local streets & average rate of nonfatal accidents of the victim

No. of Local Street

Driver Of 2wheelers

Pillion Passenger

Driver Of 4wheelers


1 To 5 25.375 7.25 1.375 6.875 3.256 To 10 48 15.375 1.625 8.25 33.511 To 15 42.2 15.6 0.73 5.8125 14.16

Table 5.10 shows the average rate of nonfatal accidents of victims & number of local streets.

1 to 5 6 to 10 11 to 150

20

40

60

80

100

120

140

AVERAGE RATE OF ACCIDENTS DUE VEHICLE

MotorbikeMiniVanBusTruckBicycleCarRickshaw


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Graph 5.11 b/w no. of local streets & average rate of accidents due to vehicle

No. of Motorbike Mini Bus Truck Bicycle Car Rickshaw Other

Local Street

Van

1 To 5 68 2 6 0 0 2 2 116 To 10 60 1 3 0 1 10 1 711 To 15 129 4 9 1 2 6 3 8

Table 5.11 shows the average rate of nonfatal accidents due to vehicle & number of local streets.

In the above given graph it can be clearly seen that accidents rate of motorbikes are

highest on local streets, this is because, most probably motorbike riders take short-cut

approach to reach on their destinations and most of them overtake or use wrong ways

while using local streets and cause fatal or non-fatal accidents.


Chi square test was performed for statistical analysis and it was found from the analysis that number of local streets is independent of pillion passenger accidents but is dependent on motorbike accidents (hypothesis 11).

5. 4.1.3 Discussion

In order to prevent motorbike riders from accidents service lanes must be provided

between local streets and roads, of suitable widths in order reduce accidents.

It can be also observed from the graph that pedestrians are mostly meeting to accidents;

this is because as the vehicles take wrong ways or drive with speed above 30 miles/hour

and hit the pedestrians or most of the time causes severe accidents. However to prevent

pedestrians, wrong ways should be stopped or by also providing pedestrian footpaths

accidents on local streets can be reduced.

5.4.2 Effect of local streets on average rate of accidents due to wrong way


1 to 5 6 to 10 11 to 150

1

2

3

4

5

6

7

8

AVERAGE RATE OF ACCIDENT DUE TO WRONG WAY

wrong way


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Graph 5.12 b/w no. of local streets & average rate of accidents due to wrong way

Table 5.12shows the average rate of accidents due to the wrong way& number of local streets.

The above graph illustrates the relationship between no. of local streets with accidents

due to wrong way. The accident rate increases with the increase in local streets on a road.

Greater no. of local streets provides greater chances of wrong way movements.


Chi square test was performed for statistical analysis and it was found from the analysis that the number of local streets is independent of accidents due to wrong way (hypothesis 12)

5.4.2.3 Discussion

From the statistical analysis it is concluded that there is no significant relationship

between the average rate of both fatal and non-fatal accidents and a wrong way.

Therefore, in this case accident is not directly affected by the wrong way.

No. of Local Street Wrong Way1 To 5 2.36 To 10 411 To 15 7.11

5.5 EFFECT OF NUMBER OF TURNINGS

5.5.1 Effect of number of turnings on time of accidents


1 TO 5 6 TO 100

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

AVERAGE RATE OF ACCIDENTS DUE TO TIME (FATAL)

DawnDay LightDusk Dark

number of turnings

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Graph 5.13 b/w no. of turnings & average rate of fatal accidents due to time

Table 5.13shows the average rate of

fatal accidents due time& number of tunings.

1 TO 5 6 TO 100

5

10

15

20

25

30

35

AVERAGE RATE OF ACCIDENTS DUE TO TIME ( NON-FATAL)

DawnDay LightDusk Dark

number of turnings

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Graph 5.14 b/w no. of turnings & average rate of non fatal accidents due to time

NO. OF TURNINGS

Dawn Day Light

Dusk Dark

1 TO 5 0.325 0.516667

0.2 0.416667

6 TO 10 0 0.625 0.25 0.75

NO. OF TURNINGS

Dawn Day Light

Dusk Dark

1 TO 5 4.016667

30.075 10.4 15.90833

6 TO 10 1.25 17.375 8.625 11.25Table 5.14 shows the average rate of fatal accidents due time& number of tunings.

The above graph shows the increase in road accidents with the increasing number of turnings with respect to the different times of the day. It is observed from the graph that the greatest number of accidents is the highest in the dark as compared to other times and it increased as the number of turnings has increased. This is due to the fact that at night, the vehicles entering an arterial could not see the traffic due to the absence of street lights and run into the vehicle which is approaching from behind or collide with the vehicle which is coming from the wrong way. Also during the day, as there are more number of vehicles using the road, and consequently the wrong way vehicles are more, there are a greater number of accidents. Furthermore, at dusk time, as the road is fairly clear, the vehicles coming from a local street just rush into the arterial traffic without giving any warning signals such as horns and end up with a collision.

In order to control these accidents, traffic lights should be placed at each turning of the arterial accompanied with mirrors so that the vehicle approaching the arterial could see the vehicle which is heading towards the turning point and vice versa. Also both the vehicles should show warning when approaching the meeting point.


Chi square test was performed for statistical analysis and it was found from the analysis that the number of turnings is independent of accidents time (hypothesis 13)

5.5.1.3 Discussion

From the statistical analysis it is concluded that there is no significant relationship

between the average rate of both fatal and non-fatal accidents due to time on a number of

turnings. Therefore, in this case accident is not directly affected by the number of

turnings.

5.5.2 Effect of number of turnings on time of accidents


1 TO 5 6 TO 100

10

20

30

40

50

60

AVERAGE RATE OF ACCIDENT AT INTERSECTIONS

FATAL INTERSECTIONNON-FATAL INTERSECTION

number of turnings

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Graph 5.15 b/w no. of turnings & average rate of accidents at intersection

NO. OF TURNINGS

FATAL INTERSECTION

NON-FATAL INTERSECTION

1 TO 5 1.183333333 54.416666676 TO 10 1.5 23

Table 5.15 shows the average rate of accidents at an intersection& number of tunings

The graph above shows that the average rate of accidents at intersections are dependent on the number of turnings. If there are less number of turnings at the intersection there are possible chances of wrong way that can cause serious accidents. Turnings should be provided at appropriate interval


Chi square test was performed for statistical analysis and it was found from the analysis that the number of turnings is dependent of accidents at intersection (hypothesis 14)

5.5.2.3 Discussion

From the statistical analysis it is concluded that there is a significant relationship between

the average rate of accidents at intersections on a number of turnings. Therefore, in order

to avoid such accidents turnings should be provided at appropriate interval.

5.6 EFFECT OF MEDIAN HEIGHT

5.6.1 Effect of median height on average rate of accidents


6" 9" 10"0

1

2

3

4

5

6

7

8

AVERAGE RATE OF ACCIDENTS

Average No. of Accidents

median

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Graph 5.16 showing relationship between median height and average number of accidents

Median Height

Average No. of Accidents

6" 3.8333333339" 3.7510" 6.687512" 8.64583333315" 20

Table 5.16 shows average no. of accidents with respect to median height

The above graph shows that the number of accidents is dependent on the median height.

