ROAD SAFETY AUDIT 1

Client: Executive Engineer,

Road & Building
Division, Patan

Consultant: Sphere Infratech Consultancy Pvt. Ltd.,

Ahmedabad

Road Safety Audit Report

Patan – Unjha (4 –lane) Road
(Pre-Opening Stage)

August 31, 2021

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Table of Contents
1 Introduction ......................................................................................................... 3
1.1 Indian Road Safety Scenario......................................................................... 3
1.2 Road Safety Audit ......................................................................................... 9
1.3 Necessity for Road Safety Audit.................................................................. 10
1.4 Road Safety Audit Process ......................................................................... 11
2 Project Description: ........................................................................................... 12
2.1 Introduction ................................................................................................. 12
2.2 Audit Team .................................................................................................. 12
2.3 Project Background. .................................................................................... 12
2.4 Audit details................................................................................................. 14
2.4.1 Stage 4 Pre-Opening Stage.................................................................. 14
2.5 Road Safety Audit Methodology & Checklist ............................................... 14
3 Road Safety Audit Observations: ...................................................................... 16
3.1 Risk Assessment of Safety Concerns and Prioritization of Suggested
Recommendations ................................................................................................ 16
3.2 Summary of General Observations ............................................................. 17
4 Principles for Safer Roads .............................................................................. 110
WHY THE SAFE SYSTEM APPROACH? .......................................................... 112
SAFE ROADS .................................................................................................... 113
5 References ...................................................................................................... 120

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1 Introduction
Roads are essential to our everyday lives. We all use them in some way, by driving,
riding, walking or travelling as a passenger, and we depend on them to obtain goods
and services. Road safety is collective actions and awareness by law and rules
taking actions to reduce accidents or fatalities on roads. The effective and
comprehensive road safety strategies can reduce the number of people killed or
injured on the road, despite increasing traffic levels.

Road safety audit seeks to take an overall view of safety in a road project. It
highlights safety issues and makes recommendations to minimize the effect of each.
Road safety audit will not necessarily make every new design totally "safe" but it
does raise safety high on the decision-making agenda and it does cause deliberate
decisions to be made on the basis of carefully brought out road safety
recommendations. The earlier in the design process that an audit is carried out, the
easier and less costly it is to achieve change. Early auditing at planning and design
stages can achieve better safety results and usually at a much lower remedial cost.

1.1 Indian Road Safety Scenario

ROAD ACCIDENS - AN OVERVIEW. REPORT (MoRTH) YEAR -2019.

As per the Road Accident Report for 2019, a total number of 449,002 accidents took
place in the country during the calendar year 2019 leading to 151,113 deaths and
451,361 injuries. In percentage terms, the number of accidents decreased by 3.86%
in 2019 over that of the previous year, while the accident related deaths decreased
by 0.20 % and the persons injured decreased by 3.86%. The decline in road
accidents, killings and injury reported during the calendar year 2019 appear to have
been a result of the Motor Vehicle Act implemented in States from September 1 st
2019 which focused on Road Safety and included, inter-alia, stiff hike in penalties in
traffic violations as well as electronic enforcement. The other trends noted in 2019
were very similar to those recorded in the previous years. National Highways which
comprise of 2.03% of total road network, continued to account for a disproportionate
share of 35.7% of deaths in 2019 pointing to need for improved enforcement and
correctives to be put on National Highways. State Highways which account for
3.01% of the road length accounted for 24.8 % of deaths. Other Roads which
constitute about 95% of the total roads were responsible for the balance 39% deaths
respectively, and electronic monitoring of the same. Like in the previous years, the
working age group of 18 – 60 accounted for a share of 84 % in the total road

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accident deaths. Under the category of Traffic Rule Violations, over speeding
continued to be a major killer even in 2019, accounting for 67% of the persons killed
followed by driving on the wrong side of the road which accounted for 6% of the
accident related deaths.

Looking to the numbers alone it’s alarming to see the loss of human life owing to the
fact that more lives are being lost on roads then on hospital beds. The importance for
the Road Safety can be understood in the point that these lives can be saved just by
utilizing a meager fraction of infrastructure budget. Development is necessary, but it
is more necessary to see that the development also is user friendly.

Table 1.1: Road Accidents, Number of Persons killed and injured in the last
five years 2015 – 2019

It is to be noted that in 2019, a total of 449,002 road accidents were reported by

States and Union Territories (UTs) killing 115,113 people and causing injury to
451,361 persons. The number of 449,002 accidents and 151,113 deaths in 2019
translates into an average of 1230 accidents and 414 deaths every day and nearly
51accidents and 17 deaths every hour.

Table 1.2: Number of Accidents, number of persons killed and those injured by
the category of Roads in 2019

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Table 1.3: Trends in the type of Road Accidents (2015 to 2019)

It is seen from the above table 1.2 that National Highways which comprises of 2.03 % of
total road network accounted for 30.6% of total road accidents and 35.7% of road
accident related deaths in 2019. State Highways which account for 3.01% of the total
road length accounted for 24.3% and 25.5% of accidents and road accident fatalities,
respectively. Other Roads which constitute about 95% of the total rods were
responsible for the balance 45% of accidents and38% road accident fatalities,
respectively.

Highways (Both National and State) which accounted for about 5% of total road network
witnessed a disproportionately large share of accidents of 55% and accident related
fatalities of 63% during the year 2019 and naturally become the focus of our attention.
More accidents on these have been attributed to higher vehicles speeds and
increasingly higher volume of traffic on these roads. A thematic distribution of Road
accident share by State is shown below

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Map 1.1 Road Accidents in 2019 – State-wise

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Map 1.2 Persons killed in Road Accidents in 2019 – State-wise

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Table 1.4: State wise number of persons killed in accidents and their ranking in
accident related deaths during 2015-2019

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1.2 Road Safety Audit

Road safety audit is summarized with the statement "prevention is better than cure".
Road safety audit is a process of crash prevention - it aims to identify safety concerns in
a road design in order for changes to be made while they "are still pencil lines on a
piece of paper". By making changes at the design stage, road safety can be built in to
new road projects and the risk to the future users of that road can be minimized.

A road safety audit is "a formal, systematic and detailed examination of a road project
by an independent and qualified team of auditors that leads to a report of the potential
safety concerns in the project." A formal examination of design would not permit a
layout shown below causing unsafe and illegitimate movement. Such potential unsafe
situations would be captured in a safety audit and can be modified before
implementation.

A road safety audit assesses the safety of all road users including car drivers and
passengers, pedestrians, bicyclists and motorcyclists, trucks, bus passengers and 3
wheelers and users of animal drawn vehicles.

The main objective of road safety audit is to minimize the risk of crashes occurring on
an existing road/a new road project and to minimize the severity of any crashes that do
occur or are likely to occur.

There are other objectives too, including:

 To minimize the risk of crashes occurring on adjacent roads (especially at intersections).

 To recognize the importance of safety in road design so that the needs and perceptions of
all road users are met, and to achieve a balance between needs where they may be in
conflict.
 To reduce the long-term costs of a new road project, bearing in mind that unsafe designs
may be expensive (or at times even impossible) to correct at a later stage.
To enhance the awareness of road safety engineering principles by all involved in the
process of planning, designing, constructing, operating, managing and maintaining roads
and highways.
 To advance the awareness of providing safe road schemes for non-motorized as well as
motorized road users.

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1.3 Necessity for Road Safety Audit

Planning, designing, constructing, operating, managing and maintaining roads and

highways is a complex task. The engineers charged with this responsibility usually face
a wide variety of competing constraints and issues as they progress with their work.

