A Project report

on
“Accident study and identification of black spots from HAU to GJU”
Submitted in partial fulfillment of the requirements for the award of the degree of

BACHELOR OF TECHNOLOGY
in
CIVIL ENGINEERING

Submitted by: -

Aryan (210230440005)
Nitu Kumari (210230440009)
Munish Kumar (210230440010)

Under the supervision of

Dr. Navdeep Mor
Assistant Professor

DEPARTMENT OF CIVIL ENGINEERING

GURU JAMBHESHWAR UNIVERSITY OF SCIENCE & TECHNOLOGY,
HISAR, HARYANA – 125001,
JULY - 2025
 CANDIDATE DECLARATION

We are hereby declaring that the work which is being presented in the project entitled
“Accident study and identification of black spot from HAU to GJU” submitted in the
DEPARTMENT OF CIVIL ENGINEERING AT GJUS&T, HISAR is an authentic record
of our own work carried under the supervision of DR. NAVDEEP MOR Assistant professor
of civil engineering department GJUS&T HISAR. This study has not been submitted to any
other institution or university for the award of any other degree.

ARYAN (210230440005)

NITU KUMARI (210230440009)

MUNISH KUMAR (210230440010)

Date:

GJUS&T, HISAR

i
 CERTIFICATE

This is to certify that, this report entitled “Accident study and identification of black spot
from HAU to GJU” submitted by ARYAN (210230440005), NITU KUMARI
(210230440009), MUNISH KUMAR (210230440010), DEPARTMENT OF CIVIL
ENGINEERING AT GJUS&T, HISAR.
In partial fulfillment for the award of the degree of Bachelor of Technology in civil
engineering. Is a good genuine record of B. Tech project carried out by them under my
supervision. This final report has not been submitted to any other university or institutions for
the award of any degree or project.

ARYAN (210230440005)

NITU KUMARI (210230440009)

MUNISH KUMAR (210230440010)

Date:

GJUS&T

This is to certify that the above statement made by the candidates is correct to the basis of their
knowledge.
Supervision

(Dr. Navdeep Mor)

Assistant Professor
Department of civil engineering
GJUS&T, HISAR

ii
 ACKNOWLEDGEMENT

This project report presents a study of projects in the field of civil. This report is the outcome
of our work. First and foremost, we express our sincere thanks to our project supervisor, Dr.
Navdeep Mor, Assistant professor, department of civil engineering at GJUS&T HISAR,
HARYANA. Whose guidance, expertise, and patience were instrumental in steering the
project towards its completion. We would also like to acknowledge Professor Asha Gupta
Mam, Chairperson, Department of Civil Engineering. We would like to express our gratitude
to the members of the civil engineering department for kind corporation and encouragement
which helps us in completing this project. We also take this opportunity to thank our parents
and friends without their support, encouragement and prayers, we would not have completed
this report on time.
Last, but not least, we would also like to thank you for providing us with such a host of good
people to make this success.

ARYAN (210230440005)

NITU KUMARI (210230440009)

MUNISH KUMAR (210230440010)

Date:

GJUS&T

iii
 ABSTRACT

Road traffic accidents are considered the most important general health concern, as they result
in numerous injuries and deaths worldwide. India is one among the developing nation which
experiences the highest rate of such accidents. Thus, the traffic agencies and public concentrate
on measures to reduce such accident severity to reduce the fatality rate. This paper reviews
various factors and statistics related to road accidents occurred in various countries and studies
different safety measures suggested by researchers.

This project analyzes road accident data from Hisar City Haryana, India. The accident data are
collected from the Haryana Police Website for four years (2022-2025) of Hisar City. In
Analysis shows that the distribution of road accidental deaths and injuries in India varies
according to age, gender, month and time. Age group 30-59 years is the most vulnerable
population group, though males face higher level of fatalities and injuries than their female
counterparts. Moreover, road accidents are relatively higher in extreme weather and during
working hours. To determine the potential causes of accidents, the top ten identified blackspot
locations have undergone extensive investigation and analysis. Based on the study's findings,
countermeasures targeted at reducing traffic accidents in these locations have been proposed.

There is thus an urgent need to recognize the worsening situation in road deaths and injuries
and to take appropriate action.

iv
 TABLE OF CONTENT

Topics Page
No.
Candidate declaration i
Certificate ii
Acknowledgement iii
Abstract iv
Table content v
1 Introduction 1
1.1 Road accidents,types of road accidents and causes of accidents 1-4
1.2 Road Accidents Overview in India 5-7
1.3 Road accident Overview in Haryana 7-8
1.4 Road accident Overview In city Hisar 9-11
1.5 Blackspot 12-13
2 Literature Review on accident study 14-17

3 Methodology 18-19

4 Proposed Work 20
4.1 Stretch 21-23
4.2 Data Collection 23-30
4.3 Analysis of Data 31-35
4.4 Traffic Volume Study 36-42
4.5 Identification of Black spots 43-46
4.6 Blackspots with their problems and remedies 47-49
5 Results, Discussion, Conclusion and Future Scope 50-52

References 53-54

v
 Chapter 1
INTRODUCTION

1.1 Road accidents, types of road accidents and causes of accidents

Road traffic accidents (RTAs) are sudden, unintended events occurring on roads or highways that
typically involve vehicles, pedestrians, cyclists, or other road users. These accidents can lead to
injuries, fatalities, and significant property damage, posing a major global public health and safety
issue. According to the World Health Organization (WHO), road traffic accidents claim over 1.19
million lives annually and are the leading cause of death. Traffic accidents lead to loss of life
and property. Thus, the traffic engineers have to undertake a big responsibility of providing safe
traffic movements to the road users and ensure their safety. Road accidents cannot be totally
prevented but by suitable traffic engineering and management the accident rate can be reduced to a
certain extent. For this reason, systematic study of traffic accidents is required to be carried out.
Proper investigation of the cause of accident will help to propose preventive measures in terms of
design and control.

Accident blackspots are specific locations where accidents tend to cluster, indicating the need for
targeted safety measures. These black spots are identified based on several criteria, such as accident
frequency, severity, and traffic volume. The process of determining these hazardous locations is
vital for developing strategies to reduce accidents and enhance traffic safety. Using a multi-criteria
approach allows for a more comprehensive assessment of accident-prone areas, providing valuable
insights into the underlying causes.

Hisar serves as an important transport hub in the region, with its road infrastructure seeing
increased pressure due to urbanization and economic growth. This has led to congestion and higher
accident risks, particularly in certain areas that demand focused attention. Despite the growing
concern, there has been limited research on identifying specific accident blackspots in the city. A
systematic study is therefore needed to analyze accident data and recognize the most dangerous
locations. In this paper, we will outline the methodology used to identify blackspots, present the
results of our accident data analysis, and discuss their implications for road safety improvements
in Hisar and similar urban areas across India.

1
 Types of road accidents
Road accidents in India can be broadly categorized into several types, including head-on collisions,
rear-end collisions, side-impact collisions, rollovers, and pedestrian accidents. These accidents
often result from a combination of factors like over speeding, drunk driving, distracted driving, and
poor road conditions.

• Head-on collisions:
These occur when two vehicles traveling in opposite directions collide frontally. They are often
caused by over speeding, driving on the wrong side of the road, or reckless overtaking.
• Rear-end collisions:
This happens when one vehicle crashes into the back of another. Common causes include sudden
braking, distracted driving, or following too closely.
• Side-impact collisions (T-bone accidents):
These occur when the side of one vehicle is struck by the front or rear of another, often at
intersections or when vehicles are turning.
• Sideswipe accidents:
These occur when the sides of two vehicles scrape against each other, often during lane changes or
passing.

Causes of Road Accidents

Road accidents are a major global concern, leading to injury, disability, and death. They are caused
by a combination of human, vehicle, road, and environmental factors.

1. Human Error (The Leading Cause)

a. Over speeding
• Driving above speed limits reduces reaction time.
• High-speed crashes are more severe and often fatal.
• Common on highways and rural roads.

b. Distracted Driving
• Using mobile phones (texting or calling).
• Adjusting the radio, eating, or interacting with passengers.
2
• Even a few seconds of distraction can cause a serious accident.

c. Driving Under the Influence (DUI)

• Alcohol and drugs impair judgment, reaction time, and coordination.
• A leading cause of fatal road crashes globally.

d. Fatigue and Drowsy Driving

• Especially common among truck drivers, shift workers, and long-distance travelers.
• Causes slower reactions and microsleeps (brief, unintended sleep episodes)

2. Vehicle-Related Causes

a. Poor vehicle maintenance

• Worn-out brakes, bald tires, faulty headlights, or non-functional indicators.
• Regular maintenance is crucial for safety.

b. Vehicle defects
▪ Manufacturing defects like brake failures or airbag malfunctions.

