SURYODAYA COLLEGE OF ENGINEERING AND TECHNOLOGY , NAGPUR (1770)

ABSTRACT
Road accidents cannot be stopped despite providing the best possible roads and intersections,
however there are ways to reduce the impact of road accidents on road-users and the vehicles
plying on the road.The incidence of accidental deaths has shown an increasing trend during
the period 2005 - 2015 with an increase of 54.3% in the year 2015 as compared to 2005
increase in the rate of accidental deaths during the same period was 25.5%.A total of 4,00,517
accidental deaths were reported in the country during 2015 (5,535 more than such deaths
reported in 2014) showing an increase of 1.4% as compared to 2014. However, the average
rate of Accidental Deaths has remained same 32.6 in 2014 and 2015.In the stretches.
However sharper curves are more dangerous in both left and right curves. Moreover,
motorway carriageways with no or limited shoulders have the highest CR when compared to
other carriageway width. Proper traffic guidance and control system to guide road users
ensuring safe movement of vehicles has been recommended and some of the facilities such
as pedestrian crossings and median openings, acceleration and deceleration lanes were re-
designed in order to improve the safety of the road and minimize the accidents.

AIM
To prepare report on road accidents.

OBJECTIVES
1. To study the causes of accidents and suggest corrective measures at potential location.
2. To evaluate existing design.
3. To compute the financial losses incurred .
4. To support the proposed design and provide economic justification to the
improvement suggested by the traffic engineer .
5. To carry out before and after studies and to demonstrate the improvement in the
problem.

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 SURYODAYA COLLEGE OF ENGINEERING AND TECHNOLOGY , NAGPUR (1770)

INTRODUCTION
The problem of accident is a very acute in highway transportation due to complex flow
pattern of vehicular traffic, presence of mixed traffic along with pedestrians. Accidents are
multifactor and random. Traffic accident leads to loss of life and property. Thus it is
imperative that traffic engineers take the big responsibility of providing safe traffic
movements to the road users and ensure their safety. The aim of zero causality is although
difficult even considered impossible by some, but with the latest technologies and
advancement in the field it is possible to reduce this in fractions per 100,000 population. This
will require a significant investment. By suitable traffic engineering and management the
accident rate can be reduced with scare resources. For this reason systematic study of traffic
accidents are required to be carried out. Proper investigation of the cause of accident will help
to propose preventive measures in terms of design and control . A primary source of highway
safety data is crash data collected by police officers at the scene. Police are unique in their
ability to collect on scene crash data shortly after the crash occurs, as well as the transient
data that may erode (i.e., tyre marks) or be removed from the scene. Although police are in a
unique position to collect crash data, data collection is not their only responsibility. Their
primary on scene responsibilities includes securing the crash site, caring for injured persons,
and re-establishing traffic flow. Therefore, on scene data collection systems must
consider the officer’s needs when implementing new technologies. Once a series of data
collected, accident sites are selected for possible treatment and before a decision can be made
which sites will be treated and the type of improvement work necessary, further information
is usually needed. This extra data, obtained through site visits, should relate to both the site
accident data and to the other factors that might help to determine what the problem at the
site is. On site visit, data should include details of the road, its environment, vehicle features
and road user characteristics, Signs and Marking, Lighting, Width, Poles, posts, etc.
Divided/undivided ,Legibility, Height, Horizontal railings,
Number of lanes, Conspicuity Intensity, Rocks, trees, other Cross fall Comprehensibly
Obstruction hazards, Gradient Credibility, Parked Vehicles , Safety barriers, fences,
Shoulder , Lane, center On street parking ,Side slopes, Verge And edge lines , Culverts
Median and Other markings, Off-street parking and Bridge abutments, access openings
Pavement markers , Visibility ,Footpath, Post mounted Clearway hours, Kerbs, pram ramps ,
delineators ,Parking controls On intersection approach, Drainage Hazard markers , Loading
facilities Of side road Combination of Chevron alignment, Bus stops , Of traffic control
devices , factors Markers Taxi rank Of pedestrians , Physical obstruction Of parked vehicles.

