CHAPTER-1

INTRODUCTION

1.1 Road accidents

A road accident happens when a vehicle collides with another vehicle, road debris, passerby,
animals or other stationary check, for example, a utility pole or a tree. Road accident is most
undesirable thing to happen, however they happen regularly. The most shocking thing is that
we don't gain from our missteps on road. A large portion of the road users are entirely very
much aware of the general standards and wellbeing measures while utilizing roads yet it is
just the laxity on part of road clients, which bring about accidents and crashes. Road
wellbeing turns into a noteworthy general wellbeing concern when the insights demonstrate
that more than 3,000 individuals around the globe succumb to death day by day because of
road traffic injuries. Likewise, road crashes lead to the worldwide financial misfortunes as
assessed in road activity harm costs of US$518 billion every year. The immense financial
misfortunes are a monetary weight for creating nations. It is mirrored that the road crash
costs are evaluated to be US$ 100 billion in the developing nations which is double the
development help to such nations. Considering inside South East Asian nations, the
monetary development rate of Thailand keeps on moving upward with a disturbing road
movement circumstance because of the substantial negative effect due to larger amount of
mechanization. More than 130,000 fatalities and almost 500,000 individuals were for all
time handicapped because of road crashes over past decades. The financial losses because of
the road crashes are; in this manner, impressively high, costing around US$2,500 million
every year (about US$0.3 million every hour), or 3.4 percent of the Gross National
Product(GNP) [1].

The accumulation and utilization of exact and thorough information identified with road
accidents is essential to road safety management. The road accident information are vital not
just for factual examination in setting need targets additionally for inside and out study in
recognizing the contributory elements to have a superior comprehension of the chain-of-
occasions. Having the irregularities in the aims of the police and the road security builds, the
information investigation and its translation more often than not does not bring about
legitimate countermeasures. At times an absence of appropriate learning of crash and

1
legitimate preparing of the police officers in control on precise information gathering
methods from a crash scene adds to the diverging nature of police and the road safety
engineers.

1.2 Causes of road accidents

(i) Human factors: Human factors in vehicle collisions incorporate all factors identified with
drivers and other road clients that may add to a collision. Cases incorporate driver conduct,
visual and sound-related sharpness, basic leadership capacity, and reaction speed. A 1985
report in view of English and American crash information discovered driver mistake,
inebriation and other human factors contribute entirely or incompletely to around 93% of
crashes [2]. Drivers occupied by cell phones had almost four times more serious danger of
crashing their vehicle than the individuals who were definitely not. Dialing a telephone is
the most perilous diversion, expanding a drivers' possibility of crashing by 12 times, trailed
by perusing or composing, which expanded the danger by 10 times.

(ii) Engine vehicle speed: The danger of having a crash is expanded both for vehicles
voyaging slower than the normal velocity, and for those going over the normal speed. The
danger of being harmed increments exponentially with rates much speedier than the middle
pace and the seriousness/lethality of a crash relies on upon the vehicle speed change at
impact. There is no evidence that by recommending lower speed limits result in lower
speeds on a system wide basis.

(iii) Driver impairment

Driver impairment depicts factors that keep the driver from driving at their ordinary level of
ability [20]. Basic impairments include:
Liquor: As indicated by the Legislature of Canada, coroner reports from 2008 recommended
right around 40% of lethally harmed drivers devoured some amount of liquor before the
collision.
Physical impairment: Poor visual perception and/or physical impairment, with numerous
wards setting basic sight tests and/or requiring proper vehicle adjustments before being
permitted to drive;
Youth: Protection measurements exhibit a strikingly higher rate of accidents and fatalities
among drivers matured in their adolescents or mid twenties, with protection rates mirroring
2
this information [25]. These drivers have the most noteworthy frequency of both accidents
and fatalities. Females in this age bunch display to some degree lower accident and casualty
rates than guys yet at the same time enroll well over the middle for drivers of all ages.
Likewise inside this gathering, the most noteworthy accident rate happens inside the
principal year of authorized driving.
Old age: Maturity, with a few locales requiring driver retesting for response velocity and
vision after a specific age.
Drug use: Including some physician recommended drugs, over the counter medications
(outstandingly antihistamines, opioids and muscarinic foes), and unlawful medications.
Diversion: Research proposes that the driver's consideration is influenced by diverting
sounds, for example, discussions and working a cellular telephone while driving. Numerous
wards now limit the utilization of some type of telephone inside the car [24]. Late research
led by English researchers proposes that music can likewise have an impact; established
music is thought to quiet, yet an excessive amount of could unwind the driver to a state of
diversion. Then again, hard rock may urge the driver to step on the speeding.

(iv) Road design

A potential long fall halted by an early guardrail, ca. 1920. Guardrails, middle boundaries, or
other physical articles can decrease the results of an accident or minimize harm. A 1985 US
study demonstrated that around 34% of genuine crashes had contributing factors identified
with the roadway or its surroundings. The greater part of these crashes likewise included a
human factor[1]. The road or ecological element was either noted as making a huge
commitment to the circumstances of the crash, or did not permit space to recuperate. In these
circumstances it is as often as possible the driver who is faulted as opposed to the road;
those reporting the accident tend to ignore the human factors included, for example, the
nuances of configuration and design that a driver could neglect to watch or inadequately
repay for.[36] Research has demonstrated that cautious maintenance and design, with very
much planned crossing points, road surfaces, perceivability and traffic control gadgets, can
bring about huge upgrades in accident rates.
(v) Vehicle design and maintenance
A very much designed and all around maintained vehicle, with great brakes, tires and
balanced suspension will be more controllable in an emergency and consequently be better

3
prepared to stay away from collisions. Some obligatory vehicle investigation plans
incorporate tests for a few parts of roadworthiness, for example, the UK's MOT test or
German TÜV conformance examination. The design of vehicles has additionally advanced
to enhance security after collision, both for vehicle tenants and for those outside of the
vehicle. Normal elements designed to enhance security incorporate thicker pillars, wellbeing
glass, insides with no sharp edges, more grounded bodies and other dynamic or passive
wellbeing components to decrease contact with people on foot. Some crash sorts have a
tendency to have more genuine results. Rollovers have turned out to be more basic as of late,
maybe because of expanded ubiquity of taller SUVs, individual transports, and minivans,
which have a higher focus of gravity than standard traveler cars.

1.3 Road Accident blackspots

In road safety management, an accident blackspot is a spot where road traffic accidents have
verifiably been concentrated [3]. It might have happened for an assortment of reasons, for
example, a sharp drop or corner in a straight road, so approaching traffic is disguised, a
hidden intersection on a quick road, poor or covered cautioning signs at cross-roads [21]
[24].

Problem solving examples for intersection related crashes:

 conversion of unsignalised cross convergences to roundabouts

 new or updated traffic signals
 grade detachment
 staggered cross convergences
 Median extension through convergences (turn restricted)
 Provision of secured right turn offices.

Problem solving examples for non-intersection related crashes:

 central median to separate the road

 pedestrian offices
 shoulder fixing
 removal and/or protecting of roadside dangers
 road outline

4
  overtaking paths

1.4 Road accident statistics of India

India's every day loss of life because of road accidents is more than four times the yearly
loss of life from terrorism. Almost 139,671 individuals lost their lives on India's roads amid
2014 – 382 deaths consistently. Typically, the greater numbers of the individuals who die on
the roads die in view of preventable causes: speeding, drink driving and over-loading. The
extensive number of deaths among walkers and cyclists additionally shows that any moves
to motivate individuals to disregard mechanized transport for these naturally cordial modes
are not liable to succeed. Subsequent to succumbing to two years, the quantity of road
accident deaths in India climbed again amid 2014, as indicated by the most recent report
from the Service of Road Transport and Interstates. The greater part of these deaths, about
three-fourths, has been termed as 'deficiency of the driver', a catch-all term that incorporates
driving on wrong side of the road, speeding, drink driving and not flagging legitimately [29].
The five factors which India is addressing are as follows:

1. Speeding is the greatest killer on Indian roads: Speeding is the single component in
charge of the most extreme number of deaths on Indian roads. Amid 2014, 57,844
deaths – 41% of the aggregate – were because of accidents brought about by
speeding. Speeding has reliably represented more than 50,000 deaths on roads.

