Guidelines For Road Safety Engineering Part 2 PDF

Guidelines for Road Safety Engineering | Part II 0
Contents
Preface 2 3.2 Side slope improvement 32 5.6 Road studs 63
Introduction 3 3.3 Shoulder sealing 33 5.7 Central hatching 64
Reading guide 4 3.4 Safety barriers 34 5.8 Box junction markings 65
1. Alignment and cross-section 5 3.5 Safety barrier ends 36 5.9 Work-zones 67
1.1 Horizontal realignment 6 3.6 Motorcycle-friendly safety barriers 38 6. Vulnerable road users 68
1.2 Vertical realignment 7 3.7 Crash cushions 39 6.1 Footpath 69
1.3 Duplication 8 3.8 Anti glare systems 40 6.2 Uncontrolled pedestrian
3.9 Vegetation control 41 crossing 70
1.4 Lane widening 9
1.5 Additional lane 10 3.10 On street parallel parking 42 6.3 Signal-controlled pedestrian
crossing 71
1.6 Central turning lane 12 3.11 Street lighting 43
6.4 Raised pedestrian crossing 72
1.8 Service roads 13 3.12 Regulate roadside activity 44
6.5 Pedestrian overpasses/
1.9 One way network 14 4. Speed calming measures 45
underpasses 73
1.10 High friction surfacing 15 4.1 Speed humps 46
6.6 Kerb extension 74
2. Intersections 16 4.2 Speed cushions 48
6.7 Pedestrian refuge island 76
2.1 Channelled intersection 17 4.3 Roadway narrowing 49
6.8 Raised intersection 78
2.2 Segregated left-turn lane 18 4.4 Chicane 50
6.9 Pedestrian areas 79
2.3 Right-turn lane 19 4.5 Gateways 52
6.10 Pedestrian fencing 80
2.4 Signalisation 21 4.6 Linear villages 53
6.11 Bus bays 81
2.5 Roundabout 23 4.7 Zone 30 55
6.12 Bus boarder 83
2.6 Mini roundabout 24 5. Traffic signing and markings 56
6.13 School zone 85
2.7 U-turn 25 5.1 Traffic signs 57
6.14 Cycle lane 86
2.8 Grade separation 27 5.2 Road markings 58
6.15 Motorcycle lane 87
2.9 Railway crossing 28 5.3 Edge rumble strips 59
Bibliography 88
3. Roadside features 29 5.4 Central rumble strips 60
3.1 Clear zone 30 5.5 Transverse rumble strips 61

Preface
The objective of the TA-8990 PAK: Enabling Economic Corridors through Sustainable Transport Sector - Road Safety Component is to assist the
Government of Pakistan (GoP) to establish sustainable national road safety institutions and to build the structures, processes and capacity required at
all levels to achieve long term reductions in road traffic deaths.
The project structure is aligned with the UN Road Safety Pillars and underpinned by the Safe System Approach. Globally, Pillar 2 ‘Safe Roads’ is a key
focus area. Currently road safety, particularly the safety of vulnerable road users, such as motorcycle riders, pedestrians, bicyclists and occupants of 3-
wheeled vehicles is not sufficiently prioritised in road design, construction, improvement and maintenance.
These Road Safety Engineering Guidelines aim to provide a suitable document for practitioners both being engineers in agencies with a responsibility
for road construction and network management and private consultants. The objective is therefore to provide a practical tool that will be used by
managers and engineers responsible for designing, improving, and maintaining all classes of road at all government levels in Pakistan.
The development of Guidelines content and format is being coordinated with two concurrent NHA projects: development of Pakistan Road Design
Guidelines and the introduction of Pakistan International Road Assessment Program to ensure that the three initiatives are integrated.
The overall objective is to support Federal, Provincial and Territory road agencies to deliver safer roads throughout Pakistan.
The Guidelines consist of two main parts as follows:
Part I - General recommendations for safer roads
Methodological document in which, after a brief overview of the main road safety issues affecting Pakistan, a systemic route is defined for
solving problems in a cost-effective perspective.
Reference is made to international best practices such as, for example, the European Directive 2008/96/EC, or road safety engineering
manuals published in the countries historically most reputable in the field of road safety (e.g. UK, Netherland, Ireland, Australia, etc.).
Part II - Catalogue of countermeasures for typical road safety issues
Practical design guide consisting of a sample of forms describing typical cases of infrastructural deficiencies and possible countermeasures.
The catalogue gives brief information, including pictorial representations, of well-known design errors in a readily understood way, will suggest a
range of methods to overcome these and will give an indication of the countermeasure costs and benefits to facilitate prioritisation of the
work.
The catalogue can be used both as a proactive safety tool to ensure the design faults do not arise in the first place, or a reactive safety tool to
assist in designing cost-effective countermeasures where problems already exist on the road network.
The preparation of these Guidelines was assisted by a technical assistance grant financed by the UK Department for international Development
(DFID) and administered by the Asian Development Bank (ADB). The document does not necessarily reflect the views of ADB, DFID or the Government
concerned, and ADB, DFID and the Government cannot be held liable for its contents.

Introduction
This document, complementary to Part 1 - which describes the methodology for effective road infrastructure safety management - contains a
catalogue of countermeasures to the main road safety issues encountered in Pakistan and other countries with similar characteristics.
This catalogue, which does not pretend to be exhaustive, is composed of practical and intuitive information sheets in which each measure is briefly
described. Graphic representations provide detailed information on the layout and dimensions of relevant measures.

Reading guide
Code for easy referencing
Horizontal realignment 1.1
DESCRIPTION TECHNICAL SPECIFICATIONS
Title
Unexpectedly tight horizontal bends can lead to When re-aligning roads designers should check
crashes when drivers try to negotiate them at high that they are not replacing a short section where
speed. the forward view is very restricted with a longer
On narrow roads, vehicles may cross into the path section where the view is only marginally DESCRIPTION: Generic description of
adequate for overtaking, as this might be more
of an approaching vehicle on tight bends, or they
may travel onto shoulders and pedestrian areas. confusing and unsafe than the present situation. the measure, its purpose and its main
Horizontal alignment of a road may be modified Ideally, the forward view on every section of road functional features
to improve safety by increasing bend radius, should be such as to make it either clearly safe to
providing transition bends, removing compound overtake or clearly unsafe to overtake.
bends or improving superelevation. TECHNICAL SPECIFICATIONS:
The horizontal alignment of intersection
approaches may be realigned to improve sight Description of technical elements
distance or to reduce approach speeds and
reinforce priority at the intersection (for example,
useful for the implementation of the
at a Y-junction). measure (dimensions, materials, etc.)
Karakoram Highway, Gilgit-Baltistan IMPACT ON ROAD SAFETY: Description

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES of the benefits of the measure in terms
• Reduced risk of head-on crashes • Involves rebuilding a section of road of improvement of road safety
• Reduced risk of run-off-road crashes • Requires considerable design and construction
• Better traffic flow effort
• May require the purchase of land IMPLEMENTATION ISSUES: Description of
• Includes lane widening, shoulder improvement, the obstacles to the implementation
and delineation treatments
of the measure and critical issues to
be taken into due consideration
WHERE/WHEN TO DO IT BENEFITS REFERENCES
(in terms of crash reduction)
• Mainly in rural areas, on narrow roads
where vehicles can cross into the path of 25-40%
[3] [10] [18] [24] [25]
[35] [36] [45] [46] [48]
REFERENCES: Bibliographic references
approaching vehicle
on which further information on the
• At horizonatal curves with low radius
• At intersection approaches with low sight
COSTS RELATED MEASURES measure can be found
distance [1.2] [1.3] [1.4] [1.8]
G.T. Road, Mian Channu [1.10] [3.3] RELATED MEASURES: List of measures
complementary or alternative to the
measure in question
Pictures showing the WHERE/WHEN TO DO IT: Information on where
implementation of the and when the implementation of the measure is BENEFITS: reduction of crashes
measure (Pakistani cases recommended (information on where/when is expected after implementation of the
are used where not recommended is also provided, if measure (based on literature
appropriate) applicable) research) (sources: [2], [9], [19], [23],
[25], [29], [48])
Motorways and Hilly and
other arterial roads mountainous roads COSTS: brief qualitative evaluation of
Urban and the level of cost of the measure
Rural roads
suburban roads

1. Alignment and cross-section

Horizontal realignment 1.1
Unexpectedly tight horizontal bends can lead to When re-aligning roads designers should check
crashes when drivers try to negotiate them at high that they are not replacing a short section where
speed. the forward view is very restricted with a longer
On narrow roads, vehicles may cross into the path section where the view is only marginally
of an approaching vehicle on tight bends, or they adequate for overtaking, as this might be more
may travel onto shoulders and pedestrian areas. confusing and unsafe than the present situation.
Horizontal alignment of a road may be modified Ideally, the forward view on every section of road
to improve safety by increasing bend radius, should be such as to make it either clearly safe to
providing transition bends, removing compound overtake or clearly unsafe to overtake.
bends or improving superelevation.
The horizontal alignment of intersection
approaches may be realigned to improve sight
distance or to reduce approach speeds and
reinforce priority at the intersection (for example,
at a Y-junction).
Karakoram Highway, Gilgit-Baltistan
IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

• Reduced risk of head-on crashes • Involves rebuilding a section of road
• Reduced risk of run-off-road crashes • Requires considerable design and construction
• Better traffic flow effort
• May require the purchase of land
• Includes lane widening, shoulder improvement,
and delineation treatments

• Mainly in rural areas, on narrow roads [3] [10] [18] [24] [25]
where vehicles can cross into the path of 20-40% [35] [36] [45] [46] [48]
approaching vehicle
• At horizonatal curves with low radius
COSTS RELATED MEASURES
distance [1.2] [1.3] [1.4] [1.8]
G.T. Road, Mian Channu [1.10] [3.3]

Vertical realignment 1.2
A change in the vertical alignment of a road is When re-aligning roads designers should check
often implicated in head-on, intersection and that they are not replacing a short section where
overtaking crashes. the forward view is very restricted with a longer
Vertical road realignment may be used to: section where the view is only marginally
adequate for overtaking, as this might be more
• reduce grade
confusing and unsafe than the present situation.
• increase the radius of a crest for adequate
Ideally, the forward view on every section of road
sight distance (by ‘shaving’ the top off of the
should be such as to make it either clearly safe to
crest)
overtake or clearly unsafe to overtake.
• minimise vertical acceleration changes
• address drainage problems.
Intersection approaches may be realigned
vertically to improve sight distance.

• Reduced risk of head-on, intersection and • Requires a lot of design and construction effort
overtaking crashes • Horizontal and vertical alignments should be
• Reduced risk of vehicle equipment failure considered together
(steep grades) • Poor combinations of vertical and horizontal
• More uniform traffic flow alignment can confuse drivers and lead to
dangerous situations

• Mainly in rural areas, on narrow roads [3] [10] [18] [24] [25]
where vehicles can cross into the path of 10–25% [35] [45] [46] [48]
approaching vehicle
• At vertical curves with low radius
distance [1.1]
Desert Highway, Sindh

Duplication 1.3
The main purpose of duplication is to prevent Implementation of duplication involves creation
and reduce the chances of head-on crashes by of a median between two carriageways.
inserting of a central median barrier or strip of Median width can vary greatly depending on
land (median or central reservation), various factors, such as space availability.
Road duplication involves changing a single Minimum recommended median width should be
carriageway road to a dual carriageway road by 2.5 meters.
building a second separate carriageway, usually
alongside the first.
This is costly and requires a large amount of
space. Because it is so costly, road duplication
projects are often carried out in a staged fashion,
in order to make use of limited road funds.
Duplication is typically only economically viable
at higher traffic flow levels such as on motorways.

• Reduced head-on crashes • This treatment is expensive (consider low cost
• Redirection of turning movements to safer treatments such as a median barrier)
locations • Requires a large amount of land
• Protection for turning traffic • It may be difficult to accept restrictions on
turning movements and pedestrians
• Reduced traffic congestion
• Increase speed
• Potential to increase pedestrian crashes • In urban areas, there may be problems in
connecting separate areas of the city

• On urban or rural roads with high traffic [3] [10] [24] [25] [35]
volumes 25-40%
• Not recommended on roads that pass
through small settlements
[1.1] [1.4]
Indus Highway (N-55)

Lane widening 1.4
The main purpose of lane widening is to reduce On urban arterial roads, lane widths of between
the risk of head-on crashes by giving drivers more 2.75 and 3.75 metres are typically used.
room to get around the bend without crossing Through traffic lanes on rural roads less than 3.0
into the opposing lane. metres wide tend to have higher crash rates, and
Similarly, widening turn lanes can improve safety, a lane width of 3.5 metres is often recommended
especially for larger vehicles. (except where the presence of cyclists means
Widening traffic lanes on straight sections of multi- that wider lanes are needed).
lane roads can reduce sideswipe crashes. It is usually safe for lanes approaching signalised
urban intersections to be narrower than high
speed through lanes on straight road sections.

• Reduced head-on crashes • Can be costly, especially if land must be
• Reduced run-off-road crashes purchased
• Reduced sideswipe crashes • Making lanes wider than 3.6 metres does little to
reduce crashes. A lane that is too wide might
• Improved traffic flow
be used as two lanes and this can increase
sideswipe crashes.
• Increases speed

• Lanes should be widened only when it is [3] [10] [24] [25]
known that the narrow lane width is 10-40%
causing crashes

[1.1] [1.3] [1.5] [1.6]
[2.3] [3.3]
Canal Bank Road, Lahore, Punjab

1.1 CROSS-SECTION Additional lane 1.5/a
The main purpose of additional lanes is to reduce The widening to create space for the extra lane
the number of overtaking crashes when there are can be made in different ways. Important is that
not many opportunities to overtake, either the traffic is kept in the through lane and that the
because of the restricted visibility or the high extra lane is used for overtaking only.
volume of traffic coming in the opposite direction. At the end of the additional lane, the correct
Under such circumstances drivers may become principle is for fast moving traffic to be slowed
frustrated and decide to take the risk of a down and made to merge with slow traffic rather
hazardous overtaking that can sometimes lead to than the other way around, otherwise fast traffic
frontal collisions with vehicles moving in the will be pushed into the oncoming traffic. The fast
opposite direction. traffic has therefore to merge into the slow traffic
Additional lanes are also used in the case of after passing. This has to be clearly clarified by
steep longitudinal slopes, which lead especially signing and marking.
heavy trucks to slow down significantly. In such The start and end points must be designed
cases we often refer to ‘climbing lanes’. carefully (e.g. sight distance must be suitable for
the speed of traffic).

