Road & Buildings Sphere Infratech Consultancy

Department Pvt Ltd, Ahmedabad

Amreli

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Road & Buildings Sphere Infratech Consultancy
Department Pvt Ltd, Ahmedabad
Amreli

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 5 Existing Stage ........................................................................... 14
2.5. Road Safety Audit Methodology & Checklist ................................................. 15
3. Road Safety Audit Observations ..................................................................... 16
3.1. Risk Assessment of Safety Concerns and Prioritization of Suggested
Recommendations .................................................................................................. 16
3.2. Check-List for Existing Stage Audit ............................................................... 17
3.3. Sight Distance ............................................................................................... 21
3.4. Intersections .................................................................................................. 24
3.5. Interchanges ................................................................................................. 29
3.6. Cross Section ................................................................................................ 30
3.7. Road Side Hazard ......................................................................................... 32
3.8. Drainage ....................................................................................................... 35
3.9. Signs, Signals, Pavement Markings and Delineation .................................... 36
3.10. Vulnerable Road Users .............................................................................. 47
3.11. Lighting / Night time issues ........................................................................ 48
3.12. Access to Property & Developments.......................................................... 49
3.13. General Road Safety Concerns ................................................................. 50
4. Principles for Safer Roads ............................................................................... 51
References ................................................................................................................ 69

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Road & Buildings Sphere Infratech Consultancy
Department Pvt Ltd, Ahmedabad
Amreli

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 ACCIDENTS-AN OVERVIEW. REPORT (MoRTH) YEAR -2019.

India, ranks 1st in the number of road accident deaths across the 199 countries
reported in the World Road Statistics, 2018 followed by China and US. As per the
WHO Global Report on Road Safety 2018, India accounts for almost 11% of the
accident-related deaths in the World.

A total of 4,49,002 road accidents have been reported by States and Union Territories
(UTs) in the calendar year 2019, claiming 1,51,113 lives and causing injuries to
4,51,361 persons. The number comes as a wake-up call for the Government, whose
Union minister (MoRTH) has set a goal of reducing road fatalities by 50% by 2020.

In percentage terms, in 2019, the number of accidents has decreased by 3.86

percent, persons killed has decreased by 0.20% and injuries have decreased by 3.85
percent over that of the previous year i.e. 2018. Road accident severity measured by
the number of persons killed per 100 accidents has seen an increase of 1.3
percentage points in 2019 over the previous year. The analysis of road accident data
2018 reveals that about 1,279 accidents and 415 deaths take place every day on
Indian roads which further translates into 53 accidents and loss of 17 lives on an
average every hour in our country

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National Highways & State Highways which account for about 5% of the total road
length accounts for a disproportionately large share of accident-related deaths of
61%. Other Roads which constitute about 95 % of the total road length were
responsible for the balance 39% deaths respectively Further, National Highways
falling under the administrative control of NHAI account for 66 percent of road
accident-related deaths followed by National Highways falling under State PWD which
account for 25 percent of Road Accident deaths. The remaining 9 percent Road
Accident deaths are accounted for by National Highways under other Departments.
Two wheelers account for 35% of total road accident deaths on

National Highways falling under NHAI, followed by cars, taxis, Vans & LMVs (18.6%)
and pedestrians (14%) followed by share of Trucks of (10.7%) and share of buses of
(4.9%) and share of bicycles at (2.9%). These are not very different from the
percentage share for these road user categories for National Highways as a whole
and accordingly requisite change in the design of the road/speed etc that may be
warranted needs to be initiated by all the controlling agencies for NH. Over-speeding
accounts for the maximum share of road accident and road accident deaths (ranging
between 63% to 73% for accidents and between 62% to 70% for road accident
deaths) on all the categories of National Highways and thus follows the trend seen on
all India basis.

Road accidents are multi-causal and are often the result of an interplay of various
factors like (i) Human error, (ii) road environment and (iii) vehicular condition.