The rate of accidents is increasing with the increasing median height.



that the average rate of accidents is dependent on the median height.

5.6.1.3 Discussion


significant relationship between the average rate of accidents and median height. In order

to control these accidents, street lights should be placed to provide a better view of the

ongoing traffic. Also mirrors should be placed at the turning points so that the traffic

coming from the back could be sighted. Another approach to reduce accidents due to

increased median heights is the application of cat-eyes on the medians or to add some

greenery to the median so that it becomes distinguished from the drive way.

5.6.2 Effect of median height on motorbike accidents


6" 9" 10" 12" 15"0

10

20

30

40

50

60

70

AVERAGE RATE OF ACCIDENTS DUE TO MOTORBIKE

F MotorbikeN.F Motorbike

median height

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Graph 5.17 showing relationship between median height and motorbike accidents

Median Height F Motorbike N.F Motorbike6" 1 9.259" 2.5 10.510" 0 29.512" 0 27.1666715" 0 66

Table 5.17 shows accidents of motorbike with respect to median height

The above graph shows that as the median height is increasing the percentage of fatal

accidents involving motorbikes are increasing at a lower rate whereas this trend is absent

in case of non fatal motorbike accidents.



that the median height is dependent on motorbike accidents (for non fatal) but

independent for motorbike accidents (for fatal).

5.6.2.3 Discussion


significant relationship between the average motorbike accidents (for non fatal) and

median height. These accidents occur as the increased height of the median cause sight

obstruction for the motorbike traveler due to which he could not see other vehicles

coming in the way when taking a turn, and a result a head on collision may result.

5.6.3 Effect of median height on victims


N.F Driver Of 2wheelers

N.F Pillion Passenger


N.F Passenger N.F Pedestrian0

5

10

15

20

25

30

35

40

average rate to accidents due to victim

6"9"10"12"15"

median height

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Graph 5.18 showing relationship between median height and victims accidents

Median Height


N.F Pillion Passenger


N.F Passenger

N.F Pedestrian

6" 5.583333 2.583333 0.166666667 0.75 2.1666679" 3.25 0.75 0.75 1 6.7510" 18 6.666667 0.333333333 2 8.16666712" 16.16667 5.166667 0.333333333 1.833333 10.4166715" 34 15 1 6 24Table 5.18 shows victims accidents with respect to median height



that the median height is dependent on accidents of driver of two wheeler, pillion

passenger and pedestrian but independent of driver of 4 wheeler and passenger (for non

fatal accidents).

5.6.3.3 Discussion


significant relationship between the victims (for non fatal) and median height. In order to

control these accidents, the drivers of two wheelers should decrease their speed at the

conflicting points or should take a longer radius in order to avoid collision with the traffic

approaching the particular lane. Also the pedestrians should take advantage of the

pedestrian bridge in order to cross the particular road.

5.6.4 Effect of median height on accidents at mid block


6" 9" 10" 12" 15"0

10

20

30

40

50

60

70

80

90

AVERAGE RATE OF ACCIDENTS AT MID BLOCK

F Mid BlockN.F Mid Block

median height

acci

de

nts

Graph 5.19 showing relationship between median height and accidents at midblock

Median Height F Mid Block N.F Mid Block 6" 1.25 11.25 9" 2.5 12.510" 0 34.8333312" 0.333333 34.2515" 0 80

Table 5.19 shows accidents at midblock with respect to median height

This graph is showing that the number of the non fatal accidents at the midblock

locations is consequently increasing with the increase in median height at the particular

location. However there is no effect of increase on median height on fatal accidents.



that the median height is dependent on accidents at midblock of road (for non fatal

accidents) but independent of fatal accidents at midblock.

5.6.4.3 Discussion


significant relationship between the accidents at midblock and median height. In order to

control these accidents street lights should be provided so that the vehicles have a clear

view of the traffic in the opposite lanes. Also there should be a sign indicating reduced

speed at the point where there is a turn.

5.6.5 Effect of median height on accidents of motorbike and bus


6" 9" 10" 12" 15"0

10

20

30

40

50

60

70

AVERAGE RATE OF ACCIDENTS DUE TO MOTORBIKE (NON- FATAL)

N.F MotorbikeN.F Bus

median height

acci

de

nts

Graph 5.20 showing relationship between median height and accidents of motorbike and bus

Median Height N.F Motorbike N.F Bus6" 9.25 0.59" 10.5 0.510" 29.5 0.66666712" 27.16667 0.66666715" 66 9

Table 5.20 shows accidents of motorbike and bus with respect to median height



that the median height is dependent on accidents due to motorbikes and bus but

independent of the minivan, truck, bicycle, taxi rickshaw and other vehicles (For non

fatal).

5.6.5.3 Discussion


significant relationship between the average rate of accidents of motorbikes/bus and

median height. In order to control these accidents the drivers of the motorbikes and the

bus should take great care when taking a U turn or when they merge into a lane. Also

there should be a separate path for the vehicles which has taken a U turn in which they

could properly mix with the running traffic in order to avoid any accidents.

5.6.6 Effect of median height on accidents of motorbike and bus


6" 9" 10" 12" 15"0

5

10

15

20

25

30

35

40

45

AVERAGE RATE OF ACCIDENTS DUE TO TIME (NON-FATAL)

N.F DuskN.F Day LightN.F DawnN.F Dark

median height

acci

de

nts

Graph 5.21 showing relationship between median height and time of accident (non fatal)

Median Height

N.F Dusk N.F Day Light N.F Dawn N.F Dark

6" 2.416667 4.333333 0.666667 3.833333 9" 5.5 4.25 2 0.7510" 6.5 19.33333 0.833333 812" 5 17.75 1.666667 9.83333315" 13 42 4 21

Table 5.21 shows time of accident (non fatal) with respect to median height

The above graph is showing the increase in non fatal accidents with respect to the time of

the day in which it is observed that the average number of accidents occurring in the

daylight is the highest due to the highest road occupancy of vehicles during the daytime.

This trend can also be observed at the dusk because those vehicles which are using the

road at the dusk usually drive with high speed due to comparatively vacant road way due

to which they could not decrease the speed to avoid collision with the other road user.

Also the accidents occurring at night time is higher due to the darkness of the road when

taking U-turn which create a sight obstruction with the traffic of the opposite lane.



that the median height occurs depends on accidents at dusk, day and dark time but

independent of accidents occur at dusk time (for non fatal) but the median height is

independent of time (fatal accidents)

5.6.6.3 Discussion


significant relationship between the time of accidents and median height. In order to

control these accidents, the vehicles running in daylight and dusk should maintain a

medium speed and should not rush in more traffic times and to allow pedestrian

passenger to cross the road if there is no overhead bridge nearby. Also the roads should

be provided with street lights at the night time and with cat-eyes in order to reduce traffic

accidents at the darkest hours.

CHAPTER 6

CONCLUSIONS AND RECOMMENDATIONS

6.1 GENERAL CONCLUSIONS

1. This project identified critical highway geometric design elements in terms of road

traffic accidents and investigated the frequency and severity level of each of the

identified critical geometric design elements.

