Project rachna

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NAME: RACHNA MANTRY

COURSE: BBA (H)

SUPERVISOR: MS. S. LAKSHMY

TITLE: ANALYSIS OF THE RATE OF ROAD ACCIDENTS TAKING

PLACE IN INDIA.

Dissertation submitted in partial fulfillment of the requirements of the Graduate Degree in

BACHELOR OF BUSINESS ADMINISTRATION (HONOURS) Of Jadavpur University At J.D. Birla Institute (Department of management) Kolkata

DECLARATIONS

I declare the following:

The word count of the dissertation is 9061 words

The material contained in this dissertation is the end result of my own work. Due acknowledgement has been given in the bibliography and references to all sources be they printed, electronic or personal.

I am aware that my dissertation may be submitted to a plagiarism detection service where it will be stored in a database and compared against work submitted from this institute or from any other institutions.

In the event that there is a high degree of similarity in content detected, further investigations may lead to disciplinary actions including the cancellation of my degree according to Jadavpur University rules and regulations.

I declare that ethical issues have been considered, evaluated and appropriately addressed in this research.

I agree to an entire electronic copy or sections of the dissertation to being placed on the e-learning portal, if deemed appropriate, to allow future students the opportunity to see examples of past dissertations and to be able to print and download copies if they so desire.

SIGNED:DATE:

NAME: ROLL NO / BATCH:SUPERVISOR:

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ACKNOWLEDGEMENT

I would like to thank my mentor, Ms.S.Lakshmy, with heartiest respect and gratitude, for guiding me through my project and assisting me throughout the data analysis of the project.

I express my thanks to the Director of J.D. Birla institute, Dr. Asit Dutta, for giving me the opportunity to gather such wonderful learning experience.

I am also obliged to my college librarians Mr. Santanu Mondal, Mr. Masiur Rehman and Mr. Swapan Kr. Ber who have assisted me in finding various references for data collection.

I also thank my friends at college for their assistance, on and off campus.

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Abstract

This project attempts to focus on the magnitude of the Road Accidents in India. The purpose

of this publication is to present an in depth analysis and overview of the road accidents in

India. The data and analysis on road accidents contained in this volume will help create

awareness and assist in informed decision making in the area of road safety. Success of

road safety initiatives requires active cooperation and participation of all stakeholders and

these initiatives should be taken so as to make the roads of India safe for all its inhabitants.

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INDEX

TABLE OF CONTENTS Pg No.

1. INTRODUCTION 07-09

a. Role of Roads

7

b. Road Network of India 7-

9

2. LITERATURE REVIEW 10-19

a. History of roads

10

b. Growth of Road Sector 10-

11

c. Trend in Road Traffic 11-

12

d. Classification of Roads 12-

15

e. Allocation to Roads over five year plans

15

f. Main issues

16

g. Institutional initiative 16-

17

h. Road Accidents

17

5

i. Cost of Road Accidents 17-

18

j. Trends in Accident injuries, fatalities,

Motor vehicles and road network 18

k. Long term trends 18-

19

3. HYPOTHESIS 20

4. RESEARCH METHODOLOGY 21-23

a. Introduction 21-

22

b. Use of Statistical Tools 22-

23

5. DATA ANALYSIS 24-27

6. RESULTS AND FINDINGSa. Results 28

b. Road Safety Measures 28-30

c. Recommendation 30-31

7. CONCLUSION 32 a. Future Scope 32

b. Limitations 32

8. ANNEXURE 33-43

9. BIBLIOGRAPHY 44

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1. INTRODUCTION

1(a). ROLE OF ROADS:1.India is a vast country with a land area of 3,287,240 sq Km, a population of 115 crores

living in 638,365 villages and 5169 towns and cities, where the primary mode of physical

connectivity is road transport. Road infrastructure anchors the economy and the society

by allowing human movement as well as production and exchange of goods and services.

The role and importance of infrastructure for an economy is like that of the foundation to

a building and the level of infrastructure availability is one of the key indices of the level

of economic development and quality of life of the citizens of a country. Infrastructure in

general and road infrastructure in particular plays a pivotal role in promoting economic

growth and making this growth more inclusive by sharing the benefits of growth with

poorer groups and communities, particularly in remote and isolated areas, by facilitating

their access to basic services and by helping in increasing their income generating

capacity.

1(b). ROAD NETWORK IN INDIA:

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2.India has a road network of over 3.314 million kilometres (2.059 million miles) of

roadway, making it the third largest road network in the world. At 0.66 km of highway

per square kilometer of land the density of India’s highway network is higher than that of

the United States (0.65) and far higher than that of China's (0.16) or Brazil's (0.20). As of

2002, only 47.3% of the network consisted of paved roads.Historically, the funds set

aside for the maintenance and expansion of the road network have been insufficient, but

major efforts are currently underway to modernize the country's road infrastructure. India

plans to spend approximately US$70 Billion over the next three years.

Some of the major projects that are being implemented include the National Highways

Development Project and the Mumbai-Pune Expressway. According to recent estimates

by Goldman Sachs, India will need to spend US$1.7 trillion on infrastructure projects

over the next decade to boost economic growth. In an effort to accomplish this, the

government of India is attempting to promote foreign investment in road projects by

offering financial incentives such as toll rights to developers. However, due to rising

prices of petroleum, being a Non-renewable resource, foreign investors have urged the

government to focus instead on improving public transport like the Indian Railways and

rapid transit systems.

3.At the time of independence, the national government was unanimous in accepting that a

much wider base of infrastructure was necessary for economic development of this

country. The successive plans were formulated on such lines that the infrastructural

sectors claimed the lion’s share of the plan outlays and actual expenditures. If the

first ten five-year plans and the annual plans are considered together, the Total

Allocated Spending has been Rs. 33954 Billion, of which the infrastructural sectors

accounted for Rs. 22452 Billion, i.e. more than 66% of the total allocation. Since 1991-

92, a number of wide-ranging reforms have been carried out in the infrastructure sector

covering roads and highways development, civil aviation, telecommunications. It has been

because of such paramount importance being attached to the development of the

infrastructure in our economic planning that long strides have been made in the

physical availability of such facilities in India.

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4. Expansion in road network, motorization and urbanization in the country has been

accompanied by a rise in road accidents leading to road traffic injuries (RTIs) and

fatalities as a major public health concern. Today road traffic injuries are one of the

leading causes of deaths, disabilities and hospitalizations with severe socioeconomic

costs across the world. Studies of the relationship between gross domestic product (GDP)

per capita, growth of motor vehicles and road fatalities, have shown that fatality rates

increase as GDP increases at relatively low levels of GDP per capita, but then start to

decline with continued GDP growth.