• Reduces risk of overtaking crashes • They should not be installed at sites which
• Improves traffic flows include significant intersections or many access
points
• Vehicles travelling in the opposite direction to
the overtaking lane must be discouraged from
also using this lane: physical barriers may be
required

• Additional lanes are generally used on [3] [10] [24] [25] [35]
arterial roads with high traffic volumes,
where there is a mixture of slow and
20-30% [46]
faster moving vehicles.
[1.4]

Additional lane 1.5/b

CROSS-SECTION Central turning lane 1.6
The main purpose of dedicated central turning The central turning lane generally is the result of a
lanes is to allow vehicles to slow down to right turn conversion of an undivided roadway to a cross-
without affecting the flow of through traffic. This section with fewer or narrower through motor
reduces the risk of rear-end crashes. vehicle travel lanes. The most common
Turning lanes also provide a safe place for turning application is the conversion of an undivided
drivers to wait for a gap in the opposing traffic. four-lane roadway to a three-lane roadway
This reduces the risk of a crash between the consisting of two through lanes and a centre two-
turning vehicle and opposing through vehicles. way left-turn lane. The possible reduction in the
number of lanes permits the inclusion of facilities
for other uses, such as bicycle lanes, sidewalks,
pedestrian refuge islands, transit uses, and on-
street parking.
Turning lanes must have a good sight distance
and be clearly delineated by signing, markings
and traffic islands.
Appropriate pedestrian protection (refugee
island in the median) should be used in areas with
pedestrian activity.

• Reduces rear-end and right-turn crashes • Should not be used at intersections
• Opportunity to install pedestrian refuge islands • Appropriate pedestrian protection should be
• Reduction in speed used in areas with pedestrian activity
• Can encourage dangerous overtaking if there
are not traffic islands
• Cross-section transitions are key to safety
benefits

• Urban areas with closely spaced access [25]
points
10-25%
• Most common on a four lane-section;
can be applied on a wide two-lane
section COSTS RELATED MEASURES
• Not recommended in rural areas [1.4] [2.3] [5.7]

Service roads 1.8
CROSS-SECTION
Service roads run parallel to a main road. The The need for a service road is determined by the
main purpose is to segregate property access frequency of property access points. If such
points (in particular where there is a high density) points would interrupt the road edge at frequent
and parking from the main carriageway. intervals, a service lane is advisable.
One-way service roads are much preferred to
This will have the effect of decreasing the number two-way service roads. Two-way service roads at
of events a driver must respond to while driving busy intersections complicate crossing and
along a particular road. It also provides turning movements. Two-way service roads may
opportunities for controlling the vehicle also be appropriate for sub-urban areas where
movements with turning lanes, traffic islands or points of access to the through facility are
traffic signals. They also reduce interruptions in infrequent, where only one frontage road is
cycle tracks and can also serve as pedestrian- provided, or where roads or streets connecting
priority shared spaces. with the service roads are widely spaced.
A one-way service road should be 3.0 m wide (3.5
Service roads can increase the mobility function m if it is travelled by bus routes), while a two-way
of the main carriageway while also maintaining should be at least 5.5 m wide (6.5 m if it is
livability for non-motorised road users. With travelled by bus routes)
reduced speeds because of traffic calming, These widths does not include the parking lane(s),
service lanes can function as slow shared spaces. if any.
Islamabad

• Reduce the number of conflict points along a • Require large amounts of space
route • Points of connection with the main road must
be carefully designed
• Can be used by local traffic and vulnerable
• Parking and other potential visual obstructions
road users as an alternative to the main road should be carefully controlled where service
• Safer loading/unloading of commercial roads re-join the main road
vehicles • Two-way service roads lead to increased
• Reduce traffic friction and improve flow on the confusion and glare issues with headlights when
main road narrow outer separators are used

• Urban and sub-urban locations with high [3] [10] [25] [26]
density of access points
20-40%
• Not recommended on relatively high-
speed arterial roads with multiple
intersections (along cross streets, the COSTS RELATED MEASURES
various through and turning movements [1.1] [1.2] [3.12] [6.14]
at several closely spaced intersections
[6.15]
may greatly increase crash potential)

One way network 1.9
By removing one direction of traffic from a Main technical changes are related to rebuilding
network, the risk of crashes can be reduced. traffic signals, repainting line marking, replacing
This can be achieved through a reduction in and adding signage, etc.
conflict points at intersections, and may make These changes affect the entire network to be
pedestrian crossing movements easier with more made “one way” and also surrounding areas to
orderly gaps in traffic. direct traffic flows and inform road users.
One-way traffic systems are often used to replace Traffic simulations may be required to assess the
'grid' street patterns to one way network performance.
• reduce congestion problems in city centres
• create access-only streets (usually for access
to residential uses).
Drivers may become used to the lack of opposing
traffic and increase their speed.
One-way networks can be confusing for non-
locals and increase travel distances.

• Reduced pedestrian crashes (pedestrians only • Speeds can increase and traffic calming
need to look for traffic in one direction, and measures may be required (especially if the
there are more orderly gaps in traffic) lanes are wide)
• Reduced head-on and intersection crashes • Traffic circulation in the area surrounding the
• Can allow better traffic signal timing. network must be considered
• It can be costly as it may involve rebuilding
traffic signals, repainting line marking and
replacing and adding signage

• In urban areas, on major roads with high [25] [30]
traffic volumes and high pedestrian 25-40%
concentration

[5.1]

High friction surfacing 1.10
High friction surfacing is a durable and long- High friction surfacing involves the application of
lasting pavement treatment that provides a very high-quality aggregate to the pavement
resilient and long-term solution at locations where using a polymer binder to restore and/or maintain
pavement friction at existing or potentially high
insufficient friction is a contributing factor in
crash areas. The higher pavement friction helps
crashes, i.e. reduction in pavement friction during motorists maintain better control in both dry and
wet conditions and/or high friction demand due wet driving conditions.
to vehicle speed and/or roadway geometrics.
The available high friction surfacing products use
aggregates that are polish- and abrasion-resistant
and reduce hydroplaning on wet surfaces.
The expected lifecycle of high friction surfacing is
between 5 to 10 years.
Systems should only be installed on surfaces which
are dry, hard and sound, and free from dust, oil,
excess bitumen or other contaminants that may
cause lack of adhesion. Surfaces not suitable for
treatment include slurry surfacing, micro-
surfacing, fatted and multilayer surface dressings
and surface dressings over soft or unsound bases.

• Reduces crashes, injuries, and fatalities at • High friction surfacing is expensive
location where insufficient friction is a risk factor • Weather conditions during construction of
bituminous surface courses can affect the
laying operation and subsequent performance
• Occasion cracking which extends into the
wearing course can be induced by the
application of high friction surfacing

• Urban or rural sharp horizontal curve [24] [36]
locations 20-50%
• Sections at or near steep grades
• Approaches to signal controlled COSTS RELATED MEASURES
junctions, to roundabouts and pedestrian
crossings subject to a heavy flow of [1.1] [1.4] [2.1] [2.4]
vehicles

2. Intersections

INTERSECTIONS Channelled intersection 2.1
The safety and efficiency of junctions is Lanes must be marked with directional arrows on
dependent on being able to manage and the pavement. The median lane should not less
control the vehicle paths and the conflicts. The than 3.0 m wide. Left turns and right turns lanes
main purpose of a channelled intersection is to should be at least 2.7 m wide (but if there are
provide positive guidance to the driver on how to buses and/or trucks at least 3 m are
negotiate the junction, thus reducing confusion recommended).
and separating conflict points. Islands are generally either narrow and elongated
Channelization is the use of road markings, safety or triangular in shape. The size differs as governed
islands and traffic equipment to guide vehicles by site conditions.
along the safest path through a junction. This Kerbed islands should be used in built-up areas
helps control speeds, simplifies the driving task, with street lighting, as these give the most positive
and reduces confusion. control and provide protection for pedestrians.
Islands can also be used in unlit roads (if the
expected speed is not higher than 70 km/h), but it
is advisable to adopt flush kurbs and road studs
highlighting the edge.
If the expected speed is high, it is advisable to use
Islamabad only markings and road studs.

• Reduces intersection crashes • Crash and casualty severity depend on the
• Reduces speed speed of cars (legal speed in the area of the
intersection should at maximum be 70 km/h)
• Awareness of the intersection is increased
• Median islands (if used) can create a refuge for
pedestrians crossing the road, thus reducing
the likelihood of pedestrian/vehicle crashes

• Rural and urban intersection poorly [3] [10] [36] [46] [48]
designed or with dangerous manoeuvres
20-40%

[1.10] [2.2] [2.3] [2.4]
Jail Road, Lahore

INTERSECTIONS Segregated left-turn lane 2.2
A segregated left turn lane is a dedicated lane, Diverge lanes should be long enough to allow a
commencing on the approach to the junction, vehicle time to stop within it (clear of through-
which is segregated from the main carriageway traffic).
and allows traffic to turn left without using the The lane width should be no less than 3 m.
intersection area.
The turning radius shall take into account the
The main purpose is to provide space for traffic requirements of buses and trucks.
turning left out of the path of through traffic, thus
Islands can be used as refuges between lanes for
reducing conflicts.
pedestrian crossings.
It can be both signalised or un-signalised.
It is also applicable to a roundabout.

• Reduces loss of control while turning crashes • It may be necessary to lengthen diverge lanes
• Reduces severity of crashes throughout the to fit longer traffic queues
intersection • Accesses shall not be located within the lane
• Improves overall capacity of the intersection • Installing diverge lanes can increase the width
of the intersection and cause problems for
pedestrians trying to cross

• Urban and rural intersection [3] [10] [24] [25] [36]
• Roundabouts 10-30% [38] [46]

[2.1] [2.4] [2.5]
Islamabad

INTERSECTIONS Right-turn lane 2.3/a
A right-turn lane is a non-continuous traffic lane Painted turn lanes must be clearly delineated and
on the approach to an intersection/junction have good sight distance. In any case, it is
designed to provide for storage of vehicles that preferable that they are protected by raised
are stopped and waiting for the opportunity to traffic islands (in rural areas flush kerbs are
complete a turn. preferable).
The main purpose is therefore to provide space The traffic islands on the main road shall (i) favour
for traffic turning across the intersection out of the the guidance of the vehicles (to obtain an
path of through traffic, reducing turning conflicts. optimal trajectory), in particular for right turns
They also protect vehicles waiting to turn from (from the secondary road to the main road or
those coming from the back. vice versa), and (ii) not be on the trajectories of
the vehicles on the secondary road going straight
It can be both signalised or un-signalised. or turning right.
Turn lanes should be long enough to allow a
vehicle time to stop within it (minimum straight
length 20 m + 10 m of turning taper length). The
lane width should be no less than 3 m.
In case of unlit intersections it is recommended to
mark the islands with road studs.

• Reduces crashes between turning vehicles and • Their performance deteriorates significantly in
oncoming through-traffic the absence of a raised island (i.e. with only a
• Reduces rear-end crashes painted island)
• Reduces severity of crashes throughout the • Increases the crossing width for users coming
intersection from the secondary road
• Performs a ‘road diet’ function, helping to • If a turn lane is too long, through drivers may
reduce speed enter the lane by mistake (painted arrows are
advisable)

• Urban and rural intersection (especially [3] [10] [18] [24] [25]
for T-junctions)
30-40% [35] [36] [38] [46] [48]

[1.6] [2.1]

Right-turn lane 2.3/b

INTERSECTIONS Signalisation 2.4
The main purpose of traffic signals is to stop Signals can be set to change according to fixed
conflicting flows of traffic entering the intersection times, or they can be activated according to
at the same time. traffic demands. It is also possible to link a network
They are power operated traffic control devices of signalised intersections together to provide
displaying lights by which traffic is directed to control of the road network as a whole.
take specific actions. Using a separate signal phase to control each
Traffic signals should accomplish the following turning manoeuvre is much safer than letting
objectives: to provide for safe and orderly drivers judge when to turn right against oncoming
movement of road users, to increase the handling traffic.
efficiency of a junction, to reduce overall delay, In case of multiple-lane roads, it is advisable to
to meet the needs of vulnerable road users, to install high-level signals mounted on mast-arms or
facilitate the needs of public transport, and to overhead gantries.
promote driving comfort and convenience by LED signals should be used for all new installations
simplifying decision making at complex because they are brighter than conventional
intersections. filament lamps, have a longer life, use less energy,
require less maintenance, and are safer because
of their reliability.