▪ Some accidents lead to vehicle recalls.

3. Road Conditions and Infrastructure

a. Poorly Maintained Roads

• Potholes, uneven surfaces, and broken signage.
• Lack of street lighting or faded lane markings.

b. Bad Road Design

• Sharp curves, blind spots, or steep inclines without warnings.
• Inadequate merging lanes or poorly designed intersections.

c. Lack of Proper Traffic Signals

• Non-functioning or absent traffic lights and signs.
• Confusing road layouts or signage.

3
4. Environmental Factor

a. Weather Conditions
• Rain: Causes slippery roads and poor visibility.
• Fog: Reduces visibility drastically.
• Snow/Ice: Leads to loss of traction and vehicle control.
• Strong winds: Can destabilize high-profile vehicles (e.g., trucks).

b. Night Driving
• Reduced visibility and higher risk of drowsy or impaired drivers.
• Headlight glare and limited peripheral vision.

5. Two-Wheeler-Related Factors
• Weaving through traffic or lane splitting.
• Riders do not wear helmets.
• Poor visibility of larger vehicles.

6. Construction Zones and Obstructions

• Inadequate warning signs for roadwork.
• Sudden lane shifts or road narrowing.
• Debris or equipment left on the road.

4
1.2 Road Accidents Overview in India

At the national level, the report shows that the road safety situation has worsened since 2021.
During 2022, a total of 4,61,312 accidents were reported by all States/UTs, of which, 1,55,781 (33.8
%) Were fatal accidents. The number of persons killed in road accidents were 1,68,491 and caused
injury to 4,43,366. Total number of Road Accidents registered an increase by 11.9% in 2022
compared to the previous year 2021. The number of persons killed, and the number of persons
injured had also increased by 9.4% and 15.3% respectively in 2022.

According to official statistics 155,622 persons were killed and 371,884 injured in road traffic
crashes in India. In 2021. However, this is probably an underestimation for injuries, as not all
injuries are reported to the police.
The number of cars and motorized two-wheelers (MTW) registered in 2020 was 43.7 and
243.5 million respectively. In 2019 - 2021, household vehicle ownership is at least 7.5% for cars
and 49.7% for MTW. This ownership has grown rapidly from the 2011 ownership levels of 4.7%
and 21%, respectively. It needs to be considered that 2021 also had shutdowns due to Covid-19,
which could have contributed to better road safety measures.
The graph shows the accident data of 2021 to 2022 in India.

Chart-1. Accident data of (2021-2022) India

5
Based on the data received from Police Department of States/ UTs, total number of fatalities due to
road accidents in the country from calendar year 2019 to 2023 is given in the table below: -

Table 1. Total number of fatalities

Year Total number of fatalities

2019 1,53972

2020 1,54,857

2021 1,68,491

2022 1,72,172

2023 1,80,005

Types of accidents- In India, traffic accidents resulted in around 4.4 lakh injuries and 1.68 lakh
fatalities in the calendar year 2023. A total of 4,61,312 incidents were reported in 2023; of these,
1,80,005 (33.8 percent) resulted in fatalities, while 2,78,734 (60.4 percent) caused injuries (minor
and severe). Of the injuries resulting in accidents, 1,43,374 (31 percent), were severe, and 1,35,360
(29.3 percent) were minor. The overall number of fatal crashes, minor crashes, and non-injury
crashes in 2023 is higher than it was the year before.

6
 Types of Road accident in 2022

Fatal Grievous Minor PDO

Chart 2: Types of Road accident in 2022

1.3 Road Accident Overview in Haryana

Haryana was ranked 14th among states with the highest number of accidents, while last year it was ranked
13th. report said rural areas witnessed more accidents as compared to urban areas and the fatality
rate stood at 5.7. Haryana witnessed 4,828 fatalities from road accidents in 2024, which is 4.4%
more than that reported in 2023, revealed a nationwide report on accidents released by a Union
Ministry of road transport and highways.

The number of road accidents in the state also rose from 9,933 in 2021 to 10,429 in 2022, which is 5%
rise year on year.

As far as fatalities are concerned, Haryana witnessed 5,118 fatalities in 2020, 5,057 in 2019, 4,507
in 2021, 4,706 in 2022 and 4,828 in 2023.

Haryana is an agricultural state that makes a large contribution to the Indian economy. Also,
Haryana plays an important role in road accidents percentage.

7
 Haryana Accident Data
12500

12000
12000

11500
11250

11000
11000

10500
10500

10000
10000

9496
9500

9000
2018 2019 2020 2021 2022 2023

No. of accidents

Chart 3. Accident data of Haryana (2018-2023)

Chart 3 shows the accident data of Haryana from the year 2018-2023 in which the number of
accidents happened in each year is shown.
In the year 2018, there are 11250 accidents. In the year 2019, there are 11000 accidents. In the year
2020, there are 9496 accidents. In the year 2021, there are 12000 accidents. In the year 2022, there
are 10500 accidents and in the year 2023, there are 12000 accidents happening.

8
1.4 Road accident Overview in City Hisar
Hisar has experienced a significant number of road accidents in recent years, with 459 accidents
reported in the city between 2019 and 2023. Out of these, 18.3% resulted in fatalities (90 deaths),
and 73.4% caused injuries—240 with minor and 246 with grievous injuries. Motorcycles and
scooters accounted for the largest proportion of accident fatalities (57.7%), followed by pedestrians
(24.4%).
The majority of accidents (over 54%) involved cars, vans, or ambulances, but motorcyclists and
pedestrians suffered higher fatality rates. Most severe injury accidents occurred earlier in the five-
year window, while recent years (2022–2023) saw a shift toward minor injuries, indicating some
improvement in road safety.
Accident concentrations are especially high on major highways such as Hisar-Sirsa Road and
Hisar- Delhi Bypass. Common risk factors for these stretches include poor road geometry, lack of
proper signage, and unsafe crossing infrastructure—emphasizing the need for targeted engineering
and enforcement interventions.

A recent accident happens at Parijat chowk, Hisar in which a private bus ran over a 23-years old
woman riding a scooter. In this accident, the woman’s brother, who was also on the scooter,
narrowly escaped. The near tire of the bus passed over the woman during the incident and the bus
driver ran away.

Death Rate in Hisar age wise

11% 7%

30% 1 to 14
15 to 24

52% 25 to 65
Above 65

Chart 4: Pie chart of accident affected people on roads by age wise

9
Chart 4 shows that accident affected people on roads by age wise from 1 year to 65 above age
group. In this chart, most of accidents affected people are in the age group of 25 to 65 years and
then at second most affected people are in the age group of 15 to 24 years.

Category of Roads

Roads can be categorized in several ways, including by function, material, traffic volume, and
location. Functionally, roads are often classified as expressways, highways (national and state),
district roads, and village roads. Material classifications include earthen roads, gravel roads, WBM
(Water Bound Macadam) roads, bituminous roads, and concrete roads. Traffic volume
classifications involve heavy, medium, and light traffic roads.
• Expressways/Freeways: High-speed, limited-access roads designed for long-distance
travel.
• National Highways: Major roads connecting states and important cities across the
country.
• State Highways: Roads connecting different districts within a state and major towns.
• District Roads: Roads connecting major district headquarters, taluka headquarters, and
important trade and market centres.
• Village Roads: Roads connecting villages to each other and to the nearest main road.

Here we discuss what is the effect of types of roads on the accident data.

10
 Table 2. Road Category wise data of India 2022

Category of road Accidents Killed Injured

(%) (%) (%)

National Highway 32.9 36.2 32.6

State Highway 23.1 24.3 24

Other roads 43.9 39.4 43.4

Total Roads 100 100 100

Table 2 shows that road accidents in different categories of road in India in the year 2022 with the
percentage of accidents, percentage of killed peoples and percentage of peoples injured.
This table shows that National Highway and Other roads like village roads and district roads have
the highest percentage of accidents, killed and injured peoples, which are followed by State
Highways in this percentage.

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1.5 Black spot
A black spot refers to a location where a high number of accidents have occurred, particularly those
resulting in casualties. These spots are often at sharp curves, blind spots, poor drainage and
intersections.
A black spot is a road stretch of about 500 meters where more than or equal to 5 road accidents
(involving fatalities or grievous injuries) occurred during the last 3 calendar years. A 2024 GIS
- based analysis identifies 18 black spots across Hisar city.