Figure 1.1: Road accident statistics due to speeding and drink driving

(2011, 2012, 2013 & 2014)

5
 Source: Road Accidents in India, HINDUSTAN TIMES

Speeding is normally the easiest variable to control, and a little reduction in vehicle speed

yields unbalanced results as far as safety. A walker struck by a car driving at 37 km/hr has a

normal danger of death of 10%, as per a study supported by AAA Establishment, a US

affiliation devoted to street safety. This increments exponentially with vehicle speed and

ascends to 90% for higher velocities.

Figure 1.2: Speed versus security

Source: AAA Foundation 

These numbers recommend some enormous increases can be tried. India's national and state

highways, which together record for fewer than 5% of the road system, represented 63% of

the aggregate road deaths amid 2014. Speeds on thruways are regularly higher than paces

inside city restrains and are frequently damaged in light of careless implementation.

6
 Figure 1.3: Deaths on National and state highways statistics

Source: Road Accidents in India 2014, HINDUSTAN TIMES

2. Overloaded, badly loaded trucks kill 100 every day: Overloading of vehicles, especially

trucks, makes them difficult to control, particularly when they have to brake. It is a typical

practice on Indian highways. Additionally, driving with jutting loads – for example steel

bars distending out of trucks – is likewise a typical sight on Indian roads, though illegal.

These two causes represented 36,543 deaths in 2014 [22].Both of these causes are

preventable and have been demonstrating a declining pattern for as far back as couple of

years. Once more, since the overwhelming truck traffic is to a great extent on national and
state expressways, better observing and authorization can spare lives.

7
 Figure1.4: Deaths from overcrowding and improper loading statistics

Source: Road Accidents in India, 2011, 2012, 2013 & 2014 HINDUSTAN TIMES

3. Drink Driving and the lives of others: Progresses in automotive technology imply that a

drunken driver securely belted in can regularly leave a mishap. The people on

foot/bikes/littler vehicles that he/she hits may not be as fortunate. Madhya Pradesh and

Bihar represent very nearly a fourth of all deaths because of drinking and driving. Among

small states like Haryana and Uttarakhand have tolls route higher than numerous bigger
states.

8
 Figure1.5: Statistics of States with high incidence of drink driving

Source: Road Accidents in India 2014, THE TRIBUNE

4. Helmets Please – and some basic regard for others: Two-wheelers represent the
biggest offer of vehicles on Indian roads. Along these lines, it is not an point of
amazement that they additionally represent the biggest number of fatalities. In 2014,
30% of all road deaths were of riders/travelers on two-wheelers, while bicyclists
represented 3% and walkers for 9%. Wearing a helmet can decrease the danger of
extreme damage by 72% and the danger of death by 39%, as per the World Health
Organisation. However, wearing a helmet is required just in a modest bunch of
Indian urban areas, and just for two-wheeler riders, not different passengers. India's
two-wheeler thickness is a small amount of other middle income countries, for
example, Vietnam, Indonesia and Malaysia. As India's economy develops, so will the
quantity of two-wheelers – and safety issues will must be handled.

Figure 1.6: Data of accidents according to vehicle’s nature

9
 Source: Road Accidents in India, 2011, 2012, 2013 & 2014, HINDUSTAN TIMES

5. The safety effect of building more mass transit in cities: India's 50 biggest cities
represented 16,611 road fatalities in 2014, with Delhi, Chennai and Bengaluru taking the
main three spots. The number of road-mishap deaths has fallen in Delhi and Chennai
reliably. Checking road users and enforcing laws is less demanding in bigger cities than
different areas [28]. The Delhi Metro could likewise have had impact in making the capital
more secure. The mass-transit system ferries more than two million individuals consistently
and keeps vehicles off roads, decreasing accidents and congestion.

Figure 1.7: Statistics of road accident deaths in big cities

Source: Road Accidents in India, 2011, 2012, 2013 & 2014, HINDUSTAN TIMES

Building more public transport could play a big role in improving India’s urban road safety.

1.5 Identification of road accidents by police

The data about the event of a road accident is initially obtained, for the most part, in the
Police Control Room. On receipt of this data a PCR emergency vehicle is dispatched to the
accident site and data is sent to the concerned police headquarters. An exploring officer is
sent by the police headquarters to the road accident site. On the premise of the report of the
exploring officer either the FIR (First Information Report) is enrolled or a passage is made
in the day by day journal. While FIR is by and large enlisted in the event of every single
10
deadly accident yet if there should arise an occurrence of non-lethal accidents and minor
accidents either a FIR is enrolled or a passage is made in the police headquarters day by day
journal (roznamcha). FIR is for the most part not enrolled when the accident is not intense.
Once in a while, FIR may not be enlisted even in situations where a passing has happened, if
no gathering other than the casualty is included and the accident has happened completely
because of the flaw of the casualty. In this manner, the rate of road accidents can't be
considered by depending totally on FIR figures.

The accompanying measures are utilized to think about the occurrence of road accidents:

1. Cases of deadly road accidents where FIR is enrolled.

2. Cases of deadly road accidents where FIR is not enrolled (procedures started under
area 174 Cr.P.C.).
3. Instances of non-deadly road accidents where FIR is enrolled.
4. Instances of non-deadly road accidents where FIR is not enrolled and rather a DDR
passage is made (minor road accidents).
5. Number of accident related calls received in the PCR. It is correlated to specify that
given the expanding popularity of cell telephones, a call is received by the Police
Control Room constantly in each accident giving data about the event. Along these
lines this measure is most appropriate for evaluating the aggregate frequency of road
accidents.

11
CHAPTER-2
LITERATURE REVIEW

Mohammadi et al. (2011) examined the predominance of cell telephone and safety belt use
in driving in college students of age 18-24 years in U.S. The author inferred that more than
50%of the college students traveled without belt. The females were less required in road
accident wounds. The students 18-24 years had the most elevated rates of head injury and
trauma [4].

Vaiana Rosolino et al. (2014) exhibited first use of an application for building up a road
safety performance index, Risk Index (RI), identified with the risk getting from
infrastructure's features. Six diverse classes of events are recognized: number of occurred
accidents; thickness of convergences/gets to on the road segment; road surface
inconsistencies; issues identified with both even and vertical road signs and lacks of
roadside and safety boundaries. The examination is centred around the likelihood of giving
real time data to road users about the risks related to the particular travelled road section,
utilizing a multi-platform portable application and GPS framework. As indicated by this
methodology, the road network will be more "data rich" the same number of users will
utilize the platform, as per a client produced plan [5].

Wang et al. (2009) expressed that road accidents and traffic congestion are two outer
expenses of transport and the decrease of their effects is regularly one of the essential goals
for transport strategy makers. The relationship between traffic congestion and road accidents
however is not obvious and less examined. It is hypothesized that there might be a contrary
relationship between traffic congestion and road accidents, and thusly this represents a
potential problem for transport approach producers. This study means to investigate the
effect of traffic congestion on the recurrence of road accidents utilizing a spatial
examination approach, while controlling for other pertinent components that may influence
road accidents [6].

