Road Safety Audit

[TWO LANING WITH PAVED SHOULDER OF MAJHAULI TO
INCEPTION REPORT CHAROUT SECTION OF NH-527C IN THE STATE OF BIHAR]
ROAD SAFETY AUDIT
INCEPTION REPORT
ROAD SAFETY AUDIT Page 1

ABSTRACT
Road Safety Audit (RSA) is a formal procedure for assessing accident potential and safety
performance of new and existing roads. RSA is an efficient, cost effective and proactive
approach to improve road safety. It is proved that RSA has the potential to save lives. The RSA
was originated in Great Britain and is well developed in countries like UK, USA, Australia,
New Zealand, Denmark, Canada, Malaysia and Singapore. It is at varying stages of
implementation in developing nations like India, South Africa, Thailand and Bangladesh. RSA
appears to be an ideal tool for improving road safety in India, as basic and accurate data on
accidents have yet to be collected.
The study aims to evaluate Road Safety Audit of a section of four-lane National Highway (NH)
527 C and will focus on evaluating the benefits of the proposed actions that have emanated
from deficiencies identified through the audit process. After conducting RSA, it is found that
trucks are parked on highway which reduces the effective width of carriageway and creating
traffic hazards to high speed moving traffics. Unauthorized median openings were found
which should be immediately closed. Missing road and median markings to be done and
speed signs should match with speed. Access and service lanes are also deficient which
requires immediate improvement. The most Vulnerable Road User (VRU) i.e. pedestrians and
cyclists facilities near habitation are lacking and needs to be facilitated on priority.
Keywords: Road Safety Audit, Safety Analysis, Two-Lane National Highways.
1. Introduction
The road accidents deaths and injuries are global phenomena but more sever situation in mixed
traffic condition as prevailing on Indian multilane highways. Concept of quality management and
sustainable safety have gained ground in the past two decades and may have been among the
factors that led policymakers and project managers to realize the need for purely safety-oriented
tools. Road Safety Audit (RSA) is one of the best tools for improvement of road safety; in which
experts attempt to identify potentially dangerous features on the highway environment and
suggest remedial measures. Road Safety Audit can be defined as a systematic approach for
evaluation of existing or new roads by an independent audit team at the stages of planning,
design, construction, operation & maintenance to achieve accident free roads and to enhance
overall safety performance.

Road Safety Audit (RSA) was originated in Great Britain (1980) is now spread in several
countries around the world. The RSA system established in UK spread to USA, New Zealand,
Australia, Denmark, Canada, Malaysia, China, Japan and Singapore and now it is used as a
model in many countries for the formulation of guidelines and planning of their trunk roads. It is
at varying stages of implementation in developing countries like India, South Africa, Thailand,
Egypt, Pakistan and Bangladesh.
2. Road Safety Concern in India
As per the data released by the Indian government, road crashes kill close to 1, 50,000 people
each year. However, the WHO global status report on road safety had challenged the numbers
and stated that India might be losing over 2, 99,000 people each year.
Table 2.1: Road Accidents, Registered Vehicles and Road Length in India (1970-2017)

Table 2.1: Road accidents, fatalities and injuries by type of collision – 2017
Source: Ministry Of Road, Transportation & Highways
In an effort to minimize the growth of accidents on Indian roads, Road Safety Audit (RSA) is
being pursued in a very big way on the existing as well as on proposed new highways. As a part
of this effort National Highways Authority of India (NHAI) has commenced road safety audit for
various projects of National Highways Development Projects (NHDP). Various states of the
country are also started RSA for their road projects.
3. Objectives of study
I. To develop a methodology for Road Safety Audit for four lane National Highways.
II. To develop a model for identification of safety influencing parameters in minimizing
likelihood accident rate on selected section of four lane National Highways network.
III. To examine safety features adopted in the selected section of four lane National
Highway-58 and find out deficiencies in the road network which led to accident and
safety hazards to road users.
IV. To identify the speed limits matching with the vehicles speed on existing road profile
of the highway section.