The peak position on this inverted U-shaped curve is not, however, immutable. The

challenge now is to bring about a shift in the relationship between economic growth and

road fatalities, so that developing countries benefit from a much earlier improvement than

traditional models predict based on the experience of high-income countries.

Occurrence of accident is an outcome of interplay of a number of factors, which among

others include length of road network, vehicle population, human population and

Adherence/Enforcement of road safety regulations etc. Higher exposure to road accident

risk may be mitigated by behavioral standards (adherence to road safety regulations) and

policy intervention (enforcement).

The report has been chronologically done in the following manner:

Sec 1: Introduction

Sec 2: Literature Review

Sec 3: Hypothesis

Sec 4: Research Methodology

Sec 5: Data Analysis

Sec 6: Results and Findings

Sec 7: Conclusion

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2. LITERATURE REVIEW

2(a).HISTORY:2.The first evidence of road development in the Indian subcontinent can be traced back to

approximately 4000 BC from the ancient cities of Harrapa and Mohenjodaro of the Indus

Valley Civilization. Around the 1st Century AD, the ancient Silk Road came into being,

which passed through northern India and China. Ruling emperors and monarchs of

ancient India constructed numerous brick roads in the cities. One of the most famous

highways of medieval India is the Grand Trunk Road. The Grand Trunk Road began in

Sonargaon near Dhaka in Bangladesh and ended at Peshawar in modern-day Pakistan. In

India, it linked several important cities from Kolkata in the east to Amritsar in the west,

while passing through the cities of Patna, Varanasi, Kanpur, Agra, Delhi, Panipat, Pipli,

Ambala, Rajpura, Ludhiana, and Jalandhar. During the colonial period in the 19th

century, the British upgraded the existing highway network and built roads in many

treacherous areas such as the Western Ghats.

2(b). GROWTH OF ROAD SECTOR:5.As per report Infrastructure in India by Elizabeth Montgomery of

PricewaterhouseCoopers, the Indian economy is booming, with rates of Gross

Domestic Product (GDP) growth exceeding 8% every year since 2003/04. This ongoing

growth is due to rapidly developing services and manufacturing sectors, increasing

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consumer demand (largely driven by increased spending by India’s middle class) and

government commitments to rejuvenate the agricultural sector and improve the economic

conditions of India’s rural population. In the fiscal year ending March 2008, India’s GDP

grew by more than 9%. This robust rate of expansion was initially forecast to continue in

the 2008-2009 fiscal year, but the onset of global recession and its cascading effect

slowed down the growth rate to 6.5% to 7%, but that appears to be a short-run

phenomenon. Even in the face of such a recession, the Government has singled out

infrastructure investment as particularly vital to facilitate a turnaround and accelerate the

growth process. Indeed, even with a somewhat slower rate of growth, the Indian economy

is still expanding significantly, and substantial investment in the infrastructure sector

continues to hold the key to sustaining India’s economic progress. The country’s capacity

to absorb and benefit from new technology and industries depends on the availability,

quality and efficiency of basic forms of infrastructure.

6.The Tenth Five Year Plan brings out the importance of roads as follows, “Roads are the

key to the development of an economy. A good road network constitutes the basic

infrastructure that propels the development process through connectivity and opening up

the backward regions to trade and investment. Roads also play a key role in inter-modal

transport development, establishing links with airports, railway stations and ports. In

addition, they have an important role in promoting national integration, which is

particularly important in a large country like India”.

2(c). TREND IN ROAD TRAFFIC:7.Freight transport by road has risen from 6 billion tonne km (BTK) in 1951 to 400 BTK

in 1995 and passenger traffic has risen from 23 billion-passenger km (BPK) to 1,500

BPK during the same period. Freight and passenger traffic are expected to increase to 800

BTK and 3,000 BPK respectively by the year 2001. The annual growth of road traffic is

expected to be 9 to 10%. Current boom in the automobile sector may even increase the

future growth rate of road traffic. While the traffic has been growing at a fast pace, it has

not been possible to provide matching investment in the road sector, due to the competing

demands from other sectors, especially the social sectors, and this has led to a large

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number of deficiencies in the network. Many sections of the highways are in need of

capacity augmentation, pavement strengthening, rehabilitation of bridges, improvement

of riding quality, provision of traffic safety measures, etc. There are congested road

sections passing through towns where bypasses are required. Many old bridges are in

need of rehabilitation/replacement along with capacity augmentation. NHs are the main

arterial roads which run through the length and breadth of the country connecting ports,

state capitals, industrial and tourist centers and neighbouring countries.

NHs constitute less than 2% of the total road network, but carry nearly 40% of the total

road traffic.

4.In economic terms, the cost of road crash injuries is estimated at roughly 1 percent of

gross national product (GNP) in low-income countries, 1.5 percent in middle-income

countries and 2 percent in high-income countries. The direct economic costs of global

road crashes have been estimated at US $ 518 Billion, with the costs in low income

countries estimated at US $ 65 Billion (World Report on Road Traffic Injury Prevention,

page 5, WHO, 2004). These estimates take account only of the direct economic costs –

mainly lost productivity – rather than the full social costs often recognized by

industrialized countries. For India the socio-economic cost of road accidents in 1999-

2000 was estimated at 3 % of GDP (Tenth Five Year Plan).

Incidentally, India holds the dubious distinction of registering the highest number of road

accidents in the world. According to the experts at the National Transportation Planning

and Research Centre (NTPRC) the number of road accidents in India is three times higher

than that prevailing in developed countries. The number of accidents for 1000 vehicles in

India is as high as 35 while the figure ranges from 4 to 10 in developed countries.

2(d). CLASSIFICATION OF ROADS:2.India has a large road network of over 3.314 million kilometers of roadways, making it

the second largest road network in the world. For the purpose of management and

administration, roads in India are divided into the following five categories:

National Highways (NH) : These are main highways running through the length and

breadth of the country connecting major ports, state capitals, large industrial and

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tourist centres, etc. National Highways in India are designated as NH followed by the

highway number. The National Highway system is the primary road grid and is the

direct responsibility of the Central Government. The National Highways are intended

to facilitate medium and long distance inter-city passenger and freight traffic across

the country.