12
Ghaffari et al. (2013) Identification of crash "dark spots", "problem areas" or "High-risk"
areas is the most imperative and predominant concern in traffic safety and different
strategies have been formulated and introduced for unraveling this issue as of not long ago.
In this paper, another technique in view of the dependability investigation is introduced to
recognize dark spots. Dependability investigation has a requested structure to consider the
probabilistic way of engineering issues, so crashes with their probabilistic nature can be
connected. In this study, the utilization of this new technique was contrasted and the
ordinarily executed Recurrence and Empirical Bayesian strategies utilizing reproduced
information. The outcomes demonstrated that the traditional techniques can prompt a
conflicting forecast because of their inconsideration of the difference of the quantity of
accidents in every site and their reliance on the mean of the information [7].

Liyamol Isen et al. An Accident is a rare, multifactor event preceded by a situation or event
wherein one or more road users failed to cope with road environment results vehicle
collision. The location in a road where highest number of traffic accidents occurs is called a
Black Spot. The recent study conducted by the Kerala Road Safety Authority (KRSA) found
that, the maximum numbers of accident-prone stretches or the black spots are in Alappuzha
and Ernakulam districts. The present study attempts to identify the most vulnerable accident
black spots in these two districts using Geographic Information System. The study includes
collection of secondary accident data and prioritizing the accident prone locations by using
Weighted Severity Index (WSI) method. WSI method follows a system of assigning scores
based on the number and severity of accidents in that particular location in the last three
years. The evaluation of six identified black spots in Alappuzha district and ten in
Ernakulam were done using ARCGIS 10.1 software package by incorporating field survey
data [8].

Apparao et al. discussed a few nations where the economies are weak; it gets to be urgent
for those worried with formative strategies to embrace approaches which will guarantee that
each and every penny accessible is utilized to build up the nation. In those fields to
encourage a conductive domain for financial improvement, Road traffic accidents have been
perceived as one of those antagonistic components which add to the suffocation of monetary
development in the creating nations, because of the high cost identified with them,
henceforth bringing on social and financial concern. So Traffic security is a vital key and
13
vital part in feasible transportation improvement territories. These days, the primary
negative effect of advanced road transportation frameworks is injuries and deaths in road
accidents. The achievement of traffic wellbeing and expressway change programs depends
on the investigation of exact and solid traffic accident information. This study plates the
current situation with traffic accident data on NH-58 from Meerut to Muzaffarnagar in
Uttarakhand State. It should likewise talk about the Distinguishing proof of high rate
accident Areas by utilizing GIS Software and wellbeing inadequate zones on the highway.
Along these lines, execute the medicinal measures to those accidental areas (Dark Spots)
and procurements for traffic safety [9].

Huayum et al. examined about using the geocoding technology and VRS-GPS positioning
technology for recording traffic accidents with Geo-spatial data. In light of the spatial
relationship between traffic accidents and components of road network, two-way affiliation
relationship is characterized by spatial relationship calculation. At that point the paper shows
the technique which takes the capability of diminishing accidents as an index to extricate the
dark spots. Lastly, the affiliation relationship between dark spots and traffic attributes is
utilized to investigate the variables that result in traffic accidents [10].

A.P Singh et al. (2011) attempted to concentrate on some imperative issue like road
accidents, their patterns, and elements in charge of road accidents, unfriendly impacts of
road accidents, counteractive action and control and some late ways to deal with enhance the
safety on roads. In 2009 just, 1.27 lakh individuals lost their life in road accident in India
leading to monetary loss of 1, 36, 000 crore Indian rupees. Road traffic injuries are one of
the main three reasons for death for individuals matured somewhere around 5 and 44 years.
Along these lines, Road crashes should be a vital issue for any nation's general safety and
can prompt general development emergency, if not tended to appropriately. The anticipated
40% expansion in worldwide deaths coming about because of damage somewhere around
2002 and 2030 is transcendentally because of the expanding number of deaths from road
traffic accidents. This paper introduces the present circumstance of road accidents, which
are occurring on Indian roads furthermore talk about the countermeasures that have
guarantee to address these particular road accident issues [11].

14
C.Vigneshkumar et al. highlighted the general characteristics of fatal accidents and makes
an attempt to establish the most common types of fatal accidents and the causal factors.
It is found that Head on collision is the dominating type of fatal accident which clearly
emphasizes on the provision of centre median or dividing strip in highways. Effective road
safety countermeasures in accordance with accident pattern have been defined in this paper
so that it could enable transport and road safety personnel to apply those countermeasures
quickly and fruitfully in accident prone areas as well as to develop more comprehensive
preventative actions on the basis of these analyses to combat the accidents in future [12].

Andreas Gregoriades et al. (2013), outlined a model approach that escapesfrom this issue,
and highlights the need to upgrade historical accident records with traffic information for
enhanced road security analysis. Traffic conditions estimation is accomplished through
Dynamic Traffic Assignment (DTA) recreation that uses fleeting parts of a transportation
system. Accident risk quantification is accomplished through a Bayesian Networks (BNs)
model gained from the strategy's enhanced accidents dataset. The study delineates the
integration of BN with the DTA-based test system, Visual Interactive Systems for Transport
Algorithms (VISTAs), for the appraisal of Accident Risk Index (ARI), used to distinguish
accident blackspots on road systems [13].

Luis Ramos et al. (2015) exhibited a dynamic methodology based on Visual Analytics
procedures that can recognize the displacement of dark spots on sliding windows of 12
months. In addition, with the utilization of various parameterizations in the formula
normally used to recognize dark spots, it is conceivable to distinguish zones that are almost
about to become blackspots [14].

Yetis Sazi Murat (2011) learned about determination of dark spots' security levels utilizing
Shannon Entropy Approach considering types of accidents and effective factors on
occurrence of accidents. Geometrical and physical conditions, traffic volumes, average
speeds and accident rates at around dark spots are considered as successful elements on
occurrence of accidents. These parameters are used to calculate entropy values. Security
levels are delegated five groups based on computed entropy values. Traffic accident
information for a long time (2004-2006) is utilized as a part of improvement and testing the
encouraging results were acquired by the author [15].
15
Wichuda Kowtanapanich et al. stated that black spot treatment program is a safety
improvement program that can deal with accident occurrences reactively. Implementing
such program requires relevant accident data, which is normally limited or sometimes
unavailable in developing nations. In this paper, the authors proposed a supportive approach
(public participation approach) to tackle this interruption. The objective of this research is to
reveal how a public participation approach can be used to identify black spot locations by
using an Accident Public Participation Program (APPP). The case study of Khon Kaen City,
Thailand has been used to present the real world applications of such a program. By
differentiating the discoveries acquired from the proposed system with those obtained from
the classical methodology in this field, practicality, validity, and adequacy of the project are
uncovered. The discoveries demonstrate measurably huge agreements between the two
datasets. This suggests living arrangement can recognize areas where accidents events are
curiously high and their information is possibly valuable for the Identification purpose.
Furthermore, other than indirect advantages of creating awareness, the proposed system is
possibly helpful as a method for both accelerating and economizing the dark spot areas
recognizable proof procedure. The paper is exceptional because the benefits of a few experts
in fields, for example medicine, social science and engineering are harmonized to make
progress in a safety improvement program [16].

Markus Deublein et al. (2013) introduced a novel philosophy for the prediction of
occurrence of road accidents. The system uses a combination of three statistical techniques:
(1) gamma-updating of rate of occurrence of injured road users and rates of injury
accidents(2) hierarchical multivariate Poisson-lognormal relapse analysis considering
connections amongst different dependent model reaction variables and impacts of discrete
accident count e.g. over-dispersion, and (3) Bayesian inference algorithms, which are
connected by method of data mining systems supported by Bayesian Probabilistic Networks
for the purpose of representing non-linearity between risk demonstrating and display
reaction variables, and in addition distinctive sorts of vulnerabilities which may be available
in the improvement of the particular models [17].