Among them the area in the front of GJU is consistently flagged as a risky zone, often associated
with frequent over speeding and collisions. Multiple news reports confirm major accidents
occurred in and around HAU including fatal accidents.

Types of Blackspots
• First-order black spots: Road sections where crash frequency exceeds 15 times the
average annual total crashes (AATC) per 500m. These are the most dangerous spots.
• Second-order black spots: Sections with 10–15 times AATC.
• Third-order black spots: 5–10 times AATC.
• Fourth-order black spots: 3–5 times AATC.

Black spots can be identified by analyzing accident data, focusing on locations with a higher than
the average accident frequency and severity. Methods include various method:

1. Critical crash rate Method: Identifying locations where the number of accidents exceeds a

critical value. If the accident rate exceeds the critical value, the location is deemed arose black spot

of that road.

CCR or Rc= Ra+ Kx (Ra/ E)1/2

Where CCR or Rc is the Critical Crash Rate, Ra is the average crash rate for the facility type, K is
the probability constant and E is the vehicle exposure.

[Link] Severity Index (WSI): A weighted calculation of fatal and grievous injury accidents,

often used to determine the severity and prioritize black spots. A high crash severity index directly

correlates with higher expenditures. This approach prioritizes locations that result in more

significant consequences, such as fatalities and serious injuries.

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 WSI=41K+ 4GI+ 1MI

Where K is no. of persons killed, GI is no. of persons grievously injured, and MI is no. of persons
minorly injured.

3. Accident Severity Index (ASI): Comparing the accident rate at a location to the average rate
of similar road sections. If the accident rate exceeds the critical value, the location is deemed a
blackspot. However, ARM might not fully account for random fluctuations in accidents and can
be influenced by subjective criteria in setting critical thresholds.

ASI = WSI/AN. Where WSI is the weighted severity index, and AN is the total no, of accidents at
this blackspot location. In this method, for each blackspot location, ASI is calculated, and with a
higher ASI that location is ranked higher.

WS1 =7 x number of fatal accidents + 3 x number of grievous injury accidents + number of minor
injury accidents.

13
 Chapter 2

LITERATURE REVIEW ON ACCIDENT STUDY

Gonuguntla Kondala Rao (2002)

The increasing frequency and severity of recent Road Traffic Accidents (RTAs) in India involving
modern vehicles have caused grave concern for road safety, posing serious challenge to transport
policy makers, planners, regulators, police, engineers and civil society alike. With just 1% of
world’s vehicles, India leads with 10% of world’s total Road Traffic Fatalities (RTFs) of 1.3
million, resulting in untold misery to lakhs of people, the nation losing about 3%
[1] of its GDP. Data with the Transport Research Wing (TRW) of the Ministry of Road Transport
and Highways (MORTH) and the National Crime Records Bureau (NCRB) of India indicate an
alarming rising trend during 2002-2011 in the number of RTAs, the leading cause of unnatural
death in India.
Kashid et al. (2008) introduce the concept of identification of blackspots with three methods in
this research paper. These methods are (i) method of ranking and severity index (ii) accident density
method and (iii) weighted severity method. This research on National Highway 48 passes through
Pune a 12 km stretch between Bhujbal Chowk to Chandni Chowk.
Bhover et al. (2019) introduce the simple method of identification of black spots. The stretch is
taken of Belagavi city, an educational center of Karnataka. A stretch of 11km is studied. The data
contains three-year (2015- 2017) accident reports of this stretch no. of accidents per year, type of
vehicle involved, age group of victims, PCU, and road geometry of 6 accident blackspots at this
stretch.
Achan (2015) identifies various road-related factors and traffic parameters and possible
suggestions for improvement. The stretch is in Dakshina Kannada district of Karnataka in Puttur
Taluk (NH-75) and is 58 KM from Nelyadi to Sakaleshpura. Its data contains the last 4 years'
accident details, traffic volume survey, socio- economic parameters, and geometrical details about
separate junctions and locations. GIS is used to analyze blackspot locations by visual and
topographical study of maps of that area.
H.A.S Sandhu (2016) works on identifying blackspot on a selected stretch with the kernel density
estimation method. The case study is done on the National Highway of Gurugram and Jaipur (NH-
8). Data is collected from 2010-2012 from NHAI. In this research GIS software is used for blackspot
visualization and analysis then the kernel density methid is used and two other methods are used.

14
Riza Atiq Rahmat (2011)

The aim of this study is to analyze effective factors that crash in safety that occur in influence areas
of freeway ramps. The data for this research has been collected from freeway interchanges in
central of an ABC highway (to protect the actual company name). The collected data of five crashes
which had occurred in black spot interchange ramps was analyzed using SPSS statistical package
version 18.0 (USA) and Microsoft office Excel 2007.
Sunny Tanwar and Sachin Dass (2017) used a simple analysis method for the identification of
blackspots on NH-65, Hisar City to Behbalpur village in Hisar District Haryana, India. A stretch
of 17.4km is studied. The data contain five-year (2011-2015) accident reports of this stretch no. of
accidents per year, type of vehicle involved, age group of victims, Timing groups, hourly, yearly,
seasonally, and type of collision of 6 accident blackspots at this stretch.
Sanjay Kumar Singh (2017) [10] describes the road accident issues and challenges in India.
Analyses the road accident scenario at the national level like road accident death and injuries in
India, age and sex-wise distribution, month and time-wise distribution, cause of accidents, and
analysis at the state level and city level also.
Esmaiel Karimi Maskooni (2018), Maen Ghadi (2019) and Kirat Kaur (2017) studied the
different methods of identification of blackspots and evaluated the best method. He studied the
accident frequency (AF), equivalent property damage only (EPDO), p-value, combined criteria,
empirical Bayes (EB), and accident rate (AR) 6 different methods that found the empirical bays
method is the best method of the exact location of accident blackspots.

Brhane Gebretensay et al. (2018)

A simple analysis method was used to identify blackspots in Vadodara City, Gujarat, India. The
data contain seven-year (2010-2016) accident reports of this stretch no. of accidents per year, type
of vehicle involved, age group of victims, Timing groups, hourly, yearly, seasonally, and type of
collision of 8 accident blackspots at this stretch.
Wanit Treeranurat (2021) studied the determination of blackspots on rural roads in Thailand by
using accident equivalent no. and upper control limit. He studies the different criteria used in
different countries like no. of accidents, and no. of fatalities required for proof of an accident
blackspot.
Keshav Bammel and Sachin Dass (2021) discuss the accident prediction model of Hisar City of
road safety conditions and statical analysis also. This paper analyses accident severity index (ASI)
of different cities of Haryana and then compares Hisar and Haryana fatality rates, accident rates,
and severity rates.