Typical constraints include:

 Land acquisition
 Project cost
 Standards and guidelines
 Traffic carrying capacity Environmental impacts
 Resettlement and other socio-economic impacts
 Geotechnical conditions
 Archaeological sites
 Safety of road workers and maintenance crews

The design team and the Project Manager of the road authority work to achieve an
optimal solution. But sometimes, compromises are made which can lead to an increase
in crash risk. The road safety audit process inputs road safety engineering expertise
into the design process. The road safety audit team is additional input to impart safety
into the road design and assists the road authority to create a road that is as safe as
reasonably practical.

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1.4 Road Safety Audit Process

Road safety audits are undertaken to identify safety concerns in a road design so that
those who are responsible for delivering the road project can take these safety
concerns into account and make the necessary amendments at an early time. The road
safety audit process has ten steps. For some small road projects, some of these ten
steps may be brief, but the sequence of steps still applies. The 10-step process is
illustrated below:

Sr. No. Road Safety Audit Steps Responsibility

1 Determine that an audit is needed Road Authority
2 Select a Team Leader, who then selects Project Manager of the Road
the Authority and Road Safety Audit
Team Leader
3 Provide information (the drawings and Designer (via Project Manager)
design reports) about the project to the
Team Leader
4 Hold a commencement meeting- outline Project Manager (plus Designer)
the project and discuss the audit ahead and Road Safety
Audit Team Leader

5 Assess the drawings and design reports The Audit Team

for safety issues (the "desktop" audit)
6 Inspect the site - day time and night time The Audit Team
7 Write the audit report, submit to the The Team Leader with assistance
Project Manager from the audit team

8 Hold a completion meeting - to discuss Project Manager

the key safety issues and to clarify (plus Designer) and Road Safety
outstanding matters Audit Team Leader

9 Provide response on the Audit report, Project Manager/Road Authority

referring to each and every audit
recommendation
10 Follow-up and implement all agreed Project Manager and Designer
recommendations and changes

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2 Project Description:

2.1 Introduction

Detail Road Safety Audit as per IRC: SP – 88 & MoRTH Guidelines for Widening &
Strengthening of Patan – Unjha Road (4-Lane) Ch. 38/0 to 56/400 (CRF 2017-18)
under R & B Sub Division Siddhpur of Patan District in the State of Gujarat.

2.2 Audit Team

The audit Team Comprises of Shri B. S. Kadia (Team Leader cum Road Safety
Auditor), Bhavin Parmar (Highway Engineer/Road Safety Auditor) and Bhavin Patel
(Road Safety Apprentice).

2.3 Project Background.

Sr No Name of Road Length (Km)

1 Patan - Unjha Road Ch. 38/000 to 56/400 (4 – Lane) 18.400

The Road Patan - Unjha is a part of State Highway no. 130. This section of SH starts at
Ch. 38/000, the Unjha junction near Patan Bus stand on SH 10 and passes through
Dharpur & Balisana urban area and ending at Ch. 56/400 at District border. The Road is
passing through Agricultural area with flat terrain.

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The Key plan on Gujarat Map and Alignment on Google Map are described below.

ROAD SAFETY
AUDIT OF
DIFFERENT
ROADS OF PATAN
DISTRICT

Patan – Unjha
Road
(4 – Lane)
Ch. 38/000 to
56/400

Patan - Unjha Road (4 – Lane) Km 38/000 to 56/400

Project Stretch:

Start Point Patan - Unjha Road (4 – Lane)

Km 38/000 to 56/400

End Point

Key Plan on Google Map

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2.4 Audit details

IRC SP 88-2019 proposes Five Stages of Auditing a Road Project

Stage 1: Feasibility /preliminary Design Stage

Stage 2: Detailed Design Stage
Stage 3: Construction Stage
Stage 4: Pre-Opening Stage
Stage 5: Existing Stage

The current Report deals with Pre-Opening Stage Road Safety Audit for:”__”

2.4.1 Stage 4 Pre-Opening Stage

This audit involves a detailed inspection of the new road project immediately prior to its
opening. Although most road projects are constructed "under traffic" there is a time just
before the Contractor hands over the project when the project is almost complete and
when a pre-opening stage audit is undertaken. The new road should be driven, ridden
and walked (as appropriate) by the audit team to ensure that the safety needs of all
road users are provided for. A night-time inspection is particularly important at this
stage to check installation and visibility of signs, markings, delineation, lighting and any
other night time/ low light related issues. (IRC SP 88 2019, 1st Revision)

2.5 Road Safety Audit Methodology & Checklist

A brief narrative about Methodology employed by Sphere Infratech Consultancy for

Road Safety Audits is described below:

 Review of Terms of Reference & Scope of Works.

 Based on ToR & Scope of Works , identify the stage of audits requried for particular
projects.
 Based on identified stages select appropriate checklists as per IRC SP 88-2019
provisions.
 Arranging Inception Meeting and Preliminary Discussion regarding audit process and
understand clients requirement ,collect basic project information and other preliminary
data available with client.
 Conduct a reconnaisance visit of project road.
 Identify critical location and observe general road features and land use pattern and
traffic intensity.
 Locate existing km stone and geo reference them on google earth.
 Create grid for establishing chainages along the alignment
 Conduct Day Time /Night Time safety audit.

A brief narrative of the process involved is presented below:

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The safety consultant will drive along the project road at average travel speed to
establish the visibility of various road signs and marking.

 During the visit the team will make not of various road side feature along with
road cross section features and general land use along the corridor.

 Team will identify erroneous sign boards, marking , locations of low visiblity
along Horizontal and Vertical Curves and pick Geo Referenced Images of
surroundings.

 The Team will also drive along the project road at Restricted Speed limits if
imposed along the road to establish the adeuqaucy of controls.

 If the road furniture and other drawigns are available in advance of audit, the
team will review the drawings and identify any additional signs and/or markings
necessary or revisions required in the drawings.

 The team will keep a videography record for drive way along with necessary
comments.

 The team will also wait till 8 Pm for Audit during Night Visit. Focus will be given to
assess the night time visibilty of Road Markings and Road Signs.

 Based on Audit Observation , team will discuss the key issues observed with
Project Director and brief him about the audit.

 A preliminary Audit report will be submitted within a week with due

photographical evidence for Audit Observations, the report will follow the
guidelines of IRC SP 88-2019.

 On confirmation of Client Final Audit Report will be submitted to Client within 3

Working days from Confirmation

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3 Road Safety Audit Observations:

Based on the site visit and study of available documents the following observations
presented as per IRC SP-88 2019 guidelines are made on the project road by the audit
team.

3.1 Risk Assessment of Safety Concerns and Prioritization of Suggested

Recommendations

Risk is often defined as the likelihood (frequency) of an event times the consequence
(severity) of that event. Table below gives simple criteria for the risk involved in the
safety concerns assessed by the safety auditor. It is a qualitative assessment process
and it requires professional judgment of the Audit Team

Severity Description Examples

Very High Multiple Deaths are likely High speed, multi-vehicle crashes on
expressways.
A bus collision at high speed with a bridge
abutment.
High A death and/or serious High/medium speed collisions with a fixed
injuries are likely roadside object. Pedestrian crashes on rural
highways

Medium Minor injuries only are likely Low speed collisions, such as a three-wheeler
colliding with a bicyclist, a rear end crash in a
slip lane, or a pedestrian struck in a car park.

Severity Suggested Treatment Approach

Essential Where risk is assessed as Very High, the recommendation shall be
implemented "at any cost".
Highly Desirable Where risk is assessed as High, the recommendation shall be
implemented unless cost of remedial treatment is prohibitive and
risk can be reduced by an alternative measure.