16
CHAPTER-3

OBJECTIVES OF STUDY

• To collect the accident related data in the Chandigarh city: In order to get hang of
the accidental history and trends in Chandigarh, the previous data and the recent one
will be collected using various sources.

• To analyze accident data and identify black spots: The obtained data will be
studied and on the basis of recommendations of the sources and traffic police the
black spots will be established. The black spots then will be analyzed as to why the
accidents occur so frequently on those spots and what makes them so vulnerable to
accidents.

• To provide remedial measures at the above locations i.e. black spots: Based on
the analysis and the view points of experts there will be suggested the corrective and
the remedial measures to overcome the challenges on these spots so that the
accidents can be minimized

• To check the validity of the selected spots as black spots using prioritization
method: The method of prioritization will be applied in order to check whether the
claim behind establishing a specific spot as black spot is valid or not.
17
CHAPTER-4

METHODOLOGY

1. Data collection: The data will be collected using the literature available online and the
physical media and most importantly by taking help form traffic police, Chandigarh. Sub-
Inspector Gurmail Singh, currently in charge of traffic at sector 43 –D check post has been
approached for this research purpose. Plus the traffic police website will be explored and the
correspondence for the necessary information will be done online and through telephonic
conversation

2. Data analysis: There will be done a study of the accidents that have happened in the
various areas of Chandigarh over the course of last 4 years. Then the areas will be identified
on the basis of frequency of the accidents and most importantly their vulnerability to
accidents due to the various reasons. Using the expert views, public opinion and the
conclusive study of this research the remedial measures will be suggested. There will be
field visits to some of the black spots so the real hang of the situation can be gotten.

3. Prioritization method for authenticity of black spots

18
In Prioritization reasonable weights are allotted to various components in order to
accomplish the results that are desired [26]. In this model, the different components, which
may impact the event of accidents on roads, are allotted weights on a size of 0-10 in a way
that the elements, which tend to expand the likelihood of the accidents, have lower weights.
Keeping in mind the end goal to prioritize roads for event of accidents, the different
components considered and the weights allocated to them are given in table 1.1

Table 1.1: Factors used with relative weights

Factors Affecting Possible Variations Rank

Occurrence of Accidents

No of Lanes in Each Direction 4 10

3 8
2 6
1 4
No of Vehicles per day Less than 1000 10
Less than 2500 8
Less than 5000 6
Greater than 5000 4
Width of Road More than 15m 10
10.1-15m 8
7.5-10.5 6
6.1-7.5m 4
Less than 6m 10
Yes 10
Presence of Shoulders No 4
Flexible 10
Surface Condition of Rigid 8
Road
Good 8
Drainage Condition Satisfactory 6
Poor 4
No Drainage 2

Yes 10
Presence of Traffic No 4
Lights

Yes 10
Provision of Median No 4

Yes 10
Roundabout No 4

100m 10
Length of Road before 300m 8

19
 junction 500m 6
700m 4
1000m 2

Conflict Points 24 10
17 9
16 8
13 7
12 6
11 5

The final weight allotted to every road connection is obtained by including all the individual
weights and normalizing the value utilizing most extreme weight (for this situation 110) that
can be assigned. Consequently,
Total weight = (Σ Individual Weights) x 100/110
Consequently road linked with final weight are comparatively less inclined to accidents than
the road linked with low final weight. The classification of roads for occurrence of accidents
based on final weights is shown in table 1.2
Table 1.2: Total Weights

Total weights Accident Prone level

Very Low
800-100
Low
60-80
Medium
40-60
High
0-40

Weighted Average

The different components considered for influencing the event of accidents might not have
comparable impact. Each component will have an alternate level of contribution for an
accident to occur. For instance Presence of Shoulder and AADT can't be given same weight-
age since more traffic might be a more noteworthy element in event of mischance when
contrasted with whether a shoulder is available in favor of a road or not. In the same way,
Drainage may consolidate the road surface condition as purpose behind an accident.
However, length of road before the intersection will dependably be an alternate parameter.

20
In this manner giving distinctive weights to each of the components and afterward utilizing
the weighted normal entirety to get the last positions would give a superior situation in
choosing the more sensitive elements. The recipe utilized for weighted sum is as per the
following:

Total score = ∑ (Normalized weight age assigned X Individual weight

X100)/110

Weights may be given based on expert comments. Different weights assigned to the factors
are given in Table 1.3.

Table 1.3: Weights assigned

Factors affecting occurrence of accidents Weights

No of Lanes in Each Direction

.4
No of Vehicles per day
.5
Width of Road
.2
Presence of Shoulders
.1
Surface Condition of Road
.4
Drainage Condition
.6
Presence of Traffic Lights
.4
Provision of Median
.3
Roundabout
.5
Length of road before junction
.6
Conflict points
.3

So the data regarding all above factors will be obtained from the traffic police sources and
the analysis will be done on the prioritization method. The validity of the black spot will be
checked using this method. The black spots fist will be selected on the basis of already
completed analysis of the obtained data.

21
CHAPTER-5

RESULTS, DISCUSSIONS AND RECOMMENDATIONS

5.1 Black spots in Chandigarh

After visits to the spots and the various inputs from traffic police sources and the literature,
there have been identified many black spots and accident prone areas. The qualification criteria
for an area to be black spot was its vulnerability to accidents due to either its location or lack of
basic traffic safety measures etc and the past history of that spot regarding the accidents.
Following is the detail of the black spots in Chandigarh recognized in this study. The causes
and the recommendations have been given for each black spot individually.

5.1.1 Sector 16-17 lights

Figure 1.8: Sector 16-17 intersection

5.1.2 Sector 16/17 lights

The most challenging aspect on this point is the ever busy route and the road of Jan marg. Lots
of accidents have been reported on this route. The intersection of sectors 16 and 17 lies on this
route. Here at this point the cyclists have to take the main road and the cycling path turns out to
be longer when they are in hurry. Many accidents involving cyclists and pedestrians have
happened at this point.

22
Recommendations

The pedestrians should be educated about zebra line crossing and must be sensitized about the
traffic rules. The cycle tracks should be improved and the cyclists should be strictly made to
follow them. Plus the speed breakers must be raised wherever there is possibility of high speed
vehicles colliding with the traffic. Also to establish a chalan system for the cyclists also who do
not use cycle track for commuting.

5.1.3 16-23 roundabout

Figure 1.9:16-23
roundabout

The 16–23
roundabout is a tight
circle which lies on the
crowded Udhyog path.
The bone of
contention on this road is the strips that the traffic police has laid on this road to separate
cyclists and motor-cyclists from the heavy four-wheeler traffic. The common perception in the
commuters is that these strips are adding to the woes. The rumble strips are putting the safety of
cyclists as well as four-wheeler drivers to risk. A number of accidents have taken place due to
the strips.

5.1.4 Road dividing Sectors 17 and 18.

23
 Figure 1.10: Road dividing
Sectors 17 and 18

The marked circle showing

Himalayan Marg separates
sector 17 and 18. This road lies
between the ISBT sector 17
and the Madhya Marg square.
There is a heavy movement of
state owned buses on this road, both city buses and the interstate buses. That leads to
congestion on this road. There have been reports of accident where the buses have collided with
motorcyclists and cars. Himalaya Marg, the stretch from Dakshin Marg going to Mohali, is one
of the busiest roads in the city and is quite unfriendly to pedestrians. The length from the lights
to the next roundabout is about 650 metres. Cars travel at about 65 kmph. This is the fastest
they will travel. This is where the pedestrian crossing is situated. A pedestrian getting hit at 65
kmph will suffer from multiple injuries.