15
Damgir (2022) states the identification of blackspots at NH-52(NH211) from Beed bypass road to
Maha Anubhav Ashram t- point a 13.15 km stretch are [Link] this author makes the high
severity timing graph and type of vehicle involved at this time.
Prayag and Gyanendra (2022) analyzed the accident blackspots with four different criteria. The
author studied the National Highway 44 from Kundali to Panipat and found the top 10 blackspot
locations at this stretch after comparing the ranking of four criteria.
Athhiappan (2022) analyzed the emerging blackspot locations with geospatial factors, ranking
with road geometry criteria, and Wan Yan (2021) and Victoria Gitelman (2016) studied the
empirical bays method deeply in their work after the identification of black spot location.
Cheng Zhang (2016) studied the k-means, bayesian method, and algorithms classification of
blackspot locations in his research work, and Jensy Maria and Vishnu (2018) identified the
blackspot based on WSI and analyzed the blackspot location after prioritization based on road
geometry ranking.
[Link] et al.(2010) gives the study on the safety of the traffic and transport system in city.
With their study they use the micro analysis system to find out the accident crashes and find the
flow of pa ern involved by the public buses in the city. While during the findings they found some
important structures for the fatality in city. According to their analysis they suggest the engineers
to take some important and serious steps to reduce such dangerous crashes on the roads. Their
paper gives a very strong suggestions that change of design of the bus by improving some various
important pints like automatic closing of the doors and windows, safer bus fronting, separated
infrastructures for the bicycle and pedestrian crossing provided with proper markings on the roads
establish the reasons to reduce the accident causes on the roads and it will be very helpful for safety
point of view
and less destructive will occur on the roads so that as much as lesser accidents on the roads.
Deepak Sharma (2011) gives a study on the accidents on road in Gujarat Anand a case study
revealed for reducing the accidents on the roads. His highlighting on study with retrospective
survey interview method. He gives the study of road accidents and submits their research for a
period of six months. In their study found that males had increased risk of transport injuries as
compared to females. In their study also reported that pedestrians were mostly injured by motorized
two wheelers. Four wheelers are caused fatality by 23. 2 percent. Same results submit by his mate
Pa l found that pedestrians are included in the accidents injured by most of the two or four wheelers.
They concluded that with the education for the accident related should give and take a major role
to reduce the accident rates so that less no of hazards occurs as much as can. By their study they
suggest various issues that would be taken by all persons and policy makers who design those
16
pavements and roads which would not be low standard.
Er. Abhay Kote (2012) emphasis study on analyzing the causes of accident on major roads in
India by using the example of a sec on of National Highway 50 in the federal state of Maharashtra
in consideration of design, building and traffic engineering 2012-13. The engineering approach is
used and road accident analysis is carried out on NH 50 in the federal state of Maharashtra, India,
to recognize the reasons of the accidents. Due to the
restrictions of the available data category based on method of most relevant method is used. The
locations for the accident is found to be the black spot area and marked on the map with their high
accident rates, Uncomplicated before and a er model is used and stepwise dealing is suggested by
Short-term, Mid-term and long-term tricks which suits the needs ot the identified locations. In their
conclusion Maharashtra shows the lack of uneducational visions for accident analysis. Collision
diagrams are drawn and day analysis as well as me is the vital stats for their accident studies.
Also Impact of the before and a er studies could not be evaluated due to theoretical nature of the
work. He suggests future area for the research such as development of centralized accident data
collection and monitoring system which can help in the accident analysis to control the accident
rate.
[Link] et al. (2013) gives the study on road accident fatality in a metropolitan city in South
India. They studied that road traffic accident (RTA) is the third major hazardous cause of death
among all. They conducted the study in Bangalore in December 2012 with an objective to study
the financial, demographic and injuries profile prototype of roads to study the various effects of
road accidents. In their study they found that four wheelers like
buses, tempos, cars, trucks involved in the most accidents occurring on the roads and the second
one is found to be the two wheelers as 19.5 in percentage. They suggests separate provision for
pedestrian walkways and safe pedestrian crossings is an effective, affordable and sustainable
strategy, supplemented with designation of one-way streets, good street lighting, and traffic
calming measures in high-risk areas, By creating the public awareness by involving the local
residents, schools and school teachers can also be sought out to reduce the sufferers on the roads.
Vehicular standards for the commuter carrying buses and trucks that needs to be regulated as to
the maximum passengers allowed and the materials used and about the safety provisions to the
passengers to suggest the minimum occurrence of hazards.

17
 Chapter 3
METHODOLOGY

Title of the work

“Accident study for the location from HAU gate no. 2 to GJU gate.”

Objectives of proposed work-

• To analyze recent accident data to identify high risk stretches, timings and casual factors.

• To classify accidents based on location, collision type, vehicle involvement, weather,

driver characteristics and time of day.

• To identify blackspots or stretches with high accident frequency for focused intervention

• To recommend corrective measures including signage, road geometry, modification,

public awareness and enforcement.

• To assess the effectiveness of past interventions and suggest improvements.

Methodology

Methodology contains the road accident location and type, the number of people involved and
their consequences, road, and site characteristics, the nature of the collisions. Google Maps has
been used to identify the sites of the crashes and estimate the distances between various
locations.
The proposed methodology is composed of five steps, which are reported Specifically, by
using simple and well-known indicators, this methodology aims at making the road safety
evaluation process easier, using a step-by- step selection of the ‘worst-performing’ road
segments depending on the road safety indicators considered in each step.

18
The stepwise flow chart of the methodology of this study is shown below Chart.

Collection of Accident data of Hisar Accident data analysis with regard to

city from official Haryana police the type of collisions, participants on
website the road, time and date of the
incident, etc.

Search exact location of

The final ranking of the blackspots
accident (with more than five or was determined by adding the scores
ten incidents) from each of the four criteria.

Conduct site investigation and

Select top places where blackspots
determine causes of accidents and
have been found for in deep study and
recommend corrective measures
analysis based on investigation

Chart 5: Flowchart of methodology

19
 Chapter 4
PROPOSED WORK

The study area is Hisar City situated in Haryana, India. One police station (Hisar city)
data is collected and analyzed.

Hisar, a city in Haryana, India, has a notable educational landscape with several institutions of
higher learning. It's home to Chaudhary Charan Singh Haryana Agricultural University
(HAU), Lala Lajpat Rai University of Veterinary & Animal Sciences, and Guru Jambheshwar
University of Science & Technology. Additionally, Hisar has numerous degree colleges,
including CRM JAT College, Dayanand College, and various institutions focused on education
and vocational training.

Hisar relates to NH-10, NH-65, NH-9, NH-52, NH-709A, NH-17 and NH-12.

Fig 1. Study area

20
4.1 Stretch
Stretch refers to the analysis of road segments or areas where accidents frequently occur, often
referred to as “accident - prone stretches”. These studies aim to identify the causes of accidents in
these specific locations and purpose measures to enhance road safety.
In this report, we take a stretch location from Haryana Agricultural University (HAU) to Guru
Jambheshwar University of Science & Technology (GJU).
Stretch helps us to understand the specific causes of accidents in these areas and allows for the
development of targeted solutions to improve road safety.

Interventions can be implemented to improve safety on this location. This might involve:

• Road improvements.
• Traffic management.
• Public awareness campaigns.

This stretch analyzing various factors contributing to accidents. This can include:
• Road design.
• Traffic volume and patterns.
• Human factors.
• Environmental factors.

21
 Fig 2. Path of stretch location

Accident data collection

Data was collected from FIR index of the police department during the period 2023-2025. It
has been collected from various police stations, i.e., Hisar city police station. Accident data
was collected under the following heads:

a. Date of accident

b. Time of accident

c. Day of accident

d. Type of hitting vehicle

e. Type of hitten vehicle

f. Injuries (severe/minor)

g. No. of deaths /fatalities

22
 h. Location of accident

i. Ref. no. or entry no.

j. Village/landmark nearby location

These data collected need proper storing and retrieving for the following purposes. The
purposes are as follows:

1. Identification of location of points at which an unusually high number of accidents occur.

2. Detailed functional evaluation of critical accident location to identify the causes of
accidents.
3. Development of procedure that allows identification of hazards before large number
of accidents occurs.
4. Development of different statistical measures of various accident-related factors to give
insight into general trends, common casual factors, driver profiles, etc.

4.2 Data Collection

Data was collected from FIR index from police department during period Jan 2023 to August 2025.
the analysis of road accident data was done for determining the type and cause of accidents. in this
ostation Hisar. FIR downloaded online from website [Link] accident
data was collected.

DATA COLLECTION OF ACCIDENT BASED ON FIR

The accident data received from districts is compiled in this unit for onward submission to the
Ministry of Shipping, Road Transport & Highways, Govt. of India, New Delhi, as well as to PHQ.

Compiled data January 2023 to August 2025

▪ Source – FIR online from website [Link] Hisar City police station.