• Reduces frequency and severity of crashes • Signals at intersections with low traffic flows are
• Reduces certain types of crashes (especially likely to be disobeyed
right-angle crashes) • Well designed traffic signals sometimes increase
• Improves pedestrian and cyclist safety specific crash types (e.g. rear-end crashes)
• Need continuous power and maintenance
• Signalised intersections should be lit

• Intersections with entering speed lower (in terms of crash reduction)
[10] [18] [24] [25] [30]
than 80 km/h
15-30% [36] [41] [46]

[1.10] [2.1] [2.2] [6.3]

INTERSECTIONS Roundabout 2.5/a
A roundabout is a one-way roadway around a Roundabouts limit traffic speed if the geometry
circular central island. When properly designed, prevents vehicles from exceeding 50km/h. This
this is one of the safest forms of junction. requires a large centre island (at least 4 m in
The main purpose of roundabouts is to simplify diameter) and islands in each arms that deflect
the conflict associated with right turns, which are the alignment to require all vehicles to slow down
a major cause of intersection crashes. before entering.
Vehicles entering the roundabout give way to High painted kerbs around the island reduce the
those that are already circulating. Each entry risk of it being run into.
must be provided with 'give-way' markings and In small intersections the roundabout itself as well
signs. as the islands in the centre of the arms may be
constructed with truck aprons that are
In unsignalized intersections, a roundabout can
surmountable by trucks and buses. Such a design
improve safety by consolidating intersection
movements and reducing speeds. accommodates the larger turning radius of heavy
vehicles while maintaining a smaller turning radius
The crash rate is typically one third that of cross- for other vehicles.
roads or T-junctions and they are usually safer
Pedestrians never need to enter the circle of
than traffic signals.
traffic. Clearly marked crosswalks must be put on
each arm. Splitter islands allow pedestrians to
cross one direction of traffic at a time.

• Moderates speed and reduces crash severity • Solid structures should not be located on the
• Facilitates a significant change in road central island
standard (e.g. from dual to single • Roundabouts make pedestrian paths longer,
carriageways) bringing pedestrians to ‘cut’ unsafely the ring
• Emphasises the transition from a rural to an • Risk can be present for cyclists and other slow
urban or suburban environment vehicles, such as animal drawn vehicles
• Allows U-turns
• Facilitates heavy right turn flows

• Urban and suburban junctions
[3] [10] [15] [18] [22]
• Not recommended in case of heavy
traffic (frustrated drivers waiting on 50-80% [24] [25] [36] [38] [46]
roundabout approaches may lead to
risky manoeuvres) COSTS RELATED MEASURES
• Not recommended on a high-speed rural
highway (it is against driver expectancy [2.2] [2.6]
and can become a safety hazard)

Roundabout 2.5/b

INTERSECTIONS Mini roundabout 2.6
A mini roundabout is a type or form of junction The inscribed circle diameter is generally 28 m or
control at which vehicles circulate around a small less. The central island should have diameter
central circular island. between 3 and 5 m.
Like a conventional roundabout, vehicles The central road marking can be either flush or
entering the junction must give way to vehicles slightly raised as a dome (no more than 125 mm),
approaching from the right, circulating the in order that it can be driven over by larger
central island. vehicles that are physically incapable of
The main purpose is to improve the operation of manoeuvring around it. The dome is also raised to
an existing junction, as a crash remedial measure discourage vehicles from driving over the central
or as part of a traffic calming scheme. island.

• Reduces conflicts at an existing junctions • Vehicles may drive over the central island and
thereby travel through the roundabout in a
straight line
• May require land acquisition

• Urban and suburban intersections of [15] [16] [22] [24] [30]
lower speed (lower than 40 km/h) and
low entering traffic volume
40-45%
• Only to improve existing junctions
(preferably 3-leg intersections) COSTS RELATED MEASURES
[2.5] [4.7]

U-turn 2.7/a
The main purpose of this measure is to improve Different type of measures can be used.
the safety of U-turns manoeuvres. The best solution is always to have a median large
enough to accommodate U-turning heavy
In fact, median gaps on dual carriageways allow vehicles.
U-turns, but, if poorly designed, they can expose
If the median is not wide enough it is advisable to
turning vehicles to danger from high speed widen it locally. However the carriageways must
vehicles. not be altered both in terms of number of lanes
Crashes mainly occur because of the conflict and in width.
between the slow manoeuvre of a wide turn and An alternative (only if traffic is not high) is to
fast approaching vehicles from the other provide a bay on the outside of the carriageway
direction and from behind (if there is no to allow longer vehicles to complete the right
protected lane from which to make the U-turn). turn.
U-turn lanes shall be always provided with
appropriate deceleration and storage lengths. If
this is not possible, only in urban areas, it is possible
to create U-turns - only for cars - in which there is
only the deceleration lane (cars then wait at a
stop line the best time to turn right).
U-turns shall not be too closely spaced (at least 2
Faisalabad, Canal Expressway, Faisalabad, Punjab
km in rural areas).

• Compared to a junction, reduces conflict • Requires roads with a fairly wide median strip to
points work properly
• U-turns made on roads with narrow median
pose a problem at the turning of heavy vehicles

• Divided roads (but on motorways should [3] [10] [46] [48]
only be permitted at interchanges)
5-35%
• Away from intersections or accesses
(users would be incited to cross the
carriageway to turn right) COSTS RELATED MEASURES
• Only where intersection sight distance [2.8]
can be provided
Jail Road, Lahore, Punjab

U-turn 2.7/b

INTERSECTIONS Grade separation 2.8
The main purpose of grade separation is making A range of design options should be considered
a free-flowing junction where turning movements before a layout is chosen. Common types of
are completed at different levels by the mean of interchanges are trumpet, diamond, and
overpasses or interchanges. cloverleaf.
Grade separated intersections are provided with
An interchange allows traffic to move between acceleration lanes and deceleration lanes, both
two or more roads which are grade separated. placed parallel the mainline carriageway to
Interchanges vary from simple arrangements with encourage merging/diverging at low relative
ramps and intersections at the minor road to speed.
complex layouts where two or more arterial roads The length of the acceleration lane is determined
(major highways or motorways) connect. by time required for drivers to accelerate to the
speed of the preferential flow and maneuvering
time to merge in the flow.
The length of the deceleration lane is based on
the difference in the speed of traffic of the
combined flow and the speed at which drivers
negotiate the critical diverging channel curve, as
well as the deceleration practices of drivers.
These deceleration lane lengths are based on the
assumed performance of vehicles.

• Reduction in intersection crash types • An interchange should allow bicycle and
• Improved traffic flow pedestrian traffic to pass through the area
(especially in urban areas)
• Simplifies potentially complex movements
typical at 'T' and 'X' intersections • Adding on-ramps and off-ramps to a highway
can increase high speed weaving and merging
crashes

• Overpasses and interchanges are very [3] [10] [24] [25] [45]
costly and are usually built as part of an 50-60% [46]
arterial road system where large traffic
flows justify the cost
• Occasionally, interchanges and COSTS RELATED MEASURES
overpasses are built on busy urban [2.7] [2.9]
highways when justified by road safety
Ghazi Road interchange, Lahore, Punjab and traffic flow improvements

Railway crossing 2.9
The main purpose of a railway crossing is to Active traffic control systems for level crossing
separate vehicle flows from railway currents. warn road users of approaching trains. This
It can be at-grade level or grade separated. warning consists of flashing lights and sounds
(combined with static controls such a signs and
A level crossing is a crossing on one level, without
pavement markings) which are triggered by a
recourse to a bridge or tunnel, of a railway line.
train.
Level crossings can be controlled through either
Another level of active control is achieved by
‘passive' or ‘active' systems.
placing a barrier between vehicles or pedestrians
Passive control systems provide warnings through and trains through electro-mechanical devices
signs and line markings (i.e. ‘open’ or such as pedestrian gates, vehicle boom barriers,
‘uncontrolled’ level crossings). used in combination with other active and
They do not react to the presence of an passive controls.
approaching train thus representing a significant Grade separated crossings are the safest form of
safety hazard to both road and rail users and are railway crossing but it is a very expensive option
not recommended in any circumstance. which involves building either an overpass or
underpass to separate the train tracks and the
road.

• Upgrading level crossings from passive to active • Active control systems do not prevent all
control, or grade separating a crossing can crashes: some drivers enter a crossing despite
dramatically reduce crashes being warned that a train is coming
• Coordinating road intersection signals and • Rail crossing upgrades are expensive; warning
active rail crossing signals can reduce crashes signage changes can be made at low cost, but
by preventing queuing across tracks have limited effectiveness
• Some level crossing upgrades improve traffic
flow near the crossing

• Level crossings should be included at [3] [10] [25] [46] [48]
every intersection between a road and a 60-80%
railway line
• In case of motorways, grade separated
crossings should be adopted COSTS RELATED MEASURES
[2.8] [5.8]

3. Roadside features

ROADSIDE FEATURES Clear zone 3.1/a
A clear zone is the area beside a road (measured The clear zone width for any road is determined
at right angles from the edge line or the edge of by a process that considers a range of four key
the nearest traffic lane) that needs to be kept factors: operating speed, traffic volume, curve
free of fixed roadside hazards to give an radius of the road, steepness of the side slope.
opportunity for drivers of errant vehicles to Generally it ranges from 2.5 m (for low-traffic and
recover. low-speed roads) to 13/15 m (for high-traffic
Roadside hazards include trees, rock outcrops, motorways).
utility poles, sign and lighting posts and supports, Where roadside hazards cannot be removed,
abutments, drainage features, etc.. consideration should be given to their relocation
A road with a well-designed clear zone is called (outside the clear zone) or alteration to make
‘forgiving’, i.e. it is a road that forgives possible them non-hazardous in the event of a collision.
mistakes of users. Alteration includes covering drains with drivable
covers, replacing rigid posts with frangible
(breakaway) posts, flattening side slopes, or
installing drivable end walls at driveway crossings.

• Reduced severity of run-off crashes • Where it is not possible to provide a clear zone,
• Reduced road furniture repair costs associated a safety barrier should be installed
with crash damage • Reducing vehicle speeds is an alternative
• Can improve sight distance solution in case other options are practicable

• Locations with roadside hazards [1] [3] [6] [7] [10] [18]
25-40% [25] [28] [36] [40] [46]

[3.2] [3.3] [3.4] [3.6]
[3.9]
Miram Shah

Clear zone 3.3/b

ROADSIDE FEATURES Side slope improvement 3.2
The main purpose of side slope improvement is to Slopes should be designed as flat as is
reduce the likelihood of a vehicle rollover in run- reasonable. Slope features design are as follows:
off road/loss of control crashes and in order to • A slope which is between 3:1 and 4:1 is
limit the severity of these types of crashes. considered traversable, but not recoverable.
Side slope is a road cross section element. More Since a high percentage of vehicles will reach
specifically, it is the graded area immediately the toe of these slopes, the recovery area
adjacent to the graded roadway shoulder and should be extended beyond the toe of slope.
side slope toe or ditch. • On falling gradients of 3:1 or steeper, the
Generally flatter side slopes are safer. danger of a vehicle rolling over increases
A side slope is considered to be traversable if an significantly. Where such gradients cannot be
errant vehicle can recover and return to the avoided a safety barrier may be needed
roadway while keeping all wheels in contact with (according to the combination
the ground. gradient/height).
• It is desirable to round the top of slopes so an
encroaching vehicle remains in contact with
the ground. Likewise, the toe of slopes should
be rounded to prevent vehicles from nosing
into the ground.

• Flatter slopes provide better recovery for errant • The improvement of side slope can mean an
vehicles that may run off the road extra land use and, in case of high slope,
substantial ground movements
• The provision of traversable side slope may
require the removal of native flora, which can
result in erosion, sedimentation of waterways
and removal of animal habitats

• Roads, generally rural, on not excessively
[1] [3] [7] [10] [18] [25]
high embankment (implementation on
high embankments would require land 10-20% [28] [40] [46]
occupations and ground movements
often unsustainable) COSTS RELATED MEASURES
[3.1] [3.4]

Shoulder sealing 3.3
ROADSIDE FEATURES
The main purpose of shoulder sealing is to provide In order to get the full safety benefits the shoulder
greater recovery and manoeuvring space, as must have a smooth surface that is level with the
well as space for vulnerable road users. Shoulder carriageway surface (no edge drop), and be
sealing helps drivers to avoid collisions, recover separated from the carriageway by an edge line.
control, and be somewhere safe to slow down The width of the shoulder varies according to the
and stop. type of road in line with the design standards
A sealed road surface provides the best grip for adopted.
tyres. When a vehicle leaves the road, and The pavement should have the same skid
especially when this happens at high speed, resistance as the main carriageway. Otherwise, a
stopping and/or steering the vehicle back onto vehicle braking abruptly with one or two wheels
the road will be easier if the vehicle tyres are able on the shoulder would be difficult to control.
to grip the shoulder surface.
Various studies have shown that sealed shoulders
Sealed shoulders provide also a safe cycling can be cost-effective at quite low traffic volumes
space, and can be marked as bicycle lanes. - such as 2,000 AADT.
Road Faisalabad – Multan, Punjab

• Reduce run-off-road and head-on crashes • Shoulders that are too wide create a hazard if
• Wider shoulders allow vehicles to pull off the they are used as an additional lane
road in emergency situations and have • Shoulder widening and shoulder sealing can be
clearance from through traffic (however done at the same time to reduce costs
crashes can occur when vehicles attempt to • Edge lining can be improved at the time of
re-join the traffic lane) upgrading the shoulder (especially when
sealing)

• Arterial and collector roads (in terms of crash reduction)
[3] [18] [25] [28] [35]
20-50% [36]

[1.1] [1.2] [1.4] [3.1]
[5.3]
Road Bahawalpur – Hasilpur, Punjab

Safety barriers 3.4/a
ROADSIDE FEATURES
The main purpose of the safety barriers is to stop Barriers should be located so as to minimize high
‘out of control' vehicles from leaving the road impact angles and should also allow space for
and hitting roadside hazards, including slopes, or vehicles to pull off the traffic lane.
vehicles travelling into opposing traffic lanes. The length of barrier required to effectively shield
They are designed to redirect the vehicle, but a hazard from errant vehicle impacts (‘length of
since barriers themselves can be a danger to need’) includes the length of effective barrier
motorists, they should only be used if impacting required in advance of the hazard to intercept
the barrier will result in less severe consequences errant vehicles plus the length of barrier adjacent
for a motorist than impacting what is behind the to the hazard. The length must in any case
barrier. exceed the minimum provided by the
The three main groups of safety barriers are: manufacturer for it to function properly.
flexible barriers, semirigid barriers (W-beam Safety barriers shall be tested and certified
guardrail, box beam, and three beam) and rigid according internationally recognized standards
barriers (made of reinforced concrete). Decisions (e.g. EN 1317, US MASH, etc.). The containment
about what type of barrier is to be used should be class shall be chosen according to traffic speed
based on several factors including traffic volume, and vehicle mix.
traffic speed, vehicle mix, road alignment, crash
history, and installation and maintenance costs.
Aziz Chowk interchange, Gujranwala, Punjab