4. Site Selection for Study Area

The Site of the Two-Lane with paved Shoulder of Project Highway comprises the section of
National Highway 527C commencing from Km 0+000 to Km 64+200 i.e. from Majhauli to Charout
section in theState of Bihar. The project road lies in Muzaffarpur, Sitamarhi & Madhubani district.
The project road starts from km 17.2 of NH-57 near Majhauli and ends at Charout i.e. near the
junction of NH-104. On theway project road is intersected by Pupri Aurai road near Km 46, SH-52
(Sitamarhi-Madhubani Road) near Km 49 and Pupri Surasand Road near Km 52.
END POINT
START POINT
IMAGE -4.1: KEY MAP FOR THE PROJECT ROAD

IMAGE 4.2: LOCATION MAP OF PROJECT HIGHWAY
5. Salient Features of the Project Road
I. Carriageway Width :-
Chainage
Sl.No. Width Pavement Type
From To
1 0+000 15+000 3.5 BT
2 15+000 17+000 3.5 CC
3 17+000 19+000 3.75 Field
4 19+000 21+000 3.75 CC
5 21+000 30+000 3.75 BT
6 30+000 32+000 3.5 CC
7 32+000 34+000 3.5 Field
8 34+000 42+000 3.5 BT
9 42+000 58+000 5.5 BT
10 58+000 60+000 3.5 CC
11 60+000 62+000 3.5 BT
12 62+000 64+200 3.5 CC

II. Major Bridge :-
Span & Viaduct width Of

Sl.No. Chainage Carriageway
No. Of Span Length Of Span Between Kerb
1 2+092 9 10.25+(6x11)+11.25+9.00 4.25
2 58+330 6 11+10.7+11.4+9+11+11.1 4.3
III. Minor Bridge :-
Span & Viaduct

widht Of
No. Of Between Kerb
Length Of Span
Span
1 3+340 3 3 10.9
2 11+890 4 10.7+8.25+9.2+9.75 4.95
3 13+870 4 10.9+11.3+5+10.5+5.25 4.25
4 14+450 3 15.41+15+15.3 7.5
Brick work
4x5.5 Brick Work,3%
5 20+300 7 portion=5.5 m
10.5 steel work
Steel Bridge = 4.5 m
6 30+200 7 5.3 3.25

Span & Viaduct

widht Of
No. Of Between Kerb
Length Of Span
Span
7 55+300 5 5x9.2 9.2
8 59+800 13 0.6 3.75
IV. Railway Level Crossing :-
There is one level crossing at Chainage 49+500 at Pupri .
V. Culvert :-
Carraiageway
Sl.No. Chainage Type Span
width
1 0+425 Box 2x3m 10.25
2 0+700 Box 2x3m 10.25
3 1+425 Box 2x3m 11.5
4 1+525 Box 2x3m 10.9
5 2+675 Box 2x3m 6
6 3+020 HPC 3x1m 10.9
7 3+180 Box 3x2m 10.9
8 3+375 Box 2x3m 10.9
9 3+950 Box 2x3m 11
10 4+500 Box 2x3m 11
11 4+740 HPC 4x1m 9.25
12 4+825 Box 2x3m 11.5

Carraiageway
width
13 4+980 Box 2x3m 11.5
14 5+400 Slab 1x3m 7.3
15 6+350 Box 2x3.1m 11.5
16 6+950 HPC 3xxm 9.5
17 6+980 Box 2x3.15m 11.5
18 7+060 Box 2x3.15m 11.5
19 7+940 Box 2x3.15m 11
20 8+480 Box 2x3m 11
21 8+990 HPC 14x0.9m 6.5
22 9+180 HPC 10x1m 6.5
23 9+450 Box 2x3m 10.9
24 9+615 Box 2x3m 10.9
25 9+850 Box 2x3m 10.9
26 10+060 HPC 5x0.9m 9
27 10+120 Box 2x3m 10.95
28 10+760 Box 1x3m 10.9
29 11+470 Box 2x3m 10.9
30 11+600 Box 4x3.25m 10.9
31 12+560 HPC 2x0.9m 11.2
32 13+690 Slab 1x1m 11
33 14+330 Slab 1x1m 11.2
34 16+215 Slab 1x1m 11.2
35 16+250 HPC 2x0.9m 6.5