23
Sr.N FIR Time Day of Date Direction Place of Vechicles Vechicle Vechicl Fatal Grievo Major Minor
o No. Offence of Occurrence Involved s Hitten es Injury us Injury Injury
Offenc Hitted Injury
e
1 25 18:45 Sunday 01-12- North-West Near Sarvesh Car, Scooty Car 0 0 1 3
2025 1Km(s) Hos. Scooty
Sector
14,Hisar
2 42 10:00 Friday 24/01/ North- Sector Bike, Bike Bike Bike 0 0 0 1
2025 West,1.5 14,Hisar
Km(s)
3 46 10:00 Wednesd 29/01/ North, [Link] Car, Scooty Car 1 0 0 0
ay 2025 1Km(s) Hos. Hisar Scooty
4 51 23:37 Thursday 30/01/ South, 1 Near Four Car, Horse Horse Car 1 1 0 0
2025 Km(s) Wheeler Cart
Chowk,
Hisar
5 127 12:30 Sunday 16/03/ North-East, Gju Gate No Car, Bike Bike Car 0 0 1 1
2025 1Km(s) 1 K Samne,
Hisar
6 138 06:15 Tuesday 25/03/ West, 1 Bus Stand Bus Pedestria Bus 0 0 1 0
2025 Km(s) ,Hisar n
7 140 11:00 Wednesd 26/03/ West, 2 Near Shri Car Car Car 0 0 0 2
ay 2025 Km(s) Ram School,
Sector 14,
Hisar
8 155 16:00 Wednesd 04-02- North-East, Auto Car Pedestria Car 0 0 0 1
ay 2025 1Km(s) Market, n
Hisar
9 158 10:30 Friday 04-04- South-West, Aggarwal Scooter, Scooter Auto 0 0 0 1
2025 3 Km(s) Colony Hisar Auto
10 168 23:00 Saturday 04-05- North, 0.5 Jindal Park Car,Bike Bike Car 0 0 1 0
2025 Km(s) Hisar
11 235 18:15 Saturday 17/05/ North-East, Sirsa Road Car,Bike Bike Car 0 0 0 2
2025 2Km(s) Hisar
12 243 18:00 Tuesday 20/05/ North- Anaj Mandi, Truck, Bike Truck 1 2 0 0
2025 West,1.5 Hisar Bike
Km(s)
24
13 283 09:15 Tuesday 06-10- North, Sec. 33, Cycle,Car Cycle Car 1 0 0 0
2025 1.5Km(s) Hisar
14 398 12:30 Monday 28/07/ North- Gju Hisar, Car Pedestria Car 0 0 0 1
2025 East,01 n
Km(s)
15 36 09:00 Saturday 20/01/ West, 1 Gulab Singh Car, Scooty Car 1 0 0 0
2024 Km(s) Chowk Scooty
Tilak
Bazaar,
Hisar
16 40 21:00 Tuesday 23/01/ West, 3 Sec33, Hisar Car Pedestria Car 1 1 1 0
2024 Km(s) n
17 68 21:15 Thursday 02-08- South, 2 Four Car Pedestria Car 1 0 0 0
2024 Km(s) Wheeler n
Chowk,
Hisar
18 74 18:30 Wednesd 14/02/ West,1 Bus Stand Car Car Car 0 2 1 2
ay 2024 Km(s) ,Hisar
19 148 01:30 Saturday 23/03/ West, 2 Sector Car, Scooty Car 0 1 1 1
2024 Km(s) 14,Hisar Scooty
20 158 10:30 Friday 29/03/ West, 2 Sector Car Pedestria Car 0 0 1 0
2024 Km(s) 14,Hisar n
2335
21 198 10:00 Thursday 25/04/ North- Near Girls Auto,Bike Bike Auto 0 0 1 1
2024 East,05 College,Sirsa
Km(s) Delhi Road
Hisar
22 211 12:00 Wednesd 05-01- North, 3 Ravidas PickUp, Bike Pickup 0 1 1 0
ay 2024 Km(s) Mandir Sirsa Bike
Road Hisar
23 221 13:00 Monday 05-06- South-West, Parijat Bike Pedestria Bike 0 0 1 1
2024 1 Km(s) Chowk,Hisar n
24 244 18:30 Saturday 18/05/ North, 2 Anaj Mandi Car,Bike Bike Car 0 1 1 0
2024 Km(s) Gate, Hisar
25 250 13:30 Thursday 16/05/ North- Near Women Car Car Car 0 1 2 1
2024 East,03 College
Km(s) Delhi Road,
Hisar
25
26 256 20:00 Sunday 26/05/ North- Sunder Tractor, Cycle Tractor 1 1 0 0
2024 East,02 Nagar, Hisar Cycle
Km(s)
27 263 20:50 Sunday 06-02- South-West, Near Sai Car Pedestria Car 0 0 0 2
2024 2 Km(s) Mandir n
Sector
14,Hisar
28 270 00:30 Thursday 06-06- West,1 Talaki Car,Bike Bike Car 0 0 1 1
2024 Km(s) Gate,Hisar
29 275 19:50 Monday 27/05/ North, 0.8 Auto Bike Bike Bike 0 0 0 2
2024 Km(s) Market,Hisar
30 303 19:00 Friday 28/06/ North- Near Sector Car,Truck Car Truck 1 1 1 0
2024 West,4 Km(s 33
Naka,Hisar
31 400 20:00 Saturday 24/08/ North, 2 Sector Car,Scoot Scooty Car 0 1 0 3
2024 Km(s) 14,Hisar y
32 403 13:30 Friday 08-08- South-East, 1 Rajguru Car,Bike Bike Car 0 1 0 1
2025 Km(s) Market,Hisar
33 410 22:30 Wednesd 28/08/ North, 2.5 Sector Car Car Car 0 3 2 4
ay 2024 Km(s) 14,Hisar
34 431 19:40 Saturday 09-07- North- NH9, Hisar, Bus,Car Car Bus 0 2 1 3
2024 West,3 Km(s Near Sirsa
Chungi
Hisar,-
125001
35 453 22:50 Sunday 22/09/ North- Sirsa Road Truck,Bik Bike Truck 1 1 1 0
2024 East,02 Hisar e
Km(s)
36 486 15:00 Monday 30/09/ South, 2 Rishi Nagar, Car Pedestria Car 0 0 1 0
2024 Km(s) Hisar n
37 498 21:00 Sunday 13/10/ South, 1.5 Near Bike Bike Bike 0 1 0 2
2024 Km(s) Agarshan
Bhawan,
Hisar
38 512 23:00 Tuesday 22/10/ North- Sector Car,Scoot Scooty Car 0 1 1 0
2024 West,2Km(s 14,Hisar y

26
39 525 14:00 Monday 28/10/ North- Sector 14, Bike,Truc Bike Truck 1 1 0 0
2024 West,3 Part-2,Hisar k
Km(s)
40 553 08:30 Monday 11-04- North- Gju Gate No Bike,Car Bike Car 0 1 1 0
2024 East,02 2 ,Hisar
Km(s)
41 606 15:30 Tuesday 12-03- West,1 Bus Stand Car Pedestria Car 0 0 0 1
2024 Km(s) ,Hisar n
42 614 16:00 Friday 12-06- North- Near Dudi Bike,Car Bike Car 0 0 1 0
2024 West,1.5Km( Hos.
s) Sector
14,Hisar
43 638 17:00 Monday 16/12/ North, 3 Sirsa Bike,Car Bike Car 0 0 1 1
2024 Km(s) Chungi,
Hisar
44 642 02:10 Sunday 22/12/ West,1.5Km( Gate No 1, Scooter, Scooty Bus 0 1 1 0
2024 s Sector Bus
14,Hisar
45 649 15:00 Thursday 26/12/ South, 1 Near Parijat Bus,Scoot Scooty Bus 1 0 1 0
2024 Km(s) Chowk, y
Subhash
Market k
Samne,
Hisar
46 47 15:00 Monday 30/01/ North- Sector 14, Car,Bike Bike Car 0 1 1 0
2023 West,1Km(s) Hisar,-
125001
47 63 21:30 Monday 02-06- South-East, 1 Padav Car,Bike Bike Car 0 0 1 1
2023 Km(s) Chowk,
Hisar
48 87 01:00 Wednesd 15/02/ North-East, Near Car,Bike Bike Car 0 0 1 1
ay 2023 1Km(s) Barwala
Chungi,Hisar
49 148 12:00 Wednesd 03-08- West,1 Near Bus Bike Bike Bike 0 0 0 1
ay 2023 Km(s) Stand ,Hisar
50 169 16:45 Tuesday 21/03/ North, Barwala Bus Pedestria Bus 1 0 1 1
2023 1.5Km(s) Chungi,Hisar n

27
51 250 15:00 Wednesd 04-12- North- GJU Hisar,- Car Pedestria Car 0 0 1 1
ay 2023 East,02 125001 n
Km(s)
52 277 00:15 Thursday 20/04/ West,1 Near Govind Car Car Car 0 0 1 1
2023 Km(s) Palace, Hisar
53 355 15:30 Tuesday 16/05/ South, 1 Near Madan Bike Bike Bike 0 0 0 2
2023 Km(s) Kulfi Shop,
Rajguru
Mrkt,Hisar
54 377 12:15 Thursday 18/05/ North- Near Bike Pedestria Bike 0 0 1 0
2023 East,02 Barwala n
Km(s) Chungi,Hisar
55 383 20:00 Tuesday 23/05/ North- Sec. 33, Car Pedestria Car 0 0 1 0
2023 West,3 Hisar n
Km(s)
56 394 06:30 Friday 26/05/ North-West, Subhash Car Car Car 0 2 0 1
2023 1 Km(s) Park,
Sector 14,
Hisar
57 398 08:00 Wednesd 05-03- North-West, GH Car,Bike Bike Car 0 0 0 1
ay 2023 1 Km(s) Mod,Hisar
58 433 11:00 Sunday 06-11- South-West, Ravidas Bike,Car Bike Car 0 0 2 0
2023 2 Km(s) Bhawan
Bypass Sirsa
Chungi,
Hisar
59 462 00:00 Saturday 06-10- South, 0.5 Workshop Bus Pedestria Bus 1 0 0 0
2023 Km(s) Bus n
Stand,Hisar
60 472 21:00 Monday 19/06/ West, 0.5 Parijat Bike Bike Bike 0 0 0 1
2023 Km(s) Chowk,Near
PNB &
HDFC
ATM,Hisar
61 517 00:00 Tuesday 27/06/ North, Near Mela PickUp, Bike Pickup 0 0 1 0
2023 2.5Km(s) Ground, Old Bike
Govt.