2. The project provided a basis for the importance of engineering design for highway

safety.

3. In specific terms clear identification of critical geometric design elements causing

road traffic accidents is achieved. A strong association between adverse road

geometry and traffic accident's occurrence has been recognized and in order to

achieve this, the statistically significant relationships between road accidents and

road geometric design has been identified rather extensively for specific roadway

and roadside features.

6.1.1 Key findings

1. There is a strong relationship between road traffic accidents and road geometry.

2. Among some of the parameters analyzed in the study, there is a highlighting

correlation between the number of accidents and the number of lanes on a particular

road section and also with the number of conflicting points.

3. This relationship can be visualized by small road surveys with the help of easy and

hand equipped survey tools and techniques.

4. This relationship can be determined by carrying out chi square tests and also can be

modeled by simple regression analysis.

6.1.2 Major outcomes

1. Establishment of statistical relationships between road accidents and road geometric

design parameters.

2. Development of a methodology for the evaluation of the causes of road accidents on

the black spot areas of the city.

3. Determinations of safety margins for the road safety and;

4. Proposing recommendations for road geometric design standards.

6.2 RECCOMMENDATIONS

In this project the relation between the black spot road accidents and the geometric design of

roads in Karachi has been valuated with the help of statistical analysis methods. Apart from

this method, there are numerous techniques for the determination of fundamental

relationships between road geometric design parameters and road design:

a) This method can be improved by introducing an automatic tool for modeling vehicle

evaluation at critical locations based on artificial vision techniques. This tool and

methodology of vehicle evolution models and their derivatives could be used to

imply clear improvements to the currently used safety methods. The project research

domains can be made extensive to any other kind of critical points such as

acceleration and deceleration lanes and weaving links even to the urban environment

with a greater number of factors considered.

b) In further studies Geometric design consistency studies can be used to identify

inconsistent sections on highways, which can then be targeted for improvement.

Consequently local authorities can make optimal use of available resources and can

considerably improve the safety performance of the highway.

c) The study outcomes can be transformed into the forecasting model relating the curve

radii, preceding speed environment and the drivers’ observed curve negotiation

speeds. Then the observed free speeds can be compared to the safe speed, measured

as the function of the design speed at each curve. The relation between speed and

crash occurrence is examined by relating the crashes to the difference between

observed and safe speed.

REFERENCES:

1. Elena Diaz and Alfredo Garcia. Vehicle tracking in black spots using artificial vision

techniques in order to improve road geometric design standards.

2. P Watters, M O’Mahony, Trinity College Dublin, IE. The relationship between geometric

design consistency and safety on rural single carriageways in Ireland

3. Handbook of transportation science (Operation research) by Randolph W.Hall

4. Road transport and intermodal linkages (Research programme safety strategies by

organization for economic co-operation and development 1999 edition)

5. A policy on geometric design of highway and streets (2004 5th edition American

association of state highway and transportation officials)

6. Shane Turner, Beca Infrastructure Ltd and Christchurch, Fergus Tate, MWH, Wellington:

Relation between road geometry, observed travel speed and rural accidents, NZ

Transport Agency Research Report 371

7. Principles of traffic and highway engineering

APPENDIX

APPENDIX A

ROAD TRAFFIC INJURY RESEARCH AND PREVENTION CENTRE

ONSITE ROAD ACCIDENT INVESTIGATION FORM

Accident Reference#:

Date of accident: ----------------------------

Day:

Time of Accident: -------------------- Reported Hospital: ----------------------------

Arrived by: ---------------------------- Details: -------------------------------------------

Location of Accident: ---------------- Name of the Road: ----------------------------

Town: ----------------------

Traffic Zone: ---------------------- Traffic Section: --------------------------------

Area Police Station: ---------------------- Occupation: ------------------------------------

------------------------------------

------------------------------------

------------------------------------

Global Positioning:

Latitude: ------------------- Longitude: --------------------------------------

1) VICTIMS WERE: 2) AGE OF DRIVERS/ RIDERS:

Su M T W Th F S

Fata

l

Injure

d

Passenger

Driver

Pedestrian

Rider

Pillion Rider

Unknown

Total no of

casualties

Vehicle 01

Vehicle 02

Vehicle 03

Vehicle 04

3) TYPE OF ACCIDENT--- COLLISION WITH:

Single Vehicle Acc.

Two vehicles

More than two vehicles

Pedestrian

Animal

Train

Bicyclist

Parked vehicle

Other Object (not fixed)

Property/vehicle damage

COLLISION WITH FIXED OBJECT:

Utility pole/Light Support

Crash Cushion

Sign Post

Signal Standard

Tree

Building/Wall

Curbing

New Jersey/concrete/traffic barrier

Fence

Guard rails

Bridge Structure

Footpath

Median-Not at End

Median- End

Temporary barriers

Earth Embankment/Rock cut/Ditch

Fire/ Water Hydrant

Other fixed Object

NO COLLISION:

Overturned

Fall from vehicle

Fire/Explosion

Submersion

Run Off Roadway Only

Jackknife

Others

4) Total No of vehicles involved in accident: ----------------------

5) VEHICLE (s) involved in Accident:

1. Motorbike2. Mini

Van/Coaster

3. Bus/Mini Bus/

Coach4. Truck

5.Push

Cart

6. Taxi 7. Car8. Water/Oil

Tanker

9. Emergency

Vehicle

10.

Rickshaw

11.Animal driven

Vehicle12. Dumper 13. Trailer

14. Loading

Pickup

15.

Bicycle

16. Others

If loaded Vehicle, Loaded with: ----------------------

Vehicle owned by: ----------------------

Route No: ----------------------

6) VEHICLE

REGISTRATION MARK:

Vehicle 01

Vehicle 02

Vehicle 03

Vehicle 04

7) PEDESTRIAN /BICYCLIST ACTION:

Walking/ riding in road way with traffic

flow

Walking/riding in roadway against traffic

flow

In cross walk

Median

Island

Side walks

Not in available Cross walk

Cross walk not available

Emerging from in front of/ behind parked

vehicle

Standing in roadway

Pushing or working on vehicles in roadway

Other working on road

Playing on road

Not in roadway

Alighting/ boarding from the vehicle

Lying

Crossing road

8) USE OF RESTRAINT

DEVICES:

Yes No

Helmet

Seat belt

Others

Others

Unknown

9) COLLISION TYPE:

10) ROAD CATEGORY:

Locals

Collectors

Arterials

Residential

Specify Name:

Industrial

Specify name:

Rear end

Overtaking

Left turn

Right angle

Right turn

Head on

Sideswipe

Express ways

11) LOCATION DETAIL:

11.1) Along or Across (Name of street or route)

FROM --------------------

TO -------------------------

NEAR BY LAND MARKS: ---------------------------------------

11.2) VEHICLE MOVEMENT PRIOR TO COLLISION:

Vehicle

No.