The traffic on National Highways has been growing due to the recent economic growth

in India and the Government of India is taking steps to improve management techniques

to provide hindrance-free traffic movement by way of widening roads, grade separation,

construction of bypasses, bridges, rail-road crossings, and utilizing the latest

technologies.

8.Even though the National Highways represent only 2% of the total network length,

they handle about 40% of the total road traffic. As per the Urban Land Institute's

Infrastructure 2008: A competitive advantage report, "more than 90% of India's

40,625 miles (65,000 km) of national highways are single or two-lane roads.

The National Highways are further classified based on the width of carriageway of

the Highway. Generally, in case of a single lane, the lane width is of 3.75 meters,

while in case of multi-lane National Highways, each of the lanes have a width of 3.5

meters. As of February 2008, out of the total length, 14% have four or more lanes and

about 59% have 2-lanes or are double-laned, while the rest (27%) of the National

Highway network has single or intermediate lane.

Expressways : The Expressways of India make up approximately 200 km of the Indian

National Highway System. Usually no two-wheelers, three-wheelers or tractor

vehicles are allowed on these roads. Speed of upto 120 km/h can be maintained on

these roads due to separate merging lanes and the lack of speed breakersso as to

ensure smooth travel. Most of the existing expressways in India are toll roads.

However, the National Highway System also consists of approximately 10,000 km of

four-laned highways that do not feature full control of access. Currently, a massive

project is underway to expand the highway network and the Government of India

plans to add an additional 15600 km of expressways to the network by the year 2022.

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State Highways (SH): State Highways refers to the numbered highways which are

laid and maintained by the State Government. The are not related to National

Highways and are not involved with the NHAI or the Central Government in any

way. The State Highways usually are roads which link important cities, towns, district

headquarters within the state and connecting them with National Highways or

Highways of the neighbouring states. These highways provide connections to

industries / places from key areas in the state making them more accessible. The State

Highways carry the traffic along major centers within the State.

District Roads : District roads are classified into two categories- major district roads

and other district roads. Major District Roads provide the secondary function of

linkage between main roads and rural roads.

Rural Roads : The last link in the chain is rural roads. The rural roads form a

substantial portion of the vast Indian road network. Rural connectivity is a key

component of rural development and contributes significantly to generating higher

agricultural incomes and productive employment opportunities besides promoting

access to economic and social services. Studies show that rural roads have a

significant impact on poverty reduction. Since the agricultural produce and the

finished products of small-scale industries in rural areas are to be moved from the

producing centres to the marketing centres, road connectivity is essential for rural

population.

9.For the development of rural roads, Pradhan Mantri Gram Sadak Yojana (PMGSY)

(or "Prime Minister Rural Roads Scheme"), was launched in December 2000 by the

Government of India to provide connectivity to unconnected rural habitations as part

of a poverty eradication measure. For its implementation, the Government of India is

setting uniform technical and management standards and facilitating policy

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development and planning at State level in order to ensure sustainable management of

the rural roads network. The scheme is to be implemented in phases wherein the

number of roads under each phase would be governed by the population of

habitations (hamlets). 6.For example, the initial phase would attempt to cover all

inhabitations with a population of 1000. Following the 73rd Constitution Amendment

Act, rural roads have been placed in the Eleventh Schedule and their upkeep has

become the responsibility of the Panchayati Raj institutions (PRIs).

It is expected that about 3,75,000 km of new road construction and 3,72,000 km of

upgradation/renewal would be undertaken as part of the scheme. The construction

cost is fully borne by the Government of India as a centrally sponsored scheme, while

the State Governments are responsible for providing maintenance funds. As of May

24, 2007, more than 122,000 km of roads have been completed under PMGSY and

work is in progress in projects covering another 1,00,000 km.

2(e).ALLOCATION TO ROADS OVER THE FIVE YEAR PLANS:

10. The allocation to road development over the various five-year plans is as follows:

First five-year Plan : Rs. 146 crores Second Five Year Plan : Rs. 262 crores Third Five Year Plan : Rs. 871 crores Fourth Five Year Plan : Rs. 418 crores Fifth Five Year Plan : Rs. 445 crores Sixth Five Year Plan : Rs. 3438 crores Seventh Five Year Plan : Rs. 5200 crores Eighth Five Year Plan : Rs. 13210 crores Ninth Five Year Plan : Rs. 48570 crores Tenth Five Year Plan : Rs. 59490 crores Eleventh Five Year Plan : Rs. 72530 crores

2(f).MAIN ISSUES:

2.The main roads in India are under huge pressure and in great need of modernization in

order to handle the increased requirements of the Indian economy. In addition to

maintenance, the expansion of the network and widening of existing roads is becoming

increasingly important. This would then enable the roads to handle increased traffic, and

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also allow for a corresponding increase in the average movement speed on India's roads.

Presently, lane capacity is low and only about 16% of India's roads are four lanes or

above. In addition, approximately a quarter of all India's highways are congested, in some

cases reducing truck and bus speeds to 30-40 km/h (19-25 mph).12.Road maintenance

remains under-funded, and some 40 percent of villages in India lack access to all-weather

roads.

Due to decades of bureaucratic and procedural difficulties, the road network has suffered

long delays. Recently however, political leaders in India are making efforts to prioritize

the modernization and expansion of the road network. However, there are still other

environmental, logistical, and local issues contributing to delay in development of the

road infrastructure. For instance, although the government itself owns a wide corridor

around the center of roads called the Right of Way (ROW), over many years, poor and

landless people have built houses and other property along the roadside. Farmers whose

fields adjoined the road had their crops encroach up to the side of the road. Further, other

resources are located along roadsides, whether they be trees, pathways to water resources,

streams that were used for their water, etc. Trucking goods from Gurgaon to the port in

Mumbai can take up to 10 days. 13.Taxes and bribes are common between state borders;

Transparency International estimates that truckers pay annually US$5 billion in bribes. 14.Although India has only 1% of the world's vehicles, India has 8% of the world's vehicle

fatalities or 95,000 people, second only to China.

11.India's cities are extremely congested — the average bus speed is 6–10 km/h in many

large cities. Because of the congestion in Indian roads the fuel efficiency of the vehicles

is also very low. This increases the overall fuel consumption of the country besides

resulting in heavy pollution since the engines run very inefficiently at such low speeds.