28
 College,
Hisar
62 525 20:15 Tuesday 07-04- North, HBC Colony Car Pedestria Car 0 0 0 1
2023 0.7Km(s) Near n
Sector-
14,Hisar
63 527 12:00 Tuesday 07-04- West, 2.5 New Auto Car,Hydra Car Hydra 0 1 2 2
2023 Km(s) Market, Gate
No-1, Hisar
64 556 12:40 Thursday 13/07/ South, 0.5 Nagori Car Car Car 0 2 0 0
2023 Km(s) Gate,Hisar
65 579 10:00 Tuesday 18/07/ North, GJU Gate Bus Pedestria Bus 1 0 0 0
2023 1.5Km(s) No-3,Hisar n
66 658 22:00 Sunday 08-06- East, 1.5 Gulab Singh Car,Bike Bike Car 0 0 0 1
2023 Km(s) Chowk,Hisar
67 675 12:30 Saturday 08-12- North-East, Near GJU Car,Bike Bike Car 0 0 0 2
2023 1Km(s) Gate No-
3,Hisar
68 703 08:45 Thursday 17/08/ North, Near Petrol Car,Cycle Cycle Car 0 0 1 0
2023 2Km(s) Pump
Women
College,
Hisar
69 714 19:30 Thursday 24/08/ South, 1 Parijat Bus,Car Car Bus 0 0 0 1
2023 Km(s) Chowk,Hisar
70 761 08:30 Wednesd 09-06- North-East, GJU,Hisar Car,Bike Bike Car 1 0 0 0
ay 2023 1Km(s)
71 788 09:00 Thursday 17/08/ West, 1.5 Bus Stand Bus Pedestria Bus 0 0 1 0
2023 Km(s) ,Hisar n
72 789 16:35 Wednesd 13/09/ West, 1.5 Sevak Sabha Bike Bike Bike 0 2 0 1
ay 2023 Km(s) Hos.
Opp. Main
Road,Hisar
73 824 13:45 Saturday 23/09/ West, 0.5 Bus Stand Bus Pedestria Bus 0 0 1 0
2023 Km(s) ,Hisar n

29
 74 842 04:30 Saturday 30/09/ North- Near Bus,Car Car Bus 1 2 1 1
2023 East,3Km(s) Barwala
Chungi,Hisar
75 875 17:40 Friday 29/09/ West, 1 Bus Stand Car Pedestria Bus 0 0 1 0
2023 Km(s) ,Hisar n
76 929 08:40 Thursday 26/10/ East,02 Near Govt. Bike Bike Bike 0 0 1 1
2023 Km(s) Polytechnic
College,Hisa
r
77 958 18:00 Friday 11-03- East,02 [Link] Car, Juice Juice Car 0 0 1 1
2023 Km(s) Gate,Hisar Cart Cart
78 982 17:00 Sunday 11-12- North, 1 In Front Of Bus,Scoot Scooty Bus 0 0 1 0
2023 Km(s) Jindal Park, y
Hisar
79 1025 19:15 Friday 12-01- North, 3 Near BJP Truck,Cyc Cycle Truck 0 0 1 0
2023 Km(s) Office, le
Housing
Board,Hisar
80 1037 15:00 Thursday 12-07- West, 3 Near Shri Car,Bike Bike Car 0 0 1 1
2023 Km(s) Ram School,
Sector 14,
Hisar
81 1048 19:30 Monday 12-11- South, 1.5 Parijat Bike,Scoot Scooty Bike 0 0 0 2
2023 Km(s) Chowk,Hisar y
82 1071 21:00 Thursday 21/12/ West,1 Talaki Bus Pedestria Bus 0 0 1 0
2023 Km(s) Gate,Hisar n
Total 17 35 51 63

Table 3: FIR data of accidents in Hisar from Hisar City Thana from 2023-2025

30
 4.3 Analysis of data

Table 4: Yearly Variation of Accidents (2023-2025)

Year No. of Accidents

2023 37

2024 31

2025 14

Total 82

Table 4 shows that there are 82 accidents that took place from the year 2023-2025, in which in the
year 2023, 37 accidents took place, 31 accidents in 2024 and 14 in 2025 till August.

No. of Accidents

2025
17%
2023
45% 2023

2024 2024
38% 2025

Chart 5: Yearly Variation of Accidents from 2023-2025.

31
 Table 5: Monthly Variation in Accidents

Month No. of Accidents

January 7
February 4
March 7
April 6
May 12
June 8
July 5
August 8
September 7
October 6
November 3
December 9
Total 82

No. of Accidents

Jan

Dec Jan Feb

Nov 11% 8% Feb March
Oct4% 5%March
8% April
7%
Sept April May
9% 7%
June
Aug May July
10% July 15%
June Aug
6% 10%
Sept
Oct
Nov
Dec

Chart 6: Monthly Variation of accidents

32
 Table 6: Weekday-wise Distribution of accidents

Weekday No. of accidents

Monday 11
Tuesday 12
Wednesday 12
Thursday 14
Friday 10
Saturday 10
Sunday 10
Intervening Day 3
Total 82

Table 5 and 6 shows that the highest no. of accidents happen on Thursday and Wednesday and in
the month of May and December, which helps to identify the monthly and weekday variation of
accidents using FIR data collection.

No. of Accidents

4% 13% Mon
12%
Tues
12% 15% Wed
Thu
12% 15% Fri
17% Sat
Sun
Intervening

Chart 7: Weekday-wise Distribution of accidents

33
 Table 7: Hourly variation of accidents
Time No. of accidents
12 AM to 2 AM 6
2 AM to 4 AM 1
4 AM to 6 AM 1
6 AM to 8 AM 2
8 AM to 10 AM 9
10 AM to 12 PM 9
12 PM to 2 PM 12
2 PM to 4 PM 9
4 PM to 6 PM 7
6 PM to 8 PM 11
8 PM to 10 PM 10
10 PM to 12 PM 5
Total 82

Table 7 shows the hourly variation of accidents from the FIR data.
The Peak Hour for accidents happened in the identified blackspots is from 12PM to 2PM in which
there are 12 accidents take place.

Hourly Volume and Peak Hour volume:

Hourly Volumes are used to reflect variation of traffic volume in a day and peak hour volume is
defined as the volume in the single hour that has the highest hourly volume. Peak hour is also called
rush hour.

Rate of flow:
It is defined as an equivalent hourly volume for a given interval (interval can be 5,10 or 15
minutes). The 15-minute interval is considered as the standard time used, primarily based on the
belief that this is the shortest period of time over which flow rates are statistically stable.

PHF= Hourly volume/maximum flow rate.

34
 10%

38% 21%
Fatal
Grievous
Major

31% Minor

Chart 8: Percentage of Fatal, Grievous, Major and Minor accidents from the above FIR Table
Chart 8 shows the percentage of fatal, grievous, major and minor accidents from the FIR data in
which there are highest percentage of minor and major injuries caused among all the accidents with
a fatal rate of 10%.

Accident data
30

25

20

15

10

0
2023 2024 2025

Fatal Grievous Major Minor

Chart 9: No. of fatal, grievous, major and minor accidents from the year 2023-25
Chart 9 shows the number of Fatal, grievous, major and minor accidents from the year 2023 to
2025 in which there are highest number of accidents caused in the year 2023 in the past three years.

35
4.4 Traffic Volume study
Traffic volume study refers to the process of determining the number, movement, and classification
of vehicles and pedestrians at a given location or point of a traffic stream. It involves collecting
data on the number of vehicles and/or pedestrians that pass a point on a highway facility during a
specified time, which can range from as little as 15 minutes to as much as a year, depending on the
intended use of the data. This study is crucial for planning, designing, and managing traffic
systems, as it provides insights into traffic patterns, helps in the structural design of roads, and aids
in the development of safe traffic control measures. Additionally, traffic volume studies can be
conducted using various methods, including manual counting, automated systems, and modern
technologies like GPS.

Measurement:
Traffic volume is typically measured by counting the number of vehicles (or pedestrians) that pass
a specific point on a road or other transportation facility over a defined time period, such as an hour,
day, or week.

Purposes:
Traffic volume studies are conducted to understand traffic flow patterns, identify peak hours,
determine road capacity, and assess the need for infrastructure improvements or traffic
management strategies.