Desirable Where risk is assessed as Medium, the recommendation shall be

implemented if the safety concerns could not be mitigated even
after the implementation of the recommendations under
"essential;" and 'highly desirable' priority levels for the same
location and the risk needs to be reduced further

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3.2 Summary of General Observations

 Night-time visibility of Sign boards, median markers and road studs is good

 Many frequent/unauthorised/unnecessary median gaps shall be closed (Ch. 38+550,

38+700, 38+850, 39+020, 39+100, 39+200, 39+320, 39+450, 39+700, 39+800, 39+900,
40+050, 40+200, 40+400, 40+700, 41+050, 41+200, 41+950, 42+050, 42+200, 42+450,
42+800, 43+050, 43+550, 44+400, 44+600, 44+750, 44+950, 45+650, 46+100, 46+180,
46+450, 46+780, 47+450, 47+650, 47+850, 47+900, 48+050, 49+250, 50+050, 50+100,
50+200, 50+300, 50+350, 50+820, 51+050, 51+150, 51+250, 51+300, 52+050, 53+350,
53+550, 53+800, 54+100, 54+450, 54+850, 55+100, 55+350, 55+500, 56+250, 56+350

Median gaps to be provided where cross roads with Bituminous surface is available;
frequent median gaps shall be closed and/or solar blinkers, bollards, median gap sign
board along with marking and road studs shall be provided

 All Curves less than Radius 450m Shall be provided with W type Metal beam crash
barrier, along with solid/ Double or Hatch marking

 All Pedestrian Crossing along with Cat Eye provision at each Four Corner of Pedestrian
Marking Block shall be established

 Cross Road sign shall be placed

 Rumble strip sign board should be as per IRC Provision

 Shoulder (Earthen) should be clear from vegetation, Bushes, Foliage and Vegetation
shall be cleared and also for better visibility of delineator

 Carriageway width should be clear dust, dirt and kept clean & free for smooth riding and
for visibility of pavement marking

 Object /Obstacle within 3m distance from Carriageway shall be relocated out of

shoulder. W beam shall be provided wherever obstacle cannot be shifted

 Curve with Radius less than 450m shall be provided with Curve Ahead Sign

 Chevron Sign board shall be as per spacing provided in IRC 67-2012

 Hazard Marker to be provided at Culverts

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 Headwall height should follow IRC provisions; Culvert Headwall to be painted with White
& black colour

 Delineator to be provided on curves having Radius 1200 to 2000m

 Intermediate Sigh Distance shall be available at Summit Curves

 Sight Distance at Horizontal Curves to be increased by clearing set back distance

 Junction Channelization is required where major road intersect

 Footpath facility & Lighting arrangements shall be established at built up areas i.e Unjha
junction, Hansapur section, Dharpur Medical College, Digdi village, Balisana junction &
Visalvasna village

 School/Temple/Hospital is high VRU movement areas; therefore, such areas shall be

given special treatment for traffic calming

 Hazard Marker board shall be provided at start of W Beam

 Vegetation trimming needs to be done for better visibility of sign boards

 Tree shall be relocated outside the roadway width or W Beam provision shall be made
for trees on shoulder/paved shoulder width

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CHECK-LIST FOR PRE-OPENING STAGE AUDIT

NAME OF PROJECT: Road Safety Audit of Patan - Unjha Road (4 – Lane) Km 38/000 to 56/400
for Pre-Opening Stage
Name of Client: - Executive Engineer, Road & Building Division Patan
Name Of Contractor:- ---
Name of Safety Consultant: - Sphere Infratech Consultancy Pvt. Ltd.
Issue Yes No NA Comments
1. New/ Existing Road Interface
Is the interface between the new road and the old Yes
road as safe as practical?
Where drivers/riders depart the new road and return Yes
to the existing network, are they provided with
sufficient delineation and pavement markings to
compensate for possible increased speeds??
2. INTERSECTIONS
Are sight lines free of obstructions at all Yes Except couple of
intersections? intersection locations
Are the intersection layouts clear and visible from all Yes Except couple of
approaches? intersection locations
Are traffic signals conspicuous, functioning properly NA
and safely?
Are the signal timings reasonable and likely to NA
maximise driver/rider compliance?
Are the signal phasing’s reasonable and safe, with NA
no conflicting movements?
Are pedestrian signals installed at each signalized NA
intersection and are they easy to see, with adequate
WALK time and clearance time?
Are roundabouts visible and recognizable from all NA
approaches?
Are correct advanced warning and suitable direction NA
signs installed on each approach to each
roundabout?
At other intersections are Stop and/or Give Way No Provisions to be made
signs conspicuous and correctly installed to make
priority clear?

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3. Interchanges NA
Are sight lines open and free of obstruction at all -
merges and diverges?
Are the distances between decision-making points -
sufficient for safety?
Are the direction signs for each interchange clear -
and easily understood at the anticipated operating
speeds?
4. Signs, Pavement Markings and Delineation
Do all signs satisfy the 6Cs of good signage
practice?
Is there a need for any more signs to warn, inform, Yes
guide, control or delineate?
Have all unnecessary old signs & markings Yes
(including those from road works) been removed?
Are the speed zones provided with clear speed Yes Few locations to be
restriction signs of a suitable value? established with provisions
Are pavement markings continuous, correct and Yes At few locations, diagonal
conspicuous? marking shall be provided
Edge line marking visibility
to be ensured
Are road signs and road markings tested for retro- NA
reflectivity & conforming to relevant IRC standards?
Have potentially confusing situations been removed Yes Few locations to be
or resolved safely? established with provisions
Are guide posts correctly installed in accordance with NA
the layouts shown in the standard drawings?
Are chevron alignment markers installed where Yes
necessary and in accordance with the layouts shown
in the standard drawings?
Is there consistency and uniformity of delineation and Yes Except few intersections/
markings throughout the scheme? locations
Have initiatives been taken to delineate the road and Yes
to maximise the chance that vehicles will remain on
the road?

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5. Roadside hazards
Are all roadside hazards adequately treated i.e. they No
adequately provided with signs?
Is safety barrier installed where necessary? No
Is barrier correctly and safely installed? NA
Are impact attenuators provided in gore area? NA
Are all bridge abutments and culverts safely treated? No
Is there a degree of hazard associated with large Yes
trees, boulders, etc. and whether these can be
treated to improve roadside safety
Do the trees and other vegetation obstruct driver and Yes
pedestrian sight lines, which are essential for safe
traffic operation?
Is there adequate delineation/visibility of barriers and NA
fences during night times?
Is any thick growth of vegetation by the roadside No
enough far back from the edge of the pavement to
enable a driver to take protective steps in time if any
human or animal should run across the road from
behind or within the vegetation?
Are there any sharp edged or pointed fixtures or tops NA
of supporting verticals on the median crash barriers
or on dividers which can hurt a motor cyclist in case
of a collision or crash or loss of balance?
Are there any village name boards or direction No
boards by the roadside with pointed ends to hurt a
passenger in a bus on window seat?
Bridges/Canal crossings: Are the open spaces by the No
side of ends of Parapets covered by protective crash
barriers or walls to prevent vehicles going into the
river or canal
Is the vegetation removed and paving in the median NA
at openings in median at junctions or for U Turns or
for pedestrian crossings for a length of 120 m on
either side of opening to afford complete visibility to
drivers?
Is the height of vegetation in the median less than 60 NA

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cm on curves?
Is the median clear of any trees with trunks with girth NA
greater than 30 cm? If not, are such locations
enveloped by protective crash barriers?
Are fixing details of pipe railing such that the entire NA
length of pipe is smooth and continuous without any
projection on road ward side?
Are entrances to abandoned roads properly fenced NA
off?
6. Vulnerable road users (pedestrians, bicyclists,
two wheelers and three wheelers, and animal
drawn carts)
Do all vulnerable road users have connectivity along Yes
the road, with suitable lateral clearance to motor
traffic?
Will pedestrians (particularly the young, old and No Crash barrier shall be
disabled) be able to safely walk along the road? provided at mentioned few
locations

Are pedestrian crossing places marked, and are Yes

pedestrians channeled to these crossings?
Is the new road free of “squeeze” points where No Unauthorised median gaps
vulnerable road users may be exposed to traffic? shall be closed
Will pedestrians (particularly the young, old and Yes
disabled) be able to safely cross the road?
Are dropped kerbs provided at all intersections and NA
mid-block locations where pedestrians are to cross?
Is the number and placement of the pedestrian Yes
facilities adequate and safe for the situation and the
pedestrian numbers?
Is each pedestrian facility clearly marked and Yes
conspicuous on each approach?
Are the correct signs and pavement markings Yes
installed at each pedestrian facility?
Is each crossing facility well illuminated at night so Yes
that pedestrians can be seen by drivers/riders?