The information received from the States/UTs on the causes of road accidents has
been summarized in Section 3 and brings out inter-alia the following:

a. Under the category of Traffic Rule Violations, over speeding is a major killer,
accounting for 67.3% of the persons killed followed by driving on the wrong side of the
road which accounted for 6.1% of the accident-related deaths. Use of mobile phones
accounted for 3.3% of the deaths with drunken driving accounting for 3.5% of the
persons killed. Further the numbers of persons killed for these reasons in 2019 were
much higher than in 2018 suggesting need for improved enforcement of MVA 2019.

b. Driving without valid license/learner’s license accounts for about 15% of accidents.

c. About 30% of deaths can be attributed to non-use of helmets and 14% of deaths
can be attributed to non-use of seat belts.

d. Vehicles more than 10 years accounted for 41% of accident-related deaths.

e. Overloaded vehicles accounted for about 10% deaths.

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As in 2018, the State of Tamilnadu recorded the highest number of road accidents in
2019. Similarly, as in 2018, the number of persons killed in road accident was the
highest in Uttar Pradesh in 2019. Both road accidents and accident-related
killings are more a rural phenomenon than an urban phenomenon.

Thus in 2019, the share of number of people killed in urban and rural area was 32.9
per cent and 67.1 per cent.

It will be seen from the above that National Highways which comprises of 2.03
percent of total road network accounted for 30.6 per cent of total road accidents and
35.7 per cent of road accident-related deaths in 2019. State Highways which account
for 3.01% of the total road length accounted for 24.3 percent and 25.5 percent of
accidents and road accident fatalities, respectively. Other Roads which constitute
about 95 % of the total roads were responsible for the balance 45 % of accidents and
38% road accident fatalities, respectively. 2.1.10 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.

Looking to the numbers alone its 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.

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Department Pvt Ltd, Ahmedabad
Amreli

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Department Pvt Ltd, Ahmedabad
Amreli

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Amreli

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Amreli

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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Road & Buildings Sphere Infratech Consultancy
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Amreli

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 the Project Manager of the Road
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 the Project Manager (plus Designer)
project and discuss the audit ahead and Road Safety
Audit Team Leader

5 Assess the drawings and design reports for The Audit Team
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 Project The Team Leader with assistance
Manager from the audit team

8 Hold a completion meeting - to discuss the Project Manager

key safety issues and to clarify outstanding (plus, Designer) and Road Safety
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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Amreli

2. Project Description:

2.1. Introduction:

Existing Road Stage – Detailed Road Safety Audit and Solution of Existing Road
and up-gradation of Amreli – Kunkavav – Vadiya Road (SH 110) Km 1+200 to
6+200 & Km 26+000 to 38+000 of Amreli District in State of Gujarat

2.2. Audit Team:

The audit Team Comprises of Shri B. S. Kadia ((Team Leader / Sr. Road Safety
Auditor), Bhavin Parmar (Highway Engineer / Road Safety Auditor), Shri Y P Pathak
(Traffic Engineer / Sr. Road Safety Auditor) and Bhavin Patel (Road Safety
Assistant).

2.3. Project Background:

Sr No Name of Road Length

(Km)
1 Amreli – Kunkavav – Vadiya Road (SH 110) 17.00

Km 1+200 to 6+200 & Km 26+000 to 38+000

The Road Amreli – Kunkavav - Vadiya is a section of State Highway no. 110; This
road connects villages Ujala Mota, ANida, Soliya & Khakhariya. The whole Alignment
is passing through Agricultural area with plain terrain The Highway commences in a
flat rural area.

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Amreli

Gujarat Map and Alignment on Google Map are described below.

ROAD SAFETY AUDIT OF DIFFERENT ROADS OF AMRELI DISTRICT

Showing Amreli –
Kunkavav – Vadiya
Road (SH 110)
Km 1+200 to 6+200
End Point
Ch. 6+200

Start Point
Ch. 1+200

Showing
Amreli – Kunkavav – End Point
Start Point
Vadiya Road Ch. 38+000
Ch. 26+000
(SH 110)
Km 26+000 to
38+000

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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 Construction Stage

2.4.1. Stage 5 Existing Stage

The existing road may be a well-established road dating back decades or it may be a
recently upgraded or rehabilitated road. The audit of existing road aims to ensure that
the safety features of a road are compatible with the functional classification of the
road. It also aims to identify any feature that may develop over time into a safety issue
(such as a tree blocking sight lines at an intersection).