TOWARD

S N

TOWARDS

S

TOWARDS

W

TOWARDS

E

Road name

1

2

3

Going Straight Ahead

Slowing in Traffic Way

Stopped in Traffic Way

Making Left Turn

Making Right Turn

Making U Turn

12) WEATHER CONDITIONS:

Rain

Clear

Fog

Cloudy

Drizzling

Sunny

Overtaking/Passing

Changing Lanes

Driving wrong way

Loss of Control

Negotiating a Curve

Backing

Avoiding

Veh/Obj/Animal/Ped

Entering Parking Position

Leaving Parking Position

Properly parked

Improperly Parked

Driverless moving vehicle

Others

Unknown

Blowing

sand/dirt

Other

13) LIGHT CONDITIONS:

Daylight

Dawn

Dusk

Dark

Other

14) STREET LIGHTS:

Available

Not Available

14.2) If Available:

Working

Not Working

15) ACCIDENT OCCURRED AT:

Intersection

Bridge

Overpass

(Flyover)

Underpass

Straight Road

Low Road

Median

Road side

Shoulder

Parking lot

Drive-Through

Gore

U Turn

Other

15.1) IF ACCIDENT OCCURRED AT

INTERSECTION:

Type of intersection:

None

Four way

Intersection

T intersection

Cross over

Five point or

more

Off ramp

Y intersection

Traffic circle/

roundabout

Others

Name of intersecting Roadways ---------

15.2) IF NOT AT INTERSECTION:

Name of nearest street -----------------------

16) NUMBER OF LANES (Each Direction):

1 2 3 4 5 6 None

17) TRAFFIC WAY DESCRIPTION: 18) TYPE OF MEDIAN:

Raised Median

One way

traffic

Two way,

undivided

Two way

divided,

unprotected

Two way

divided with

median

barrier

Others

Unknown

19) TRAFFIC CONTROL DEVICES:

Traffic signals

Working Not

working

Traffic Signs

Lane marking

Rumble strips

Cat eyes

Unknown

Others

None

20) If Traffic Signs are present then,

Warning Signs

Prohibitory Signs

Mandatory Signs

21) ROAD CHARACTER:

22) ROAD SURFACE:

Concrete

Asphalt

Gravel

Dirt

Straight and level

Straight and on

slope

Straight and on

hilltop

Curve and level

Curve and on

slope

Curve and on

hilltop

Other

23) ROAD SURFACE CONDITIONS:

Dry

Wet (water)

Wet ( Oil)

Water (standing)

Fine Sand/ Mud

Slush

Other

24) ROAD/ ENVIRONMENT APPARENT

CONTRIBUTING FACTORS:

Pot holes

Debris

Cracks on the road (road distresses)

Inadequate marked signs or road

markings

Vision affected by road layout

Pavement Slippery

Physical obstruction

Stopped/ parked vehicle

Moving vehicle

Load on vehicle

26) VEHICLE APPARENT


Accelerator defective

Steering failure

Brakes defective

Headlights defective

Other lighting defects

Tire failure

Mirrors/ wipers

Suspension

Wind shield/ windows

Improper loading/ unloading

Trees/ shrubs/ bushes

Work zone

Traffic control devices improper/ non

working

Animal’s action

Glare (sunlight)

Glare (headlight)

Others

Others

25) HUMAN APPARENT


27) IMMEDIATE CAUSES:

Unleveled manholes

Open manholes

Invisible speed barkers

Wrong way driving

Sudden application of brakes

Risky/ vandalism/ adventure/ racing

Over speeding

Road Crossing

Overtaking/lane jumping

Fall (Descending / Ascending/Moving)

On turning

Vehicle fault/Brake Failure/Tyre burst

Drug Addict/Drunk Driving

Drive fatigue/ Drowsy

Fell asleep

Loss consciousness

Drinking or drugs

Alcohol involvement

Driver caught after hitting

Driver run after hitting

Failure to yield Right-of-way

Failure to obey traffic signals

Failure to obey stop signs

Improperly parked

Sudden starting or stopping the vehicle

Backing unsafely

Negotiating curve

Not watching road

Improper judgment

Mobile or other distractions

Novice driver

Careless,reckless,thoughtless or in a

hurry

Following too close

Exceed speed limit

Lack of knowledge

Lack of adequate training

Aggressive driving

Lack of judgment of own path

30) CRASH DIAGRAM Indicate North Arrow

31) NARRATIVE (Describe what happened):

SUGGESTIONS/ RECOMMENDATIONS GIVEN BY SENIOR STAFF:

27) IMMEDIATE CAUSES:

Unleveled manholes

Open manholes

Invisible speed barkers

Wrong way driving

Sudden application of brakes

Risky/ vandalism/ adventure/ racing

Over speeding

Road Crossing

Overtaking/lane jumping

Fall (Descending / Ascending/Moving)

On turning

Vehicle fault/Brake Failure/Tyre burst

Drug Addict/Drunk Driving

------------------------------------------------------------------------------------------------------------

------------------------------------------------------------------------------------------------------------

------------------------------------------------------------------------------------------------------------

------------------------------------------------------------------------------------------------------------

------------------------------------------------------------------------------------------------------------

Name & Signature

------------------------

Dated: -------------------------------

Data Entered by: ------------------------

Filled by: ----------------------------------

Investigated by: --------------------------

APPENDIX B

TOTAL NUMBER OF ACCIDENTS OF YEAR 2008

1. Age Group:

2.

Gender:

3. Patient:

Location Of Accidents

Fatal

Patient WasDriver Of

2wheelersPillion

PassengerDriver Of

4wheelersPassenger Pedestrian

2 Minute Chowrangi

0 0 0 0 0


Fatal Serious

Age Group Age Group0-10

11-20

21-30

31-40

41-50

>50 0-10

11-20

21-30

31-40

41-50

>50

2 Minute Chowrangi

0 0 0 0 0 01 02 03 09 01 02 02

NaganChowrangi 0 0 0 0 0 0 02 18 20 09 02 04At Nazimabad 7 Signal

0 0 01 0 0 0 03 16 18 11 03 02

At Siemens Chowrangi

0 0 04 0 01 0 0 06 22 10 01 02

Jama Cloth 0 0 0 0 0 0 04 25 38 13 08 08Jinnah Bridge 0 0 01 0 0 02 02 06 07 07 02 02

Location Of Accidents Fatal SeriousGender Gender

Male Female Male Female2 Minute Chowrangi 01 0 16 03

NaganChowrangi 0 0 43 12At Nazimabad 7 Signal 01 0 48 05At Siemens Chowrangi 05 0 42 0