• If properly designed, installed and maintained, • Common barriers can be not appropriate to
barriers reduce the severity of crashes involving retain vehicles with high center of gravity (the
‘out of control' vehicles choice must take into account the traffic mix)
• May be a hazard to motorcyclists (‘motorcycle-
friendly’ solutions can be implemented)
• The end points (terminals) of barriers can be
dangerous if not properly designed,
constructed and maintained

• Locations where existing roadside [1] [3] [6] [7] [10] [18]
hazards cannot be removed or altered
20-60% [25] [28] [40] [42] [46]
• Median barriers need be used on arterial
roads (urban and rural) with speeds of 80
km/h or higher, where direction of travel COSTS RELATED MEASURES
is to be separated in such a way that
[3.1] [3.2] [3.5] [3.6]
vehicles cannot hit each other head on
Liyari Expressway, Karachi, Sindh [3.7] [3.8] [3.9]

Safety barriers 3.4/b

ROADSIDE FEATURES Safety barrier ends 3.5/a
Blunt ends of safety barriers (‘fish-tails’) are well- Safety barrier ends must not be shaped in such a
known hazards, but also ramped ends of way that they could cause serious personal injury
guardrails parallel to the road can easily cause a upon impact (surfaces must be smooth). Terminals
vehicle vault or rollover and hence lead to more should curve outwards (i.e. flared) and, where
severe consequences. applicable, anchored at full height to the
Crash tests show that an impacting vehicle will roadside terrain.
come to a sudden stop if it strikes the end of the A more effective alternative is to use energy-
barrier. The barrier may also penetrate the absorbing terminals. They shall be approved
vehicle, sometimes as far as the passenger according to EN 1317-4:2001 or comparable
compartment. standards (adequate performance class must be
Energy absorbing end treatments or flared chosen according to the speed level of the road).
terminals are therefore recommended. The safety barrier manufacturer’s
Transitions between different types of barriers shall recommendations shall be followed to achieve
be also designed so that there are no abrupt adequate anchoring of the terminal..
changes in the safety performance between two
adjacent different barrier types.

• Allows the correct absorption of impact by the • Safety barrier terminals must not have parts that
impacting vehicle without further worsening the extend further into the road than the original
consequences of the crash barrier alignment
• Terminal ends must be replaced after every
crash

• Terminal treatments shall be applied to all [1] [6] [7] [28] [35] [42]
installed barriers
N/A [46]
• The type of terminal used will depend on
the type of barrier and its location
[3.4] [3.7]

Safety barrier ends 3.5/b

Motorcycle-friendly safety barriers 3.6
ROADSIDE FEATURES
Roadside safety barriers are constructed mainly Current methods of achieving motorcycle-friendly
to protect car occupants and provide relatively safety barriers fall into one of three categories:
little protection for motorcyclists. secondary rail systems, protection for support
Research in Australia has shown that when a posts or barriers designed with motorcyclist safety
motorcyclist loses command of his vehicle the incorporated.
probability of him getting killed doubles in case of Secondary rail systems are metal rails or plastic
crashing into a safety barrier system. tubes that fit below the existing barrier, preventing
The problem is that the motorcyclist usually falls riders from sliding under the horizontal beams and
off the bike during the crash. Typically, collisions offering protection from the metal support posts.
with the posts of barriers are a main injury factor, Unlike the secondary rail systems that use
when the rider slides into the restraint system. continuous protection along the length of the
Another problem is that motorcyclists can slide barrier, impact attenuators cover individual
through the barrier and crash into a hazardous support posts.
object behind (e.g. tree or steep slope). Finally, traditional I-shaped posts can be replaced
Safety treatments are so-called 'under-riders', with large, thin-walled S-shaped (or Z-shaped)
which are mounted at the bottom of the barrier versions with rounded edges. Where traditional
and prevent the motorcyclist from passing posts can cause severe injuries, these designs
through the barrier, as well as being a shield have been shown to result in bruising when tested
against posts and edges. under comparable conditions.

• If properly designed, installed and maintained, • Any ‘under-rider’ applied to a safety barrier will
barriers should reduce the severity of crashes modify its behaviour (under special
involving ‘out of control’ motorcycles circumstances, they could decrease the overall
safety outcome of the protection system)
• Could be not yet available on developing
countries

• On rural roads on locations where [1] [10] [20] [28] [42]
motorcycle crashes are concentrated or
most likely N/A
• Primarily along the outer edges of the
most dangerous bends COSTS RELATED MEASURES
• May be newly installed or fitted on [3.1] [3.4]
existing barriers

ROADSIDE FEATURES Crash cushions 3.7
Crash cushions (or impact attenuators) are Crash cushions are selected on the basis of
restraint systems that are used to reduce the certain performance requirements.
consequences of crashes with point obstacles. These performance requirements comprise: crash
They are primarily installed in front of hazardous cushion’s performance level, crash cushion’s
roadside obstacles that lie within the safety zone performance in a side impact (redirective or non-
and cannot be moved or protected in a redirective crash cushion), test vehicle’s trajectory
satisfactory way with safety barriers. after impact (vehicle redirection class), crash
Such roadside obstacles include the ends of cushion’s permanent lateral displacement after
retaining walls, abutments, bridge piers, the the impact (displacement class), risk of injury to
beginning of concrete safety barriers (especially drivers and passengers on collision (impact
in medians), large sign columns/sign gantries, severity class).
tunnel portals and blunt walls in tunnels, concrete Crash cushions should comply with EN 1317-3:2010
buffers at toll stations, blunt walls or concrete or comparable standards.
barriers at exit ramps etc.
In limited cases, low-cost impact attenuators
The main purpose of crash cushion is decelerate systems (e.g. sand barrels) can be implemented.
an impacting vehicle in a controlled and
satisfactory manner or contribute to redirecting
the vehicle past the hazard in the same way as a
safety barrier.

• Crash cushions are not primarily intended to • Crash cushions are primarily constructed for
prevent accidents from occurring, but to impacts involving passenger cars. Large
reduce the extent of the damage when an vehicles will be slowed down, but not
accident has occurred sufficiently fully to secure the safety of these
vehicles
• Nonetheless, it is possible that crash cushions
affect the number of accidents • Crash cushions must be installed in such a way
that they do not obstruct visibility or give a
misleading impression of the road alignment

• In front of point obstacles located within [1] [3] [7] [28] [42] [46]
the clear zone along high-speed roads
(e.g. motorways) 20-50%

[3.4] [3.5]

Anti glare systems 3.8
Anti-glare screen systems protect the vehicle The height of anti-glare systems is generally in the
driver against glare emanating from light sources order of 1,400 mm above the pavement. The
coming from opposite traffic or from adjacent width of anti-glare screen is in the range of 80 to
industrial facilities, office buildings or sports 250mm at a spacing of 0.5 m to 1.0 m.
grounds. Anti-glare screens should be able to shield
Anti-glare screen systems act passive in general, opposing traffic headlamps at an angle not less
according to the safety barrier substructure. The than 8 degrees. On horizontal and vertical curves,
systems don’t have any sharp edges that might the minimum angle should be increased to the
lead to damages or injuries. range of 8 to 15 degrees.
They can be provided in the form of metal net or Anti-glare facilities on curves should not result in
plastic plates. unacceptable forward visibility required for the
A similar effect can be obtained using concrete prevailing operating speeds of traffic. Otherwise,
safety barriers of 1,300 mm to 1,400 mm in height. the median has to be widened to provide the
required visibility.
Anti-glare screens or nets should not be made of
reflective materials. They may be mounted onto
safety barriers without compromising their normal
safety function.

• Reduced crash risk due to glare emanating • May lead to an increase in vehicle operating
from light sources speeds
• At intersection median openings and
pedestrian crossings (if any), anti-glare facilities
can worsen the visibility
• If the net is too rigid, it can compromise the
performance of the safety barrier

• On motorways without road lighting, [24] [46]
narrow median and relatively heavy
night time traffic
N/A
• At low standard horizontal and sag
curves COSTS RELATED MEASURES
• Near tunnel portals where tunnel tubes
are at close proximity [3.4] [3.11]
• On roadside in presence of glare from
external light sources

Vegetation control 3.9
Vegetation, if not controlled, can present a safety Trees are considered as roadside hazards in
hazard for several reasons. Trees close to the road several design guidelines worldwide. Large tree
can present a fixed object hazard and have trunk diameters are very unforgiving during an
been found one of the major cause of serious impact, absorbing very little of the energy
and fatal injuries in several countries. created by the impact.
Trees are prevalent in roadsides, particularly in The minimum diameter when a tree is considered
rural locations. hazardous varies from 0.1 m to 0.3 m.
Controlling vegetation (thus also tree stumps To avoid serious or fatal injuries, tree trunk
diameter) helps reduce crashes and injuries. diameter (for trees close to the roadside) should
be kept lower than 0.2 m.

• Reduce serious and fatal injuries in case of run- • Often, older established trees are protected by
offs preservation orders, so they cannot be
removed or relocated from the roadside
• When the hazard cannot be removed,
methods of protecting the vehicle and
occupants from the tree are required (i.e.
safety barriers)

• On motorways and other arterial roads [1] [10] [21] [28] [40]
• On rural areas (when speed easily 10%
exceed 40 km/h)
[3.1] [3.4]

On street parallel parking 3.10
ROADSIDE FEATURES
The main purpose of ‘on street parallel parking’ is The minimum with of a parking lane is 2 m.
to treat unsafe parking areas (e.g. parked Parking should satisfy the following characteristics:
vehicles blocking the sight distance of
• They should be allocated only after providing
pedestrians or of other drivers, vehicles blocking
ample space for pedestrians, cyclists and street
through traffic while trying to enter/exit a parking
vendors.
space, conflicts with cyclists, through traffic
trapped in the kerbside lane which ends suddenly • Tree pits can be integrated in a parking stretch
due to parked vehicle, etc.). to provide shade and to avoid that other
shaded street elements, such as footpaths, are
Two treatment options are available:
used by parked vehicles.
1. Converting existing angle parking to parallel
parking: sight distance to approaching traffic • Close to intersections, parking lanes should be
discontinued to reduce conflict and to give
is blocked by other parked vehicles where
additional vehicle queueing space or to
drivers are required to back out onto a road; it
extend the kerb providing better sight distance
allows drivers to drive forward to leave the
and space for pedestrians.
parking space with a clearer view of traffic.
2. Carriageway narrowing in busy commercial
streets with a distinction between the space
Islamabad
for through traffic and that for parking.

• Can improve pedestrian mobility and safety by • Conversion from angle to parallel parking entail
removing vehicles obstructing sidewalks and a reduction of parking lots
other pedestrian paths • The local community and business owners
• Can reduce crashes involving pedestrians should be consulted on any changes to parking
• Can improve road traffic by reducing conflicts, provision as they may object to the possible
thus reducing the potential for sideswipe or reduction of parking particularly in commercial
rear-end crashes areas

• Urban areas where parking is anarchic [3] [10] [22] [26]
10-30%

[6.6]
Islamabad

Street lighting 3.11
ROADSIDE FEATURES
A street light (or street lamp) is a raised source of Lighting should always be provided in all urban
light often mounted on a lamp column or pole streets. Footpaths and cycle paths should be also
either on the side of the road or within the properly lit.
median, or suspended on a wire above the road In rural areas lighting should be provided at
to provide illumination. signalised intersections and roundabouts. At least
The main purpose of street lighting is to provide one luminaire should be provided on each of the
safety benefits at midblock and intersection intersecting roads to help traffic approaching
locations and can also improve safety for from the side roads to identify the intersection.
pedestrians, particularly at crossing points. Motorway interchanges and other singular points
Midblock street lighting makes road features, (e.g. rest areas, toll plazas, etc.) should be also lit.
other road users and objects that may be on the Mounting height depends on the number of lanes
road visible to both vehicular and pedestrian to be lighted. The designer must use the mounting
traffic. height that allows for adequate illumination levels.
Lighting at pedestrian crossings makes both the Solar panels may be considered as an alternative
crossing and the pedestrians visible to to the usual electricity supply.
approaching motorists.
7th Avenue, Islamabad

• Helps to reduce night-time crashes • Street lighting poles can introduce hazards to
• Makes pedestrians more visible the roadside (alternatively poles can be
protected by roadside safety barrier or
• Helps people to feel safe
replaced with frangible posts)
• Can help to reduce glare from vehicle • Requires an electricity supply and is associated
headlights
with ongoing power costs

• Urban streets, including footpaths and [3] [10] [24] [25] [26]
cycle paths 20-40% [36] [46] [48]
• Rural signalised intersections and
roundabouts
• Motorway interchanges, rest/service COSTS RELATED MEASURES
areas and toll plazas
[3.8]
• Pedestrian crossings (urban and rural)
Karachi, Sindh • Tunnels

ROADSIDE FEATURES Regulate roadside activity 3.12
The main purpose in regulating roadside activities Roadside activity will generally not be permitted
is to avoid that roads can be used for a purpose on high speed (speed limit 80 km/h or higher) high
that they were not built for, with the risk of volume roads (daily traffic volume exceeding
becoming inefficient and dangerous. 5,000 vehicles), unless the applicant can
demonstrate that neither safety nor efficiency is
When roads are built, it is usually to serve a compromised.
particular land-use such as housing, factories or
Road safety is dependent upon achieving
commercial businesses, but land-use can change
adequate sight distance, in relation to both
over time. horizontal and vertical geometry. It is
Even planned land uses, such as commercial fundamental to the safety of a roadside activity
activity, can outgrow a site and spread onto site that drivers are able to: recognise the
adjacent land, including road space. presence of the site in time to slow down or stop
In addition to this, there is the systematic in a controlled and comfortable manner, see
encroachment of the road by individual street vehicles and give way or avoid a crash in the
event of a potential conflict.
vendors.
Road activity sites should not to be closed to any
other road/roadside infrastructure, intersections,
accesses, turnouts and roadside furniture and
hazards (culverts, longitudinal drainage, route
lighting).