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Amreli

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:

 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. Check-List for Existing Stage Audit

CHECK-LIST FOR EXISITNG ROAD STAGE AUDIT
NAME OF PROJECT: Road Safety Audit and Solution of Existing Road and up-gradation of
Amreli – Kunkavav – Vadiya Road (SH 110) Km 1+200 to 6+200 & Km 26+000 to 38+000 of
Amreli District in State of Gujarat
Name of Client: - Executive Engineer, Road & Building Division Amreli.
Name of Contractor:- ---
Name of Safety Consultant: - Sphere Infratech Consultancy Pvt. Ltd.
Issue Yes No NA Comments
1. Sight Distances
Are all sight distances adequate for the speed of No
traffic using this road?
Are safe overtaking opportunities provided? No
Are U turn provisions conspicuous and “safe”? NA
2. Intersections
Are all intersections clear and visible? No
Are all traffic signals conspicuous, functioning NA
properly and safely?
Are roundabouts visible and recognizable from all NA
approaches?
3. Interchanges
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. Cross Sections
Are lane widths, shoulder widths and bridge Yes
widths, “safe” for the traffic volume and mix?
Are medians and islands of adequate width for NA
the safety of likely users?
Are the shoulders suitable for use by all vehicles No
and road users, including pedestrians, cyclists
and animals?
Is appropriate super elevation and extra width of No

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carriageway provided on curves?

5. Roadside Hazards
Are all larger (more than 100mm diameter) sign No
supports located outside the clear zone if they
are not frangible?
The clear zone if they are not frangible? No
Are all crash barriers correctly and safely NA
installed?
Are any hazards within the agreed clear zone for Yes
this road?
Are crash barriers used only where necessary? NA
Are impact attenuators provided in gore area? NA
6. Drainage
Is the road well drained? NA
Are all drains outside the clear zone, -
covered, or behind suitable barrier?

7. Signs, Pavement Markings and Delineation

Do all signs satisfy the 6Cs of good signage NA
practice?
Is the speed zone “safe”, and clearly signed? No At Curve locations; at CD
Structure locations;
Informatory boards are to
be provided; Edge line
markings to be provided
for almost entire project
stretch
Are pavement markings conspicuous and No Except few old sign
continuous? boards yet to be
replaced
Are road signs and road markings tested for NA
retro-reflectivity and conforming to relevant
IRC standards
Is the road well delineated (warning signs, No
plastic guide posts, chevron alignment
markers) installed as necessary and spaced
in accordance with installation guidelines?
Is there a need for more signs to warn, Yes
inform, guide, control or delineate?

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6. Vulnerable road users (pedestrians, bicyclists, two wheelers and three wheelers, and
animal drawn carts)
Do all vulnerable road users have connectivity Yes
along the road, with suitable lateral clearance to
motor traffic?
Are pedestrians (particularly the young, old and No
disabled) able to safely walk along the road?
Is the road free of “squeeze” points where Yes
vulnerable road users may be exposed to traffic?
Are pedestrians (particularly the young, old and Yes
disabled) able to safely cross the road?
Are dropped kerbs provided at all intersections NA
and mid-block locations where pedestrians are to
cross?
Is the number and placement of the pedestrian No
facilities adequate and safe for the situation and
the pedestrian numbers?
Are the correct signs and pavement markings No
installed at each pedestrian facility?
Is each crossing facility well illuminated at night No
so that pedestrians can be seen by
drivers/riders?
Do all mid-block traffic signals have pedestrian NA
push buttons to allow pedestrians to register their
demand to cross the road?
Are pedestrian paths provided through medians NA
to permit pedestrians to cross “at road level” and
to assist disabled pedestrians?
Has adequate provision been made for safe No
parking and stopping by three-wheelers/
cycle rickshaws?
Is the road allows adequate visibility for an No
approaching driver to see a pedestrian
waiting to cross the road?
Is the road allows adequate visibility funnel No
for an approaching driver to see a vehicle
waiting to cross the carriageway from side
road or storage space of median?