Recommendations

This is where the zebra crossing should be. At the Dakshin Marg-Himalaya Marg crossing
there are lights. There should be ‘walk/don’t walk’ signs to help the pedestrian. A driver will
expect a pedestrian at a corner rather than the middle of a high speed road.

5.1.5 Sector 2 going towards Sukhna Lake

24
 Figure 1.11: Sector 2 going towards Sukhna Lake

Due to the heavy inflow of tourists through this route, there is always a consistent traffic on this
route. Since this is the major route connecting Madhya marg and sarovar path the vehicles from
outside the city usually enter through this route. Most of the accidents have been reported due
to over speeding. Though comparatively less number of serious accidents are reported on Jan
Marg —road leading from and the road separating Sectors 2 and 3 near Chandigarh Club, even
the roads outside ministers’ houses in Sector 2 going towards Sukhna Lake is accident-prone.
The main cause here is high speed, as the sprawling wide roads make motorists want to zip
around

5.1.6 Road leading from Matka Chownk to the high court

Figure 1.12: Matka Chownk to the high court route

25
The two yellow circles in figure 1.12 shows the two destinations. This route is the intersection
of vigyan path, Jan marg and uttar marg. These three heavily crowded roads feed traffic on this
route. Most of the cars and city buses have their frequent routing on this route. Most of the
accidents here occur due to the over-crowding and the rash driving. This route gives room to
the car drivers to speed up when moving through Jan Marg and when Jan Marg intersects with
uttar marg there are often reported collisions due to over speeding.

5.1.7 The road dividing Sectors 44 and 45

Figure 1.13: The road dividing Sectors 44 and 45

This route though has reported lesser number of accidents in the past couple of years but still it
remains one of the accident prone areas. The traffic of sarovar path and shanti path intersects on
this route. The roundabout between shanti path and sarovar path is considered to be unsafe as
during turning and taking u-turn the vision gets blocked. So there is a recommendation to
install traffic lights there instead of a roundabout

26
5.1.8 Kisan Bhawan roundabout in Sector 35

Figure 1.14: Roundabout in Sector 35

As it is evident from the image, kisan bhawan roundabout is the most crowded roundabouts in
the entire city. A study of the mishaps on this route conducted by the traffic police maintains
that human errors and negligent driving are more responsible for fatal accidents than road
engineering problems. There is a huge influx of the heavy vehicles like buses and trucks. Most
of the accidents occur due to the heavy vehicles collision. Most of the cases involve CTU buses
ramming into the cyclists and pedestrians. There is an urgent need for flyover or over bridges in
this area in order to separate the heavy vehicles from the rest of the traffic.

5.1.9 Main road leading to the railway station (mainly for pedestrians)

27
 Figure 1.15: Main road leading to the railway station

The main road prompting the railroad station is the most accident prone region for a person on
foot where nine individuals passed on from 2010 to 2014, as indicated by the UT Traffic
Police's road accident investigation wing. Out of an aggregate of 638 deaths in road mishaps
from 2010 to 2014, no less than 213 were people on foot which constitute 33.38% of aggregate
deaths. In the year 2010, an aggregate of 48 people on foot were squashed to death or became
victims of accidents due to hit and run. As this problem has surfaced again and again in this
study, a study should be done by the police department to identify the hot spots and install
cameras and sensors to enable automatic challaning. It should be stressed upon to install
pelican light system. There should be flyover or foot over bridges and strong iron grills on
dividers with regular gaps with pedestrian pelican light for safe crossing of pedestrians.

5.1.10 Dakshin Marg from Airport light point to roundabout of Sector 25/38

Figure 1.16: Dakshin Marg from Airport light point to roundabout of Sector 25/38

The darkened circle shows the light point. According to my talks with the traffic police
representatives, the most threatening aspect behind the accident on this stretch is the number of
blind spots. The spot where the vision in front of the commuter is shielded due to various
factors is called a black spot. There should be installed sign boards indicating accident prone area’
at every route where there is a blind curve or the light junction is not set up. A campaign against
speeding can also help in bringing down the accident cases at this accident prone area.

5.1.11 The roundabout near Sector 56

28
 Figure1.17: Roundabout near Sector 56

The marked black circle in figure 1.17 shows the roundabout. Sector 56 is residential and entry
level sector located in Mohali, Punjab. Verka Milk Plant and Dara Studio are the two
prominent places in this sector. The traffic from adjoining area of mohali enters into
Chandigarh at this point. The interstate buses entering from various parts of Punjab enters into
Chandigarh at a considerable high speed during the peak hours. There have been reports of
accidents of buses colliding with the public vehicles like cars and bikes. Recently A YOUTH
was killed while three others, including two girls, suffered serious injuries in a road accident
which occurred at Phase 6-Sector 56 light point in the early hours of Sunday when the car
crashed with tourist bus.

5.1.12 Airport light point

Figure 1.18: Map of areas surrounding airport light point

29
Figure 1.12 represents the airport light point in the red circle. The traffic police assert that over
speeding amid late hours and drunken driving are the reasons behind the rising number of
accidents in this part of the city. Interestingly, the Chandigarh Police have no instrument to
check over speeding around evening time, which has ended up being the real purpose for road
accidents. Amid this year, an aggregate of 354 road accidents were accounted for from the city
till November 15 of which 99 were lethal in which 103 persons died. The Air terminal light
point has seen 33 deadly road accidents from 2012 till November 15. The traffic policemen are
sent on city roads to take care of if the vehicle riders are taking after traffic rules or not. In any
case, as the traffic rules are damaged, it prompts accidents. In a large portion of the accidents,
bike riders have been the casualties, says the data.

5.1.13 Aroma light point

The bone of contention on this route is the traffic diverting towards the sector 22 market. The
Himalayan Marg on which this point falls is a diverging point for the traffic towards 22 sector
market. The slow speed vehicles turning towards the 22 sector market have often been hit by
the speedy heavy vehicles passing on the Himalayan marg. There is recommended a slip road
which should be used by the commuters turning towards the sector 22 market. A separate track
for the cyclists is also recommended as it will ease out the traffic from being accumulated near
the traffic lights.

5.1.14 The four-kilometer long stretch of Madhya Marg from Housing Board light point
to transport light point Sector-26

30
 Figure 1.19 Chandigarh housing board to sector 26 route

The four-kilometer long stretch of Madhya Marg from Housing Board light point to transport
light point Sector-26 is the most accident-prone area in the city. The stretch is also about 700
metres long. Again, the pedestrian crossing is mid-way and the legal speed is 65 kmph. Not
content with this, the pedestrians have made a dozen crossings of their own. It is an obstacle
race. The pedestrians have to cross three lanes and dodge fast-moving traffic. They then climb
over barbed wire, brush aside the thorny bougainvillea bushes and rush across three more lanes.
This road, and most other roads, is pedestrian-unfriendly. Bureaucrats, V.I.P.s, ministers, by the
Ambassador-full, have driven down this road over the years and not one person has noticed this
serious flaw. There is an urgent need of under pass or over bridge. That is the need of the
moment. So far 20 accidents have been reported on Madhya Marg from Housing Board light
point to transport light point this year while the entire Madhya Marg road has topped with total
41 accidents last year. Vehicles enter the city here with great speed and when they find lights
on their way, accidents are obvious. Most of the accidents take place because of over-speeding
and ignoring the red lights said a Chandigarh traffic police official, deployed on the stretch with
whom I had discussed about it. He further added that regular checks and campaign against
over-speeding has helped in bringing down the accident cases at Dakshan and Vikas Marg.
Similarly traffic police is also focusing on Madhya Marg to reduce the number of accidents.