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Do all mid-block traffic signals have pedestrian push NA

buttons to allow pedestrians to register their demand
to cross the road?
Are medians in urban areas free of barriers, suitably Yes
wide and with a suitable surface to act as an
effective pedestrian refuge?
Are pedestrian paths provided through medians to NA
permit pedestrians to cross “at road level” and to
assist disabled pedestrians?
Is adequate safe parking and stopping provided for NA
three-wheelers?
Are bus stops located where passengers will use Yes
them?
Are bus stops well delineated and lit? No
Are bus stops sealed for all-weather use? Yes
Is the newly constructed road allows adequate Yes
visibility for an approaching driver to see a
pedestrian waiting to cross the road?
Is the newly constructed road allows adequate Yes Frequent unauthorised
visibility funnel for an approaching driver to see a median gaps shall be
vehicle waiting to cross the carriageway from side closed
road or storage space of median?
7. Drainage
Does the new road appear to have sufficient cross Yes
fall or camber and adequate drainage to prevent
ponding of rainwater from occurring?
Are all drains safe (covered, underground or outside NA
the clear zone)?
8. Landscaping NA
The landscaping “safe” in terms of roadside --
hazards? (NOTE: Any tree with a trunk in excess of
100mm diameter is considered a road side hazard if
planted within the clear zone).
Does the landscaping permit clear sight lines at all --
intersections, pedestrian facilities and median
openings?

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9. Lighting and night time issues

Are all signs easy to see and read at night?
Are the critical locations (intersections, pedestrian Yes Street light provisions is
facilities, bus bays, bus stops, truck lay bye, toll recommended at few
plaza, etc) conspicuous at night? locations
Is lighting provided on road sections passing through No
built up areas, service roads, above and below the
grade separator, under pass, etc.
Are the illumination levels of an appropriate NA
standard, consistent with the needs of the location,
pedestrian and other factors?
Is the “through route” well signed, line marked and Yes
obvious to road users at night?
Is the new road free of visual deceit for road users at Yes
night?
Are the lighting columns frangible? If not are they NA
outside the clear zone?
Are there any lighting poles in the median (less than NA
2m wide) unprotected by crash barriers?
10. Access to property and developments
Are all accesses to/from adjoining properties Yes
conspicuous and as “safe” as practical?
Is fencing provided and adequate to keep animals off No
the road, especially in rural areas?
11. General road safety considerations
Is the new road as safe as practical given the local Yes
weather (sunrise, sunset, snow, fog, dust storms, or
monsoonal storms)?
Is the project free of all “visual deceit”? Yes
Is the road surface free of gravel and sand, and with Yes
good skid resistance?
Have the batter slopes of cuttings been treated to NA
minimize the risk of rocks falling onto the new road?
Check that all temporary arrangements, signages, Yes
etc, have been removed and replaced by permanent
arrangements.

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 25

1-New /Existing Road Interface

It deals with Access Roads to Project Road merging, Median Opening to access roads.

1 - New/Existing Road Interface:

Sr. Safety Concerns/ Risk Description Priority Client

No Audit Findings Response

- The interface between the new

1 High Essential
road and the old road is safe

- Pavement Marking as per Fig

9.3 of IRC 35-2015 along with
road studs as per IRC
provision shall be provided for
delineation and proper
channelization of traffic

Ch. 38+000 Start Point Unjha ‘T’- type Junction

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 26

- Tree is to be trimmed for better

visibility of sign board

- Street light provision shall be

established

- Torn-out pavement marking

shall be repainted

Ch. 38+000 Start Point Unjha ‘T’- type Junction - Speed Breaker along with Sign
board and marking shall be
provided as per IRC provision

- The carriageway width shall

be dust free and clear for
smooth riding & visibility of
Edge line marking

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 27

- The interface between the new

2 Medium Essential
road and the old road is safe

- Object markers at Gantry

foundation to be provided

- Unauthorised / Unnecessary
Median gap shall be closed

- Tree is to be trimmed for better

visibility / tree is to be removed
CH. 56+400, End Point
/ relocated / transplanted

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 28

2- Intersections:

- Junction Development shall be as

1 Very Essential
per IRC SP 41-1994
High
- Re-grading needs to be done for
cross road
- Junction shall be made stop
controlled along with provision for
Pedestrian Crossing

- Pavement marking to be followed

as per fig. 9.4 of IRC 35, 2015
- Cross road signboard shall be
provided in advance
Ch. 43+900 LHS ‘Y’ type Junction

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 29

- Recommended Sign plan as per

2 High Essential
IRC 67-2012 fig V.5 Pg. 131 to
be followed
- Pavement Marking as per Fig 9.3
of IRC 35-2015 along with road
studs as per IRC provision shall
be provided for delineation and
proper channelization of traffic
- Sight Distance at Funnel to be
cleared at intersection by
removing hawkers /
encroachment
Ch. 44+160 LHS, Dharpur Junction - Cross road shall be made stop
controlled along with provision for
Pedestrian Crossing

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 30

- Recommended Sign plan as per

3 High Essential
IRC 67-2012 fig V.2 Pg. 128 to
be followed

- Pavement Marking as per Fig

9.3/9.5 of IRC 35-2015 along with
road studs as per IRC provision
shall be provided for delineation
and proper channelization of
traffic

Ch. 48+300 Cross Road Junction - Cross roads shall be made stop
controlled along with provision for
Pedestrian Crossing and road
studs

- Depressed road to be patched

immediately with proper re-
grading

- W Beam & hazard marker shall

be provided in front of water body
structure & seating arrangement

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 31

- OHM shall be provided at

4 Very Essential
Headwall / Parapet edges
High
- W Beam shall be provided either
sides of CD structure
- Recommended Sign plan as per
IRC 67-2012 fig V.5 Pg. 131 to
be followed
- Pavement Marking as per Fig 9.3
of IRC 35-2015 along with road
studs as per IRC provision shall
be provided for delineation and
proper channelization of traffic
Ch. 50+650, ‘T’ – type junction
- Cross road shall be made stop
controlled along with provision for
Pedestrian Crossing

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 32

- Recommended Sign plan as per

5 High Essential
IRC 67-2012 fig V.5 Pg. 131 to
be followed

- Pavement Marking as per Fig 9.3

of IRC 35-2015 along with road
studs as per IRC provision shall
be provided for delineation and
proper channelization of traffic

- Cross roads shall be made stop

Ch. 55+550, Cross Road (‘+’) Junction controlled along with provision for
Pedestrian Crossing

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 33

- Recommended Sign plan as per

6 Very Essential
IRC 67-2012 fig V.5 Pg. 131 to
High
be followed

- Pavement Marking as per Fig 9.3

of IRC 35-2015 along with road
studs as per IRC provision shall
be provided for delineation and
proper channelization of traffic

- Cross road shall be made stop

controlled along with provision for
Pedestrian Crossing

Ch. 51+400, ‘T’ – type junction

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 34

- Vulnerable zone treatment to be

7 High Essential
provided as per fig. 5.4 (Pg. 44) of
IRC 99-2018

- Recommended Sign plan as per

IRC 67-2012 fig V.1 Pg. 127 to
be followed

- Pavement Marking as per Fig

9.10 of IRC 35-2015 along with
road studs as per IRC provision
Ch. 50+650 RHS, ‘T’ – type Junction, Builtup zone, Balisana shall be provided for delineation
and proper channelization of
traffic