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Are bus stops located where passengers will use NA

them?
Are bus stops well delineated and lit? No
9. Lighting and night time issues
Are all signs easy to see and read at night? NA
Are the critical locations (intersections, pedestrian -
facilities, bus bays, bus stops, truck lay bye, toll
plaza, etc) conspicuous at night?
Is lighting provided on road sections passing No
through 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 No
and obvious to road users at night?
Is the road free of visual deceit for road users at No
night?
Are the lighting columns frangible? If not are they NA
outside the clear zone?
Are there any lighting poles in the median (less NA
than 2m wide) unprotected by crash barriers?
Is all lighting adequate and safe? NA
Is there a need for more signs to warn, inform, Yes
guide, control or delineate?
Are there any lighting poles in the median(less NA
than 2m wide) unprotected by crash barriers?
10. Access to property and developments
Are all accesses to/from adjoining properties No
conspicuous and as “safe” as practical?
11. General road safety considerations
Is the road as safe as practical given the local No Without Pavement
weather (sunrise, sunset, snow, fog, dust storms, marking, it is not safe for
or monsoonal storms)? night time travel
Is the road surface free of gravel and sand, and Yes Except couple of
with good skid resistance? locations

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3.3. Sight Distance

Sr. Safety Concern Recommendation Client
No. Description Risk Description Priority Response

Sight Distance
01 High Through Visibility is achieved at Essential
most of the location since road is
fairly straight with no sharp
vertical curves, however at T
intersection and Horizontal
Curves, vegetation from Visibility
Funnel shall be cleared to
improve the sight distance.

Ch. 2+300 LHS, Side road

02 High Through Visibility is achieved at Essential
most of the location since road is
fairly straight with no sharp
vertical curves, however at T
intersection and Horizontal
Curves, vegetation / obstructions
from Visibility Funnel shall be
cleared to improve the sight
distance.

Ch. 2+300 RHS, Side Road

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Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Sight Distance
03 High Through Visibility is achieved at Essential
most of the location since road is
fairly straight with no sharp
vertical curves, however at T
intersection and Horizontal
Curves, vegetation / obstructions
from Visibility Funnel shall be
cleared to improve the sight
distance.

Ch. 2+400 RHS, Side Road

04 High Through Visibility is achieved at Essential
most of the location since road is
fairly straight with no sharp
vertical curves, however at T
intersection and Horizontal
Curves, vegetation / obstructions
from Visibility Funnel shall be
cleared to improve the sight
distance.

Ch. 37+200, ‘T’ type Junction

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Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Sight Distance
05 High Through Visibility is achieved at Essential
most of the location since road is
fairly straight with no sharp
vertical curves, however at T
intersection and Horizontal
Curves, vegetation / obstructions
from Visibility Funnel shall be
cleared to improve the sight
distance.

Ch. 28+000, Curve Ahead

06 High Through Visibility is achieved at Essential
most of the location since road is
fairly straight with no sharp
vertical curves, however at T
intersection and Horizontal
Curves, vegetation / obstructions
from Visibility Funnel shall be
cleared to improve the sight
distance.

Ch. 35+800, Curve Ahead

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3.4. Intersections
Sr. Safety Concern Recommendation Client
No. Description Risk Description Priority Response

Intersections
01 High Junction shall be developed by Essential
providing stop control / give way sign
boards along with Pedestrian Crossing
& cat eyes; Cross road signboard shall
be provided in advance; Sight
Distance at Funnel to be cleared at
intersection;
Pavement Marking to be provided as
per IRC 35:2015 for delineation &
proper channelization of traffic during
night time

Ch. 2+000 LHS, ‘T’ type Junction

Ch. 2+100 LHS

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Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Intersections
02 High Junction shall be developed by Essential
providing stop control / give way sign
boards along with Pedestrian Crossing
& cat eyes; Cross road signboard shall
be provided in advance; Sight
Distance at Funnel to be cleared at
intersection;

Pavement Marking to be provided as

per IRC 35:2015 for delineation &
proper channelization of traffic during
night time
Ch.3+400 RHS, ‘T’ type Junction

Ch. 3+600 LHS, ‘T’ type Junction

Page 25 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Intersections
03 High Junction shall be developed by Essential
providing stop control / give way sign
boards along with Pedestrian Crossing
& cat eyes; Cross road signboard shall
be provided in advance; Sight
Distance at Funnel to be cleared at
intersection;

Pavement Marking to be provided as

per IRC 35:2015 for delineation &
proper channelization of traffic during
night time
Ch. 5+200 LHS