Examples:
Traffic volume can be used to determine:
• The number of vehicles traveling on a specific road during rush hour.
• The number of pedestrians crossing a busy intersection during lunch break.
• The volume of traffic on the highway during a holiday weekend.

36
Importance:
Understanding traffic volume is crucial for:
Planning: Determining the need for new roads, widening existing roads, or improving public
transportation.
Design: Designing roads, intersections, and other transportation facilities to handle expected traffic
loads.

Management: Implementing traffic control measures, such as traffic signals, speed limits, and
parking regulations.
Safety: Identifying locations with high traffic volume and potential safety hazards.
The two primary methods for conducting traffic volume studies are manual and automatic.

Manual Method:

Counting and Recording:

In manual methods, human observers record the number of vehicles, and sometimes their types
and turning movements, as they pass a specific point.

Flexibility:
Manual counts allow for flexibility in gathering additional data like vehicle classification, turning
movements, and pedestrian activity.
Limitations:
Manual counting can be time-consuming and prone to errors, especially during high-volume traffic
or prolonged study periods.
Common use
Manual counts are often used for specific purposes like determining movements at intersections
or analyzing pedestrian traffic.

37
 Automatic Method:

Sensor Technology:
Automatic methods utilize various sensors like pneumatic tubes, inductive loops, radar
detectors, or video cameras to collect data.

Continuous Data Collection:

Automatic counters can operate 24/7, recording traffic volume patterns, daily and seasonal
variations, and growth trends.

Accuracy:
Automatic methods offer greater accuracy and consistency in data collection compared to
manual methods.

Cost:
While automatic methods can be more expensive initially, they can be more cost-effective in the
long run, especially for long-term or high-volume studies.

Location of traffic volume data:

Civil chowk to bus stand road.

Traffic Volume Data of civil chowk to bus stand road, Hisar on 01/08/25

Table 8
TIME TRUCK/BUS CAR/VAN BIKE AUTO TOTAL
8:00-9:00AM 68 120 159 145 492
9:15-10:15AM 75 158 170 168 571
11:00AM-12:00PM 60 144 155 146 505
12:15-1:15PM 64 187 179 187 617
2:00-3:00PM 70 167 188 149 574
3:15-4:15PM 86 193 166 172 617
4:30-5:30PM 94 209 197 183 683
6:15-7:15PM 82 230 228 210 750
7:30-8:30PM 91 256 277 188 812
TOTAL 690 1664 1719 1548

38
 Traffic flow on 01/08/25

19% 17%

22%

42%

TRUCK/BUS CAR + VAN MOTORCYCLE AUTO

Chart 10: Percentage of traffic volume on 1/8/2025

Passenger car equivalent factor value (PCE): (01/08/25)

It is a value used in transportation engineering to represent the impact of a non – passenger
vehicle (like truck) on traffic flow compared to a standard passenger car or a pickup van.

Table 9

Transport modes Total no. Passenger car Passenger Car

(N) equivalent factor Unit (PCU)
(PCE) PCU= N x PCE

Trucks / Buses 690 3 2070

Car + Van 1664 1 1664

Bike 1719 0.75 1289.25

Auto 1548 0.75 1161

Total Volume (in PCU) = 6184.25

39
 Traffic variation on 02/08/25:

Table 10

TIME TRUCK/BUS CAR/VAN BIKE AUTO TOTAL

8:00-9:00AM 80 135 221 186 622
9:15-10:15AM 90 181 186 211 668
11:00AM-12:00PM 64 165 193 175 597
12:15-1:15PM 70 202 209 198 679
2:00-3:00PM 77 125 174 164 540
3:15-4:15PM 92 149 163 185 589
4:30-5:30PM 101 168 236 228 723
6:15-7:15PM 90 244 249 244 827
7:30-8:30PM 96 265 309 229 899
TOTAL 760 1634 1940 1820

Traffic Flow on 02/08/25

6%

37% Auto
55%
Motorcycle
Bus/Truck

2% LMV

Chart 11: Percentage of traffic volume on 2/8/2025

40
 PCE factor:
Table 11

Transport modes Total no. Passenger car Passenger Car

(N) equivalent factor Unit (PCU)
(PCE) PCU= N x PCE

Trucks / Buses 760 3 2280

Car + Van 1634 1 1634

Bike 1940 0.75 1455

Auto 1820 0.75 1365

Total Volume (in PCU) = 6734

Traffic variation on 03/08/25:

Table 12

TIME TRUCK/BUS CAR/VAN BIKE AUTO TOTAL

8:00-9:00AM 110 158 259 223 750
9:15-10:15AM 95 129 149 185 558
11:00AM-12:00PM 89 185 177 198 649
12:15-1:15PM 67 197 209 168 641
2:00-3:00PM 84 145 224 182 635
3:15-4:15PM 121 177 183 149 630
4:30-5:30PM 79 188 274 246 787
6:15-7:15PM 90 195 249 204 738
7:30-8:30PM 96 221 265 219 801
TOTAL 831 1595 1989 1774

41
 Traffic flow on 30/07/25

5%
23%
Auto
2% Motorcycle
70% Bus/Truck
LMV

Chart 12: Percentage of traffic volume on 3/8/2025

PCE factor:
Table 13
Transport modes Total no. Passenger car Passenger Car
(N) equivalent factor Unit (PCU)
(PCE) PCU= N x PCE

Trucks / Buses 831 3 2493

Car + Van 1595 1 1595

Bike 1989 0.75 1491.75

Auto 1774 0.75 1330.5

Total Volume (in PCU) = 6910.25

The average Passenger Car Unit (PCU) from 01/08/25 to 03/08/25 is = 6690.5

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4.5 Identification of black spots

A black spot is defined as the 500-meter stretch of road where at least five accidents involving
fatalities or grievous injuries, or ten fatalities have taken place over the past three years.

Black spots can be identified by analyzing accident data, focusing on locations with a higher than
the average accident frequency and severity. Methods include various methods:

1. Critical crash rate Method: Identifying locations where the number of accidents exceeds a
critical value. If the accident rate exceeds the critical value, the location is deemed arose black
spot of that road.
CCR or Rc= Ra+ Kx (Ra/ E)1/2
Where CCR or Rc is the Critical Crash Rate, Ra is the average crash rate for the facility type, K is
the probability constant, and E is the vehicle exposure.

Maximum number of accidents occur near barwala chungi in front of GJU, S e c t o r 1 4 and
near civil chowk at bus stand road. So, there are 3 major black spots which are identified.

2. Weighted Severity Index (WSI): A weighted calculation of fatal and grievous injury
accidents, often used to determine the severity and prioritize black spots. A high crash severity
index directly correlates with higher expenditures. This approach prioritizes locations that result in
more significant consequences, such as fatalities and serious injuries.

WSI=41K+ 4GI+ 1MI

Where K is no. of persons killed, GI is no. of persons grievously injured, and MI is no. of persons
minorly injured. To arrive at the final rankings of the blackspot locations that have been identified,
each location is first ranked using one of four criteria.

After some Calculation, we identified Barwala chungi and civil chowk as Blackspots.
Performa Used in Site Investigation Guru Jambheshwar University of Science and Technology,
Hisar Department of Civil Engineering 5.3 Common Rules for Preventing Road Accident
1. Stop Or Slow Down: Allow pedestrians to cross first at uncontrolled zebra Crossings.
2. Buckle Up: So that your family and you are safe in the car. Seat Belts reduce the chances of
death of a car occupant.

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3. Accident Severity Index (ASI): Comparing the accident rate at a location to the average rate
of similar road sections. If the accident rate exceeds the critical value, the location is deemed a
blackspot. However, ARM might not fully account for random fluctuations in accidents and
can be influenced by subjective criteria in setting critical thresholds.

ASI = WSI/AN. Where WSI is the weighted severity index, and AN is the total no, of accidents at
this blackspot location. In this method, for each blackspot location, ASI is calculated, and with a
higher ASI that location is ranked higher.

WS1 =7 x number of fatal accidents + 3 x number of grievous injury accidents + number of minor
injury accidents.

This method also identifies the barwala chungi and civil chowk as blackspots after calcutations.

Identification of blackspots by Equivalent accident number method (EAN)

EAN is a numerical representation of the accident situation at a specific location, considering the
number and severity of accidents. It's a tool used to identify "black spots" or areas with a high
frequency of accidents.
FORMULA - Locations with a WSI value greater than or equal to 41 are typically classified as
accident black spots. This threshold is used because a single fatal accident would result in a WSI
of 41, indicating a high-risk location.
The EAN is calculated by multiplying the number of each accident by its corresponding weigh
Prioritization: and summing the results. By comparing EAN values, authorities can prioritize
resources and efforts to address the most dangerous locations first. This Method also Identify the
above two blackspots.
Consequently, Hisar City, Haryana, India has been found to have 3 blackspots from GJUS&T to
HAU. And these are NH9 &10.