5.1.15 Kali Bari signal

One such is the Kali Bari light point, which has seen as many as 10 accidents this year; two of
them were fatal. The wide intersection leads to Sector 47.

31
 Figure1.20: The road leading from kali Bari temple signal to 47 goes through the national
highway

The problem on this route is that the intersection of national highway and the road coming from
sector 47 creates a spot where the fast moving traffic from national highway and the incoming
slow traffic from sector 47 meet. The over-speeding vehicles often ram into the two-wheeler
vehicles.

SUGGESTIONS

The accident analysis cell of the UT traffic police has also suggested that cycle tracks are
required at this spot. Plus there should be a regular check on the over-speeding vehicles using
the speed guns and the strict penalty should be imposed on the vehicles that breach the speed
limit around that point.

5.1.16 Government press traffic Signal

On the Sector 8/9-17/18 intersection 8 deaths have been reported at this spot in the past four
years. Causes of accidents here are high speed and jumping of traffic lights. In most cases,
vehicles were hit from behind.

Figure1.21: Intersection between sectors 8/9

The black markings in figure 1.21 show the intersection between sectors 8/9.

5.1.17 Tribune Chownk

It is another dangerous spot. This year, so far, four deaths have been reported on the National
Highway-21 stretch around this roundabout.

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 Figure 1.22: The tribune Chownk where Purab Marg and Dakshin Marg intersect

The major concern here is the heavy vehicles like interstate buses going towards himachal.
These buses often collide with cars and motorists at a very high speed at this roundabout. There
is a serious need to check the overspeeding of these buses and the drivers should be dealt with
very strictly.

5.1.18 Hallomajra light Point

Figure 1.23: Hallomajra light

point

It is one of the most accident prone

areas in the city. The survey by the
research wing of the Ministry of
Road Transport states that maximum
accidents in Chandigarh took place at
roundabouts and at the light points.
According to a 2012-2014 survey of the Chandigarh Police, 31 fatal accidents had taken. It is
among one of the most the most accident prone areas in the city. A survey by the Ministry of
Road Transport expresses that most extreme accidents in Chandigarh occurred at roundabouts
and at the light points. As indicated by a 2012-2014 overview of the Chandigarh Police, 31

33
lethal accidents had occurred at the air terminal light point, trailed by the Hallomajra light point
where 30 accidents were accounted for in the same period. Next comes the housing Board light
point where 27 deadly accidents occurred.

5.2 Black spots identified by CTU

The Chandigarh Transport Undertaking (CTU) has recognized around 25 spots which
incorporate small roundabout, light points and the slip roads in the city where the drivers of the
transports are thinking that it’s hard to arrange the turns.

Sources said that after getting feedback from the drivers of the transports, the CTU has now
kept in touch with the organization and the Metropolitan Partnership asking for it to roll out
structural improvements in the outline of the roundabout for the safety of the general
population. Sources said at many such spots, it was watched that the traffic rush is extremely
high which made it troublesome for the drivers to take turns.

On some roundabout, there is not adequate space to man-oeuvre the buses. On some light
focuses, there are different elements representing the threat. Many slip roads have been
observed to be excessively narrow for buses.

The spots identified are:

 Sector 10/11/3 chowk
 Sector 10 Market Chowk
 High court inner road,
 02 number chowk inside Sector 19 market
 Chowk near Dhillon Cinema of Manimajra
 Outer and inner roads of the Bus Stand, Manimajra
 Sector 22 dispensary chowk
 Both turn of the inner and outer of Manimajra complex
 Both turns of Sector 46 market
 Flower Chowk of Sector 35/ 36
 Petrol Pump
 Chowk of Sector 43/44
 slip road of left side of the lights of Sector 27/19

34
  Nayan Gaon Market road
 AG office,
 Punjab, and UT Sector 17 light slip road
 turn of Gurudwara Sector 47
 Sector 43/44 chowk
 Sector 33/34 chowk
 Aroma lightpoint slip road
 Sector 39/40 chowk
 Sector 21/20 light point, Sector 33/32 market chowk
 Sector 46/47 market chowk
 Sector 39/ 40 market chowk ,
 Sector 21/20 light point both side
 Sector 32/33, Sector 46/47
 Sector 37/38 , Sector 40/41
 Sector 41/42 and Sector 23/16

5.3 Results of the prioritization test

To measure and use the advanced technological tools a case study of Chandigarh city has been
taken. The accident data for the year 2015 was collected from Chandigarh traffic police and hot
spot analysis was performed after identifying the accident points on the digitized map of the
city following the steps mentioned earlier. Some Intersections from the manual analysis of
accident data were chosen for the study. After visiting the chosen intersections, approximate
ranks were assigned to each of them related to the factors observed. The following places were
selected for investigation of Black Spots:

 Airport Light Chowk

 Kali Bari Light Point
 Housing Board Chowk
 Railway Light Point Intersection
 Sec 46,47/48,49 Light Point
 Aroma Light Point
35
  Kala Gram Chowk
 Tribune Chowk
 Transport Chowk

Table 1.4: Final Scores Obtained

Intersection Weights sum Weighted Weights

Airport Light Chowk 82 7.15
Kali Bari Light Point 80 6.95
Housing Board Chowk 89 7.91
Aroma Light Point 84 7.36
Kala Gram Chowk 88 7.7
Tribune Chowk 91 8.4
Transport Chowk 94 7.95
Railway Light Point 93 8.3
Sec 46,47/48,69 Light
Point 85 7.53

Results
After the completion of analysis concerning Arc GIS following results were identified. Figure 3
shows the hot spots identified across the city. As from the Table 1.4 it is clearly visible that
Kali Bari Light Point has minimum weight i.e. 80 and also least score according to the
weighted average method. Thus according to the concept of prioritization this has to be the
most accident prone point. This is also cross checked by the results from hot spot analysis rank
1 intersection roads lie the hot spot area of the map. Also manual analysis of accident data from
the police shows that there have been maximum repeated numbers of accidents on this
intersection. Some parameters normally unaccounted for like length of the road before the
intersection, sight distance, control of entry and number of conflict points were taken into
consideration in the study. These parameters directly or indirectly affect the speed of the
vehicle which is one of the major reasons for an accident to occur. Different weights were
assigned to each of the factors and they show better results as compared to the normal sum
method. Some differences in results were obtained showing better accountability of factors in
the method. Thus, weighted mean would provide more ease and refinement in the prioritization
of stretches. Therefore speed calming measures at such intersections with length of road
connecting the point need to be taken.