Carraiageway
width
36 19+442 HPC 3xxm 9.3
37 20+800 HPC 9x0.6m 7.5
38 20+840 Box 1x3m 7.9
39 21+500 Slab 1x6m 8.35
40 22+220 HPC 1xxm 3.75
41 22+640 HPC 1xxm 3.75
42 24+630 HPC 1xxm 3.75
43 25+530 HPC 1xxm 7.15
44 26+000 Slab 1x3m 4
45 26+300 Slab 1x1.7m 3.7
46 27+930 HPC 1xxm 4
47 29+930 HPC 1xxm 3.5
48 29+750 Slab 1x2m 3.5
49 31+030 HPC 1xxm 3.5
50 31+130 Slab 1x2m 3.5
51 37+590 Slab 1x1m 3.5
52 36+900 HPC 1x0.9m 3.5
53 38+670 HPC 1xxm 3.5
54 38+690 HPC 1xxm 3.5
55 38+730 HPC 1xxm 3.5
56 38+930 HPC 1xxm 3.5
57 39+020 HPC 1xxm 3.5
58s 39+220 Slab 1x2m 4

Carraiageway
width
59 39+420 HPC 1xxm 3.5
60 39+620 HPC 1xxm 3.5
61 39+720 HPC 1xxm 3.8
62 40+220 HPC 1xxm 3.9
63 40+570 HPC 1xxm 3.9
64 40+770 HPC 1xxm 3.8
65 41+470 HPC 1xxm 3.9
66 41+920 HPC 1xxm 4.25
67 39+340 HPC 1x0.9m 4.25
68 39+450 HPC 1x0.9m 4.25
69 39+710 Box 1x2m
70 39+820 Box 1x1m 4.1
71 40+050 Box 1x1m
72 40+180 HPC 1x0.6m 4.1
73 40+990 HPC 1x0.6m 4
74 41+190 HPC 1x0.6m 4
75 41+890 HPC 1x0.6m 4.1
76 42+300 HPC 1x0.6m 4.15
77 42+680 HPC 1x0.6m 4.1
78 42+980 Slab 1x2m 4
79 43+450 HPC 1x0.6m 4.15
80 43+680 HPC 2x0.6m 3.7
81 44+000 HPC 1x0.6m 5.6

Carraiageway
width
82 44+100 HPC 1x0.6m 5.6
83 44+230 HPC 1x0.6m 5.4
84 45+370 HPC 1x0.9m 5.5
85 45+120 Box 1x3m 5.3
86 45+720 HPC 1x0.6m 4
87 46+280 HPC 4x0.9m
88 48+150 Slab 2x3.285m
89 48+310 HPC 4xxm
90 53+270 Slab 1x2m 4.1
91 53+860 Slab 1x2m 4.8
92 53+870 Slab 1x2m 4.8
93 53+900 Slab 1x2.5m 4.9
94 54+920 Box 1x2m
95 54+960 Slab 1x2m 6
96 55+420 box 1x2m
97 55+430 box 1x2m
98 55+470 Box 1x2m 3.3
99 55+970 Slab 1x2m 7.35
100 55+990 Slab 1x2m 7.5
101 56+120 Slab 1x2m 7.3
102 56+670 Slab 1x2m 5
103 56+990 HPC 10x1m 7.3
104 57+020 Slab 1x2m 5.5

Carraiageway
width
105 57+570 HPC xxxm 5
106 57+630 Slab 1x2m 5
107 58+040 Slab 1x2m 3.7
108 58+280 Slab 1x2m 6.7
109 59+530 Slab 1x2m 7.5
110 59+710 Slab 1x2m 3.8
111 60+200 Slab 1x2m 7.45
VI. Major Junction:-
Grade
Sl. No. Chainage At-grade Category Of Cross Road
Seprated
1 0+000 3 Legged - NH 57
2 45+860 3 Legged - SH 87
3 49+450 3 Legged - SH 52
4 64+200 3 Legged - NH 104
VII. Minor Junction :-
Sl.No. Chainage Type Leg Remarks
1 0+485 Minor T -
2 0+490 Minor T Tamplia
3 0+710 Minor T Bhalalpur
4 1+755 Minor Y Bhalalpur
5 2+000 Minor T Gopalpur
6 2+167 Minor Y VR
7 3+520 Minor Y Baliya
8 4+910 Minor Y Unsar