• Removal of commercial activity at the side of • Roads should be designed to allow for changes
the road may remove the need or drivers to in land-use over time
take last minute evasive action to avoid these • Building regulations should specify the limits
• This kind of action may reduce ‘turning' beyond which buildings must not extend
crashes, pedestrian crashes, and improves • Illegal development can only be controlled if
traffic flow there are alternative sites for commercial
activity

• Where activities near the road are [3] [25] [26] [30]
permitted, countermeasures may be
required to maintain safety and they
10-25%
should be restricted to one side of the
road COSTS RELATED MEASURES
[1.8] [6.9]
Islamabad

4. Speed calming measures

Speed humps 4.1/a
TRAFFIC CALMING MEASURES
The speed hump is a widespread traffic calming Speed humps shall be 3.0 to 5.0 m long (in the
device because of both easiness and cheapness travel direction) – distinguishing them from shorter
of installation, and its proven efficacy as a ‘speed bumps’ that can be found in parking lots
moderator of speed. or residential areas – and 10 to 15 cm high. The
The main purpose of speed humps is to use recommended length guarantees that a
vertical deflection to slow motor-vehicle traffic in passenger vehicle cannot straddle a hump,
order to improve safety conditions. thereby reducing the likelihood of bottoming out.
Speed humps are the common name for a family Humps with a sinusoidal profile are similar to
of traffic calming devices made of different round-top humps but have a shallower initial rise.
materials and with several shapes. The sinusoidal profile can be also used instead of
straight ramps for flat-topped humps.
Their profile may be rounded (circular, parabolic
or sinusoidal) or flat-topped (trapezoidal). The sides taper off at the edge for drainage
Nevertheless the shape does not influence in a purposes.
significant manner the effect on the vehicle A flat-topped hump can be used in combination
speed. with pedestrian and cycle crossings.

• Reduce vehicle speeds • Noise levels increase due to rapid deceleration
and noise of the vehicle going over the hump
• Can pose serious hazards to motorcyclists and
bicyclists if they are not clearly visible
• Slow down buses and emergency vehicles
• Should be installed in series
• Drainage impacts need careful evaluation

• Urban local and collector streets where (in terms of crash reduction)
[4] [11] [12] [15] [22]
vehicle speeds are lower than 50 km/h
and traffic volumes are low (to be 20-80% [25] [30] [36] [46]
avoided in arterial urban roads)
• At midblock locations (not near an COSTS RELATED MEASURES
intersection)
[4.2] [4.6] [4.7] [5.5]
• Not recommended along bus routes
[6.4] [6.8]

Speed humps 4.1/b

Speed cushions 4.2
Speed cushions (sometimes called ‘berliners’, Usually the ratio 1:8 is fixed as the maximum slope
after the name of the city where they were first for the longitudinal ramps entering and exiting the
tested) are a particular type of hump, less wide cushion, and the ratio 1:4 for the lateral
than the distance between the wheels of larger transversal ramps. The maximum height of the
vehicles, such as emergency vehicles and buses, cushions should be 8 cm (6.5 cm for cushions with
but slightly wider than cars. a width of less than 1.6 m).
Given this reduced width, they have a ‘cushion’ The ideal width of the cushion, for buses and
shape, hence their name. ambulances, should not exceed 1.6-1.7 m as a
Cushions have therefore the same purpose as width of 1.9, for example, does not hinder the fire
humps, but only cars are slowed down, as they brigade, but creates discomfort to the buses. As
cannot pass without climbing over them with at far as the length of the cushion is concerned, as it
least one wheel, while emergency vehicles and does not have much impact on the discomfort it
buses, thanks to the greater transversal distance creates, it can be around 2 and 2.5 m.
between the wheels, can cross them without Cushions should be highlighted by means of
discomfort. markings in order to be clearly visible.
Cyclists and motorcyclists as well can avoid the They can be used alone, side by side, in
cushion without difficulty. succession, or in combination with other traffic
calming measures.

• Slow down car and other small vehicles (e.g. • Shall be placed at a sufficient distance from
rickshaws, minibuses, etc.) the intersections to allow larger vehicles to
straighten completely after the turn before
crossing
• Where they are flanked by parking places, a
step or bollard should be provided to prevent
cars from sideways circumventing the cushion
when no vehicles are parked

• Can be placed in urban areas, where [4] [12] [22] [30] [35]
speed does not exceed 50 km/h
50-60%
• Can be placed individually in one-way,
one-lane streets, and placed side by side
in pairs in two-way streets COSTS RELATED MEASURES
[4.1] [4.6] [4.7] [5.5]

Roadway narrowing 4.3
The main purpose of roadway narrowing (also Where traffic capacity is not a problem, the cross
referred to as ‘road diet’) is to induce vehicles to section of the road should be narrowed where a
slow down at certain road sections, where the built-up area begins (i.e. the width and/or the
excessive width of the road can lead to reaching number of lanes should be reduced).
excessive speeds at risk points. The new layout can be obtained adding a raised
Road narrowing cannot be considered as a island located along the centreline of a road that
speed reducing device in itself, but it can act as narrow the travel lanes.
a reminder or encouragement to drive slowly or On narrowed two-way roads occasional strips at
calmly. It uses psycho-perceptive sense of the edge of the carriageway may be used to
enclosure to discourage speeding. allow large vehicles to pass. If these are
constructed in setts or similar materials, car drivers
will avoid using them.
If it is not advisable to reduce the capacity, a
simple ‘optical’ narrowing can be effective too.
In this case the cross-section remains unchanged,
whereas the shoulder is changed (e.g. building a
sidewalk with kerbstone, planting trees or bushes,
etc.).

• Reduces vehicle speeds • Narrowings can cause cyclists to feel insecure if
• If combined with the pedestrian crossing, the cars do not respect safety distances and
maintain aggressive behaviour
length of the road crossing decreases
• Provides space for potential median island that • If narrowing is done with kerbs, broken-down
can serve as a refuge for pedestrians vehicles can be an impediment to traffic
• Cross-section transitions and appropriate
• If sidewalks are added to cross-section,
pedestrian safety and mobility are improved treatment of road narrowing through
intersections are key to safety benefits

• On urban roads with high traffic flows and [15] [22] [25] [35]
high pedestrian flow, for maximum speed
limit less than 50/60 km/h 25%

[4.6] [4.7] [5.7]

TRAFFIC CALMING MEASURES Chicane 4.4/a
A chicane is a series of two alternating curves or To be effective, it is necessary that a chicane is a
lane shifts that are located in a position to force a constraint to drive, without creating a hazard. This
motorist to steer back and forth out of a straight constrain is characterized by a deviation of the
travel path. trajectory.
The curvilinear path is intended to reduce the Chicanes shall be realized through a central
speed at which a motorist is comfortable island. The central island shall be symmetric with
travelling through the feature. respect to the median line.
Moreover a chicane located at the entrance of a The recommended width of the island is equal to
settled area contributes to achieve a transition the carriageway width. The gradient of the taper
from a rural to an urban environment. (i.e. offset/taper length) shall be 1/10.
Highlighting this discontinuity, it forces road users The minimum length of the island in the straight
to have an adequate behaviour and reduce section (i.e. section between tapers) shall be
accordingly their speed. around 20 m.
They also prevent overtaking and assist The shape of the island can be an ovoid.
pedestrian movements. Width of lanes shall be kept constant along the
chicane.

• Research shows that after the introduction of a • The challenge is to find a binding geometry for
chicane, the speeds decrease, then rise slightly a light vehicle travelling at 50 km/h, while
and stabilize after five months ensuring the passage of other users (i.e. heavy
trucks, buses, etc.)
• Generally the chicanes have a stronger
influence on fast drivers • Asymmetric islands are not recommended
because users may be encouraged to travel in
the opposite lane to avoid the constraint

• Chicanes are usually installed at the [15] [22] [30] [35] [36]
entrance of inhabited areas to
emphasize the transition from a rural area
25-40%
to an urban area
• They are often also installed in urban COSTS RELATED MEASURES
areas to help slow down vehicles
[4.5] [4.6]

Chicane 4.4/b

TRAFFIC CALMING MEASURES Gateways 4.5
Gateways are devices used to mark a threshold – Gateways rely on highly visible vertical treatments
usually to a village or higher risk location on the to capture driver/rider attention and/or horizontal
road – where lower speeds are required from measures to discourage speeding.
drivers. A gateway is commonly represented by a sign
The user's perception of the appropriate speed to indicating the beginning of a settlement (or a
implement is influenced by the relationship school zone, …) and the speed limit of 50 km/h or
between the width of the road and the height of less.
the vertical elements. Nevertheless, in order to be really effective,
In case of presence of a ‘transition zone’ at the especially where the transition is not clearly self-
entrance of settlements, for instance, the speed is marked by a built-up area or an intersection, it
naturally adapted. In absence of this zone, a may include other signs, pavement markings, a
gateway is needed to mark the transition and central island (or ‘chicane’), but also
change the driver’s behavior. architectural and rural treatments such as picket
fencing or gates, earth mounds and rock walls.

• Reductions in travel speeds save lives and • Speed limits should be consistent and aligned
prevent injuries to the function, standard and use of the road
• Lower speeds can reduce the severity and the • Community support and consultation is
likelihood of all crash types recommended before speed limits are
• Improves safety for vulnerable road users such changed or speed reducing features are
as pedestrians and cyclists installed
• Speed limits should seem realistic and credible
so that drivers will adhere to them

• Gateways are usually installed at the [15] [25] [30] [31] [36]
entrance of inhabited areas to [46]
emphasize the transition from a rural area
25-40%
to an urban area
• They are often also installed in urban COSTS RELATED MEASURES
areas to help slow down vehicles
[4.4] [4.6] [4.7] [5.1]

TRAFFIC CALMING MEASURES Linear villages 4.6/a
The most critical situation in respect of road safety The border of a settlement can be divided in
is mixing of functions where there is no clear three areas: approach area (middle area
distinction between the rural and urban areas between rural environment and settlement),
and where there are the so called linear villages, ‘gateway’ (physical border of the settlement),
often with commercial activities along rural roads. and transitional area (where users maintain the
In order to make the drivers entering in a built-up speed to travel along the settlement).
area aware of the different environment, at the In order to reduce the speed, it is important that
border of this area there must be a significant the entrance is made clear to the driver by a
change in road characteristics that the marked layout of the road environment. The
difference in character of the road before and speed limit is usually 70 km/h. The recommended
after the border is emphasised as much as length is between 200-400 m.
possible. The ‘gateway’ should be marked by a sharp
On the contrary, in many cases the border is in transition able to influence driver behaviour, while
uninhabited area, so it is not surprising that the ensuring he/she is not surprised. Specific
driver ignores the speed limit. Traffic calming interventions can be implemented where the
measures redesigning road and environmental transition is not clearly self-marked (physical
characteristics should be therefore implemented. gateway, chicane, roundabout, etc.).

• Speed reduction • Traffic calming schemes can be costly and take
• Drivers are alerted in advance of the presence much time to design and implement
successfully (requiring community consultation
of a settlement
plus detailed traffic and crash data collection
and analysis)

• On all roads crossing small linear villages [13] [18] [31] [35] [46]
25-40% [48]

[4.1] [4.2] [4.3] [4.4]
[4.5] [4.7] [5.1] [5.5]

Linear villages 4.6/b

Zone 30 4.7
Zones 30 (or 30 km/h zones) are forms of speed The size of a zone 30 depends on the structure
management used across areas of urban roads and density of a road network; it is often the
as an alternative to normal speed limits. The geographical characteristics that determine this.
nominal maximum speed limit in these zones is 30 In addition, criteria for road safety, liveability and
km/h. Although these zones do have the nominal accessibility determine their size. In practice,
speed limit posted, speeds are generally ensured there are large variations in the size of zones 30.
by the use of traffic calming (physical or In these areas, slow and motorized traffic share
psychological) measures. the space. This means that in principle there are
The main purpose of zones 30 is to prevent and no separate facilities for cyclists, and sometimes
reduce road crashes, with particular regard to not for pedestrians. Through traffic is blocked by a
vulnerable road users (pedestrians, people with limited number of entrances (gateways) and
physical disabilities, cyclists, etc.). Keeping the providing one-way streets. The low speed is
speed below 30 km/h, in fact, all users can share physically enforced by speed humps, raised
the road environment in safety. intersections, road narrowings, etc..