- Traffic Calming measures

(provisions of pedestrian
crossing marking with road
studs, transverse bar marking,
warning sign boards (Go Slow)) to
be adopted

- Street light provision shall be

established

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 35

- Recommended Sign plan as per

8 High Essential
IRC 67-2012 fig V.1 Pg. 127 to
be followed

- Pavement Marking as per Fig

9.10 of IRC 35-2015 along with
road studs as per IRC provision
shall be provided for delineation
and proper channelization of
traffic

Ch. 50+280 RHS, ‘T’ type Junction - Cross road shall be made stop
controlled along with provision for
Pedestrian Crossing

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 36

- Recommended Sign plan as per

9
IRC 67-2012 fig V.5 Pg. 131 to
be followed

- Pavement Marking as per Fig 9.3

of IRC 35-2015 along with road
studs as per IRC provision shall
be provided for delineation and
proper channelization of traffic

- Cross road shall be made stop

Ch. 41+800 RHS, ‘T’ – type Junction, Mandotri Village controlled along with provision for
Pedestrian Crossing

- Object markers to be provided on

entry/exit gate

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 37

- Recommended Sign plan as per

10
IRC 67-2012 fig V.5 Pg. 131 to
be followed

- Pavement Marking as per Fig 9.3

of IRC 35-2015 along with road
studs as per IRC provision shall
be provided for delineation and
proper channelization of traffic

- Cross road shall be made stop

controlled along with provision for
Pedestrian Crossing

- Flag type sign board shall be

provided

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 38

3 - Interchange: Not Applicable

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 39

4 - Signs Pavement Markings & Delineation:

- The rumble strip Sign board
1 Medium Desirable
shall be provided in
confirmation with IRC provision
at following locations:
LHS locations: Ch. 38+100,
Ch. 38+800, Ch. 41+650,
Ch. 44+050, Ch. 48+180,
Ch. 50+500, Ch. 55+850
RHS locations: Ch. 38+050,
Ch. 39+010, Ch. 40+600,
Ch. 41+900, Ch. 44+350,
Ch. 46+380, Ch. 48+400,
Ch. 38+100 LHS, Rumble Strip Sign Board Ch. 56+150
- Minimum distance between
2 High Essential
sign boards is to be matched
for placement of sign boards as
per IRC provision

Ch. 38+510 LHS, Distance between two sign boards(no

overtaking board and speed restriction) is less

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 40

- Median opening shall be

3 Very Essential
provided with Solar Blinkers /
High
Bollards / OHM, Cat eyes and
Gap in median sign board.

Ch. 38+550, Median Gap

- Cross road sign board shall be

4 High Essential
provided in advance

Ch. 39+200 LHS, Cross road

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 41

- Tree is to be trimmed for better

5 Medium Essential
visibility/ tree is to be
removed/relocated/transplanted

- Object marker at Gantry

foundation is to be provided

Ch. 39+300 LHS, Gantry is obscured by tree

RHS

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 42

- Chevron boards with spacing

6 Very Essential
as per IRC provision is to be
High
provided

Ch. 39+700, Curve

- Curve ahead sign board shall

7 High Essential
be provided

- Unauthorised median gap shall

be closed

Ch. 40+070 Curve

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 43

8 High Essential
- Traffic Calming measures
(provisions of pedestrian
crossing marking with road
studs, warning sign boards
(Go Slow)) to be adopted

- Cross road sign board shall be

provided in advance

Ch. 41+200 LHS, Cross road beside Temple

- Vulnerable zone treatment to

9 High Essential
be provided as per Fig. 5.5 of
IRC 99-2018

Ch. 42+600 LHS, Hospital Institute

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 44

- Traffic Calming measures

(provisions of transverse bar
marking, warning sign boards
(Go Slow)) to be adopted

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 45

- Diversion board shall be

10 Very Essential
removed
high

- W beam provision shall be

established

- OHM and diagonal marking

shall be provided

- Narrow road ahead sign board

shall be provided in advance
Ch. 43+200 LHS, Temple

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 46

- Curve ahead sign board shall

11 Very Essential
be provided
High

Ch. 42+200, Curve

- Vulnerable zone treatment to

12 Very Essential
be provided as per IRC 99-
High
2018

- Traffic Calming measures

(provisions of pedestrian
crossing marking, road studs,
warning sign boards) to be
adopted

Ch. 43+300 LHS, Dharpur College

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 47

RHS, Edge line visibility

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 48

- Gap shall be closed with W

13 High Essential
beam shall be in continuation

- Retro reflective tapes shall be

marked at Posts of W beam

Ch. 43+850 LHS Gap in W Beam

- Tree shall be trimmed for better
14 Medium Essential
visibility of Sign board

Ch. 45+810 LHS, Sign Board visibility is obscured by tree

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 49

- Vulnerable zone treatment to

15 Very Essential
be provided as per IRC 35 -
High
2015
-
- Traffic Calming measures
(provisions of pedestrian
crossing marking with road
studs at four corner of all zebra
crossing, warning sign boards)
to be adopted

Ch. 46+300, Digdi Village

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 50

- Torn old sign board is to be

16 High Essential
replaced with new retro
reflective sign board with
confirmation of IRC provision

Ch. 50+100 LHS, Damaged Sign Board

Medium - Remove the old sign board or
17 Highly
replace with the new retro
Desirable
reflective sign board as per IRC
provision

Ch. 50+810 LHS, OLD Sign board

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 51

- Chevron boards with spacing

18 Very Essential
as per IRC provision is to be
High
provided

- Curve ahead sign board shall

be provided

Ch. 51+050 LHS, Curve

- Gap shall be closed with W

19 High Essential
beam shall be in continuation

- Retro reflective tapes shall be

marked at Posts of W beam

- Vegetation from shoulder side

to be removed

Ch. 51+800, Gap in W Beam

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 52

- Fuel Pump Access control

20 High Essential
layout shall be established

- Fuel Pump sign board shall be

provided

Ch. 52+020 LHS, Essar Fuel Pump

- S-curve / curve ahead sign

21 High Essential
board shall be provided

- OHM shall be provided at start

of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 53+410 LHS, W Beam, Series of curve

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 53

- Curve ahead sign board shall

22 Very Essential
be provided
High

Ch. 55+100 LHS, Curve

- Tree shall be trimmed for better

23 Medium Essential
visibility of Sign board

Ch. 55+800 LHS, Sign Board visibility is obscured by tree

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 54

- Curve ahead sign board shall

24 Very Essential
be provided
High

Ch. 56+100 LHS, Curve

- Tree is to be trimmed for better

25 Medium Essential
visibility / tree is to be
removed/relocated/transplanted

Ch. 56+400 LHS, Gantry is obscured by Tree

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 55

- Curve ahead sign board shall

26 Very Essential
be provided
High

- OHM shall
be
provided at
start of W
Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 56+300 RHS, Curve & W Beam

- Curve ahead sign board shall

27 Very Essential
be provided
High

Ch. 55+350 RHS, Curve

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 56

- Curve ahead sign board shall

28 Very Essential
be provided
High

Ch. 51+800 RHS, Curve

- Curve ahead sign board shall

29 High Essential
be provided

- OHM shall
be
provided at
start of W
Beam

- Retro reflective tapes shall be

marked on Posts of W beam
- Vegetation from shoulder side
Ch. 48+700 RHS, Curve & W Beam to be trimmed