9 5+690 Minor Y Munnikalyain

10 5+867 Minor T Unsar
11 6+320 Minor T VR
12 7+860 Minor X VR
13 9+640 Minor Y Ramnagar
14 9+720 Minor Y Saradih
15 10+515 Minor Y Hasna
16 10+925 Minor Y Bauradih
17 11+080 Minor X Jaran & Hatholi
18 12+105 Minor Y Loma
19 13+475 Minor Y Loma
20 14+090 Minor T Bhadai
21 14+615 Minor Y Galoria
22 15+125 Minor T Devgan
23 15+325 Minor X Dhanor/Siswar
24 16+695 Minor Y Katra
25 17+720 Minor X Dhanul/Katra
26 19+220 Minor X VR
27 19+385 Minor X Katra
28 20+420 Minor y Khangura
29 21+820 Minor Y Pasoul/ Khangura
30 22+578 Minor X Pasoul
31 24+810 Minor Y Pasoul
32 25+190 Minor X Vishanpur
33 25+490 Minor X Soudpur/Singwari
34 26+638 Minor Y Yajuar
35 27+710 Minor T Yajuar
36 27+985 Minor X Yajuar/sambhuta
37 28+745 Minor Y Yajuar
38 28+890 Minor T Lohia
39 30+145 Minor X Luxmipur
40 30+715 Minor T Pagtola
41 31+075 Minor T Bhour
42 31+370 Minor Y Sater
43 31+580 Minor T Maisauth
44 32+140 Minor T Sater
45 32+600 Minor T Sater
46 33+360 Minor Y Sater

47 33+410 Minor Y VR
50 34+165 Minor X Bhokra
56 41+570 Minor Y Harinagar
57 41+580 Minor Y Jale
58 41+690 Minor T Sirshi/Nayatol
59 42+375 Minor Y Pupri
62 43+435 Minor T Sirshi
63 43+720 Minor T Thikhara
67 46+250 Minor Y Bhetua
68 46+700 Minor Y Nunisedpur
69 47+130 Minor Y Nunisedpur
70 47+385 Minor Y Lohitha
72 55+000 Minor Y Bari
73 55+655 Minor T Bari
74 56+670 Minor X Basdevpur
75 56+980 Minor T Banyakpur
76 57+820 Minor Y Piraukhar
77 58+165 Minor T Piraukhar
80 58+810 Minor Y Piraukhar
81 58+955 Minor X Barma/Piraukhar
82 59+110 Minor T Barma
83 59+200 Minor Y Barma
84 60+000 Minor Y Amanpur

6. Cost of Accidents:-
A Working Group set up by the Planning Commission in the year 2000 to look into road
accidents, injury prevention and control had gone into the issue of social cost of accidents in
India and had estimated the cost at Rs.55,0000 million in the years 1999-2000. It constituted 3%
of the GDP of the country for year 1999-2000.
7. Costs of Conducting Road Safety Audits:-
In the safety audit manual published by TNZ (1993), the cost of audits was divided into three
categories: consultant fees, the client’s time to manage the audit, and costs associated with
implementing recommendations that are adopted. The client’s time on a project averaged
about 1 day per audit. It is important to note that additional costs may result from changes to a
project’s scope and schedule. RTA indicated that a safety audit of a new facility cost
approximately the same as a geotechnical survey (FHWA Study Tour, 1997). Recent experience
places the average cost of a conventional audit for small to mid-sized projects between $1,000
and $5,000 (Sabey, 1993, Jordan, 1994, Pieples, 1999). TNZ found that fees range from NZ$1000
to $8000 (US$700 to $6000) with most falling in the NZ$3000 to $5000 (US$2000 to $3600) range
(1993). The actual cost depends greatly on the size and complexity of the project and
composition of the required audit team. Hamilton Associates estimate that audits add
approximately 5 to 10 percent to design costs, or less than one-half of 1 percent to construction
expenses (1998). These estimates are slightly higher than costs experienced to date for the
MRDC project. AUSTROADS approximates that audits will add 4 to 10 percent to the road
design costs (1994). As design costs are roughly 5 to 6 percent of the project sum, the increase
in total cost is usually quite small. On smaller projects (traffic calming or retrofits), the costs
may be a higher percentage of the overall capital cost. Costs of redesign/rectification should be
considered which will vary on a project-to-project basis. The cost of rectifying deficiencies
depends on how early in the design process the problem is identified as well as the amount of
time required to redesign the area.

