IDENTIFICATION OF ACCIDENT

PRONE AREA AND POSSIBLE

COUNTERMEASURES
(A CASE STUDY OF YEKA SUB CITY)
Introduction
 Road traffic crashes are the leading
cause of death for adolescents
aged 15 to 29.
 Addis Ababa manifests 60% of the
total fleet of the country.
 The road crash data report from
AACRA shows about 14,263 people
faced different levels of injury.
 In Yeka Sub-city the estimated crash
was 1518 in 2017/18 without
including property damage.
 1.2. STATEMENT OF THE
PROBLEM
 Yeka Sub-City has recorded the
worst traffic crashes related to cross
section elements.
 The geometry of the road influences
both the frequency and severity of
road crashes.
1.3. OBJECTIVES OF THE STUDY
 To Identify Crash-prone Locations
 Then detect road Geometric design
deficiencies (factors) that stimulate
an accident’s occurrence.
 1.4. SCOPE AND LIMITATION
OF THE STUDY
 From identification of prone areas
(black spots), through determination
of geometric deficiencies (factors),
Finally discussing improvement
measures.
 The study did not include the
influence of horizontal curve,
transition curve and sight distance
on road accident.
 Did not include a 3D design of the
road (Which can be designed a
software called Civil 3D).
 1.5. SIGNIFICANCE OF THE
STUDY
 To create awareness in the society.
 For Road designers and planners;
and
 Other researchers who are interested
to study on related areas.
Materials and Methodology
Introduction
 The effects of road geometry design
on road traffic crashes occurrence
were conducted on a different
roadway in this study.
 Definition of Study
Objectives

Literature Review Survey of County (Yeka) Traffic Police for

Identification of Crash-prone
Locations
Design of Study
Framework
Theoretical Considerations

Data Collection and

Collation

Descriptive analysis of the

accident data

Discussion of improvement
measures

Conclusions, and
Recommendations
 3.3. Data collection
 Road traffic crash data were
collected from Yeka Sub-city Police
Station from July, 2017 to June, 2018
that occurred at selected roadways.
 3.5. Data analysis
 To identify the locations, where the
probability of accidents is
significantly higher than average (so-
called black spots).

 To determine the common

characteristics of accidents.
900

800

700

600

500

400

300

200

100

0
0 2 4 6 8 10 12 14

Fig 3.3 Accidents caused in Yeka sub city frequency graph

 3.5.1.1. TYPES OF ACCIDENTS
200

150 163
145
100 116
80
50
0 35
0
Light car accidents

Location Slight traffic accidents

Meri loki 80
Karalo 163
Megnagha 116
Israel embassy 35
Lambert 145
 Fig 3.5 Series (Heavy) traffic accidents in Yeka sub city

150

100
102
86
74
50

36
27
0
ላምበረት መገናኛ ካራ እሲራኤ እንባስ

Locations Series traffic accidents

Lambert 36
Megenagha 102
Karalo 86
Iseraeal embassy 27
Meri Loki 74
 Fig 3.6: Traffic accident that caused death in Yeka Sub city.

Death
7

3
2
1

MERI LOKI KARALO LAMBERT ISERAEL EMBASSY MEGNAGHA

Location Death
Meri loki 5
Karalo 7
Lambert 3
Israel Embassy 1
Megnagha 2
 When asking the question of what
leads drivers to make mistakes at
such locations, unsuitable road
configuration and poor road
geometry may be discovered.
Results and Discussions
 4.1. INTRODUCTION
 A significant number of road
accidents are caused due to
geometric factors e.g.: number of
lane, shoulder width, guardrail, curb,
etc.
 4.2. POSSIBLE LINKS AMONG ACCIDENTS
AND CAUSES OF ACCIDENTS
 Type 1: Slight traffic accidents
 Location: Karalo
Road Deficiency:
 Insufficient lane width distance between vehicles,
(the Karalo roadway is a 2 lane road),
 no roadside barriers,
 a down-slope in the direction of the roundabout
causing the vehicles approach with a high speed
and
 cars are parked on the road side (Inappropriate
widths of road shoulders),
 no crosswalk markings.
Fig 4.1 no Zebra crossing
Potential Improvement Measures:
 Consistent road marking delineating
vehicle paths,
 Installation of guiderails for the
pedestrians,
 Traffic signal installation,
 Providing pavement markings specially
crosswalk markings,
 Installation of speed breakers.
 Type 2: Series (Heavy) traffic accident
 Location: Megenagna
Road Deficiency:
 Insufficient layout of pedestrian pavements and
crossings,
 insufficient separation of pedestrians from
motorized traffic,
 untreated side walk,
 missing traffic barriers,
 un wanted construction equipment and materials
left on the side and in the middle of the roads,
 no zebra crossing for pedestrians,
 lacks a proper drainage system.
Fig 4.2. Untreated Sidewalk
Potential Improvement Measures:
 Sensible layout of pedestrian
pavements and crossings at heavy
pedestrian traffic sites,
 installation of refuge islands to protect
pedestrians,
 construction measures to improve
visibility,
 traffic calming at the perimeters of
pedestrian zones.
 Type 3: Death
 Location: Karalo
Road Deficiency:
 Inappropriate widths of road shoulders and
parking lanes.
 Inappropriate location of parking site.
Potential Improvement Measures:
 Better separation of moving and standing
vehicles,
 minimized numbers of parking site and their
concentration on single collector roads.
 4.2.1. GEOMETRIC FACTORS WITH RATING
SCALE (1-10)
Table 4.1. Rating scale of road geometric Factors for black spots
(Slight traffic accidents)

Road Geometric Factor Rating scale (1-10)

Shoulder width 4

Roadway Deficiency Number of Lane 4

Traffic barrier 1

Gradient 2
 Table 4.2. Rating scale of road geometric Factors for black
spots (Series (Heavy) traffic accidents)

Road Geometric Factor Rating scale (1-10)

Shoulder width 7

Roadway Deficiency Number of Lane 8

Traffic barrier 5

Gradient 7
Table 4.3. Rating scale of road geometric Factors for black
spots death

Road Geometric Factor Rating scale (1-10)

Shoulder width 8

Roadway Deficiency Number of Lane 8

Traffic barrier 5

Gradient 6
Table 4.4. Rating scale of road geometric Factors for black spots
with their final weight

Location Final weight (%) Accident prone level

Karalo 27.5 High

Meri loke & Karalo 47.5 Medium

Megenagna 67.5 Low

 The accident prone level of Karalo is high. Thus priority should

be given to Karalo then to Meri loke & Karalo and finally to
Megenagna in accordance to their accident prone level.
Conclusion & Recommendations
5.1. SUMMARY AND CONCLUSIONS

 “Road infrastructure” plays a vital

role in road safety. Although a small
proportion of crashes are
exclusively caused by roadway
factors, a significant number involve
roadway factors in some way.
 Improvement of the road
environment can pay for themselves.
 The amount of vehicles in general
has increased which has played its
role in congesting the road and
leading to an accident.
 5.2. RECOMMENDATIONS
 Applications of access management
principles.
 Removing obstacles from road
layout.
 Providing well-constructed sidewalks.
 Banning street shops that are
located on the side of the road.
Cont.d
 Provision of proper drainage to
protect the asphalt layer.
 Prohibiting parking of cars for too
long at the side of the road and
 Relocating the lambert bus station.
THE END