15.However, despite their importance to the national economy, the road network in India is

grossly inadequate in various respects. The existing network is inadequate and is unable

to handle high traffic density at many places and has poor riding quality. The main reason

for these shortcomings is the inadequacy of funds for maintenance and improving the

quality of the road network. Efforts are now underway to address these issues and

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improvement in the road network has been accorded a very high priority in development

planning in the country. To bridge the resource gap and to instill competitive efficiency,

efforts are being made to associate the private sector with road projects. However, the

initial response has not been very encouraging and it is felt that more innovative methods

are needed to ensure greater participation of the private sector. Simultaneously, it is also

necessary to prioritise road projects according to resource availability so that resources

are not spread thinly among large number of projects leading to unwarranted delays.

2(g).INSTITUTIONALINITIATIVES:16.Steps have been taken for restructuring and strengthening of National Highways

Authority of India (NHAI), which is the implementing agency for the National Highways

programme. Institutional mechanisms have been established to address bottlenecks

arising from delays in environmental clearance, land acquisition etc. A special focus is

being provided for traffic management and safety related issues through the proposed

Directorate of Safety and Traffic Management. It is expected that the sum total of these

initiatives should be able to deliver an efficient and safe highway network across the

country.

In order to specify the policy and regulatory framework on a fair and transparent basis, a

Model Concession Agreement(MCA) for PPPs in national highways has been mandated.

It is expected that this common framework, based on international best practices, will

significantly increase the pace of project award as well as ensure an optimal balance of

risk and reward among all project participants.

2(h).ROAD ACCIDENTS :

4.As per Ministry of Road Transport And Highways Government Of India,

studies of the relationship between gross domestic product (GDP) per capita, growth of

motor vehicles and road fatalities, have shown that fatality rates increase as GDP

increases at relatively low levels of GDP per capita, but then start to decline with

continued GDP growth. The peak position on this inverted U-shaped curve is not,

however, immutable. The challenge now is to bring about a shift in the relationship

17

between economic growth and road fatalities, so that developing countries benefit from a

much earlier improvement than traditional models predict based on the experience of

high-income countries.

2(i).COST OF ROAD ACCIDENTS: 4.Accidents carry high economic and social costs, which are not easy to ascertain. The

cost of road related injuries and accidents can be assessed in terms of (a) medical costs

(b) other costs related to administrative, legal and police expenditure (c) collateral

damage in terms of damage to property and motor vehicle and (d) loss due to income

foregone arising out of absence from work or impairment/disability or untimely death.

Besides accident survivors often live poor quality of life and have to live with pain and

suffering which are difficult to estimate. 17.In developing countries with very little asset

ownership and lack of credible social safety net, accidents adversely impact the welfare

of dependents of accident victims. Hence it is imperative to assess the magnitude and

dimensions of road accidents so as to assist in formulating road safety policies.18.In economic terms, the cost of road crash injuries is estimated at roughly 1 percent of

gross national product (GNP) in low-income countries, 1.5 percent in middle-income

countries and 2 percent in high-income countries. The direct economic costs of global

road crashes have been estimated at US $ 518 Billion, with the costs in low income

countries estimated at US $ 65Billion (World Report on Road Traffic Injury Prevention,

page 5, WHO, 2004). These estimates take account only of the direct economic costs –

mainly lost productivity – rather than the full social costs often recognized by

industrialized countries. For India the socio-economic cost of road accidents in 1999-

2000 was estimated at 3 % of GDP.

2(j).TRENDS IN ACCIDENTS, FATALITIES, INJURIES, MOTOR VEHICLES AND ROAD NETWORKS:

4.Occurrence of accident is an outcome of interplay of a number of factors, which among

others include length of road network, vehicle population, human population and

18

adherence/enforcement of road safety regulations etc. Higher exposure to road accident

risk may be mitigated by behavioral standards (adherence to road safety regulations) and

policy intervention (enforcement).

2(k).LONG TERM TRENDS:4.The Compound annual growth rate (CAGR) in number of accidents, injuries, fatalities

and motor vehicles (registered) have moderated during 1990s (1990-2000) after a spurt

during the 1980s (1980 to 1990) (Table 1). Moderation in the growth of accidents,

fatalities and injuries during 1990s has taken place in the backdrop of lower growth in the

number of registered vehicles and step up in the growth of road network. However, post-

2000 (up to 2009) growth rate of fatalities has accelerated vis-à-vis the preceding decade

(1990-2000).

3. HYPOTHESIS

H0: b = 0 (no influence of external variables on the accident severity)

H1: b ≠0(influence of external variables on the accident severity)

The external variables taken into consideration are: total number of accidents, number of persons killed, number of persons injured and road length.

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4. RESEARCH METHODOLOGY

4.(a). INTRODUCTION TO RESEARCH METHODOLOGY:

19.Research Methodology is a way to systematically solve the research problem. It may be

understood as a science of studying how research is done scientifically. In it we study the

various steps that are generally adopted by a researcher in studying his research problem

along with the logic behind them. It is necessary for the researcher to know not only the

research method/ techniques but also the methodology. Research methodology has many

dimensions and research methods do constitute a part of the research methodology. The

scope of research methodology is wider than that of research methods. Thus, when we

talk of research methodology we not only talk about research methods but also consider

the logic behind the methods we use in the context of our research study and explain why

we are using a particular method or technique and why we are not using others so that

research results are capable of being evaluated either by the researcher himself or by

others.20.There are basically two types of research:

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QUANTITATIVE RESEARCH : It is based on the measurement of quantity

or amount. It is applicable to phenomena that can be expressed in terms of

quantity. In quantitative research your aim is to determine the relationship

between one thing (an independent variable) and another (a dependent or

outcome variable) in a population. Quantitative research designs are either

descriptive (subjects usually measured once) or experimental (subjects measured

before and after a treatment). A descriptive study establishes only associations

between variables. An experiment establishes causality.

QUALITATIVE RESEARCH : Qualitative research seeks out the

‘why’, not the ‘how’ of its topic through the analysis of unstructured information

– things like interview transcripts, open ended survey responses, emails, notes,

feedback forms, photos and videos. It doesn’t just rely on statistics or numbers,

which are the domain of quantitative researchers. Qualitative research is used to

gain insight into people's attitudes, behaviours, value systems, concerns,

motivations, aspirations, culture or lifestyles. It’s used to inform business

decisions, policy formation, communication and research. Focus groups, in-depth

interviews, content analysis, ethnography, evaluation and semiotics are among the

many formal approaches that are used, but qualitative research also involves the

analysis of any unstructured material, including customer feedback forms, reports

or media clips.