Jama Cloth 0 0 86 10Jinnah Bridge 03 0 24 02

NaganChowrangi 0 0 0 0 0

At Nazimabad 7 Signal

01 0 0 0 0


02 0 0 02 01

Jama Cloth 0 0 0 0 0

Jinnah Bridge 01 01 0 0 01


Serious

Patient WasDriver Of 2wheelers

Pillion Passenger

Driver Of 4wheelers


2 Minute Chowrangi

11 03 0 0 05

NaganChowrangi 25 13 01 07 09


29 15 01 02 06


20 06 02 10 04

Jama Cloth 41 22 01 09 23


4. Vehicle involved:

Location Of Accidents Fatal

Vehicle Involved

Motorbike Mini Van

Bus Truck

Bicycle Car Taxi Rickshaw

Other

2 Minute Chowrangi 0 0 0 0 0 0 0 0 0

NaganChowrangi 0 0 0 0 0 0 0 0 0


01 0 0 0 0 0 0 0 0


01 0 02 0 0 0 0 0 02

Jama Cloth 0 0 0 0 0 0 0 0 0

Jinnah Bridge 02 0 0 0 0 0 0 0 01

Location Of Accidents SeriousVehicle Involved

Motorbike

Mini Van


2 Minute Chowrangi 18 01 0 0 0 0 0 0 0NaganChowrangi 44 01 02 0 01 0 05 0 02At Nazimabad 7

Signal47 0 02 0 03 0 01 0 0


29 0 07 0 0 0 0 0 06

Jama Cloth 78 0 11 0 0 0 03 0 04Jinnah Bridge 22 0 0 0 0 01 01 0 09

5. Location detail:

Location Of Accidents Location Detail

Fatal Serious

Intersection Mid Block Intersection Mid Block

2 Minute Chowrangi 01 0 18 01NaganChowrangi 0 0 54 01

At Nazimabad 7 Signal 01 0 51 02At Siemens Chowrangi 05 0 42 0

Jama Cloth 0 0 18 80Jinnah Bridge 01 02 10 13

6. Time of accident:

Location Of Accidents Fatal SeriousDusk Day Light Dawn Dark Dusk Day Light Dawn Dark

2 Minute Chowrangi 01 0 0 0 02 11 03 03NaganChowrangi 0 0 0 0 09 17 05 24

At Nazimabad 7 Signal 0 01 0 0 07 30 04 12At Siemens Chowrangi 0 02 0 03 11 17 01 13

Jama Cloth 0 0 0 0 08 45 06 37Jinnah Bridge 0 02 0 01 04 17 0 04


1. Age Group:


Fatal Serious

Age Group Age Group0- 11- 21- 31- 41- >50 0- 11- 21- 31- 41- >50

10 20 30 40 50 10 20 30 40 502 Minute Chowrangi

0 0 0 0 0 01 02 03 09 01 02 02

NaganChowrangi 0 0 0 0 0 0 02 18 20 09 02 04At Nazimabad 7 Signal

0 0 01 0 0 0 03 16 18 11 03 02


0 0 04 0 01 0 0 06 22 10 01 02

Jama Cloth 0 0 0 0 0 0 04 25 38 13 08 08Jinnah Bridge 0 0 01 0 0 02 02 06 07 07 02 02

2. Gender:

3. Patient:


Fatal

Patient Was

Driver Of 2wheelers

Pillion Passenger

Driver Of 4wheeler

s


2 Minute Chowrangi 0 0 0 0 1

Golimar Chowrangi 0 0 0 1 0


Kala Pul Korangi Road

0 0 0 0 0

Numaish Ma Jinnah Road

1 0 0 0 0


Male Female Male Female2 Minute Chowrangi 0 1 37 7

Jinnah Bridge 3 0 41 0Numaish Ma Jinnah Road 1 0 123 24Tibet Centre Ma Jinnah

Road2 0 42 4

Tibet Centre Ma Jinnah

0 0 1 0 0


Serious

Patient Was

Driver Of 2wheelers

Pillion Passenger

Driver Of 4wheeler

s


2 Minute Chowrangi 24 9 1 3 6

Golimar Chowrangi 20 9 0 5 6


Kala Pul Korangi Road

19 12 0 2 10


71 24 0 19 25

Tibet Centre Ma Jinnah

25 8 0 2 7

4. Vehicle Involved:


Vehicle Involved

Motorbike Minivan Bus Truck Bicycle Car Taxi Rickshaw Other


Golimar Chowrangi 0 0 1 0 0 0 0 0 0

Jinnah Bridge 3 0 0 0 0 0 0 0 0

Kala Pul Korangi Road 0 0 0 0 0 0 0 0 0

Numaish Ma Jinnah Road 1 0 0 0 0 0 0 0 0

Tibet Centre Ma Jinnah Road 0 0 2 0 0 0 0 00

Location Of Accidents Serious

Vehicle Involved

Motorbike Minivan Bus Truck Bicycle Car Taxi Rickshaw Other


Jinnah Bridge 39 0 0 0 0 1 2 0 2


117 6 5 1 0 2 3 0 7

Tibet Centre Ma Jinnah Road

38 0 6 0 0 0 1 0 3

5. Location Detail:

Location Of Accidents Fatal SeriousLocation Detail Location Detail

Intersection Mid Block Intersection Mid Block2 Minute Chowrangi 1 0 40 3Golimar Chowrangi 1 0 38 1

