Pedestrian crashes in Bangalore: a geographical distribution
In 2017, Bengaluru witnessed 276 fatal pedestrian crashes, leading to 282 deaths. The map presented below represents the geographical distribution of these crashes. This data is based on First Information Reports that were collected from all the 44 traffic police stations in the city.
Though not immediately apparent, a discernible pattern points at multiple crashes along the city’s arterial roads and the Outer Ring Road (ORR). In particular, Old Madras Road, Airport Road, Hosur Road, Mysore Road, and Tumkur Road seemed to have been more dangerous for pedestrians, as were parts of the ORR around Kalyan Nagar, KR Puram and Bellandur, Bommanahalli, and Hebbal. A few common characteristics of these roads are high width of the roads, lack of footpaths and pedestrian crossings, and high vehicle speeds, all of which put pedestrians at risk.
Roads within the city were not completely safe either, as indicated by concentrations of pedestrian crashes in and around Majestic, Wilson Garden and Yeshwantpur.
Being cases reported in 2017, these pedestrian crashes merely indicate a pattern and not a trend, which could help identify corridors or stretches for immediate action in ensuring pedestrian safety. We are working towards accessing historical data to determine such trends, and will report it here in the weeks to come.
A zoomable version of the same map may be found here.
Limitations of the map above:
The FIR reports accessed for studying these crashes recorded nearby landmarks as references for crash spots, and did not include GPS coordinates. For instance, a pedestrian crash recorded to have occurred “near Singasandra Bus Stop” is at once vague and lacks directional information essential for accurate mapping. In some other cases, either the road on which the crash occurred has been recorded as the location (“JC road”, for example), or the location indicates a shop which may not be locatable on Google Maps.
Though this inherent limitation prevents the identification of crash hotspots accurately, it does reliably indicate the roads and municipal wards in which the crashes occurred. This information was adequate enough to identify the patterns described in this post and other analysis based on the FIR data for 2017.
While this may present challenges in mapping historical information on pedestrian crashes as well, we have learnt that GPS coordinates of the crash location have been recorded in the FIR from 2018. We are confident this would improve better identification of patterns and trends going forward, which in turn could help local authorities better plan pedestrian infrastructure to make our cities more walkable.