This dissertation seeks to research and examine the importance of the development of

roads in relation to the growth and development of the Indian economy. The problems

relating to the development of roads in India and a detailed analysis of the Road

Accidents taking place in India have also been examined. This research has been

undertaken with the usage of secondary data on which these statistical tools are used

pertain to:

21

CORRELATION : Correlation is a statistical measurement of the

relationship between two variables. Possible correlations range from +1 to –1. A

zero correlation indicates that there is no relationship between the variables. A

correlation of –1 indicates a perfect negative correlation, meaning that as one

variable goes up, the other goes down. A correlation of +1 indicates a perfect

positive correlation, meaning that both variables move in the same direction

together.

REGRESSION : regression is the determination of a statistical relationship

between two or more variables. In simple regression, we have only 2 variables,

one variable (defined as independent) is the cause of the behaviour of another one

(defined as dependent variable). Regression can only interpret what exists

physically, that is, there must be a physical way in which independent variable X

can effect dependent variable Y.. the basic relationship between X and Y is given

by:

Y= a + bX.

HYPOTHESIS:

19. 20.A hypothesis is like a statement, in an essay it is usually a statement you write at the

beginning and the whole essay is about you proving that statement , with evidence and

research etc. there are basically two types of hypothesis. They are:

NULL HYPOTHESIS:

A type of hypothesis used in statistics that proposes that no statistical significance exists

in a set of given observations. The null hypothesis attempts to show that no variation

exists between variables, or that a single variable is no different than zero. It is presumed

to be true until statistical evidence nullifies it for an alternative hypothesis. The symbol

used for null hypothesis is H0.

ALTERNATE HYPOTHESIS

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An alternative hypothesis is one that specifies that the null hypothesis is not true. The

alternative hypothesis is false when the null hypothesis is true, and true when the null

hypothesis is false. 

The symbol H 1 is used for the alternate hypothesis.

DIAGRAMATIC REPRESENTATION :

20.Various graphs such as bar graphs, column graphs, trend lines, and pie charts

have been used to provide a systematic pictorial representation of the data and

statistics of the range of road accidents taking place and the causes of these

accidents.This research has been undertaken with the usage of secondary data.

5. DATA ANALYSIS

TABLE 1:

From the quantitative data in the table we can see that the Compound annual Growth

Rate (CAGR) in number of accidents, injuries, fatalities and motor vehicles (registered)

have moderated during years 1990-2000 after a spurt during 1980s ie,1980-1990 (Table

1). Moderation in growth of accidents, fatalities and injuries during 1990s has taken place

in the backdrop of lower growth in the number of registered vehicles and setup in the

growth of road networks. However, post year 2000 growth rate of fatalities have

accelerated vis-à-vis the preceding decade (1990-2000).

We see between years 1970-2009, the number of accidents have increased by 4.3 times

with more than 7 fold increase in injuries and about 8.7 times increase in fatalities in the

backdrop of about 64 fold increase in road network.

TABLE 2, CHART 1 (A) and (B) :

During calendar year 2009, number of accidents reported at 4,86,384 was higher by

0.35% compared with 4,84,704 accidents reported in the year 2008.

In comparison, the number of persons killed as a result of road accidents at 1,25,660 was

higher by 4.8% in 2009 compared with the preceding year. However, the number of

persons injured declined to 5,15,458 (a fall of 1.5%).

23

The total number of road accidents, injuries and deaths increased at CAGR of 2.5%,2.9%

and 5.3% respectively between the years 2000-2009 as seen in Table 1.

Table 2 also indicates that the severity of road accidents measured in terms of persons

killed per 100 accidents, had also increased from 19.9 in 2001 to 25.8 in 2009.

The total length of roads pertaining to the same year has also been represented here.

Chart 1(A) shows the number of road accidents and length of roads in the form of a graph

and Chart 1(B) indicates the number of accidents taking place and people injured and

killed in the accidents.

We find the association between the road length and accident severity or number of road

accidents and statistical tools have been used for the same.

Correlation has been used to examine the degree of association between the accident

severity and the length of roads. The degree of association is positive with the value

of 0.940569 which says that as the length of road increases the accident severity also

increases simultaneously .

Correlation has also been done to examine the association between total number of

accidents and the length of roads and the value is 0.94136, thus again a positive

association. Thus, greater the length of roads, greater prone it is being to total road

accidents.

Correlation has also been done to examine the association between the persons killed, and

persons injured on the road length, which also has a positive association and the value is

0.952817 and 0.947205, therefore, greater the length of roads, more accidents will occur

and therefore, greater number of persons killed and injured.

Regression analysis has been done to find the influence of the independent factors (i.e,

total number of accidents, number of persons killed, number of persons injured and road

length) on the dependent factor (i.e. accident severity).

At 95% confidence level, the following regression equation gives us the influence:

y= 16.59236719 + -4.81223E-05 + 0.000194693 + 5.15365E-06 + 2.1752E-06

With this equation a stated hypothesis has already been tested above.

24

At 95% confidence level, if the P value is less than 0.05, the null hypothesis is rejected.

From the multiple regressions, we try to show the influence of number of accidents,

number of persons killed, number of persons injured, road length on the accident severity

in India. From the output, it is seen that the multiple regression square is 0.99979342 and

the p value of :

Total number of accidents is 0.00012082419, number of persons killed is 0.00012082419 ,

number of persons injured is 0.02094701826, and road length is 0.02304089497, all are less

than 0.05. Since, the p value of all the variables is less than 0.05, therefore, the null

hypothesis is rejected and alternate hypothesis is accepted.

TABLE 3:

The quantitative data provided here shows the severity of road accidents in India State-

wise. It shows the Number of persons killed (per 100) in accidents in 28 states as well as

7 Union Territories of India. The data pertains to the years 2006-2009. We see that in the

year 2006, states like Mizoram and Uttarakhand rank the highest in severity of accidents

and leading to maximum people being killed, the same trend is seen in the year 2007 and

in year 2008 and 2009 we see that Nagaland accounts for the maximum number of

persons being killed in the road accidents.

From the quantitative data provided about the Union territories, we see that accident

severity leading to death of human lives is maximum in Dadra and Nagar Haveli in the

year 2009. We see that the national average in the number of persons killed is the

maximum in the Year 2009 with 25.8.