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 57

- Curve ahead sign board shall

30 Very Essential
be provided
High

Ch. 48+100 RHS, Curve

- Tree shall be trimmed for better
31 Medium Essential
visibility of Sign board

Ch. 44+350 RHS, Sign Board visibility is obscured by tree

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 58

- Fuel Pump Access control

32 High Highly
layout shall be established
Desirable

- Fuel Pump sign board shall be

provided

Ch. 42+990 RHS, Fuel Pump

- Placement of sign boards to be
33 Medium made without any obscuration Essential

- Signs shall be placed at 0.6 V

distance to avoid clustering and
Sign shall be easily seen

Ch. 41+350 RHS, Clustering of Sign boards

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 59

- Tree shall be trimmed for better

34 Medium Essential
visibility of Sign board

Ch. 40+800 RHS, Sign board visibility is obscured by tree

- Curve ahead sign board shall

35 Very Essential
be provided
High

- Median Gap on curve portion

shall be closed

Ch. 40+400 RHS, Curve

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 60

- Placement of sign boards to be

36 Medium made without any obscuration Essential

- Signs shall be placed at 0.6 V

distance to avoid clustering and
Sign shall be easily seen

Ch. 38+200 RHS, Clustering of Sign boards

- Sign board pattern is to be
37 Medium replaced with confirmation of Highly
IRC provisions Desirable

Ch. 37+950 RHS, ‘T’ tpe junction Sign board

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 61

5 - Road Side Hazards:

- Object Hazard Marker (OHM)

1 High Essential
shall be provided at Headwall /
Parapet edges

- OHM shall be placed at

chamber

- The carriageway width shall

be dust free and clear for
smooth riding & visibility of
Edge line marking

Ch. 38+500 LHS, CD location - Dust/ Dirt shall be removed

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 62

- W Beam provision shall be

2 Very Essential
established
High

- OHM shall be placed at

chamber

- The face shall also be

highlighted with White and
black colour

Ch. 38+600 LHS, Chamber

- 5th KM Stone is to be placed at
3 High Highly
shoulder edge
desirable

Ch. 40+000 LHS, 5th KM Stone

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 63

- Tree on Shoulder width is to be

4 High Essential
relocated/transplanted outside
roadway width OR

- W beam provision shall be

established

Ch. 40+100 LHS, Trees on Shoulder width

Ch. 40+600 LHS, Trees on Shoulder width

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 64

- Tree on Shoulder width is to be

5 High Essential
relocated/transplanted outside
roadway width OR

- W beam provision shall be

established

Ch. 41+030 LHS, Tree on Paved shoulder width

Ch. 41+100 LHS, Tree on Paved shoulder width

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 65

- Tree on Shoulder width is to be

6 High Essential
relocated/transplanted outside
roadway width OR

- W beam provision shall be

established

Ch. 41+250 LHS, Tree on Shoulder width

Ch. 41+320 LHS, Tree on Shoulder width

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 66

- Headwall height should at least

7 Very Essential
be 0.60 m above GL
High

- OHM shall be provided at

Headwall / Parapet edges and
start of W Beam

Ch. 43+830 LHS, CD structure location and W Beam

- Tree on Shoulder width is to be

8 High Essential
relocated/transplanted outside
roadway width OR

- W beam provision shall be

established

Ch. 39+200 RHS, Tree on Shoulder width

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 67

- Headwall height should at least

9 High Essential
be 0.60 m above GL

- OHM shall be provided at

Headwall / Parapet edges

- Railing provision shall be

provided in built up zone

Ch. 44+200 LHS, CD structure Location

- OHM shall be provided at start
10 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam /
W Beam Top

- Vegetation from shoulder side

to be trimmed

Ch. 45+320 LHS, W Beam

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 68

- Vulnerable zone treatment to

11 Very Essential
be provided as per IRC 99-
High
2018
- Diagonal pavement marking &
OHM shall be provided at Bus
stand
- Bus stop sign board shall be
provided

Ch. 46+300 RHS, Bus stand on Curve location

No setback distance is available

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 69

- The face of wall shall be

12 Very Essential
highlighted with White and
High
black colour
- W Beam provision shall be
established
- OHM shall be provided

Ch. 46+350 LHS, Wall at curve location

Ch. 46+370 LHS, Room Wall

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 70

- OHM shall be provided at

13 High Essential
Headwall / Parapet edges

Ch. 46+400 LHS, CD Structure location

- OHM shall be provided at start

14 High Essential
of W Beam

- Retro reflective tapes shall be

marked at Posts of W beam

Ch. 49+210 LHS, W beam

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 71

- OHM shall be provided at start

15 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 49+600 LHS, W Beam

- OHM shall be provided at start

16 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 52+950 LHS, W Beam

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 72

- OHM shall be provided at start

17 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 53+410 LHS, W Beam, Series of curve

- OHM shall be provided at start

18 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 56+300 RHS, W Beam

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 73

- OHM shall be provided at start

19 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

- Vegetation from the shoulder

side to be trimmed

Ch. 53+980 RHS, W Beam

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 74

- W beam provision shall be

20 High Essential
established

- OHM and diagonal marking

shall be provided

- Narrow road ahead sign board

shall be provided in advance

- Pedestrian railings needs to be

replaced with concrete crash
barrier

Ch. 50+500 RHS, Temple and ‘T’ Type junction

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 75

- OHM shall be provided at start

21 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 48+700 RHS, W Beam

- Diagonal Marking shall be
22 High Essential
provided
- W Beam provision shall be
established
- Tree cutting shall be done
- Traffic Calming measures
(provisions of pedestrian
crossing marking, road studs,
warning sign boards (Go slow,
narrow road ahead) shall be
established

Ch. 47+400 RHS, Temple

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 76

- OHM shall be provided at start

23 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 45+780 RHS, W Beam

- OHM shall be provided at start

24 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 43+300 RHS, W Beam

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 77

- OHM shall be provided at start

25 High Essential
of W Beam

- Retro reflective tapes shall be

marked on Posts of W beam

Ch. 42+550 RHS, W Beam

- OHM shall be provided in front

26 High Essential
of face of Headwall

- Retro reflective tapes shall be

marked on Posts of W beam

- Connection of W beam to
headwall face shall be linked

Ch. 41+950 RHS, Headwall & W Beam

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 78

- Headwall height should at least

27 Very Essential
be 0.60 m above GL
High

Ch. 40+600, Headwall Height

- Object marker shall be

28 High Highly
provided
Desirable

Ch. 39+850 RHS, Temple

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 79

- OHM shall be provided before

29 Very Essential
Temple
High
- Hatch marking shall be
provided as per Fig. 7.3 of IRC
35-2015

Ch. 38+170 RHS

- Headwall height should at least

30 Very Essential
be 0.60 m above GL
High

- OHM Visibility is obscured by

Electrical pole which shall be
relocated

Ch. 39+250 RHS, Headwall Height

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 80

- Headwall height should at least

31 Very Essential
be 0.60 m above GL
High

- OHM shall be provided in front

of face of Headwall
-
- The carriageway width shall be
dust free and clear for better
visibility of pavement marking

Ch. 38+500 RHS, Headwall Height

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 81

6 - Vulnerable Road Users (Pedestrians, Bicyclists, Two wheelers, Three Wheelers, and Animal drawn Cart ):

- Footpath cum drain provision

1 High Highly
with railing to be adopted
Desirable

- Drain shall be covered with

Grill/Net

- The carriageway width shall be

dust free and clear for better
visibility of pavement marking

Ch. 38+050 to 38+370 LHS, Builtup area

Edge line marking is not visible

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 82

- Headwall height should at least

2 High Essential
be 0.60 m above GL

- Good quality shoulder free from

vegetation/dust/debris is to be
established with proper re-
grading

Ch. 38+700 LHS, Headwall is burried

- Pedestrian railings needs to be
3 Very Essential
replaced with concrete crash
High
barrier