Jinnah Bridge 0 3 12 29Kala Pul Korangi Road 0 0 39 5

Numaish Ma Jinnah Road 1 0 107 38Tibet Centre Ma Jinnah

Road2 0 31 14

6. Time Of Accident:

Location Of Accidents Fatal Serious

Dusk Day Light Dawn

Dark Dusk Day Light Dawn

Dark

2 Minute Chowrangi 0 1 0 0 13 15 2 13Golimar Chowrangi 0 1 0 0 6 18 4 15

Jinnah Bridge 0 2 1 0 8 15 3 15Kala Pul Korangi Road 0 0 0 0 11 24 2 6

Numaish Ma Jinnah Road 0 0 0 1 23 77 10 33Tibet Centre Ma Jinnah

Road0 1 0 1 6 23 0 15


7. Age Group:


Fatal Serious

Age Group Age Group

0-10

11-20

21-30

31-40

41-50

>50 0-10

11-20

21-30

31-40

41-50

>50

NumaishChowrangi 0 0 1 0 0 0 11 20 42 25 9 9


0 0 0 0 0 0 4 7 26 24 7 13

Nursery 0 0 2 0 0 0 3 26 47 30 18 17

Jinnah Bridge 0 0 1 2 0 0 3 7 21 9 8 2

Akhtar Colony 0 0 0 0 0 1 1 3 6 1 2 1

8. Gender:

9. Patient:


Fatal


Pillion Passenger

Driver Of 4wheelers


NumaishChowrangi 01 0 0 0 0


0 0 0 0 0

Nursery 0 0 0 0 3


Male

Female Male Female

NumaishChowrangi 1 0 110 24At Nazimabad 7

Signal0 0 57 19

Nursery 2 0 129 12Jinnah Bridge 3 0 43 7Akhtar Colony 1 0 14 4


Akhtar Colony 0 0 0 0 1


Serious


Pillion Passenger

Driver Of 4wheelers


NumaishChowrangi 61 15 02 17 36At Nazimabad 7

Signal41 16 1 6 11

Nursery 69 13 3 15 38


Akhtar Colony 11 4 0 0 3

10. Vehicle involved


Vehicle InvolvedMotorbik

eMini Van Bus Truck Bicycle Car Taxi Rickshaw Other

NumaishChowrangi 1 0 0 0 0 0 0 0 0


0 0 0 0 0 0 0 0 0

Nursery 1 1 0 0 0 0 0 0 0

Jinnah Bridge 3 0 0 0 0 0 0 0 0

Akhtar Colony 0 0 0 0 0 0 0 0 1


Vehicle InvolvedMotorbik

eMini Van Bus Truck Bicycle Car Taxi Rickshaw Other

NumaishChowrangi 97 2 4 0 0 0 13 0 15At Nazimabad 7

Signal66 1 5 0 0 0 1 0 3

Nursery 96 3 3 0 1 2 20 0 11

Jinnah Bridge 36 3 1 3 0 2 0 0 5

Akhtar Colony 16 2 0 0 0 0 0 0 0

5. Location detail:


Fatal Serious

Intersection Mid Block Intersection

Mid Block

NumaishChowrangi 1 0 106 27At Nazimabad 7

Signal0 0 51 21

Nursery 2 1 101 39Jinnah Bridge 0 3 1 49Akhtar Colony 1 0 17 1


Location Of Accidents Fatal SeriousDus

kDay Light Dawn Dark Dusk Day Light Dawn Dark

NumaishChowrangi 0 1 0 0 18 74 7 33At Nazimabad 7

Signal0 0 0 0 18 52 0 6

Nursery 0 1 1 0 14 81 9 31Jinnah Bridge 1 1 0 1 5 34 1 10

Akhtar Colony 1 0 0 0 2 5 4 7


11. Age Group:

12. Gender:

13. Patient:


Patient WasDriver Of 2wheeler

Pillion Passenger

Driver Of 4wheelers


Location Of Accidents Fatal SeriousAge Group Age Group

0-10

11-20

21-30

31-40

41-50

>50 0-10

11-20

21-30

31-40

41-50

>50

NumaishChowrangi 0 0 1 1 0 0 18 79 213 82 38 27

Under Baloch Colony Fly Over

0 0 2 0 1 0 5 20 38 23 17 18

Akhtar Colony Signal 0 0 3 1 1 2 7 32 36 17 7 7

Singer Chowrangi 0 0 0 0 0 1 1 6 11 8 3 2

Jinnah Bridge 1 1 3 0 0 3 3 11 16 6 0 0

ChamraChowrangi 0 1 3 2 0 2 3 27 41 25 16 8

GurumandarChowrangi 0 1 0 0 0 1 3 8 13 17 3 5


Male Female Male FemaleNumaishChowrangi 2 0 478 56

Under Baloch Colony Fly Over 2 0 90 26

Akhtar Colony 6 1 89 17Singer Chowrangi 1 0 27 4

Jinnah Bridge 6 3 31 5ChamrahChowrangi 8 0 106 14

GurumandarChowrangi 2 0 46 3

sNumaishChowrangi 1 0 0 0 5


0 0 0 0 2

Akhtar Colony Signal 2 0 0 0 5

Singer Chowrangi 0 0 0 0 1Jinnah Bridge 4 3 0 0 2

ChamraChowrangi 5 2 0 0 1

GurumandarChowrangi 0 1 0 0 1

Location Of Accidents SeriousPatient Was

Driver Of 2wheeler

s

Pillion Passenger

Driver Of 4wheelers


NumaishChowrangi 304 112 2 27 69

Under Baloch Colony Fly Over 47 16 1 5 43

Akhtar Colony Signal 45 27 1 8 21

Singer Chowrangi 17 3 1 2 7Jinnah Bridge 23 8 0 1 2

ChamraChowrangi 48 17 2 9 41GurumandarChowrangi 32 7 0 0 10

14. Vehicle involved:


Vehicle InvolvedMotorbik Mini Bus Truck Bicycle Car Taxi Rickshaw Other

e VanNumaishChowrangi 1 0 0 0 0 0 0 0 1


0 0 0 0 0 0 0 0 2

Akhtar Colony Signal 3 0 0 0 0 0 2 1 1

Singer Chowrangi 1 0 0 0 0 0 0 0 0ChamraChowrangi 7 0 0 0 0 0 0 0 1

GurumandarChowrangi 1 0 1 0 0 0 0 0 0Jinnah Bridge 8 0 0 0 0 0 0 0 1


Vehicle InvolvedMotorbike Mini Van Bus Truck Bicycle Car Taxi Rickshaw Other

NumaishChowrangi 459 6 9 5 4 1 9 0 37Under Baloch Colony Fly Over 90 1 1 0 0 0 17 0 5

Akhtar Colony Signal 82 1 3 0 0 0 6 0 13

Singer Chowrangi 25 1 4 0 0 0 0 0 1ChamraChowrangi 93 0 8 5 0 1 10 0 1

GurumandarChowrangi 43 0 0 0 1 0 0 0 4

Jinnah Bridge 34 0 0 0 0 0 1 0 1

5. Location detail:


Fatal Serious

Intersection Mid Block Intersection Mid Block

NumaishChowrangi 2 0 392 139

Under Baloch Colony Fly Over 0 2 9 104

Akhtar Colony Signal 5 2 99 7

Singer Chowrangi 1 0 31 0Jinnah Bridge 1 6 1 18

ChamraChowrangi 1 5 97 23GurumandarChowrangi 2 0 43 7


Location Of Accidents Fatal Serious

Dusk Day Light

Dawn Dark Dusk Day Light

Dawn Dark

NumaishChowrangi 0 1 0 1 85 292 20 133


1 0 1 0 19 54 11 32

Akhtar Colony Signal 1 3 0 3 20 42 8 32

Singer Chowrangi 1 0 0 0 6 16 1 8

Jinnah Bridge 2 1 2 2 5 13 1 16

ChamrahChowrangi 2 2 3 0 38 61 13 12

GurumandarChowrangi 0 1 0 1 0 20 2 27

APPENDIX C

Survey Form

Road Number: __ Location: _______________ Date: ___________ Time:______

1. Number Of Lane: _______________2. Road Width: _______________3. Median Height: _______________4. Median Width: _______________5. No. Of Turning: _______________6. Road Type: _______________ 7. Speed: _______________ 8. Sight Obstruction: _______________ 9. Sign Available: _______________ 10. Encroachment: _______________ 11. Parking On Road: _______________ 12. Ditches: _______________13. Conflicting Points: _______________14. Wrong Way: _______________15. Pedestrian Movement: _______________16. Speed Breaker: _______________17. Approach Road:-

Coming From: _______________Going To: _______________18. Lane:-

Merging Lane: _______________ Diverging Lane: _______________

19. Traffic Mix:-

Car Bus Truck Bike Rickshaw Animal Cart

20. Lane Discipline:-

Car Bus Truck Bike Rickshaw

APPENDIX D

Locations No. of

Lane

Average Speed

(km/hr.)

Median Height

(in)

No. of Conflicting

Points

No. of Turnings

No. of Local

Streets1 Jinnah Bridge 2 32 6" 32 1 42 Tibet center 3 21 6" 32 0 153 Siemens Chowrangi 3 23 12" 21 6 14 Singer Chowrangi 3 28 12" 32 8 95 Akhter colony 3 32 6" 2 0 96 Nazimabad no.7 3 33 12" 4 6 117 Jama Cloth 4 24 15" 11 9 128 NaganChowrangi 4 27 10" 3 1 159 NumaishChowrangi 4 28 10" 6 1 11

10 Gurumandir 4 33 12" 4 2 1111 ChamraChowrangi 4 34 9" 32 1 712 2 min Chowrangi 4 38 9" 5 2 13

13Under baloch

flyover 4 42 12" 4 2 9

14 Nursery 4 44 12" 4 2 7

APPENDIX E

Location Road no.