TABLE 4(a) and 4(b) ,TABLE 5, CHART 2:

The data here indicates the road accidents as per road classification. Table 4(a) shows the

percentage share in road accidents and number of persons killed and injured on National

Highways and Table 4(b) shows the percentage share in road accidents road accidents,

number of people killed and injured on State highways.

25

From the data given here, National Highways accounted for 29.3% in total road accidents

and 36% in total number of persons killed in 2009. Similarly, State Highways accounted

for 23.8% of total accidents and a share of 27.1% in the total number of persons killed in

road accidents in 2009. In Table 5, the accidents, people killed and injured are shown as

on National, State Highways and other roads pertaining to the year 2009. Highways

permit greater speed resulting in relatively greater number of road accidents and

fatalities. State wise breakup of accidents, injuries and deaths due to road accidents on

stretches of National and State Highways are given in this table. From the data we

analyse that the percentage share in accidents on national highways is more than that in

State Highways.

CHART 3:

The data represents the percentage share of persons killed in road accidents by type of

road user category in the year 2009, occupants of two wheelers, passenger cars and taxis,

Trucks and buses account for 21%, 15%, 12% and 10% of total road fatalities. Bicycle

Riders (4%) and pedestrians (13%) are the most unprotected road users and have to share

the scarce road space with motorized vehicles of different engine power and speed

resulting in serious conflicts with traffic flows.

CHART 4 :

This represents the quantitative data in the form of pie diagram showing the age profile of

accident victims. As per the detailed age profile of accident victims other than the drivers

available for the year 2009, it is observed that the age group of (25-65) years account for

the largest share of 52% of total road accidents casualities followed by the age group of

(15-25) years with a share of about 30%. Hence, about half of the road traffic casualities

are in the age group of 25-65 years.

CHART 5 :

This includes the quantitative data about the causes of road accidents in India in the

26

year 2009. According to this data, 79% represents the driver’s fault and the rest

comprises of defect in road condition, fault of pedestrian, fault of cyclist, defect in

condition of motor vehicle, weather conditions and other causes. The cause leading to

minimum accidents is the weather conditions constituting around 1%.

TABLE 6, CHART 6 :

The quantitative data in the given table and chart relates to the funds allocated and the

funds incurred on Road Safety Activities by Government pertaining to the years

2004-2010. the discrepancy or the gap between allocation and spending is shown in the

diagram. The maximum gap between the amount allocated and spent exist in the year

2009-2010.

6.RESULTS AND FINDINGS

6(a). RESULTS :

It is concluded from the correlation done that, as the length of roads increases the number

of accidents also increases as there is a positive association between the two, and with

this increase in total number of accidents, the number of persons killed and the number of

persons injured also increases.

Thus, as the road length increases, the severity of road accidents also increases causing an

increase in large number of persons being killed and injured.

From the multiple regressions, we try to show the influence of number of accidents,

number of persons killed, number of persons injured and road length on the accident

severity in India. From the output, it is seen that the total number of persons injured is the

most significant factor on which the accident severity and the road length depends.

6 (B).ROAD SAFETY:4.Thus, road safety becomes very essential to prevent these road accidents. It has been

also observed from the data that pertains to the funds allocated and the funds spent on

27

road safety activities that there is a gap which needs to be filled. Therefore, Road Safety

Measures become very essential to reduce or lessen the accidents occurring on road.

Road safety is both a health and development issue of concern considering its magnitude

and gravity and the consequent negative impacts on the economy, public health and the

general welfare of the people, particularly those with low incomes. Although we have

undertaken initiatives and are implementing various road safety improvement

programmes, the overall situation as revealed by data is far from satisfactory.

4.Road accidents are non random events occurring due to a complex mix of number of

factors which amongst others include:

(a) type of road users and colliding vehicles.

(b) environmental/road related factors: These include visibility, road design and

geometry, access control, intersections (areas of traffic conflict) provision of segregation

of NMT and heavy vehicle traffic.

(c) vehicle related factors – visibility of vehicles, use of protective devices (helmets and

seat belts) by vehicle occupants; problems with head and tail lights, mechanical failure

etc.

(d) nature of traffic management : use of automatic signals, traffic calming devices

(e) emergency care for accident victims.

The main thrust of accident prevention and control across the world has been on 4 E’s,

viz. (i) Education, (ii) Enforcement, (iii) Engineering and (iv) Environment and

Emergency care of road accident victims.

Educational approach: It relies on dissemination of road safety awareness and

regulation through media, classrooms and non-governmental organizations

(NGOs).

Enforcement Approach: Its prime emphasis is on restraining road users from

undertaking behaviour which expose road users and others to risk of accidents and

injuries.

28

Environmental & Engineering Approach: This covers broad range of

interventions to make road user safe through better road environment and safer

vehicles. Safer vehicles by improving crash worthiness and safety of occupants –

safety belts, airbags, laminated windshields, improving braking conditions,

installing suitable lights to reduce glare; better roads through better road design,

geometry and markings, traffic calming techniques, identification of accident

black spots and their treatment, good visibility of roads with lighting, segregation

of traffic into slow and fast moving categories.

Emergency accident care: This covers organization, delivery of emergency

accident care and logistic support for effective and coordinated delivery of health

care to accident victims. WHO guidelines for “essential trauma care” recommend

establishing achievable and affordable standards for injury care. Road safety is

essentially a multi-sectoral activity. It requires a systems approach with

coordinated efforts of health, law, transport, police, insurance agencies and

NGOs.

Road Safety Public Education:21.Considering the need to address the road safety issues, part of the World Bank loan

under GTRIP was utilized to design and implement an effective public communication

strategy for enhancing road safety awareness among drivers and other road users by

undertaking consulting service for road safety public education. 22.This service was

designed to reduce the risk of accidents through raising the awareness among local

inhabitants and road users of National Highways of the Golden Quadrilateral (GQ) of

about 5,864 km that links the main metropolitan centres of Delhi, Kolkata, Chennai and

Mumbai. 4.The objectives of service were:

(i) Make community residents aware that road safety is a major community concern;

(ii) Encourage community residents to identify the specific road safety problems faced by

the community as well as remedial measures;

(iii) Strengthen local Non Government Organizations (NGOs) and Community Based

Organizations (CBOs) and their linkages to external institutions with a role in road

safety;

29

(iv) Educate community residents and road users in the safe use of the road and actions

to be taken in the event of an accident.

Therefore, we see that various initiatives are to be taken by Government as well as we

people to ensure that roads are made very safe and accidents occurring are to be

eliminated completely.