Blackspot location ranking

Corrective action is necessary in accident blackspot areas to reduce the incidence of traffic
accidents and protect other road users. However, corrective action cannot always be implemented
at every site simultaneously due to resource constraints, making a priority list of the blackspot sites
is therefore crucial, with the most dangerous area receiving the highest rating and the least
dangerous location receiving the lowest rank The final rankings have been provided bused on the
rankings from the four criteria that have been used to rate the discovered blackspot locations in this

44
study. These criteria are the most often utilized in India and other nations.
Process for implementation:

• Detailed data analysis and field inspection to identify causes specific to each black
spot.
• Preparation and prioritization of remedial action proposals based on urgency and
impact.

• Monitoring the effectiveness of the interventions and collecting feedback for further
improvements.
• Remedial measures should be tailored to the unique risks at each black spot, and
effectiveness is often evaluated using before-and-after crash statistics. Other important
aspects include road safety audits, frequent mapping, and the use of a black spot
monitoring information system.

• Construction of service roads, underpasses, or overpasses at high-risk crossings.

• Upgrading intersections (e.g., converting dangerous cross-junctions to roundabouts).

• Enhanced drainage and illumination in accident-prone areas.

• Land acquisition and redesign for complete elimination of underlying geometric

deficiencies.

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 Table 14: The location of identified blackspots ranked according to criteria 1 to 4

Blackspot CCR WSI score ASI score &

location score & & ranked ranked as
ranked as as criteria criteria 3
criteria 1 2

1 81(1) 136(3) 57(3)

2 41(2) 292(1) 80(1)

3 39(2) 242(2) 75(2)

4 31(4) 123(4) 48(4)

Note: using various criteria, the no. in the brackets represents ranking

Table 15: Blackspot ranking of a location

[Link]. Blackspot location No. of No. of No. of No. of No. of Rank

total fatal Grievous major minor
accidents accidents accidents accidents accidents
1 Sector 14 51 4 13 14 20 1

2 Bus stand road 50 5 14 15 16 2

3 Barwala chungi (GJU, 40 5 6 17 16 3

Hisar)
4 Parijat chowk 21 3 2 5 11 4

Table 10 and 11 shows the identification of blackspots using the three criteria and the blackspot
ranking of a location by number of accidents caused on a particular location.
The above two tables help us to identify the blackspots using the three criteria i.e., CCR, WSI and
ASI

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4.6 Blackspots with their Problems and Remedies

Fig 3. Barwala Chungi in front of GJU

In the above figure, we have seen that the traffic signals are not working and there is sharp curve
which results in the less reduction in speed for cars, buses and trucks which can cause severe
accidents and there is no traffic police at this location regularly. In this location, there is free flow
of traffic at a high speed.

Remedies

• Installation of clear signages and road markings.

• Provision of rumble strips or bar markings to alert drivers.
• Placement of speed limit signs and speed breakers, especially near junctions.
• Delineators, road studs, and crash barriers at hazardous locations.

47
 • Improvement of road geometrics—such as realignment of dangerous curves, elevation
corrections, and redesign of junctions.

• Widening of carriageways and shoulders to accommodate traffic safely.

Fig 4. Civil Chowk near bus stand

In this location, there are traffic signals which are not working which can cause free movement of
traffic and lead to traffic jam. There is not a path for pedestrian movement and is the cause of
accidents of pedestrian and can cause fatalities. In rainy season, there is a issue of drainage.

Remedies

• Installation of clear signages and road markings.

• Provide proper drainage
• Placement of speed limit signs and speed breakers, especially near junctions.
• Widening of carriageways and shoulders to accommodate traffic safely.
• Place traffic police for traffic control.
• Provide speed breakers for speed control
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 Fig 5 Nagori gate (Parijat chowk)

In this location, there are no traffic signals. This location consists of various potholes which are
the cause of waterlogging in rainy season. There is a lack of traffic regularly which cause the free
traffic flow in peak hours and daily routine timings. High traffic movement is the cause of accidents
and severe injuries or fatalities.

Remedies
• Provide proper signages and markings.
• Provide a speed limit for vehicles.
• Proper maintenance for potholes.
• Provide proper drainage.
• Provide a path for pedestrian movement.

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 Chapter 5
RESULTS, DISCUSSIONS, CONCLUSION AND FUTURE SCOPE

The study identified 18 blackspots locations across Hisar city based on a thorough review of the 5-
year accident data of Hisar police station’s data of Hisar city situated in Haryana, India was
conducted between 2021-2024 and among those 18 blackspots 4 major blackspots which are sector
14, barwala chungi, civil chowk and Parijat chowk are identified in the stretch from HAU to GJU
through ASI, WSI and critical crash rate. The investigation leads to the following main conclusion:

• From this project, we find that the most no. of accidents from FIR data happened in
the sector 14 and Bus stand Hisar.
• Peak hour of accident is 12 PM to 2 PM.
• Highest number of accidents take place in the month of May.

• Among these 18.3% resulted in fatalities, killing 90 people, and almost 75% caused
injuries.

• 10.3% resulted in property damage.

• According to the data, two wheelers made up the largest percentage of accident
fatalities and were followed by pedestrians.
• The sort of collisions that account for the most accidents (35%) is head-end collisions,
followed by rear end collision which accounts for more than 27% of accidents,
followed by pedestrians hitting more than 20% of accidents, according to the study of
accident data.

Severity and Societal Impact

• Road accident deaths in Hisar, particularly among young motorcyclists and vulnerable
road users, represent a severe public health and economic burden.
• Accidents on public transport (buses) have led to multiple school or college student
casualties, drawing attention to passenger safety problems.
• Major accidents can cause citywide disruptions, with large rescue efforts and diverted
traffic in aftermaths (e.g., NH9 fuel tanker incident).

50
 Discussions
• The vast majority of accidents are attributed to over speeding, negligence and careless
driving, with over speeding being responsible for more than 60% of total crashes in the
analyzed period.
• Two – wheelers and cars are both the most frequent accident victims and among the
most at - fault road users.
• Dense fog, rain, and seasonal/ festival traffic surges contribute significantly to
accident rates and severity.
• Public education is also required.

Conclusion

The investigation of Blackspot in Hisar City shows that signal lighting is not working, no crossing
is available, no traffic police for manual guiding, and the bridges are not properly used. There is
no pedestrian crossing, no road marking, and improper roadside parking. There is no median
between two lanes of road, vehicles are overtaking in opposite lanes, restricted overtaking zones
are not available and reflecting lights or paint on side brigades are not available.
The remedial measures suggested for the top 4 blackspot locations in Hisar City are providing
pedestrian crossings for the safety of pedestrians, reflected strips/paint and speed breakers
constructed for Nagori gate main road, maintaining the pavement marking from time to time,
maintenance of signal lights, traffic police for regular checking, proper street lighting for night
accident reduction, maintaining of median and brigades, filling patch holes, maintenance of
pavement surface, and shoulders.

1. High risk intersections

2. Over speeding zone
3. Poor lighting and signage
4. Improper use of helmets and seat belts
5. Unregulated pedestrian movement
6. Educational institutions zone

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Future Scope

• Road Infrastructure Improvement: Implementing targeted design upgrades on

accident- prone stretches like the Hisar-Sirsa and Hisar-Delhi bypass roads. These
include the redesign of intersections, installation of acceleration/deceleration lanes,
better signage, and more pedestrian crossings.

• Blackspot Identification and Mitigation: Systematic and continuous identification

of blackspots using up-to-date accident data, followed by the execution of engineering
measures such as rumble strips, speed breakers, and improved road markings.

• Enforcement and Technology: Strengthening traffic law enforcement (e.g., use of

speed cameras, automated enforcement technology), regular monitoring by road safety
units, and rigorous checks for overloading and drunk driving.

• Education and Public Awareness: Sustained campaigns to educate road users,

especially high-risk groups (motorcyclists, pedestrians), about traffic rules and safe
practices.

• Emergency Care: Enhancing post-accident emergency response systems, including

quicker ambulance dispatch, training for first responders, and improved hospital
facilities.

• Policy and Coordination: Implementation of the Haryana Road Safety Action Plan,
which advocates for a coordinated, multi-agency approach under six pillars: management,
safer roads, safer vehicles, enforcement, education, and emergency care. Regular
evaluation and adaptation of the action plan based on real-world data are critical.

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