8. Benefits of RSA:-
 Reduce the risk (including probability and severity)of accidents on new projects
and at interfaces with existing roads
 Increase the prominence of road safety in the minds of all involved in the planning,
design, construction, and maintenance of the project
 Reduce the whole life cost of the project by reducing the number of post opening
modifications
 Ensure inclusion of all road users rather than the traditional focus on the four
wheelers.
 By removing preventable accident-producing elements, such as inappropriate
intersection layouts, at the planning and design stages
 By mitigating the effects of remaining or existing problems by the inclusion of
suitable crash-reducing features, such as anti-skid surfacing, guard fencing, traffic
control devices, and delineation. It should be stressed that audits are most effective
when conducted during the earlier stages of planning and design. Economics are
greatly diminished at the final design, construction, and post-opening stages of
project development since mitigation is typically much more expensive.
9. Road Safety Audit for Two Lane Paved Shoulder National Highway:-
A safety audit team was formed to carry out audit of safety features in highway environment
of newly upgraded two lane paved shoulder highway 527C section between Km 0+000 and
Km 64+200 . The team consisted of a social activist, local people, road user and highway
engineers. Both social and engineering aspects had been discussed during sites visit.
Safety assessment of various parmeters had been noted on survey perfoma which was
developed as per IRC: SP: 73-2018 check list of existing road. The safety parameters included
for safety audit were Width of Right of Way (ROW), Carriageway Width and Condition
(CWC), Condition of Shoulder in Paved / Earthen (CSPE), Condition of Vegetation Control
(CVC), Side Drain Condition (SDC), Guard Rail (GR), Road Markings (RM), Marker Post(MP),
Horizontal Alignment(HA), Curve Warnings and Chevron Markings (CWCh), Other Warning
and Advisory signs (OWA), Cross Drainage works (CD), Fly Over/Road over bridge/ Under
Pass (FO/UP), Access Roads/Side Roads (ARSR), Junction (J), Overhead

Structures/Hoardings (OSH) and Land Use (LU). The selected road segment was divided into
200m each to carry out extensive safety assessment of highway environment. All identified
safety parameters and their conditions had been noted in the survey Proforma. Road safety
audit had been conducted for both direction of the divided four-lane National Highway 527 C
in between Km 000.00 and Km 64.200.
10. General Observations and Study Application :-
Horizontal and Vertical Curve details: Design of horizontal curves were checked to ensure
whether adequate super elevation, transition lengths have been provided for chosen radius of
curve and for particular design speed. Vertical curves were checked for minimum curve length
to be adopted for specific change in grade to have adequate sight distances. The horizontal and
vertical curves are designed as per IRC requirements and no major deficiency has been
observed in the design.
Crash Barrier locations: The crash barriers have been provided on embankments whose height
is more than 3.0m, at major and minor bridge approaches and sharp curves. Crash barrier is
not properly connected with bridge concrete crash barrier at many locations. There should be
no gap between Metallic crash barrier and rigid concrete crash barrier. In the approaches of
structures, it should be extended up to the end of approach.
Major Junction Locations: Geometrical improvements at many of the major junctions are not
started due to hindrances and some are in progress. Grading and linking of minor arms to
project road are pending in most of the junctions and are held-up due to one or the other
reason. Lane Marking and installation of high mast lighting on the project road at all junctions
is yet to be completed. Installation of road studs has to be done in all junctions. Object / hazard
markers are to be provided within the channelizing and divisional island facing traffic to warn
the drivers in advance.

Minor Junction Locations: Lane marking, ‘STOP’ line marking, directional arrows, pedestrian
markings etc, have to be done in all the junctions. As per IRC, it is necessary to provide road
hump on minor arms at a distance of 10m from edge of project road to regulate the speed of
vehicles entering the project road. ‘STOP’ signs are to be properly installed on minor arms and
shall be located at a distance of 3m from ‘STOP’ line and aligned perpendicular to face the
oncoming traffic.
Grade separator and Vehicular underpass Locations: Adequate vertical clearances have been
provided under all the flyovers and vehicular underpasses. Geometrical improvement of at-
grade road needs to be taken-up with proper channelizing islands for uninterrupted traffic
movements.
Sign posts, Hazard markers and Road Studs: Speed limit sign boards and informatory sign
boards have to be installed at merging and diverging lanes of service roads, major junctions,
petrol pumps and hospitals. Delineators shall be provided along the edge of longitudinal
curve. It is desirable to provide road studs have to be provided along centre and edge line of
all horizontal curves. Hazard markers shall be provided for channelizing and divisional
islands at all major junctions, median openings, before parapet of CD structures/bridges,
before crash barrier, before vertical posts/columns of over head gantry sign boards resting on
shoulders. All signs are reflectorised type with high intensity retro-reflective sheeting of
encapsulated type has been provided.
Lighting arrangement: Adequate lighting arrangement is in progress on flyovers and on