• Reduces severity of crashes involving • Calming measures can be uncomfortable for
pedestrians (at 30 km/h the chance of a fatal motor vehicle occupants and can impede
crash is very small) emergency service vehicles
• Provides safe street crossings • Noise, vibration and pollution can be caused
• Improves the quality of life by traffic slowing down and speeding up
between the calming measures
• Increases levels of walking and cycling
• Provides a safe area for children in school zones

• In residential area with sustained and [15]
high traffic flow, concentration of
pedestrians and other vulnerable users
10-80%
• Near schools
• To be avoided on collector roads
[2.6] [4.1] [4.2] [4.3]
[4.4] [4.5] [4.6] [6.13]

5. Traffic signing and marking

TRAFFIC SIGNS AND MARKINGS Traffic signs 5.1
The main purpose of vertical traffic signs is alert of Signs must give road users their message clearly
a danger, give instructions or provide information and at the correct time. The message must be
to road users according with the rules of the unambiguous and speedily understood; it must
Highway Code. be given not too soon for the information to have
been forgotten before it is needed, and not too
Functionally signs are classified as follows: late for the safe performance of consequent
• Warning signs, that call attention to conditions manoeuvres.
on, or adjacent to, roads or streets that are To obtain the fullest benefits of uniformity there
potentially hazardous to traffic operations must not only be uniformity of signs but also
• Regulatory signs, that give notice of traffic laws uniformity in their use, in their siting and their
or regulations illumination
Signs must be visible at all times, so reflective
• Information signs, that show route designations, materials should be used for night-time visibility,
destinations, distances, services, points of and urban signs may require being lit internally or
interest and other geographical or cultural externally.
information Signs shall be covered over the whole front face
with reflective sheeting conform with EN 12899-
1:2007 or comparable standards. The reflective
sheeting shall perform effectively for a minimum
Karachi, Sindh of seven years from date of fabrication.

• Are essential to alert drivers where hazards are • Should not obscure important road features
not self-evident • Too many signs can detract from their objective
• Are fundamental to communicate the by overloading the driver with too much
maximum speed at which vehicles may travel information, which leads to confusion or to a
on particular stretches of road situation where the driver ignores certain signs
• Give information to the drivers thus preventing • If reflective signs are not regularly cleaned, they
possible hesitant behaviours may not retain their designed visibility properties

• On all type of roads [14] [24] [25] [33] [35]
• In order to allow a driver adequate time 20-60% [36] [41] [46] [48]
to comply safely with its message each
sign shall be sited a the correct distance
before the site to which it relates COSTS RELATED MEASURES
(depending on the speed)
[1.9] [4.5] [4.6] [5.2]
[5.9] [6.13]
Islamabad

Road markings 5.2
The main purpose of road markings is to allow a Markings are commonly placed by using paints or
precise spatial cognition of the roadsides and a thermoplastics. Thermoplastic materials usually
vision at a distance of the road alignment under provide better performance than paints.
various conditions (day, night, rain, fog, ...). All markings shall comply with the requirements of
The definition of the transversal limits and the the EN 1871:2000 or complementary standards.
longitudinal alignment suggests to the system of All markings whether installed by machine or
perception of the driver a kind of ‘optical hand are retroreflectorised by the application of
channel’ where he must keep under constant drop-on or premix glass beads.
control the movement of the vehicle.
All markings, when applied, shall meet the
Controlling the vehicle is his main activity minimum performances measured according
because it involves a large part of his perceptual with methods described in EN 1436:2007 or
system while moving in space: this activity consists complementary standards concerning (i)
in achieving a trajectory defined by the choice of reflection in daylight, (ii) retroreflection under
a speed and a position on the road, allowing him vehicle headlamp illumination, (iii) colour and (iii)
to avoid real or potential obstacles by being able skid resistance.
to predict the movements necessary for this
purpose. An effective external referral system is
therefore essential, especially at night.

• Delineation improvements have been shown to • Markings should be of a similar skid resistance to
reduce head-on and run-off road crashes the road surface, as a different one can cause
• Markings help drivers to maintain a safe and a breaking vehicle to change direction
consistent lateral vehicle position within the • Surfaces which are to receive markings shall be
lane cleaned of all contaminants
• Reduction in nighttime and low-visibility crashes • Markings require maintenance when they has
• Reduction in pavement deterioration due to poor visibility/reflectorisation
vehicles driving onto the shoulder

• All types of roads [14] [24] [25] [33] [41]
10-30% [46] [48]

[5.1] [5.3] [5.4] [5.6]
[5.7] [5.8] [5.9] [6.3]
Damn E Koh, Islamabad

Edge rumble strips 5.3
Edge rumble strips (also referred to as shoulder In terms of construction techniques, four different
rumble strips) are road safety features used to types of rumble strips are commonly used:
alert road users straying off the road by causing • Milled, made by cutting (or grinding) the
both a vibro-tactile and an audible warning. They pavement surface with carbide teeth
are intended to reduce road crashes caused by • Rolled, generally installed using a steel wheel
drowsy or inattentive motorists. roller to which half sections of metal pipe are
An edge rumble strip is a longitudinal design welded
feature installed on a paved roadway shoulder • Formed, that is added to a fresh concrete
near the outside edge of the travel lane. It is shoulder with a corrugated form, which is
made of a series of indented or raised elements pressed onto the surface just after concrete
intended to alert inattentive drivers through finishing operations
vibration and sound that their vehicles have left • Raised, generally made by extruded pavement
the travel lane. marking material
On divided highways, shoulder rumble strips are The most common edge rumble strip types are
typically installed on the median side of the the milled and rolled types. The difference
roadway as well as on the outside shoulder. between the two types is not only the
construction method used but also the resulting
cross-section and, therefore, the effects on
vehicle vibrations.

• Reduce single-vehicle run-off crashes • Cause considerable disturbance to cyclists
• Discourage risky overtaking when installed • Cause noise disturbance for nearby residents
along the median • Ice and slush can be a concern for milled
• Improve visibility of edge lines during wet rumble strips
weather (only raised rumble strips) • Gaps in the rumble strips may be needed to
allow water to drain from the road surface (only
for raised rumble strips)

• Along rural roads, especially if there is a [3] [18] [25] [28] [35]
high number of run-off-road crashes
10-25% [36] [46]
• As a priority along monotonous
motorways (almost straight line) and
roads prone to fog COSTS RELATED MEASURES
[3.3] [5.2] [5.4]

Central rumble strips 5.4
Central rumble strips are road safety features In terms of construction techniques, four different
used to alert road users drifting into the opposing types of rumble strips are commonly used:
lane of traffic by causing both a vibro-tactile and • Milled, made by cutting (or grinding) the
an audible warning. They are intended to reduce pavement surface with carbide teeth
road crashes caused by drowsy or inattentive • Rolled, generally installed using a steel wheel
motorists. roller to which half sections of metal pipe are
A central rumble strip is a longitudinal design welded
feature installed in combination with painted • Formed, that is added to a fresh concrete
centrelines. It is made of a series of indented or shoulder with a corrugated form, which is
raised elements intended to alert inattentive pressed onto the surface just after concrete
drivers through vibration and sound that their finishing operations
vehicles have left the travel lane. • Raised, generally made by extruded pavement
Flexible posts (or flexi-posts) can also be used in marking material
the centre of the road to separate opposing flows The most common edge rumble strip types are
and are an effective treatment in discouraging the milled and rolled types. The difference
overtaking manoeuvres, reducing the likelihood between the two types is not only the
of head-on crashes. construction method used but also the resulting
cross-section and, therefore, the effects on
vehicle vibrations.

• Reduced head-on crashes • Cause considerable disturbance to cyclists
• Improved visibility of centrelines during wet • Cause noise disturbance for nearby residents
weather • Ice and slush can be a concern for milled
rumble strips
• Gaps in the rumble strips may be needed to
allow water to drain from the road surface (only
for raised rumble strips)

• It should be considered if there is a high [3] [25] [46]
number of head on-road crashes 10-25%

[5.2] [5.3] [5.7]

Transverse rumble strips 5.5/a
Transverse rumble strips are infrastructural The acoustic effect deceleration systems are
applications, placed transversely to the roadway, realized by roughening the road pavement,
which cause a vibratory effect on the vehicle, obtained by scarifying or engraving the same or
thus inducing a slowing down or drawing the applying thin layers of relief materials. They can
driver's attention to the fact that they are moving also be made using special stone floors.
too close to a danger. In order to provide adequate audible and
They are interventions on the surface of the vibratory warning, rumble strips shall be 10 to 13
carriageway consisting of roughening of the mm high. Vertical faces shall not exceed 6 mm in
pavement, shaped like bands perpendicular to height. Strips shall be 50 to 150 mm wide.
the road and parallel to each other. Rumble strips shall be installed in groups spaced
differently according to the allowed speed.
They should be always coupled with a speed limit
sign.
Lahore – Islamabad Motorway (M-2), Punjab

• The transversal rumble strips are not aimed at • Cause noise disturbance for nearby residents
the reduction of speed itself, even if they have • Ice and slush can be a concern for milled strips
a certain effect in this sense
• Gaps in the rumble strips may be needed to
• Their main purpose is to warn drivers of vehicles allow water to drain from the road surface (only
about the presence of subsequent ones for raised rumble strips)
devices for speed reduction so that drivers
• Shall not be used on sharp bends because of
themselves can change their behavior possible danger to motorcyclists
promptly

• In rural roads, approaching dangerous [15] [25] [35] [36] [46]
points or areas of conflict between the
various road users
15-40%

[4.1] [4.2] [4.6]

Transverse rumble strips 5.5/b

Road studs 5.6
Road studs (also referred to as reflectors or ‘cat’s Road studs are small objects containing a
eyes’) are frequently used to supplement retroreflective element adherent to the
longitudinal road markings. They depend for their pavement aimed at providing both night-time
brightness on the light from a vehicle’s visibility and audible/tactile feedback to
headlamps being reflected back towards the motorists.
source. The driver sits behind the headlamps and These devices are usually made with plastic,
sees a bright reflection from the stud. They are ceramic or metal, and come in a variety of
used in addition to reflectorised lines particularly shapes and colors.
on roads without street lighting.
Raised reflective markers include a lens or
They remain effective in wet weather and also in sheeting that enhances their visibility by
areas prone to fog, when the efficiency of retroreflecting automotive headlights.
reflective markings is reduced.
The devices must not project more than 2.5 cm
Road studs may be used with most longitudinal above the pavement surface and must be fixed
lines. to the road surface using suitable adhesives or
other systems to prevent detachment under
traffic load.
They should comply with internationally
recognised standards (e.g. EN 1463:2009).

• Highlight road edges, centerline and single • Loss of reflective effect after months (especially
objects in presence of sand on the pavement)
• Provide visibility day and night, regardless of the • Easily damaged on roads subject to frequent
weather passages of snowploughs
• Provide audible and tactile feedback to the
driver when they are driven over

• Along roads without street lighting [14] [25]
• At specific sites requiring particularly 5-20%
effective signage, such us diverging
points, traffic islands, pedestrian
crossings, etc. COSTS RELATED MEASURES
• Not recommended as a substitute for [5.2]
speed humps (dangerous for cyclists and
motorcyclists)

Central hatching 5.7
TRAFFIC SIGNING AND MARKING
The main purpose of central hatching, or painted Where hatched markings are used to separate
median, is to increase the separation between traffic travelling in opposite directions, or to
traffic travelling in opposite directions on deflect traffic from a stationary feature, diagonal
undivided roads. This reduces the risk of head-on hatch lines shall be used. Boundary line widths
crashes. and the width and spacing of the hatch lines are
dependent upon the type of road and the speed
of traffic.
In rural areas central hatching can be used with
rumble strips or pavement markers to alert drivers
when they are leaving their lane.

• Reduces the risk of head-on crashes • If rumble strips, or other raised pavement
devices are also used, the risk to motorcycles
• In addition, central hatching can be used to
and pedestrians (trip hazard) must be
narrow wide lanes and therefore encourage
considered
lower speeds
• Can be used for overtaking opportunities
increasing risk of collisions

• Central hatching may be used in both [17] [25] [36] [46]
rural and urban areas
10-25%
• In urban areas, it provides some
protection to pedestrians crossing the
road, and may be coupled with COSTS RELATED MEASURES
pedestrian crossing facilities, such as [1.6] [4.3] [5.2] [5.4]
refuge islands to provide added safety

Box junction marking 5.8/a
Box junction markings tend to be found on large The marking consists of yellow lines forming a box
busy junctions such as crossroads, T-junctions and enclosing cross-hatched diagonal lines.
occasionally roundabouts to keep traffic flowing. Yellow box markings must always have four
They’re usually controlled by traffic lights, but not straight sides, each being approximately
always. transverse to the traffic flow on the approach.
Drivers must not enter the box until your exit road The overall shape of the marking and the number
or lane is clear. However, you may enter the box of cross-hatched lines will vary to accord with the
and wait when you want to turn right, and are circumstances at the site.
only stopped from doing so by oncoming traffic,
or by other vehicles waiting to turn right. For these
reasons, it can be assumed that the box junction
is self-enforcing.
They can also be used at level crossings
(especially if they are of the ‘passive’ type).
Constitution Ave., Islamabad

• Reduced number of crashes due to lower • Is no substitute for traffic signals
conflict numbers, especially those involving • May not be effective without adequate
pedestrians
enforcement measures
• Improves traffic flows where previously there
were delays due to vehicles blocking the • Not all junctions are suitable for the installation
junction and impeding the cross flow of box markings; a traffic survey should be
• At signal controlled junctions, the queues of carried out to determine the extent of the
traffic left at the end of a green phase are problem
significantly reduced

• In urban areas, at high traffic junctions, [14]
preferably controlled by signals N/A

[2.4] [2.9] [5.2]
Margalla Rd., Islamabad

Box junction marking 5.8/b

TRAFFIC SIGNING AND MARKING Work-zones 5.9
Road works are defined as any work on a road or As a simple guide, it is recommended to ensure
on an edge of a road which has the possibility of the signs used at road worksites satisfy the 6Cs: 1.
disrupting the flow and/or safety of traffic. Conspicuous – able to be easily seen, 2. Clear –
Any area of a road construction site must be able to be read, 3. Comprehensible – able to be
properly signposted and given notice to drivers. understood, 4. Credible – relevant to the situation,
5. Consistent – with all other similar situations
Signs must appear clear and credible to drivers across the country, 6. Correct – not just similar, but
and riders. Signs are displayed only when needed correct.
for the work. For example, if work has finished for
the day, and all workers have gone home, the Only road signs standards agreed at national
‘Road Worker’ sign should be removed or level should be used. These cover the formats,
covered. fonts, shapes, colors, and sizes for its signs.
The signs and devices used at road worksites are As a general rule, larger signs are used at road
a vital form of communication to the road user. works on all CAREC highways and expressways.
Without a rational and consistent system of The signs on a road construction site, both vertical
signage at road worksites, the safety of workers and horizontal, must be approved and certified.
and traveling public is compromised.