36
5.4 The summary in nutshell

The sensitive stretches or points on the three main roads of the city, the Madhya Marg, Dakshin
Marg and Vikas Marg are the most accident prone sites in the entire city. Some of these 21
points get a lot of attention in newspapers and police files as accidents are more frequent here.
But there are many other problem points across the city that see deadly accidents and are
slowly but surely emerging as black spots. One such is the Kalibari light point, which has seen
as many as 10 accidents in last three years; two of them were fatal. The wide intersection leads
to Sector 47. The accident analysis cell of the UT traffic police has also suggested that cycle
tracks are required at this spot. Then, of course, is the Government Press traffic signal, on the
Sector 8/9-17/18 intersection. Eight deaths have been reported at this spot in the past four
years. Causes of accidents here are high speed and jumping of traffic lights. In most cases,
vehicles were hit from behind. Tribune Chowk is another dangerous spot. This year, so far, four
deaths have been reported on the National Highway-21 stretch around this roundabout. Even at
the Sector 16-17 lights and the 16-23 roundabout, accidents have increasingly been reported;
the former has seen eight accidents in three years, while a couple of serious accidents have also
been reported on the road dividing Sectors 17 and 18. The four-kilometer long stretch of
Madhya Marg from Housing Board light point to transport light point Sector-26 is the most
accident-prone area in the city, as revealed by statistics of the Chandigarh Police. Though
comparatively less number of serious accidents are reported on Jan Marg —road leading from
Matka Chowk to the high court — and the road separating Sectors 2 and 3 near Chandigarh
Club, even the roads outside ministers’ houses in Sector 2 going towards Sukhna Lake is
accident-prone. The main cause here is high speed, as the sprawling wide roads make motorists
want to zip around. Police, too, have identified some other stretches that carry threats. On the
road dividing Sectors 44 and 45, nine accidents have been reported in the past three years.
Traffic police analysis cell sources say accidents occur at this spot during peak hours of traffic
in the morning and evening. Similarly, in southern sectors, a large number of accidents are
being reported at Kisan Bhawan roundabout in Sector 35. At least four accidents have so far
been reported on the spot this year. Further, seven accidents have been reported at the Sector
39-40 small roundabout in the past three years.

5.5 Some accident cases

Two deaths and a dead end

37
A 19-year-old young lady, Sukhmani Brar alias Amanat, was reserved by the UT police in
August 2013 after the auto she was driving hit a bike on which 21-year-old Sukhwinder Singh
and his six-year-old cousin Harpreet Singh were traveling, leaving both cousins dead. After the
accident, Brar had fled the spot and surrendered later. Brar was driving a Honda. She was
absolved after the sole eye witness and complainant for the situation turned threatening, putting
forth the case fall flat in 2014.

Youthful Armyman's dream cut off

In August 2013, Chief Ranjot Singh Sandhu alongside his companion Ramandeep Singh was
among four adolescents executed after their speeding Tata Safari smashed into a tree close to
the cricket stadium court on the Area 22-23 separating road. Sandhu was charged into the
Indian Armed force in July 2012 and was on leave. He was going to Mohali and staying with
his close relative. Ramandeep, occupant of Mohali, was a software engineer. Two other people
who died were Prabhpreet Singh and Abhinet Buddy Singh. Prabhkiran Singh managed a spine
break, while another man phenomenally got away with wounds.

The Audi-Tavera crash

In July a year ago, an accident between an Audi and a Tavera SUV slaughtered three
inhabitants of the last mentioned. The monstrosity accident had happened as the Audi traversed
the divider on the Area 17-18 road. Taking all things together, four understudies from
Ghaziabad were coming back from Dharampur in Himachal Pradesh and were to board a bus
from the ISBT-17, which was meters far from the accident spot. The driver of the Tavera, 34-
year-old Hast Bahadur, an inhabitant of Dharampur, alongside the two understudies sitting on
the back seat — Sahil Juneja, 22, and Kuldeep Singh, 19 — kicked the bucket on the spot.
Sahil was seeking after BBA, while Kuldeep was a building understudy. The police had at first
enrolled a cross-body of evidence against the drivers of both vehicles. It was simply after the
intercession of the groups of casualties that the police dropped the argument against the
perished Tavera driver. The high court likewise pulled up the police for poor examination.

5.6 Reasons why accidents happen

38
There were some observations when I visited on the ground and visited few spots. These
observations led to recognizing some of the major reasons why the accidents happen in
Chandigarh [18]. The reasons and the observations are presented as following:
• The primary purpose behind mishaps in Chandigarh is that, notwithstanding such a
great amount of familiarity with traffic rules, drivers abuse them [20]. Bike riders abandon
caps, and auto drivers speed up and play havoc with the lives of others on primary roads.

• The auto-rickshaw drivers are a major nuisance. They hardly care for any sort of traffic
control and drive however they please! The most exceedingly awful thing is that they turn
all of a sudden, with no pointer or hand signal, in the process leaving alternate workers
flummoxed and defenseless.

• Sometime motorists don't back off and wind up striking into others. They basically don't
have any idea about speed that it must be decreased at such spots

• It is difficult to drive around roundabouts that don't have traffic lights. The Sector 34-35
indirect on Dakshin Marg is a decent illustration how an once-chaotic chowk is being
overseen legitimately now

• The drunken driving, callousness towards people on foot, speeding and red light
jumping are glaring issues, which had been bringing about mishaps in Chandigarh.

• The development of vehicles like bikes, cruisers, cycles, autos and other four-wheelers
at rapid on the same street had turned into a noteworthy explanation behind mishaps, and
lane framework could control this.

• There is a need to develop speed breakers, other than teaching drivers to offer priority to
people on foot, which is discovered missing. It was learnt that the organization was not
testing all edges to find out purposes for a mischance.

• Every year in the course of the most recent five years, around 33% of all mishap
casualties were people on foot. Together with cyclists, the people on foot represent more
than 60% deaths on roads. Information acquired from the Chandigarh Police demonstrates
that while the quantity of lethal mishaps has really declined in the course of the most recent
five years, the rate of cyclists among the casualties has reliably expanded. Officers of the
UT Police point the finger on expanding number of engine vehicles, rash driving, drivers
39
 driving on zebra intersections, cyclists not utilizing the cycle tracks, and people on foot
crossing roads without waiting for traffic lights to turn green.

5.7 GENERAL RECOMMENDATIONS

There have been identified the general measures that need to be taken in Chandigarh in order to
decrease the accidents on the black spots identified. These recommendations involve the
observations and analysis of this research, expert views from police personals, and traffic
police inputs. The recommendations made are following:

 On some roads, amber lights are required. These amber lights provide the room to the
commuter before stopping the vehicle at the traffic signal. They also helps in slowing
down the vehicle before the lights get red. They were found missing on many black
spots
 We need footpaths and cycle tracks: As mentioned a lot of times in this research along
with the data, there have been numerous accidents involving pedestrians and the
cyclists. In fact the most cases of the traffic accidents in Chandigarh involve these two.
There is an urgent need of cycle tracks and footpath separately for the commuters.
 Research scholars of university should be involved for data analysis: The most
basic flaw that traffic police has was observed to be the research wing in the
department. When I talked to the officials on duty they cited lack of budget and
facilities as the reason for not setting up a research wing. But the traffic police
department can involve students from different streams of civil and structural
engineering to do the surveys and research on accidents and keep a check on the reasons
and give corrective measures accordingly. Also the IT cell can indulge in the research as
to how to use technology in eliminating the black spots from the city

 Regular audit and monitoring: Monitoring of CCTV cameras should be done to

understand drivers’ behavior.

5.8 Driver Behavior Indicator (DBI)

40
Driver Behavior Indicator (DBI) is an option in-vehicle gadget that alarms drivers while on the
road to any contravention by showing a progression of traffic-light colored warning lights. This
unit warns of any driving exemptions to empower enhanced conduct in the driver's seat. Green,
golden and red lights show a combined number of warnings while a managed time of capable
driving will empower a driver to clear the lights [19]. The gadget is connected to a propelled
vehicle tracking system that incorporates a three-hub accelerometer that precisely distinguishes
and records driving occasions and exorbitant conduct. Workers are put in the Green, Yellow or
Red Band for every special case in light of their driving execution, with a general score figured
to empower a simple ranking system. These bands can be user characterized giving expanded
adaptability and the capacity to tailor the report to coordinate changing necessities and better
reflect sort of vehicles and operation. For instance, giving a higher weighting to harsh
acceleration

Figure 1.23: Image showing the indications of the behavior of the driver

These measures like using technology can alert the drivers about the over-speeding and rash
driving. Lots of accidents at the places like Hallomajra, kisan bhawan, and Madhya marg have
been caused due to over-speeding city buses. So in such cases the technology can be a handy
tool to check the threat of accidents at the black spot. Individuals who know about being
watched have a tendency to alter their conduct. This could possibly be utilized to urge people to
behave more safely when driving if there were method for giving input to the drivers about
their conduct out and about. The vehicle information recorders' offer such a method for giving
behavioral feedback by standing up to drivers with their recorded driving activities.