6 (c). RECOMMENDATION:

Through this project, on the basis of various data, it has been concluded that the

magnitude of road accidents and fatalities in India is alarming. This is evident

from the fact that every hour there are about 56 accidents (about one accident every

minute). Similarly, every hour more than 14 deaths occur due to road accidents i.e. one

death in every 4 minutes. Therefore, the severity of road accidents, measured in terms of

persons killed per 100 accidents, had also increased from 19.9 in 2001 to 25.8 in 2009

(TABLE 2). All this require Government to take some initiatives to curb these Road

Accidents, Government needs to allocate greater amount of funds on Road Safety

Activities and ensure that the fund is spent and utilized for this primary purpose

optimally.

4.The National Road Safety Policy outlines the policy initiatives to be framed / taken by

the Government at all levels to improve the road safety activities in the country. Broadly,

it aims at:-

• To promote awareness about road safety issues.

• To establish a road safety information database.

• To ensure safer road infrastructure by way of designing safer roads, encouraging

application of Intelligent Transport System etc.

• To ensure fitment of safety features in the vehicles at the stage of designing,

manufacture,

usage, operation and maintenance.

• To strengthen the system of driver licensing and training to improve the competence of

drivers.

• To take measures to ensure safety of vulnerable road users.

30

• To take appropriate measures for enforcement of safety laws.

• To ensure emergency medical attention for road accident victims.

• To encourage human resource development and R&D for road safety.

To strengthen the enabling legal, institutional and financial environment for promoting

road safety culture in the country.

Thus, if these initiatives are well executed, our country would become less prone to Road

Accidents and there would be no harm to the inhibitants.

7. CONCLUSION

7(A). Future scope:

The project has met the standards required to work for providing service according to

user requirement. If the policies remain same the project can be ported to any institute

with minor changes in the working procedure of the project. The project can be used as

an availability to develop a project for different colleges or institutions with different

logic where in the commonalties in certain areas remain the same at any level. By using

the common features in future development the development time as well as the cost of

development can be decreased considerably.

This dissertation attempts to provide data/information relating to road accidents in terms

of its magnitude, incidence, spatial spread, its impact, determinants and policy initiatives

undertaken by the government to prevent and mitigate its impact. Therefore, this project

can be very useful for acquiring knowledge as well as understanding the magnitude of

road accidents and would also instil people to take initiatives to curb the road accidents

and make roads safer for everybody. These initiatives would ultimately result in Road

Development.

7(b ).Limitations:

31

Due to time constraint much of the data could not be collected. Thus, the project

is made with the data that could be accessed.

Only secondary data is used and the no primary data has been accessed to.

Also, the inter state analysis of the accident severity could have been done, but

due to time constraint, it could not be done.

Many of the data represented through various diagrams pertains to year 2009

only. Various data collected could have been collected for longer time period.

The other limitation has to do with the extent to which the findings can be gener-

alized beyond the project studied. The number of cases is too limited for broad

generalizations.

8. Annexure

TABLE:1:- GROWTH IN SELECT ACCIDENT PARAMETERS: Compound Annual Growth Rate (CAGR) in percent

Year No. of Accidents No. of Injuries No. of Fatalities No. of Registered Vehicles Road Length (in kms)

1970-1980 3 4.5 5.2 12.4 2.3

1980-1990 6.3 8.4 8.5 15.5 2.9

1990-2000 3.3 5 3.8 9.8 5.3

2000-2009 2.4 2.9 5.3 10 2.7Source: http://morth.nic.in/writereaddata/sublink2images/RoadAccidents2009750843813.pdf

TABLE 2:- TOTAL NUMBER OF ACCIDENTS, NUMBER OF PERSONS KILLED, INJURED, ACCIDENT SEVERITY ANDTOTAL LENGTH OF ROADS

Year No. of accidents No. of persons : No. of persons: Accident severity Total length total killed injured

2001 405637 80888 405216 19.9 2302515

2002 407497 84674 408711 20.8 2398788

2003 406726 85998 435122 21.1 2328356

2004 429910 92618 464521 21.5 2396650

2005 439255 94968 465282 21.6 2416078

2006 460920 105749 496481 22.9 2446667

2007 479216 114444 513340 23.9 2483344

2008 484704 119860 523193 24.7 2499766.429

2009 486384 125660 515458 25.8 2525693.821

32

Source: http://morth.nic.in/writereaddata/sublink2images/RoadAccidents2009750843813.pdf

SUMMARY OUTPUT (OF REGRESSION):-

Regression StatisticsMultiple R 0.999896705R Square 0.99979342Adjusted R Square 0.99958684Standard Error 0.040179858

Observations 9

ANOVA  df SS MS F Significance F

Regression 4 31.2535423 7.813386 4839.744747 1.28008E-07Residual 4 0.00645768 0.001614

Total 8 31.26      

Coefficients Standard Error t Stat P-value Lower 95% Upper 95% Lower 95.0%Intercept 16.5923672 1.23201728 13.46764 0.00017586868 13.1717388 20.0129955 13.17173884number of accidents -0.0000481 0.00000325 -14.816 0.00012082419 -0.0000571 -0.0000391 -0.00005714number of persons killed 0.0001947 0.00000524 37.16076 0.00000313126 0.0001801 0.0002092 0.00018015number of persons injured 0.0000052 0.00000140 3.6939 0.02094701826 0.0000013 0.0000090 0.00000128

road length 0.0000022 0.00000061 3.586146 0.02304089497 0.0000005 0.0000039 0.00000049

Source: Table 2, Author’s Calculation

33

34

2.32.9

-CHART 1(A) Source:Table 2, Author’s Calculation

35

CHART 1(A):NUMBER OF ACCIDENTS AND THE ROAD LENGTHCHART 1(B):NUMBER OF ACCIDENTS AND NUMBER OF PERSONS KILLED AND INJURED

- CHART 1(B) Source: Table 2, Author’s Calculation

TABLE: 3:- SEVERITY OF ROAD ACCIDENTS IN INDIA (STATE-WISE)