Ch. 44+100, Minor Bridge

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 83

- “No Parking” sign boards shall

4 Very Essential
be placed parallel to kerb facing
High
the carriageway at 30/50 m
intervals

Ch. 39+050 – 39+120 LHS, Parking on roadway width

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 84

OR
- Provide parking marking as per
IRC 35, 2015

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 85

- Proper Safety provisions to be

5 Very Essential
made using barricading/
High
delineation for construction zone
demarcation

- Diversion layout as per IRC SP

55 to be followed

- Construction zone warning sign

boards to be provided

Ch. 48+800 to 49+100, Diversion near Canal Crossing BHS; Work - Construction zone entry/exit sign
under progress (under construction zone) boards as per IRC SP 55 to be
provided

- W Beam is to be provided in gap

at crash barrier & high
embankment area

- Retro reflective sign boards to

be used

Sphere Infratech Consultancy Pvt Ltd

ROAD SAFETY AUDIT 86

Sphere Infratech Consultancy Pvt Ltd

 ROAD SAFETY AUDIT 87

- Pedestrian railings needs to be

6 Very Essential
replaced with concrete crash
High
barrier

- W Beam shall be provided for 50

m either sides of CD structure
besides / in continuation with
railing

Ch. 51+420, Minor Bridge

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- Pedestrian railings needs to be

7 Very Essential
replaced with concrete crash
High
barrier

Ch. 52+550, Minor Bridge, Damageed Railing

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- Pedestrian railings needs to be

8 Very Essential
replaced with concrete crash
High
barrier

- W Beam shall be provided for 50

m either sides of CD structure
besides / in continuation with
railing

Ch. 55+550 LHS, CD Structure Location

RHS

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- Headwall height should at least

9 High Essential
be 0.60 m above GL

- W Beam shall be extended to

culvert face

- W Beam shall be provided for 50

m either sides of CD structure
besides / in continuation with
railing

Ch. 53+900 RHS, Headwall Height

- Pedestrian railings needs to be

10 Very Essential
replaced with concrete crash
High
barrier

- W Beam shall be provided for 50

m either sides of CD structure
besides / in continuation with
railing

Ch. 44+100 RHS, Ditch

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- Chevron sign boards spacing to

11 Very Highly
be checked
High Desirable

- Parking cum Footpath shall be

established with railing

- Cattle crossing sign board is to

be provided to alert the moving
traffic

- Dairy vehicles shall be parked in

a way that does not affect the
Ch. 38+570 RHS, Parked vehicles outside dairy; cattle movement
moving traffic which can be
instructed to representatives of
Dudhsagar dairy

- Median opening shall be

provided with Solar Blinkers/
Bollards, Cat eyes and Gap in
median sign board

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7 – Drainage:

- Open drain is to be covered

1 Medium Highly
desirable
- Footpath cum drain provision
with railing to be adopted

Ch. 38+070 LHS, Open Drain

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- Drain height above GL is more

2 High Essential
than required; this needs to be
corrected by providing ramp

- Railing provision shall be made

in built up zone

- Storm water Inlet points are

above GL; which shall be
rectified for avoidance of water
stagnant

Ch. 44+350 LHS, RC Box Drain

- Open drain shall be
closed/covered at ends

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8 - Landscaping: NA

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9 - Lighting and Night Time Issue:

- Pavement marking to be
1 Medium Highly
repainted with good quality
Desirable
material

Ch. 38+550 LHS, Dull pavement marking for rumble strip

- The carriageway width shall

2 High Essential
be dust free and clear for
smooth riding & visibility of
Edge line marking

Ch. 38+050 to 39+150, LHS, Edge line marking is not visible

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- Object marker on Kilometer

3 High Highly
stone shall be provided
desirable

Ch. 39+000 LHS, Kilometer Stone

- OHM shall be placed at start of
4 High Essential
W Beam

Ch. 51+650 LHS, W Beam location

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- W beam & diagonal marking to

5 Very Essential
be provided
High

- Footpath provision shall be

made

Km 48+000 LHS, Lack of shoulder

- Debris waste to be properly

6 High Essential
managed with provision of
proper drainange system

- The carriageway width shall

be dust free and clear for
smooth riding & visibility of
Edge line marking

Ch.38+450 RHS, Debris

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- Damaged Hazard marker to

7 Very Essential
High
be replaced

- Crash barrier to be provided

in place of railing

- W Beam shall be provided

for 50 m either sides of CD
structure besides / in
Ch. 44+120 RHS
continuation with railing

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- W beam & diagonal marking to

8 Very Essential
be provided or footpath
High
provision shall be established
with railing

- OHM and diagonal marking

shall be provided

- Narrow road ahead sign board

shall be provided in advance

Ch. 51+100 LHS, Built-up zone

- Frequent median gaps to be
closed

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10 - Access to Property and development: NA

1 High - Proper Access entry to be Essential

developed with clean & dust
free road

- Object markers to be provided

on entry/exit gate

- Speed Breaker/Bump provision

to be made on cross road along
with marking & sign board
pattern as per IRC provisions

Ch. 38+900 LHS, Access to Property

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- Speed Breaker / Bump

2 High Essential
provision to be made on cross
road along with marking & sign
board pattern as per IRC
provisions

- Cross road shall be made stop

controlled

- Sign boards placement should

not be an obstruction to traffic
Ch. 50+500 RHS, Access to gayatri mata Temple and be positioned properly

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11 - General Road Safety Consideration:

- Frequent (Unauthorised)
1 Very Essential
median gaps shall be closed
High

- Median opening shall be

provided with Solar Blinkers /
Bollards / OHM, Cat eyes and
Gap in median sign board

- Pedestrian crossing along with

cat eyes (at four corner of all
zebra crossing in 2 row at 0.5 m
Ch. 50+800 to 51+350, Urban area, Many Median gaps spacing in amber colour) to be
provided

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- Frequent (Unauthorised)
2 Very Essential
median gaps shall be closed
High
- Median opening shall be
provided with Solar Blinkers /
Bollards / OHM, Cat eyes and
Gap in median sign board
- Pedestrian crossing along with
cat eyes (at four corner of all
zebra crossing in 2 row at 0.5 m
spacing in amber colour) to be
provided

Ch. 50+000 to 50+400, Urban area, Many Median gaps

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- 5th Kilometer Stone shall be

3 Medium Essential
replaced as per IRC provision

Ch. 50+000 RHS, 5th KM Stone size is not as per IRC

- Median opening shall be

4 Very Essential
provided with Solar Blinkers /
High
Bollards / OHM, Cat eyes and
Gap in median sign board
- Pedestrian crossing along with
cat eyes (at four corner of all
zebra crossing in 2 row at
provided.0.5 m spacing in
amber colour) to be provided

Ch. 49+150, Median Opening

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- Tree shall be trimmed for better

5 High Essential
visibility & smooth movement

Ch. 46+200 RHS, Visibility is obscured by Tree

- Tree shall be trimmed for better

6 Medium Highly
visibility & smooth movement
Desirable

Ch. 47+200 LHS, Tree

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- Rectification measures shall be

7 High Essential
applied immediately

Ch. 46+900 LHS, Depressed road

- Vulnerable zone treatment to be

8 High Essential
provided as per IRC 99-2018

- The carriageway width shall be

dust free and clear for better
visibility of pavement marking

- Footpath cum drain provision is

required

Ch. 46+100 to 46+400 LHS, Edge line & Sign board visibility

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- Tree on Shoulder width is to be

9 Very Essential
relocated/transplanted outside
High
roadway width OR

- W beam provision shall be

established

- Object marker to be placed on

tree

Ch. 43+950 LHS, Trees on Shoulder width

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- Vegetation to be trimmed for

10 Medium Highly
visibility of KM stone
Desirable

Ch. 56+000 RHS, Kilometer stone

- Safety provisions to be made
11 Very Essential
using barricading /delineation
High
for construction zone
demarcation

- Flagman shall be mobilised

during construction activity to
direct traffic movement

- PPE Kit shall be provided to

construction workers

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Ch. 43+650 – 43+800 RHS, Construction activity in progress

without any safety measures

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4 Principles for Safer Roads

WHAT IS THE SAFE SYSTEM?