41
Audits of accidents: The regular audits of all the traffic and accidents data should be done to
understand the prevailing mistakes and data must be compiled to devise ways to avoid
accidents. The reason for audit is to look at whether traffic investigations and speed
confinement were risk based and were being managed productively and successfully. The
audits cover planning, observing, implementation and assessment of speed limits and traffic
inspections.

 Redesigning: The Press light point was an exceptionally accident prone area when there
was a roundabout at the crossing point. A couple of years back, the organization
evacuated the roundabout and introduced the traffic lights. Now, it is the most secure
junctions in the city. There is an urgent need to replicate the designing measures like
these. Most of the black spots identified were having bad design. The long roundabouts,
bushes blocking the site at the turn, lack of reflectors, narrow curvature etc. so if
designing can be perfected then most of the black spots will cease to exist.
 Over-bridges and flyovers: The congestion in Chandigarh is increasing each day. The
focal points of the city are getting tighter and the traffic is putting ever increasing
pressure on them. The black spots like Jan marg, Madhya marg, visas marg etc are
bearing the brunt of it. The traffic of the entire city accumulates on these points and
often long traffic jams and congestion can be seen, there is an urgent need that the buses
and the heavy vehicles should be given a separate flyover or the over bridge so that they
may not interfere with the smaller vehicles traffic.
 Routing and rescheduling: the city buses and the other public sector transport passing
through Madhya marg, kisan bhawan, aroma point, Hallomajra lightpoint etc should be
rerouted towards the exterior of the city. The buses which are inter-state need not go
through the entire city first to cross its boundary. There should be separate route so that
the congestion can be decreased and hence the collisions can be stopped.
  Rumble strips comprises of roughened surfaces that are either embossed or recessed. At
the point when a vehicle rolls over them, they make a boisterous rumbling sound and
vibration. They can be set crosswise over traffic paths to ready drivers that they are
drawing closer a possibly unsafe area, for example, a work zone or a detached
convergence. They are utilized along the shoulders or centerlines of highways to make
the drivers alert that they are leaving their traffic path.

42
  High-level warning gadgets are traffic control gadgets that are sufficiently high to see
over different vehicles, for example, however not restricted to vehicle top, poles and
different spots not lower than 8 feet. These gadgets are likewise called flag tree since
they include a few square fluorescent orange flags and an occasionally a blazing
warning light. This sort of traffic control gadgets are utilized as a part of work zones in
high traffic urban zones. These sorts of gadgets can be utilized to check the inflow of
substantial vehicles like transports and trucks at swarmed focuses like Madhya marg
and Jan marg
 Channelizing gadgets are utilized for warning drivers and walkers and to guide them
through a work zone. Normal channelizing gadgets are traffic cones and drums. These
sorts of traffic control gadgets are generally put amongst traffic and development zones,
or between contradicting traffic streams
 Use of Reflectors: There have been accidents where in the night time the drivers of cars
have rammed their vehicles into footpaths and traffic light poles at the black spots. Here
the reflectors should be installed which reflects the light which falls on them and make
the drivers alert that there is an obstacle or an object on the way

5.9 Recommendations for over-speeding at black spots

Various mediations have been recognized to be viable in controlling and managing vehicle
speed:
• Setting and authorizing speed breaking points are two of the best measures in
diminishing road traffic injuries. According to recent studies, 1 km/h decrease in heading out
speed would prompt a 2–3% decrease in road crashes.
• By introducing speed limits, there will be only brief impact on decreasing speeds
unless joined by managed, obvious authorization of these speed limits [27].
• Speed cameras are a profoundly financially savvy method for lessening road crashes.
speed cutoff points are receptive to nearby conditions and traffic circumstances, and are in this
way more inclined to be kept.
• Speed levels can likewise be influenced by building up a more secure infrastructure.
This can include changing the street environment to decrease traffic stream and vehicle speed,
along these lines giving assurance from accidents and diminishing harm rates. Such measures

43
incorporate isolating high-and low-speed street clients, or demoralizing vehicles from entering
certain zones.
• Installation of physical speed-lessening measures, for example, roundabouts, vertical
changes in roads (for instance speed bumps), level changes in the street, (for example road
narrowings or thunder strips
• The move from rapid to low speed roads may lead to areas of high hazard for accidents
– for instance, where vehicles exit motorways. Plan components can be utilized to stamp move
zones on occupied roads drawing closer towns and towns that can impact drivers' speed
• Slower-speed zones and roundabouts are case of components that are helpful in
lessening the speed of vehicles [30].
• Appropriate speed can be forced on traffic through outline highlights that cutoff the
speed of the vehicle itself.

FUTURE SCOPE

CHAPTER-6
44
CONCLUSION

This research was about identifying the black spots in the city of Chandigarh, their analysis,
and presenting remedial measures to overcome the challenges at these spots. The research has
found that although the rate of accidents has gone down in Chandigarh over the last couple of
years but still the threat of losing lives in the menace of road accidents. There have been
identified many reasons of accidents happening in Chandigarh. Drunken driving, speeding,
callousness towards pedestrians and other commuters, and red light jumping were glaring
issues which have been causing accidents in Chandigarh. The movement of vehicles like
scooters, motorcycles, cycles, cars and other four-wheelers at very high speed on the same road
has become another one of the major reasons for accidents. It has been found that most of the
accidents in Chandigarh involve pedestrians and cyclists. Majority of the accidents have
involved buses and heavy vehicles which have rammed the cyclists and motorcyclists. There
have been identified various black spots on the basis of the collected data but the most
threatening and accidents prone areas comes out to be:

 Madhya Marg
 Kisan Bhawan roundabout
 Jan Marg
 Halomajra
 Aroma light point
 Kali Bari light point
 Tribune Chownk
 Airport light point
 Matka Chownk to high court road

The reasons which were identified for the accidents on black spots included:

 Lack of amber lights on the traffic signals

 Bad designing of the roundabouts and the black spots
 Over speeding

45
  Reckless driving
 Drunk and driving
 Road rage
 Congestion of roads
 Increasing traffic
 Large size of roundabouts at black spots
 Lack of cycle tracks and footpaths
 Lack of vigil on public transport drivers
 Lack of research and analysis wing

The prioritization method also confirmed the validity and authenticity of the sample black spot
taken which was Kali Bari light point. The menace of accidents and black spots can be checked
and there have been suggested many suggestions in the research.

 Auditing of drivers
 Analysis of accidents regularly
 Data recording
 Installation of CCTVs
 Building flyovers and over bridges
 Footpaths and cycle tracks
 Reflectors installation

The conclusive statement is worthy of mentioning here that overall it was found that the
pedestrians and the cyclists turn out to be the main victims of the traffic accidents. There is
lacking of basic understanding and sense of traffic rules and commuting. After I stood on the
black spots and observed the behavior it was found that the excitement to drive fast and
recklessly has been the major causes of majority of the accidents. The people who were found
drunk when involved in accidents were not lesser in numbers. So here the education about the
traffic rules and creating respect for the traffic rules is very crucial. So the sensitization drives
should be launched where the people should be taught the basic sense of driving and
commuting.

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