Road width(ft.-in)

Median width(ft.-in)

Ditches Speed breaker

Road coming

from

Road going to

2 minute chowrangi 1 12'-2" 17'-1" No Yes Surjani road Power

house chowrangi

Akhtar colony 1 36' 3' 9" No No Defence phase ii

Baloch colony

Café al-noor 3 48' No median

No No Tower Urdu bazar intersection

Chamra chowrangi 1 43' 38'-3" No No Kpt interchange

Vita chowrangi

Grumandir 1 48' 4' No No Numaish Jail roadJinnah bridge(Lower

ramp)1 12' 6" No No Manipur Jackson

police chokie

Jinnah bridge(Upper ramp)

2 12' 6" No No Manipur Jackson police chokie

Nagan chowrangi (downstream)

1 70' 39' No No U.p mor Buffer zone

Nagan chowrangi (upstream)

2 60' 39' No No U.p mor Buffer zone

Nazimabad signal no.7 1 40' - No No Liaqutabad Habib bank chowrangi

Numaish chowrangi 1 48' 3'-5" No No Gurumandir

Tibet centre

Nursery (upstream) 1 35' 22' No No Baloch colony

Regent plaza

Nursery(downstream) 2 43' 5'-11" Yes No Regent plaza

Baloch colony

Siemens chowrangi 1 12'-2" - Yes No Nazimabad Site areaSinger chowrangi 1 40' 47' No No Shaam

chowrangiKorangi #5

Tibet centre 1 48' 2' Yes No Numaish Jama clothUnder baloch fly over

(downstream)2 12' - No No Nursery Drig road

Under baloch fly over (upstream)

1 12' - No No Drig road Nursery

Urdu bazar intersection (upstream)

1 48' 3' No No Numaish Tower

Urdu bazar intersection (down

stream)

2 36' 3' No No Jama cloth Numaish

Location Road type Sign available

Encroachment Parking on roads

Traffic mix

2 minute chowrangi 2 way Yes Yes Yes AllAkhtar colony 2way No No Yes YesCafé al-noor 1 way No Illegal parking Yes All

Chamra chowrangi 2 way No Yes Yes Heavy vehicle traffic

Grumandir 2 way No No Yes AllJinnah bridge(Lower

ramp)1 way Yes No No All except

animal cart


2 way Yes No No All heavy vehicle traffic


2 way Yes Yes Yes All



Nazimabad signal no.7


Numaish chowrangi 2 way No No No AllNursery (upstream) 2 way No No Yes All except

animal cart

Nursery(downstream) 2 way Yes No Yes pedestrian

All except animal

cartSiemens chowrangi 2 way No No No AllSinger chowrangi 2way No Yes Yes All

Tibet centre 2 way No No No AllUnder baloch fly over

(downstream)2 way Yes No No All except

animal cart


2 way No No Yes All


1 way Crossing sign

Yes Yes All

Urdu bazar intersection (down

2way No Yes Yes All

stream)

1. Number of lane:

APPENDIX F

Location Wrong way

Pedestrian movement

Merging lane

Diverging lane

Lane discipline

2 minute chowrangi Yes Yes No No NoAkhtar colony All Yes Yes No NoCafé al-noor Yes Yes Yes Yes No

Chamra chowrangi Yes Yes Yes Yes NoGrumandir No No Yes Yes No

Jinnah bridge(Lower ramp)

Yes Yes Yes Yes No


Yes No No Yes No


Yes Yes No Yes No


Yes Yes Yes Yes No

Nazimabad signal no.7 Yes Yes Yes Yes NoNumaish chowrangi N o Yes Yes Yes NoNursery (upstream) Yes Yes Yes Yes Yes

Nursery(downstream) Yes Yes Yes Yes YesSiemens chowrangi No Yes Yes Yes NoSinger chowrangi No No Yes Yes Yes

Tibet centre No Yes Yes No NoUnder baloch fly over

(downstream)No Yes Yes Yes Yes


No Yes No No No


Yes Yes No No No

Urdu bazar intersection (down stream)

Yes No(bridge) Yes Yes No

Hypothesis 1

Lanes Observed Frequency

Expected Frequency

Critical Value

Calculated Value

2 31.5 62.2745.99 60.5113 43.4 62.274

4 111.923 62.274

Observed FrequencyLanes Time Of Accidents

Dawn Day Light Dusk Dark Total

2 0.75 1.5 0.75 1 43 0 1 0.4 1.1 2.54 0.625 0.645 0.4375 0.208 1.9155

Total 1.375 3.145 1.5875 2.308 8.4155

Expected FrequencyTime Of Accidents

Dawn Day Light Dusk Dark Total

0.65356 1.49486 0.75456 1.09702 40.40847 0.93429 0.4716 0.68564 2.50.31297 0.71585 0.36134 0.52534 1.91550.96653 3.145 1.5875 2.308 8.4155

Critical Value 12.59Calculated Value 1.22308

Hypothesis 2

N.F DaylightLanes Observed

FrequencyExpected

FrequencyCritical Value

Calculated Value

2 1.5 1.048335.99 0.3523 1 1.04833

4 0.645 1.04833Hypothesis 3N.F Driver of 2 Wheeler Accidents

Lanes

Observed Frequency Expected Frequency

Critical Value

Calculated Value

2 21.75 33.85316.6372 16.637173 26.8 33.853

4 53.01 33.853

Hypothesis 4N.F Motor BikeAccidents


Expected Frequency

Critical Value Calculated Value

2 32.75 51.483327.932 27.932393 39.5 51.4833

4 82.2 51.4833

2. Number of Conflicting points

Hypothesis 6N.F Driver Of 2 WheelerAccidents

Conflicting Points Observed Frequenc

y

Expected Frequenc

y

Critical Value

Calculated Value

1 To 10 49.85 36.945

7.82 8.86115311 To 20 41 36.94521 To 30 29 36.94531 To 40 27.93 36.945

Hypothesis 5N.F Accidents At Intersection


Expected Frequency


2 6 39.226666675.99 51.154293 42.6 39.22666667

4 69.08 39.22666667

3. Average Speed

Hypothesis 9F Day LightAccidents

Average Speed

Observed Frequency

Expected Frequency


Below 30 0.611111 0.8055555 3.84 0.09387Above 30 1 0.8055555

Hypothesis 7F Driver Of 2 Wheeler Accidents

Average Speed

Observed Frequency

Expected Frequency


Below 30 0.5 0.8125 3.84 0.24038Above 30 1.125 0.8125N.F Driver Of 2 WheelerAccidents