atgrade roads in town limits. High mast lighting has to be provided at some locations. Lighting
arrangement is also required below slab in vehicular underpasses. All major and minor
junctions of the highway should be facilitated with high mast lighting arrangement for safe
movement of vehicular traffic and pedestrians.
Pavement Marking: Lane marking was completed in majority of road sections. Pedestrian
cross marking at school, hospital, town/village limits, bus bays, VUP and PUP locations shall
have to be carried out for safe movement of pedestrians.

Pedestrian facilities locations: Raised foot path needs to be provided in town and village area
for safety of pedestrians. Raised foot path is in progress at bus bay locations. Pedestrian
guardrail shall be provided at the places where pedestrian activity is high and on raised foot
path on the side of carriageway at bus stops and bus bays for adequate length but not less than
20 m on either side for pedestrian safety.
Bus bay & Truck lay bye locations: Informatory sign boards shall be installed ahead of the bus
bay and truck lay byes. Pavement marking needs to be carried out. Raised pedestrian footpath
needs to be constructed for safety of passengers. Proper transition in carriageway shall be
provided.
Speed regulatory measures at junctions: As per Indian Road Congress specification, it is

necessary to provide road hump with necessary sign boards on minor arms at a distance of
10m from the edge of main carriageway to regulate the speed of vehicles entering the project
road.
Locations of vehicular skidding and surface pounding: There were no locations with
excessive bleeding and corrugations in pavement surface. Median opening/median drains for
efficient drainage of surface water is under construction in super elevated sections. On high
embankments, rain cuts have been observed on the earthen slopes. This needs to be rectified.
Excessive filling in medians have resulted in spilling over of earth on carriageway in some of
the stretches. This needs to be removed by dressing the filled earth to kerb height or even less.
Toll Plaza: Toll plaza with various facilities is still under construction and to be completed.
Proper lanes marking with adequate channelization have to be provided at toll plaza. Lighting
to meet required lux level along with high mast lighting shall be provided as per the
requirements of the project. Proper flaring in carriageway shall be provided. Highway
patrolling: The pavement maintenance agency should provide route patrols round the clock to
assist motorists. The patrol personnel should be adequately trained in traffic management,
road safety and in primary First Aid. The road agency should also provide ambulances having
all facilities of emergency assistance required like stretcher to carry the patient, Emergency
Medicines, oxygen etc. The Concessionaire should have cranes of sufficient capacity having all
requisite arrangements of pulling and lifting of accidental/break down vehicles.

Service Roads: Service Roads are to be constructed in habitant areas which are still to be
completed in the some stretches. Proper flaring at start and end of Service Roads should be
provided before merging or diverging. Road signs should also be installed at all flaring
locations. Proper chevron marking should be provided at start of separator between Main
Highway and Service Road. Hazard Marker shall also be installed at start of divider.
Drainage: Pucca Drain is provided in Urban Areas / Service Roads which is in progress. It is
noted that Gratings are to be provided for outfall of water in the drain. These drain should be
covered to ensure safety of pedestrian.
Median openings: Most of the Median openings have been provided with storage lane for
‘Uturn’ vehicles. ‘STOP’ line and ‘U-turn’ marking has to be taken-up to guide the drivers
properly. No vegetations have to be planted in median (up to 100.0m) to maintain clear sight
distance at median opening locations. Median opening sign boards have been installed in most
of the locations. Arrow marking is still to be done in storage lanes. It is observed that at some
locations of the project stretch, the local people were damaging the median kerbs and using as
unauthorized median openings. These should be restricted and all such openings should be
closed.
CONCLUSIONS:-
Based on the present study of road safety audit for 2 lane national highways the following
conclusions have been drawn: Due to newly upgraded two lane National Highway-527C
between Km 0.000 to Km 64.200, the road standards have been raised suddenly. But other
related factors are not brought to this level such as road user behavior, surrounding prevailing
conditions etc. The road standards are permitting high speeds, but prevailing traffic conditions
are not conducive to such speeds. Earlier the average speed of vehicles was 30-40 Kmph and
now 70-80 Kmph where as design speed is 100 Kmph which is very high. From data
simulation, it found that Road Markings, Condition of Shoulder, Traffic Volume, Spot Speed,
Median Opening and Carriageway condition were main parameters for causing accidents. It
was also seen that slow moving traffics were creating traffic hazards for fast moving traffic as it
always occupied the innermost lane of highway. moving traffic. All undeveloped major and
minor intersections must be developed with adequate lighting provisions as quickly as