SRL.no. States/ UT Persons Killed per 100 AccidentsStates: 2006 2007 2008 2009

1 Andhra Pradesh 29.3 30.6 32.4 33.9

2 Arunachal Pradesh 51.6 39.6 47.9 51.6

3 Assam 39.2 36.4 38.6 40.9

4 Bihar 42.8 44.8 43.8 43.6

5 Chattisgarh 19.9 21.2 22.9 22.2

6 Goa 8.2 8 7.6 7.7

7 Gujarat 19.5 20.6 21 22.5

8 Haryana 38.9 36.8 38.8 38.6

9 Himachal Pradesh 31.8 33.1 30.8 37.4

10 Jammu and Kashmir 17.7 16.3 17.8 18.5

11 Jharkhand 38.4 39.4 39.7 43.4

12 Karnataka 18.4 18.9 19 19.3

13 Kerala 8.7 9.5 10.5 10.8

14 Madhya Pradesh 14 15.9 15.2 15.6

15 Maharashtra 15 15.2 16.4 15.8

16 Manipur 30.5 21.2 26.4 21.6

17 Meghalaya 37.9 42.3 41.8 36.4

18 Mizoram 67.4 64.9 57.3 69.8

19 Nagaland 35.1 37.2 92.1 87.3

20 Orissa 35.6 36.5 37.6 39.7

21 Punjab 61.9 64.6 62.7 65.9

22 Rajasthan 30.6 34.1 35.4 36

36

23 Sikkim 37.2 34.7 40.3 15.4

24 Tamil Nadu 20 20.4 21.2 22.6

25 Tripura 24.7 27.8 28.8 26.5

26 Uttarakhand 66.7 64.9 75.7 60.8

27 Uttar Pradesh 55.7 53 51.3 52

28 West Bengal 40.6 40.7 39.2 43.7

Union Territories:

1 Andaman & Nicobar Islands 14.3 13.3 11.5 12.2

2 Chandigarh 27.5 28.3 30.7 40.3

3 Dadra & Nagar Haveli 43.7 56.9 56 57

4 Daman & Diu 47.4 48.3 58 52.4

5 Delhi 23.3 24.8 24.8 30.9

6 Lakshwadeep 10 0 0 50

7 Pondicherry 13.2 14.6 12.5 12.8

  National Average 22.9 23.9 24.7   25.8

37

TABLE 4:(A) & (B) :- NUMBER OF ACCIDENTS AND NUMBER IF PERSONS KILLED AND INJURED AS PER TYPE OF ROADS:

(a) NATIONAL HIGHWAYS

PERCENTAGE SHARE IN:Yea

r Total number of road accidents Number of persons killed Number of persons injured2001 28.6 39.7 29.52002 32.3 39.7 32.42003 31.4 38.6 30.12004 30.3 37.5 30.82005 29.6 37.3 31.32006 30.4 37.7 30.82007 29 35.5 30.22008 28.5 35.6 28.62009 29.3 36 29.6

Source: http://morth.nic.in/writereaddata/sublink2images/RoadAccidents2009750843813.pdf

(b) STATE HIGHWAYS

PERCENTAGE SHARE IN:Year Total number of road accidents Number of persons killed Number of persons injured2001 22.5 27.6 25.62002 23.5 27.2 25.42003 22.4 28.2 26.7

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2004 23.5 26.9 24.92005 23.6 27.2 25.72006 18.5 26.8 24.92007 24.4 27.7 26.22008 25.6 28.4 27.52009 23.8 27.1 25.5

Source: http://morth.nic.in/writereaddata/sublink2images/RoadAccidents2009750843813.pdf

TABLE 5:- NUMBER OF ACCIDENTS, NUMBER OF PERSONS KILLED, INJURED AS PER

ROAD CLASSIFICATION YEAR 2009

Road classification National Highways State Highways Other roads

no. of accidents 142511 115992 227881no. of persons killed 45222 34093 46345no. of persons injured 152816 131517 231125 Source: http://morth.nic.in/writereaddata/sublink2images/RoadAccidents2009750843813.pdf

-CHART:2Source: Table 5, Author’s Calculation

39

TABLE 5, CHART 2:NUMBER OF ACCIDENTS, NUMBER OF PERSONS AND INJURED AS PER ROAD CLASSIFICATION IN YEAR 2009

13%

21%

16%10%

8%

4%

5%

13%

10%

Pedestrian

Motor cycles,Scooters, Mopeds

Cars, taxis etc

Buses

Other objects

Bicycles

Auto-rikshaws

Trucks

Other motor vehicles

-CHART:3Source: Author’s Calculation

40

CHART 3: PERCENTAGE SHARE OF PERSONS KILED IN ROAD ACCIDENTS BY TYPE OF ROAD USER CATEGORY IN THE YEAR 2009

9%

30%

52%

9%

0-14 15-24 25-65 65 and above

-CHART:4Source: Author’s Calculation

41

CHART 4: PERCENTAGE SHARE IN AGE PROFILE OFACCIDENT VICTIMS IN THE YEAR 2009

79%

2%1%1%

2%1%

14%

Fault of Driver

Fault of Pedestrian

Defect in Road Condition

Fault of Cyclist

Defect in condition ofMotor VehicleWeather Condition

All other causes

-CHART:5Source: Author’s Calculation

42

TABLE:6, CHART:6:- Funds Allocated and Spent on Road Safety Activities (IN RUPEES CRORES)

Year Funds Allocated Funds Spent2004-2005 39.7 34.992005-2006 43.05 29.72006-2007 47 43.252007-2008 52 42.872008-2009 73 54.892009-2010 79 22.392010-2011 81 44.46

Source:http://morth.nic.in/writereaddata/sublink2images/RoadAccidents2009750843813.pdf

43

CHART 5: PERCENTAGE SHARE IN THE CAUSES OF ROAD ACCIDENTS IN THE YEAR 2009

0 20 40 60 80 100

2004-2005

2005-2006

2006-2007

2007-2008

2008-2009

2009-2010

2010-2011

Year

s

Rupees (in crores)

Funds Allocated

Funds Spent

-CHART:6Source: Table 6, Author’s Calculation

9. BIBLIOGRAPHY

1.http://www.nidirect.gov.uk/an_introduction_to_roads_service_leaflet.pdf

2. http://en.wikipedia.org/wiki/Indian_road_network

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CHART 6: FUNDS ALLOCATED AND SPENT ON ROAD SAFETY ACTIVITIES (IN RUPEES CRORES)

3. http://www.iitk.ac.in/3inetwork/html/reports/IIMStudReport2001/B9.pdf

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21. http://www.roadsafety.in/

22.http://www.grsproadsafety.org/themes/default/pdfs/grspasean/Capacity%20Building%20in%20Road%20Safety%20Public%20Education%20-%20Ray%20Taylor.pdf

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