Average Speed

Observed Frequency

Expected Frequency

Critical Value

Calculated Value

Below 30 47.05556 42.168405 3.84 1.1328Above 30 37.28125 42.168405

Hypothesis 8F Motor BikeAccidents

Average Speed

Observed Frequency

Expected Frequency


Below 30 0.444444 1.159722 3.84 0.88232Above

301.875 1.159722

Hypothesis 10N.F Dawn Accidents

Average Speed

Observed Frequency

Expected Frequency


Below 30 4.222222 5.032986 3.84 0.261212Above 30 5.84375 5.032986

4. Local streets

Hypothesis 11Pillion PassengerAccidents

Local Streets

Observed Frequency

Expected Frequency


1 To 5 7.25 12.741666675.99 3.5523546 To 10 15.375 12.74166667

11 To 15 15.6 12.74166667

Motor BikeAccidentsLocal

StreetsObserved Frequency

Expected Frequency


1 To 5 68 85.666666675.99 33.252926 To 10 60 85.66666667

11 To 15 129 85.66666667

Hypothesis 12Wrong WayAccidents

Local Streets

Observed Frequency

Expected Frequency


1 To 5 2.3 4.47 5.99 2.6620586 To 10 4 4.47

11 To 15 7.11 4.47

5. No. of turning

Hypothesis 13F Accidents

Turning Observed Frequency Expected Frequency


1 To 5 30.27798 24.01399 3.84 3.2678936 To 10 17.75 24.01399

N.F AccidentsTurning Observed Frequency Expected

FrequencyCritical Value Calculated

Value1 To 5 0.757738 0.472619 3.84 0.34401

6 To 10 0.1875 0.472619

1. Median height

Hypothesis 15Average Accidents

Median Height Observed Frequency

Expected Frequency


6" 3.833333333 8.583333333

9.487 20.9559" 3.75 8.583333333

10" 6.6875 8.58333333312" 8.645833333 8.583333333

Hypothesis 14F Accidents At Intersection

Turning Observed Frequency Expected Frequency


1 To 5 1.183333333 1.341666667 3.84 0.037376 To 10 1.5 1.341666667

15" 20 8.583333333

Hypothesis 16N.F Motorbike Accidents

Median Height

Observed Frequency

Expected Frequency

Critical Value

Calculated Value

6" 9.25 28.48333

9.488 73.853339" 10.5 28.48333

10" 29.5 28.4833312" 27.16667 28.4833315" 66 28.48333

F Motorbike AccidentsMedian Height

Observed Frequency

Expected Frequency

Critical Value

Calculated Value

6" 1 1.1666675.991 2.7149" 2.5 1.166667

12" 0 1.166667

Hypothesis 17N.F Driver Of 2wheelers Accidents


Expected Frequency


6" 5.583333333 15.4

9.488 38.789" 3.25 15.4

10" 18 15.412" 16.16666667 15.415" 34 15.4

N.F Pillion Passenger AccidentsMedian Height Observed

FrequencyExpected


Value6" 2.583333333 6.033333333

9.488 20.1169" 0.75 6.033333333

10" 6.666666667 6.03333333312" 5.166666667 6.03333333315" 15 6.033333333

N.F Driver Of 4wheelers AccidentsMedian Height Observed

FrequencyExpected


Value6" 0.166666667 0.516666667

9.488 0.92479" 0.75 0.516666667

10" 0.333333333 0.51666666712" 0.333333333 0.51666666715" 1 0.516666667

N.F Passenger AccidentsMedian Height Observed

FrequencyExpected


Value6" 0.75 2.316666667

9.488 7.80829" 1 2.316666667

10" 2 2.31666666712" 1.833333333 2.31666666715" 6 2.316666667

N.F Pedestrian AccidentsMedian Height Observed

FrequencyExpected


Value6" 2.166666667 10.3

9.488 26.3119" 6.75 10.3

10" 8.166666667 10.312" 10.41666667 10.315" 24 10.3

Hypothesis 19N.F Bicycle Accidents


Expected Frequency


6" 0 0.1

9.488 0.88889" 0 0.1

10" 0.166666667 0.112" 0.333333333 0.115" 0 0.1

N.F Bus AccidentsMedian Height Observed

FrequencyExpected


Value6" 0.5 2.2666666679" 0.5 2.266666667

Hypothesis 18N.F Accidents At Mid Block


Expected Frequency


6" 11.25 34.56666667

9.48773 89.539" 12.5 34.56666667

10" 34.83333333 34.5666666712" 34.25 34.5666666715" 80 34.56666667

F Accidents At Mid BlockMedian Height Observed

FrequencyExpected


Value6" 1.25 0.816666667

9.48773 5.6189" 2.5 0.816666667

10" 0 0.81666666712" 0.333333333 0.81666666715" 0 0.816666667

9.488 25.014710" 0.666666667 2.26666666712" 0.666666667 2.26666666715" 9 2.266666667

N.F Car AccidentsMedian Height Observed

FrequencyExpected


Value6" 0.166666667 0.066666667

9.488 0.59" 0 0.066666667

10" 0 0.06666666712" 0.166666667 0.06666666715" 0 0.066666667

N.F Mini Van AccidentsMedian Height Observed

FrequencyExpected


Value6" 0.083333333 0.35

9.488 1.28579" 0.5 0.35

10" 0.833333333 0.3512" 0.333333333 0.3515" 0 0.35

N.F Motorbike AccidentsMedian Height Observed

FrequencyExpected


Value6" 9.25 28.48333333

9.488 73.859" 10.5 28.48333333

10" 29.5 28.4833333312" 27.16666667 28.4833333315" 66 28.48333333

N.F Other AccidentsMedian Height Observed

FrequencyExpected


Value6" 0.833333333 1.45

9.488 1.85449" 0.5 1.45

10" 2.5 1.4512" 1.416666667 1.4515" 2 1.45

N.F Taxi Accidents


Expected Frequency


6" 0.416666667 1.516666667

9.488 4.380959" 0.5 1.516666667

10" 0.833333333 1.51666666712" 2.833333333 1.51666666715" 3 1.516666667

N.F Truck AccidentsMedian Height Observed

FrequencyExpected


Value6" 0 0.033333333

9.488 0.6669" 0 0.033333333

10" 0.166666667 0.03333333312" 0 0.03333333315" 0 0.033333333

Hypothesis 20N.F Dark


Expected Frequency


6" 3.833333333 8.683333333

9.488 27.633349" 0.75 8.683333333

10" 8 8.68333333312" 9.833333333 8.68333333315" 21 8.683333333

N.F DawnMedian Height Observed

FrequencyExpected


Value6" 0.666666667 1.833333333

9.488 3.87889" 2 1.833333333

10" 0.833333333 1.83333333312" 1.666666667 1.83333333315" 4 1.833333333

N.F Day LightMedian Height Observed

FrequencyExpected


Value

6" 4.333333333 17.53333333

9.488 54.33039" 4.25 17.53333333

10" 19.33333333 17.5333333312" 17.75 17.5333333315" 42 17.53333333

N.F DuskMedian Height Observed

FrequencyExpected


Value6" 2.416666667 6.4833333339" 5.5 6.483333333

10" 6.5 6.48333333312" 5 6.48333333315" 13 6.483333333