At the heart of the Towards Zero vision is the belief that no one should be killed or
seriously injured from using the road network. The aim of Towards Zero is for a world
free from road fatalities and serious injuries and the vision is underpinned by the Safe
System approach to road safety.

The Safe System (otherwise known as Vision Zero, Towards Zero or Sustainable
Safety) views human life and health as paramount to all else and should be the first and
foremost consideration when designing a road network.

The principles underpinning the Safe System acknowledge that:

People make mistakes which can lead to crashes; however, no one should die
or be seriously injured on the road as a result of these mistakes

The human body has a limited physical ability to tolerate crash forces – any
impact greater than 30km/h increases the risk of dying significantly.

Road safety is a shared responsibility amongst everyone, including those that

design, build, operate and use the road system.

All parts of the road system must be strengthened in combination to multiply the
protective effects and if one part fails, the others will still protect people.

At the centre of the system is people – people that are fragile and will at times make
mistakes that can lead to crashes. With that understanding, the road system needs to
put layers of protection in the form of safe roads, vehicles, speeds, people around the
fallible and vulnerable human in order to prevent deaths and serious injuries.

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SAFE SYSTEM PRINCIPLES

PRINCIPLE 1: HUMAN FALLIBILITY

People make mistakes which can lead to crashes

People by nature will make mistakes. When these mistakes occur on the road, they can
lead to crashes. Even when people are not deliberately taking risks, they can still make
mistakes that can result in a crash. As people are fallible, road trauma cannot be
eradicated just by improving road user behavior. With many millions of drivers in the
world, expecting everyone to not make a single mistake that can lead to crashes every
time they use the road system is not realistic so a safe road system needs to be able to
accommodate and account for people making mistakes.

PRINCIPLE 2: HUMAN VULNERABILITY

The human body has a limited physical ability to tolerate crash forces

The human body is vulnerable, not built to withstand impact forces greater than 30km/h
– any impact greater than 30km/h greatly increases the risk of dying. In the road
environment, unprotected road users such as pedestrians are most at risk of sustaining
injury in the event of a crash. While a vehicle can help reduce or absorb some of the
crash forces generated in a crash and help protect the occupant, the impact speed for
different crash types, before the risk of death significantly, is still not as high as people
may think and is not compatible with many of the speed limits set around the world. To
build a safe road system and to reduce deaths and serious injuries, the human body’s
tolerance to impact forces should be used as a guiding tool.

PRINCIPLE 3
Road Safety is a shared responsibility

Traditionally, the responsibility for staying safe on the road fell on individual road users.
However, under the Safe System approach, road safety is a shared responsibility
amongst everyone, including those that design, build, operate and use the road system.
Everyone has a part to play in keeping ourselves and each other safe on the roads.

PRINCIPLE 4
Building a safe and forgiving road system

To help build a safe road system that is forgiving of mistakes, investment needs to
made in the creation of Safe Roads, Safe Speeds, Safe Vehicles, Safe People and
Post-Crash Care to put layers of protection around people to keep them safe from death

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and serious injuries on the road. All parts of the road system must be strengthened in
combination to multiply the protective effects and if one part of the system fails, the
other parts will still protect people.

WHY THE SAFE SYSTEM APPROACH?

Each year, more that 1.2 million people are killed and millions more seriously injured in
road crashes worldwide2. To reduce the global burden of road traffic injuries, the United
Nations (UN) Global Goals for Sustainable Development have set the ambitious goal of
reducing road fatalities and serious injuries by 50% by the end of the current UN
Decade of Action for Road Safety (2011-2020). The Global Goals represents the UN’s
strongest ever mandate for action to promote road safety and provides new urgency in
the implementation of of the Global Plan for the Decade of Action

To achieve the UN’s ambitious goals, a new way of thinking and new strategies for road
injury prevention are needed. The starting point for a new approach is the recognition
that road deaths are unacceptable and can be avoided if effective injury prevention
strategies are adopted worldwide1. The experience of countries that have achieved the
greatest reductions in road fatalities have shown that the most effective strategies are
those which anticipate the likelihood of human error so that crashes don’t result in loss
of life or health. This ‘forgiving’ or Safe System approach recognizes that whilst
mistakes are inevitable, deaths and serious injuries from road crashes are not.

The Safe System approach to road safety challenges the traditional thinking and
understanding of how to address road trauma, looking at how the elements that the
road transport system is comprised of can work together to protect people from being
killed or seriously injured.

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SAFE ROADS

Roads and road features play a vital role in reducing crashes and/or the injury
outcomes in the event of a crash. Improved infrastructure provides solid and well
understood crash and injury reduction outcomes and are critical for long term and
sustainable trauma reduction.

Some examples of road features that can help reduce deaths and serious injuries
include:

Some of the principles of Road Safety Aspect and Markings which shall be followed at
earlier stages to avoid redesign/Post Project Rework are presented below for ready
reference as a guide.

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Object Marker at
Median /Median
Opening.

IRC 79-2019.

Marking for No
Overtaking zone
for Two Lane
Roads.

IRC 35-2015,
Radii upto 450m
Radius shall be
Solid/Double or
Hatch Marking.

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Marking for
Vulnerable
Reaches.

IRC 35-2015

Marking for
Giveway
Junctions

IRC 35-2015

Marking for Stop

Controlled
Junctions

IRC 35-2015

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Delineators:

IRC SP 73-
2018,84-
2019,87-2019

Section 9.27.

Marking for T
Junctions

IRC 35-2015

Marking for
Obstruction to
Carriageway

IRC 35-2015

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Curve Signs at
Acute Curves

Marking for
Narrow Bridges

Warrant for Road

Side Barriers

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Typical
Channelization at
Cross
Roads/Access to
Project Road.

Development of
Side Roads

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IRC SP 73-2018

IRC SP 73-2018

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5 References
1. IRC SP 88-2019, Manual on Road Safety Audit (1st Revision)
2. IRC 67-2012, Code of Practice for Road Signs (Third Revision)
3. IRC 35-2015, Code of Practice for Road Markings (Second Revision)
4. IRC SP 41-1994, Guidelines for the Design of At-Grade Intersections in Rural & Urban
Areas
5. IRC SP 55-2014, Guidelines on Traffic Management in Work Zones” (First Revision)
6. IRC SP 73-2018, Manual of Specifications & Standards for Two Lanning of Highways
with Paved Shoulder
(Second Revision)
7. IRC SP 84-2019, Manual of Specifications and Standards for Four Laning of Highways
(Second Revision)
8. IRC SP 87-2019, Manual of Specifications & Standards for Six Laning of Highways
(Second Revision)
9. IRC:41-1997, Guideline for Type Designs for Check Barriers (First Revision)
10. IRC:70-2017, Guidelines on Regulation and Control of Mixed Traffic in Urban Areas
(First Revision)
11. IRC:79-2019, Recommended Practice for Road Delineators (First Revision)
12. IRC:80-1981, Type Designs for Pick-up Bus Stops on Rural (i.e., Non-Urban) Highways
13. IRC:99-2018, Guidelines for Traffic Calming Measures in Urban and Rural Areas (First
Revision)
14. MORT&H Type Designs for Intersections on National Highways, 1992
15. World Health Organisation. Global Status Report on Road Safety 2015. Geneva:2015
16. Swedish Transport Administration. (2015), Dr. Matts Ake-Belin [PowerPoint slides]
17. Newstead, S., Delaney, A., Watson, L., & Cameron, M. (2004). A model for considering
the ‘total safety’ of the light passenger vehicle fleet.
18. Monash University Accident Research Centre, Report No. 228.

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