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 SURYODAYA COLLEGE OF ENGINEERING AND TECHNOLOGY , NAGPUR (1770)

LITERATURE REVIEW
There are some symbols that unite the world e.g. the red ribbon which brought such
momentum to awareness of HIV/AIDS, white band against global poverty. Now these are
joined by a new symbol. The Road Safety Tag is the global symbol of the movement to
improve safety on the roads. It has been adopted as the official symbol for the United
Nations' Decade of Action for Road Safety 2011-2020.
“In response to the global epidemic created by road traffic crashes, the United Nations
General Assembly resolution 64/255 proclaimed the period 2011-2020 as the decade of
Action for Road Safety “with a goal to stabilize and then reduce the forecast level of road
traffic fatalities around the world by increasing activities conducted at the national, regional
and global levels”. The United Nations Decade of Action for Road Safety 2011-2020 was
officially launched by the UN Secretary General, Ban Ki-moon on 11th May 2011 was these
words “I call on Member States, international agencies, civil society organisations, business
and community leaders to ensure that the Decade leads to real improvements”. “In 1990
Road traffic injuries were ranked at the 9th place in disability-adjusted life year (DALY)
diseases which is a measure of overall disease burden. In 2010 it was estimated to jump to
3rd place by 2020 higher than HIV, TB, War, etc.” “It is believed by Road safety that, with
the right action, up to 5 million lives could be saved and 50 million injuries prevented during
this decade of action. Therefore achieving a reduction of about 50% with respect to the
predicted global death toll by 2020.”

Analysis shows that the distribution of road accidental deaths and injuries in India varies
according to age, gender, month and time. Age group 30-59 years is the most vulnerable
population group, though males face higher level of fatalities and injuries than their female
counterparts. Moreover, road accidents are relatively higher in extreme weather and during
working hours. Analysis of road accident scenario at state and city level shows that there is a
huge variation in fatality risk across states and cities. Fatality risk in 16 out of 35 states and
union territories is higher than the all India average.
This chapter presents some background information of the available literature related to the
development of accident rates, accident models and accident statistic databases. The first
section deals with the major national accident databases and the second with other existing
accident databases. The third section focuses on a brief description of the highway statistics
available while the fourth section deals with some recent research on the development and
comparison of various accident rates. Finally, the fifth section deals with studies related to the
development of accident models.

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 SURYODAYA COLLEGE OF ENGINEERING AND TECHNOLOGY , NAGPUR (1770)

METHODOLOGY
 ACCIDENT STATISTICS
The statistical analysis of accident is carried out periodically at critical locations or road
stretches which will help to arrive at suitable measures to effectively decrease accident rates.
It is the measure (or estimates) of the number and severity of accident. These statistics reports
are to be maintained zone-wise. Accident prone stretches of different roads may be assessed
by finding the accident density per length of the road. The places of accidents are marked on
the map and the points of their clustering (BLACK SPOT) are determined. By statistical
study of accident occurrence at a particular road or location or zone of study for a long period
of time it is possible to predict with reasonable accuracy the probability of accident
occurrence per day or relative safety of different classes of road user in that location. The
interpretation of the statistical data is very important to provide insight to the problem.

Fig 1.Percent share in total road accident by type of motor vehicle involved.

Fig 2. Monthly distribution of accidents in the perspective stretches analyzed.