possible since maximum accidents were observed on these locations. Pedestrian guardrail
should be provided all along the footpath of service road and at bus stops.

Road Safety Audit

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Road Safety Audit

Uploaded by

Copyright:

Available Formats

[TWO LANING WITH PAVED SHOULDER OF MAJHAULI TO

INCEPTION REPORT CHAROUT SECTION OF NH-527C IN THE STATE OF BIHAR]

ROAD SAFETY AUDIT

ROAD SAFETY AUDIT Page 1

Keywords: Road Safety Audit, Safety Analysis, Two-Lane National Highways.

ROAD SAFETY AUDIT Page 2

2. Road Safety Concern in India

ROAD SAFETY AUDIT Page 3

Source: Ministry Of Road, Transportation & Highways

ROAD SAFETY AUDIT Page 4

4. Site Selection for Study Area

IMAGE -4.1: KEY MAP FOR THE PROJECT ROAD

ROAD SAFETY AUDIT Page 5

IMAGE 4.2: LOCATION MAP OF PROJECT HIGHWAY

5. Salient Features of the Project Road

ROAD SAFETY AUDIT Page 6

II. Major Bridge :-

Span & Viaduct width Of

1 2+092 9 10.25+(6x11)+11.25+9.00 4.25

2 58+330 6 11+10.7+11.4+9+11+11.1 4.3

III. Minor Bridge :-

Span & Viaduct

2 11+890 4 10.7+8.25+9.2+9.75 4.95

3 13+870 4 10.9+11.3+5+10.5+5.25 4.25

4 14+450 3 15.41+15+15.3 7.5

6 30+200 7 5.3 3.25

ROAD SAFETY AUDIT Page 7

Span & Viaduct

7 55+300 5 5x9.2 9.2

8 59+800 13 0.6 3.75

IV. Railway Level Crossing :-

There is one level crossing at Chainage 49+500 at Pupri .

1 0+425 Box 2x3m 10.25

2 0+700 Box 2x3m 10.25

3 1+425 Box 2x3m 11.5

4 1+525 Box 2x3m 10.9

5 2+675 Box 2x3m 6

6 3+020 HPC 3x1m 10.9

7 3+180 Box 3x2m 10.9

8 3+375 Box 2x3m 10.9

9 3+950 Box 2x3m 11

10 4+500 Box 2x3m 11

11 4+740 HPC 4x1m 9.25

12 4+825 Box 2x3m 11.5

ROAD SAFETY AUDIT Page 8

13 4+980 Box 2x3m 11.5

14 5+400 Slab 1x3m 7.3

15 6+350 Box 2x3.1m 11.5

16 6+950 HPC 3xxm 9.5

17 6+980 Box 2x3.15m 11.5

18 7+060 Box 2x3.15m 11.5

19 7+940 Box 2x3.15m 11

20 8+480 Box 2x3m 11

21 8+990 HPC 14x0.9m 6.5

22 9+180 HPC 10x1m 6.5

23 9+450 Box 2x3m 10.9

24 9+615 Box 2x3m 10.9

25 9+850 Box 2x3m 10.9

26 10+060 HPC 5x0.9m 9

27 10+120 Box 2x3m 10.95

28 10+760 Box 1x3m 10.9

29 11+470 Box 2x3m 10.9

30 11+600 Box 4x3.25m 10.9

31 12+560 HPC 2x0.9m 11.2