• Greater visibility and therefore safety for both • The work-zone signing requires an excellent
traffic and workers maintenance and control by the contractor
• Reduce crashes at work-zones • Temporary signs are often subject to theft
and/or damage

• On any type of road where there is a [1] [5] [14] [24] [35] [39]
road construction site
15-45% [41] [48]

[5.1] [5.2]

6. Vulnerable road users

Footpath 6.1
VULNERABLE ROAD USERS
The main purpose of pedestrian footpaths is to The width of the footpath can vary as per the
reduce the risk of conflicts between pedestrians adjacent land use. Footpaths in residential areas
and motor vehicles. require a minimum clear width of 1.8 m, which is
A footpath is a type of thoroughfare that is enough space for two wheelchairs to pass each
intended for use only by pedestrians and not other. For commercial areas, the clear width
other forms of traffic such as motorized vehicles, should be at least 2.5 m.
cycles. Footpaths should have flat walking surfaces,
Footpaths play an important role providing a allowing for proper drainage and preventing
means of access to community facilities, services, puddles from forming. Guide tiles should be laid
public transport and open space. along the length of the footpath to assist persons
with vision impairments.
Constitution Ave., Islamabad

• Pedestrians are safer because their physically • A routine maintenance programme is needed
separation from vehicles to ensure that paths are kept clean and level,
free from defects and to prevent vegetation
• Improves accessibility for pedestrians
from causing an obstruction
• Can assist in causing a shift from car to other
forms of transport (walking, cycling and public • The minimum width shall be kept clear of
transport) thereby reducing air pollution obstacles (e.g. bins, poles, etc.), vendors and
other possible encroachments

• In urban areas where inadequate path [3] [10] [17] [24] [25]
space, street vendors, parked cars or
poor footpath surfaces can force
40-50% [26] [27] [30] [34] [46]
pedestrians onto the road
• In rural areas a path can be made COSTS RELATED MEASURES
relatively cheaply by using a road grader
[6.6] [6.9] [6.10] [6.11]
to flatten and clear one side, or
IIslamabad preferably, both sides of the road [6.12] [6.13]

Uncontrolled pedestrian crossing 6.2
A pedestrian crossing is a part of the road An unsignalized pedestrian crossing shall be (i)
dedicated to the transit of pedestrians to reach well visible for the driver who arrives even in poor
the other side of the carriageway (generally to visibility conditions, (ii) easily perceptible and
reach the opposite sidewalk). The aim is to recognisable by the pedestrian and the driver of
‘group’ pedestrians into places recognisable to the vehicle, (iii) realized with high-durability
the driver. reflective paints.
Uncontrolled pedestrian crossings typically consist Their width, although variable in relation to the
of signs and painted road markings (‘zebra type of road in which they are located and the
crossings’) where pedestrians are meant to have pedestrian flows that affect them, shall not be less
right of way over vehicles. than 2.5 m.
These crossings are only suitable in situations with Crossings should be localised in such a way as to
moderate traffic volumes and speeds. ensure the continuity of pedestrian routes. In any
case, in urban areas, they should not be spaced
more than 200 m apart and should be present at
all major junctions as well as at main
attractors/generators of pedestrian movements
(public buildings, schools, mosques, etc.).

• Can help to reduce risk for pedestrians • Uncontrolled crossings are not suitable where
attempting to cross the road traffic volumes and/or speeds are high
• Provides a clearly defined crossing point where • Pedestrians only use crossings if they are in
pedestrians are ‘expected' close proximity to the intended crossing points
• If drivers do not use stopping at pedestrian
crossings, they can become dangerous
(enforcement is needed in this case)

• On urban and suburban roads with (in terms of crash reduction)
relevant pedestrians movements [3] [4] [10] [14] [17] [18]
20-35% [25] [30] [34] [36] [46]

[5.2] [6.3] [6.4] [6.5]
Islamabad [6.6] [6.7] [6.8] [6.10]

Signal-controlled pedestrian crossing 6.3
A pedestrian crossing is a part of the carriageway The pedestrian signals shall consist of two lanterns
of a road dedicated to the transit of pedestrians with green and red pedestrian pictograms. A
to reach the other side of the carriageway countdown device can be used. This makes the
transition phase unnecessary, which is also
(generally to reach the opposite side of the
dangerous (pedestrians tend to cross even in this
sidewalk). The aim is to ‘group’ pedestrians into phase).
places recognisable to the driver.
The pedestrian signal can be equipped, if
A pedestrian crossing can be controlled by necessary, with call button and acoustic devices
means of a traffic signal activated automatically for the visually impaired people.
or by means of the use of a button that activates If crossings are greater than 25 m, push-buttons
the green phase. and lanterns must be provided at the median (or
Signalised pedestrian crossings make crossing refuge island). This provision is in consideration of
the difficulty in sighting pedestrian lanterns over a
roads safer and more comfortable for
long distance and reassurance for pedestrians
pedestrians. The use of these devices, also who are not able to complete the crossing in one
together with the acoustic signal of the duration stage.
of the green phase, increases the safety of The duration of the pedestrian green area is
disabled people. calculated taking into account the time it takes
for the pedestrian to cross the road, by the
formula: T (s) = L (m) / 0.75 (m/s).

• Can help to reduce risk for pedestrians • The response to the pedestrian's call must be
attempting to cross the road immediate
• Provides a clearly defined crossing point where • Pedestrians only use crossings if they are in close
pedestrians are ‘expected' proximity to the intended crossing points

• On urban roads with significant traffic [4] [17] [24] [25] [30]
volumes
30-70% [34]
• On road sections where vehicles can
reach high speeds
• Not recommended for short crossings COSTS RELATED MEASURES
and/or low-volume roads (pedestrians
are here more likely to disregard the red [2.4] [6.2] [6.4] [6.6]
signal) [6.7] [6.8] [6.13]

Raised pedestrian crossing 6.4
The main purpose of raised pedestrian crossings is Raised crosswalks should be elevated to the level
to compel vehicle users to slow down at the of the adjacent footpath (150–200 mm above the
exact point where pedestrians have to cross the road surface) with ramps for motor vehicles.
carriageway. The crosswalk table is typically at least 300 cm
Raised crosswalks are ramped speed tables wide and designed to allow the front and rear
spanning the entire width of the roadway, often wheels of a passenger vehicle to be on top of the
placed at mid-block crossing locations. table at the same time.
The height of the crossing is the same as that of The slope for vehicles should be at least 1:4.
the adjacent footpath, improving convenience The crosswalk is marked with paint and/or paved
for pedestrians. with special materials.

• Can reduce vehicles speed and enhance the • Vertical and horizontal signage is essential to
pedestrian crossing environment indicate the table even in conditions of poor
visibility
• Provides a clearly defined crossing point where
pedestrians are ‘expected' • Particular care must be reserved for the water
drainage; if it is difficult to install a street drain, it
is necessary to leave a gap between the table
and the kerb of the sidewalk

• Raised crosswalks are typically installed (in terms of crash reduction)
[4] [11] [12] [17] [22]
on roads with speed limits of 50 km/h or
less and moderate traffic volume 25-40% [30] [34] [35] [46]
• In special cases (e.g. where it is not
possible to slow down traffic further and COSTS RELATED MEASURES
where the ineffectiveness of footbridges
has been demonstrated) they can be [4.1] [6.2] [6.3] [6.6]
implemented on roads with a speed limit [6.7] [6.8] [6.13]
of up to 70 km/h

Pedestrian overpasses/underpasses 6.5
The principal purpose of pedestrian overpasses An effective way of preventing crashes between
and underpasses is to facilitate and encourage vehicles and pedestrians is placing them at
walking whilst ensuring safety for all road users, different levels such as an overpass or an
separating vehicular and pedestrian flows.
underpass. Pedestrians tend only to use crossing
The design of crossing provided shall therefore be facilities located at, or very near, to where they
such as to encourage people to use it, addressing want to cross the road, so, pedestrian fencing
the needs of all likely users, taking account of can be used to encourage pedestrians to use
likely pedestrian flows and movements, and to
encourage people to regard walking or cycling crossing facilities.
as an acceptable mode of transport. Consideration should be given to improving
It is important to determine the user groups of the accessibility for the mobility impaired. This may
overpass/underpass and their main purpose include ramps, lifts or escalators as an alternative
before deciding on its location. For goal- to steps.
orientated use, location on the desire line is
usually the highest priority. For recreational use, Wide approaches and good lighting will help to
where possible, the new crossing should be minimise pedestrians' fears for their personal
located to add value to the recreational route, safety in the underpasses. They should be
e.g. by reducing exposure to traffic, introducing designed to avoid places of concealment in the
new views or creating a new circular route. interests of personal security. To make them more
popular, they could be combined with shops.
Lahore, Punjab

• Reduced pedestrian/vehicular conflict • Pedestrians may avoid them if there are a lot of
steps
• Can help to reduce fatal and serious injuries
• Underpasses may pose a risk to personal safety
involving pedestrians if not well illuminated or patrolled
• Traffic flow improvements • Underpasses are susceptible to flooding and
can become unusable if not routinely
maintained
• Ramps for disabled people can be used by
cyclists and motorcyclists

• Crossings or both urban or rural arterial [3] [17] [18] [24] [25]
roads, with high-volume and high-speed 40-90% [34] [46]
traffic
• Not recommended to cross single-
carriageway roads with low-volume COSTS RELATED MEASURES
traffic [6.2] [6.10]
Lahore ring road, Punjab

VULNERABLE ROAD USERS Kerb extension 6.6/a
The main purpose of a kerb extension (also A kerb extension is typically constructed to a
referred to as ‘bulb-out’) is to extend the width of between 1.5 and 2.5 m. It should
sidewalk, reducing the crossing distance and therefore reduce the carriageway while
increasing the overall visibility of pedestrians. It maintaining the width of the traffic lanes.
can be used at corners of intersections and at The length shall be such that a pedestrian waiting
mid-block. to cross the road shall be visible to a driver from a
It is realised through a horizontal extension of the distance of at least 30 m (if the length is too short
sidewalk into the street resulting in a narrower there is a risk that the pedestrian will be obscured
roadway section. by a parked vehicle, if any).
When combined with on-street parking, a kerb
extension can create a protected parking lane.
When a kerb extension is part of a downtown
redevelopment project, it can go hand-in-hand
with on-street parking bays and crosswalks (in
‘safe cross’ designs).
A kerb extension can be combined with a vertical
speed control device (e.g. a raised crosswalk) to
achieve a greater reduction in vehicle speed.

• Increases pedestrian visibility • Where their application adversely impacts
• Shortens intersection crossing distance for a drainage, kerb extensions may be designed as
edge islands with a gap from the kerb or a
pedestrian (shorter distance reduces the
potential for pedestrian-vehicle conflict and trench drain
likely improves pedestrian safety) • Kerb extensions can pose a hazard to cyclists,
as they force them from their position at the
road side towards the centre of the
carriageway

• Appropriate in both an urban and (in terms of crash reduction)
[17] [22] [30] [34] [36]
suburban areas
• Appropriate where there is on-street 30%
parking
• Can be used to define the location of bus COSTS RELATED MEASURES
stops (‘bus boarders’)
• Can be applied on any or all of the [3.10] [6.1] [6.2] [6.3]
approach legs of an intersection with any [6.4] [6.12]
number of legs

Kerb extension 6.6/b

Pedestrian refuge island 6.7/a
The main purpose of a pedestrian refuge island is Islands should be at least 1.2 m wide (preferably
to help and protect pedestrians who are crossing 2.4 m) and of adequate length to allow the
a multilane road. expected number of pedestrians to stand and
This countermeasure is sometimes referred to as a wait for gaps in traffic before crossing.
crossing island, refuge island, or pedestrian island. The roadway width at the crossing shall be
The presence of a pedestrian refuge island at a sufficient to prevent vehicles passing too close to
midblock location or intersection allows the refuge or the footway as this can be
pedestrians to focus on one direction of traffic at intimidating for pedestrians.
a time as they cross, and gives them a place to The width of the crossing shall be maintained
wait for an adequate gap in oncoming traffic across the full carriageway. This shall include the
before finishing the second phase of a crossing. refuge island which shall have either openings or
dropped curbs.
Where it is possible the design must
accommodate pedestrians with disabilities too.
The crossing can also be staggered so as to force
pedestrians to look in the direction of the traffic
that is coming.

• Decreases pedestrian waiting time • Must be clearly visible to traffic during both day
• Reduces crossing distance and night
• Allows pedestrians to focus on one direction of • Should be placed where there is a demand
traffic at a time from pedestrians to cross
• Separates traffic moving in opposite directions • Turning movements from driveways and
reducing head-on and overtaking crashes intersections must be considered in planning
• May slow vehicular traffic by narrowing the the location
lanes

• Refuge islands are highly desirable for [4] [10] [17] [22] [25]
midblock pedestrian crossings on roads [26] [30] [34] [35] [46]
with four or more travel lanes
40-70%
• They are also a candidate treatment
option for uncontrolled pedestrian COSTS RELATED MEASURES
crossings on 3-lane or 2-lane roads that [6.2] [6.3] [6.4] [6.10]
have high vehicle speeds or volumes

Pedestrian refuge island 6.7/b

VULNERABLE ROAD USERS Raised intersection 6.8
A raised intersection is a flat, raised area covering The design of a raised intersection needs to pay
an entire intersection with ramps on all close attention to the existing drainage systems
approaches. It is essentially a speed table that because the grade of the entire intersection will
covers an entire intersection, including the be raised. Additional (or relocated) drainage
crosswalks. inlets will likely be required.
The main purpose of a raised intersection is to A minimum pavement slope of 1 percent (or the
slow vehicle traffic through the intersection and to local practice standard) should be provided
improve safety for pedestrians. It has the within the raised intersection to facilitate surface
advantage of calming two or more streets at drainage. Surface drainage implications on the
once. approaches to a raised intersection should also
The raised intersection is always accompanied by be addressed.
a widening of the sidewalks to produce a In order to enable a pedestrian with a visual
narrowing of the carriageway (corner extension) impairment to differentiate between the roadway
that prevents vehicles from stopping at the and the sidewalk, measures such as color
intersection. contrasts and detectable warning truncated
The raised intersection and ramps are generally domes at edges must be included.
highlighted with pavement, which differs from the
rest of the road by colour and/or material.