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 SURYODAYA COLLEGE OF ENGINEERING AND TECHNOLOGY , NAGPUR (1770)

 ACCIDENT EVALUATION AND BLACK SPOT INVESTIGATION

The accident data collection involves extensive investigation which involves the following
procedure: Reporting: It involves basic data collection in form of two methods:
Motorist accident report - It is filed by the involved motorist involved in all accidents fatal or
injurious. Police accident report - It is filed by the attendant police officer for all accidents at
which an officer is present. This generally includes fatal accidents or mostly accidents
involving serious injury required emergency or hospital treatment or which have incurred
heavy property damage.
At Scene-Investigation: It involves obtaining information at scene such as measurement of
skid marks, examination of damage of vehicles, photograph of final position of vehicles,
examination of condition and functioning of traffic control devices and other road
equipments.
Technical Preparation: This data collection step is needed for organization and interpretation
of the study made. In this step measurement of grades, sight distance, preparing drawing of
after accident situation, determination of critical and design speed for curves is done.
Professional Reconstruction: In this step effort is made to determine from whatever data is
available how the accident occurs from the available data. This involves accident
reconstruction which has been discussed under Section No.7 in details. It is professionally
referred as determining “behavioral” or “mediate” causes of accident. Cause Analysis: It is
the effort made to determine why the accident occurred from the data available and the
analysis of accident reconstruction studies.

 BLACK SPOTS
The treatment of specific types of accidents at a single location or on short lengths of roads,
(e.g. 300 m - 500 m stretches of road) this involves treating a specific site or short length of
road. Look for clustering by accident type, rather than identifying site on the basis of total
accident numbers only. Particular accident types can be identified, for example, there
may be cluster of right angle accidents or run off road accidents.

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 SURYODAYA COLLEGE OF ENGINEERING AND TECHNOLOGY , NAGPUR (1770)

 SPECIFIC SITE ANALYSIS

Causes of accidents:
1. Lack of Spatial Guidance
2. High Approach Speeds persists
3. No sign and marking
4. Multiple maneuver
5. The problem of delay exists for minor road traffic which has to give
way. If the delays are excessive, emerging drivers may take undue
risks in order to enter or cross the main stream.
6. Edge obstruction like poles and trees very close to pavement edge
7. Edge drop shoulder
8. High pedestrian movement
9. Excessive ribbon development near the road side
10. Narrow Carriage Way
11. Inadequate Drainage Systems
12. Road Side encroachments
13. Presence of potholes
14. Presence of advertisement boards on curves leading to
distraction of driver

Countermeasures
1. Local widening in the centre of the junction, allow protected waiting areas to be
provided for turning traffic.
2. Where space permits, staggered junctions are preferable to crossroads on safety
grounds.
3. Roundabout and median barrier
4. Restriction on turning movements
5. Adequate signs and signals
6. Shoulder sealing
7. Signage before the approaching curve
8. Pedestrian crossings
9. Removal of trees which are too close to the road
10. Speed restriction
11. Lane marking and proper signage
12. Reconstruction of deteriorated roads such that drainage is improved and life of roads
is increased

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 SURYODAYA COLLEGE OF ENGINEERING AND TECHNOLOGY , NAGPUR (1770)

CONCLUSION
The study shows that the main causes, effects and locations of accidents on National Highways are:
1. Occurring on straight stretches due to high speed.
2. Occurring at four arm junctions due to insufficient sight distance, lack of traffic
guidance, and absence of markings and poor road geometries.
3. Head-on collisions due to high speed and bad overtaking practice.
4. Pedestrians are most vulnerable due to insufficient pedestrian facilities, poor
knowledge of traffic rules and making errors.
5. The main recorded cause of accidents is driver error
6. Negligence and over speeding is as high as 90%.
7. Maximum casualties are in cars, followed by pedestrians and trucks.

REFERENCES
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NPRA
[3]Steinset. BK. June 1998. Report of a visit to Roads Department, Botswana. NPRA
[4] TRL, July 1994. Review of Weighbridge Operation and Traffi c Data Collection,
Botswana Final Report (1994)
[5] Road Traffi c Act Cap 69:1
[6] TRL, Road Note 11. UK 1993. Urban Road Traffi c Surveys
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håndbok i Vegtrafikktellinger.
[9] NPRA, Guideline No 146 1988 (in Norwegian). Trafikkberegninger
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4 Legged Fatal Intersection Based on Proportionate Traffic Flow as Well as Minimum Intersection
Delay – Case Study of Sanat
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