• Pedestrian safety is improved because a • Traffic noise may increase from braking and
pedestrian is more visible to an oncoming acceleration of vehicles
motorist and the pedestrian has an elevated • Requires redesign of surface drainage structures
view of oncoming traffic that serve the intersection and approach legs
• Reduction in vehicle speed • The raised intersection should be well
signposted

• In a dense urban area [22] [30] [46]
• At a signal-controlled or all-way stop- N/A
controlled intersection with a large
volume of street-crossing pedestrians
• Could be acceptable on a low-speed
arterial in a downtown business district [4.1] [6.2] [6.3] [6.4]
with significant pedestrian activity [6.13]

VULNERABLE ROAD USERS Pedestrian areas 6.9
The main purpose of a pedestrian area is to The following design principles represent a set of
separate pedestrian traffic from vehicle traffic ideals which should be incorporated, to some
and parking. degree, into every pedestrian improvement.
More specifically, pedestrian areas are closed to The pedestrian system should be safe. The
vehicle traffic with some exceptions (vehicles in pedestrian area should be designed to minimize
emergency service, vehicles servicing people tripping hazards and protruding objects, and
with limited or impeded motor skills, vehicles used promote a reality and perception of personal
for urban transport of goods - in some time slots -, safety. The pedestrian system should enhance the
etc.). public realm of the city.
The pedestrian system should be designed not
only to serve a transportation function, but also to
provide public spaces that enhance community,
interaction, economic vitality, and the image of
the city.
Good design should enhance the look and feel of
the pedestrian environment.

• The pedestrian area modifies the road system, • The effective implementation of pedestrians
reorganizes the parking system and affects the zones could increase environmental hitches
function of an area. and traffic congestion in neighbouring streets
• Some studies report that in neighbouring streets
there are no important increasing in crashes

• In central urban areas which are [30]
characterized by significant traffic and
environmental problems
60%

[3.12] [6.1]

Pedestrian fencing 6.10
Pedestrian fencing may be used on the side of a The fence height, placement and construction
road or within the median to restrict pedestrian material should be designed/selected to minimise
access to the carriageway, reducing conflict any potential sight obstruction between vehicles
between motorised vehicles and pedestrians. and pedestrians about to cross the road.
Fencing is often used to direct pedestrians to a Consideration should be given to the design of
preferred formal crossing point and to discourage the fencing to ensure that the risk to errant
pedestrians from making dangerous crossing vehicles is limited upon impact.
movements where visibility may be limited. Design features should be included such as
paved footpaths with sufficient width to
accommodate wheelchairs, dropped kerbs at
pedestrian crossing points and tactile paving.
Innovative solutions can be achieved through
good street design using street furniture, planting
and public art to guide and direct pedestrian
movements. Designs must consider the needs of
vulnerable road users and the mobility impaired.

• Guide pedestrians to formal crossing points • Fencing should not obstruct drivers’ view of
• Prevent unwanted pedestrian crossing pedestrians
movements • When used at staged or staggered crossings on
• Prevents pedestrian access to the carriageway pedestrian refuges, fences should be aligned so
that pedestrians walk along the refuge in the
• Prevent motorists from parking on the footpath
opposite direction to traffic flow they are about
• Provides guidance for visually impaired to cross
pedestrians

• In urban areas on roads with medium- [24] [25] [42] [46]
high traffic volume 10-30%
• In areas with high concentration of
pedestrians
[6.1] [6.2] [6.5] [6.7]
[6.13]

Bus bays 6.11/a
The main purpose of bus bay is to create an The width of a bus bay shall be at least 3.0 m.
indented space adjacent to a traffic The length will vary according to the specific
lane designed to let buses embark and requirements found at the proposed bus stop site.
disembark passengers, without hindering the flow The minimum length of a bus bay should be 19 m.
of traffic. However, this should only be used where parking
is unlikely and where the stop is deemed to be
low-usage. In a mid-block situation, that is away
from junctions and traffic signals, and where
parking is permitted, the minimum requirement for
the length of a bus bay is generally about 50 m
which comprises clearance for entry/exit tapers.
In the case of opposite stops, they should be
staggered in the direction of travel. If there is a
pedestrian crossing, it should be located behind
the bus stop.

• Provide a safe space for buses to pick up • Along rural arterial roads it is preferable that the
passengers bus bay is separated from the main
carriageway by a raised island
• Reduce possible conflicts caused by risky
overtaking of buses at stops

• Along arterial and collector roads, both [3] [4] [26] [30] [36] [37]
in rural and urban areas
25-55% [44] [46] [48]

[6.1] [6.12]

Bus bays 6.11/b

Bus boarder 6.12/a
The main purpose of the bus boarder (also A bus boarder should project far enough into the
referred to as ‘bus bulb’) is to wide the sidewalk to carriageway for the bus to avoid manoeuvring
allow passengers easier access to the bus and past parked vehicles. For cars this should be at
prevent illegal parking at the stops. least 2 m and a minimum of 2.6 m where goods
The bus boarder can be located on all urban vehicles/vans are stopping.
roads affected by public transport. Bus boarders The length of the boarder will depend on the
can be most useful in two main situations: vehicle types that serve the stop in addition to the
•where a car-parking bay has been bus frequency (it usually ranges between 9 and
constructed alongside the main carriageway 23 m). Where smaller midi type buses serve the
stop, and no passenger shelter is provided, it is
•where on-street parking prevents access to the
possible to implement a boarder only 3 m long.
kerb, a physical build out may be required so
that the bus can access the kerb-line while still The ability of the bus to stop at a full width
pulling over from the centre line further than boarder largely without manoeuvre provides the
would otherwise be possible opportunity for special kerbs to be installed with
the aim to minimise the vertical and horizontal
The bus boarder offers by far the best solution for
distances between the footway and the bus floor.
both bus and passenger access whilst minimising
the kerb length required. Bus boarders can also be made with plastic
platforms to be placed next to the sidewalk.

• Reduces pedestrian exposure to traffic • It might be a problem to build them on roads
• Facilitates access to people with reduced where a vehicle queuing up a bus at a stop is a
problem
mobility
• In general, the narrowing of the carriageway • The narrowing of the road can create danger
with a kerb extension reduces the vehicles for cyclists if the design does not take their
speed leading to a reduction of number of needs into account
crashes

• On urban roads where the parking of [26] [30] [37] [44]
vehicles is allowed on the left side of the
roadway
N/A
• In areas where the return to the lane
involves delays COSTS RELATED MEASURES
• At the stops at the entrance to the [6.1] [6.6] [6.11]
signalled intersections

Bus boarder 6.12/b

School zone 6.13
The main purpose of school zones is to make the In order to keep children safe on their way, their
environment around schools a place where walking route shall be free of obstructions and,
children and their parents feel safe and want to most of all, motor vehicles. An important point is
walk and bicycle. therefore to avoid to put vehicles between
School zones will often incorporate reduced footpaths and schools.
speed limits (sometime limited to certain times of The following principles will help guide decisions:
the day). identify and regulate the school zone, provide
School zones are likely to have appropriate road and maintain pedestrian facilities along the
signs (often incorporating flashing beacons for school route including sidewalks and pedestrian
conspicuity) and markings to make motorists signals, provide safe street crossings for
aware of the presence of vulnerable road users pedestrians, slow down traffic.
such as young pedestrians and bicyclists. Accordingly engineering interventions could be
Parking restrictions may also apply in school grouped as follows: signalisation, footpaths,
zones. pedestrian crossings, kiss and ride; traffic calming.
Sidewalk may be adjusted with fencing in order
to help to prevent unwanted child crossing
movements.

• Prevents children can walk on the carriageway • Traffic signs and road markings must make it
• Increases children’s visibility clear to motorists that they have entered a
school zone
• Reduces vehicle speeds
• Consider incorporating flashing beacons to
• Improves pedestrian crossing movements complement the school zone signs and
providing safe places to cross markings
• Advanced warning signs should be located on
approaches with adequate forward visibility

• Around schools, both in urban and [8] [17] [25] [34]
suburban areas
10-25%

[4.7] [5.1] [6.1] [6.3]
[6.4] [6.8] [6.10]

Cycle lane 6.14
The main purpose of a cycle lane is to improve The minimum width of a cycle lane is 1.50 m. This
the safety of cyclists through physical separation width can be reduced to 1.25 m if it is a path with
from vehicular traffic. two contiguous lanes, of the same or opposite
The bike path influences the safety of the direction.
affected users by increasing the freedom of Bike lanes are generally separated from the traffic
movement of bicycles allowing cyclists to use a lanes by curbs, which must be not less than 0,50
reserved and segregated space. m. This ‘space’ can be used for vertical signs or to
The cycle lane is physically separate (e.g. by allow the opening of the doors of any parked
kerb, lawn, etc.) and independent of the central cars.
area relating to motor vehicles and pedestrians. Bike paths must be accompanied by vertical
The path can be omnidirectional (on both sides of signs of cycle path and cycle crossing.
the road) or bidirectional (on one side of the Cycle lanes made with simple markings are also
road). possible, but require that motorists be educated
in their presence and use.
Islamabad

• Increased safety for bicyclists • Surface quality must be high or it will pose a
safety risk
• Increased use of bicycles (reduced road
congestion) • Bicycle lanes should be maintained properly to
insure that bicyclists will prefer this to ride on the
• Associated health and environmental benefits
shoulder or in a vehicle lane of the roadway
that come with increased bicycle use
• Non-segregated cycle lanes may be used for
the circulation or parking of motor vehicles

• In areas with high concentration [3] [10] [24] [25] [26]
of cycling traffic (e.g. close to schools or
along the main city itineraries)
30-50% [32] [43] [46]
• In areas where connection of two
contiguous cycle path sections is not COSTS RELATED MEASURES
possible (e.g. due to missing road
[1.8] [5.1] [5.2]
elements in municipal plans)

Motorcycle lane 6.15
The main purpose of motorcycle lane is to reduce Motorcycle lanes can be ‘inclusive' or ‘exclusive‘.
the potential for conflicts with larger vehicles. Exclusive motorcycle lanes require a carriageway
It is a special lane on a roadway that is completely separate from that used by other
designated for small vehicles such as motorcycles vehicles.
and mopeds. Inclusive lanes may be separated from the rest of
In some countries it's usually situated between the the road by painted lines or physical barriers.
other lanes, marked by 2 parallel lines (that can Motorcycle lanes should be at least 1.8 m wide
have a different colour from other markings). (for each direction), 3.6 m if overtaking is
permitted.
Horizontal and vertical alignment must be suitable
for speeds at which motorcycles will be traveling
on the lane.
Karachi, Sindh

• Separates motorcyclists from interaction and • Crash barrier support posts facing the lane are
potential conflict with larger, heavier vehicles a hazard and should be protected
• Reduces vehicle to motorcycle crashes • Off-ramps must be designed so that
• Can improve traffic flow motorcyclists exiting the lane are not at risk of
being hit from behind by other motorcyclists
• At intersections inclusive motorcycle lanes re-
join the main carriageway and crashes may
occur

• Along arterial roads in suburban and [25] [46]
urban areas where the number of
motorcycles justifies such intervention
25-40%

[1.8] [5.1] [5.2]

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Bank, Washington, USA
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Guidelines for Road Safety Engineering | Part II 0

Guidelines for Road Safety Engineering | Part II 1

Guidelines for Road Safety Engineering | Part II 2

Guidelines for Road Safety Engineering | Part II 3

Karakoram Highway, Gilgit-Baltistan IMPACT ON ROAD SAFETY: Description

Guidelines for Road Safety Engineering | Part II 4

Guidelines for Road Safety Engineering | Part II 5

Karakoram Highway, Gilgit-Baltistan

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

Guidelines for Road Safety Engineering | Part II 6

Karakoram Highway, Gilgit-Baltistan

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

Guidelines for Road Safety Engineering | Part II 7

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

Guidelines for Road Safety Engineering | Part II 8

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

COSTS RELATED MEASURES

Guidelines for Road Safety Engineering | Part II 9

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

Guidelines for Road Safety Engineering | Part II 10

Guidelines for Road Safety Engineering | Part II 11

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

Guidelines for Road Safety Engineering | Part II 12

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

Guidelines for Road Safety Engineering | Part II 13

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

COSTS RELATED MEASURES

Guidelines for Road Safety Engineering | Part II 14

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

Guidelines for Road Safety Engineering | Part II 15

Guidelines for Road Safety Engineering | Part II 16

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

COSTS RELATED MEASURES

Guidelines for Road Safety Engineering | Part II 17

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

COSTS RELATED MEASURES

Guidelines for Road Safety Engineering | Part II 18

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

COSTS RELATED MEASURES

Guidelines for Road Safety Engineering | Part II 19

Guidelines for Road Safety Engineering | Part II 20

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

COSTS RELATED MEASURES

Guidelines for Road Safety Engineering | Part II 21

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES

Guidelines for Road Safety Engineering | Part II 22

Guidelines for Road Safety Engineering | Part II 23

IMPACT ON ROAD SAFETY IMPLEMENTATION ISSUES

WHERE/WHEN TO DO IT BENEFITS REFERENCES