Ch. 5+400 RHS

Page 26 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Intersections
04 High The alignment and grade of Essential
intersecting roads shall be corrected to
improve traffic conditions and safety.
The intersecting roads shall be re-
graded, if required so that at least 30
m length of the intersecting road
beyond junction is at the same level as
that of main carriageway at the
junction. The side road gradient even
for the insignificant minor road that
joins the main highway at least for the
length that falls within the visibility
funnel shall be near to flat gradient.
Pavement Marking to be provided as
Ch. 37+200, ‘T’ type Junction
per IRC 35:2015 for delineation &
proper channelization of traffic during
night time

Page 27 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Intersections
05 High Junction shall be developed by Essential
providing stop control / give way sign
boards along with Pedestrian Crossing
& cat eyes; Cross road signboard shall
be provided in advance; Sight
Distance at Funnel to be cleared at
intersection; Pavement Marking to be
provided as per IRC 35:2015 for
delineation & proper channelization of
traffic during night time

Ch. 2+750

Page 28 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

3.5. Interchanges

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Interchanges
- NA -

Page 29 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

3.6. Cross Section

Sr. Safety Concern Recommendation Client
No. Description Risk Description Priority Response

Cross Section
01 High Bituminous Carriageway with 7.0 Essential
m width and earthen shoulder of
1. 0 m width BHS is available
throughout the project stretch,
however, vegetation / obstacles
from shoulder side is to be
cleared / removed / trimmed for
better visibility and pedestrian use

Ch. 1+900 BHS, dense Bushes Bothside

02 - Bituminous Carriageway with 7.0 -
m width and earthen shoulder of
1. 0 m width BHS is available
throughout the project stretch,
however, vegetation / obstacles
from shoulder side is to be
cleared / removed / trimmed for
better visibility and pedestrian
facilities

Ch. 26+200, Carriageway width & Shoulder width

Page 30 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Cross Section
03 High Bituminous Carriageway with 7.0 Essential
m width and earthen shoulder of
1. 0 m width BHS is available @
all CD structure locations
Narrow bridge ahead sign board
shall be placed in advance if
required
Vegetation /obstacles to be
cleared / removed / trimmed from
approaches’ shoulder side for
better visibility and pedestrian
facilities

Ch. 28+200, Carriageway width & Shoulder width at CD

Structure location

Page 31 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

3.7. Road Side Hazard

Sr. Safety Concern Recommendation Client
No. Description Risk Description Priority Response

Road Side Hazard

01 High Trimming of tree is required; Essential
vegetation needs be cleaned /
removed for better visibility; tree
is to be removed / relocated /
transplanted outside shoulder

Ch. 4+900 RHS, Tree

02 High Trimming of tree is required; Essential
vegetation needs be cleaned /
removed for better visibility; tree
is to be removed / relocated /
transplanted outside shoulder

Ch. 6+200 LHS, Tree

Page 32 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Road Side Hazard

03 High Trimming of tree is required; Essential
vegetation needs be cleaned /
removed for better visibility; tree
is to be removed / relocated /
transplanted outside shoulder

Ch. 27+200 LHS, Trees

04 High Trimming of tree is required; Essential
vegetation needs be cleaned /
removed for better visibility; tree
is to be removed / relocated /
transplanted outside shoulder

Ch. 5+100 BHS, Dense Vegetation

Page 33 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Road Side Hazard

05 High Trimming of tree is required; Essential
vegetation needs be cleaned /
removed for better visibility; tree
is to be removed / relocated /
transplanted outside shoulder

Ch. 1+500 LHS, Vegetation at shoulder side

Page 34 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

3.8. Drainage
Sr. Safety Concern Recommendation Client
No. Description Risk Description Priority Response

Drainage
NO DRAINAGE FACILITIES ARE OBSERVED ON THE PROJECT ROAD.

Page 35 of 69
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Amreli Ahmedabad

3.9. Signs, Signals, Pavement Markings and Delineation

Sr. Safety Concern Recommendation Client
No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
01 High Pavement Marking (Road Edge lines Essential
/ Centre line / Lane marking) to be
provided as per IRC 35:2015 for
delineation & proper channelization
of traffic during night time
Shoulder is to be kept clean & free of
dust/debris for visibility of Road edge
marking

Ch. 0+400, Edge line marking visibility

02 High Object Hazard Marker shall be Essential
provided at Headwall / Parapet
edges and start of W Beam;
Head wall to be
painted with White &
Black colour;
Headwall height
should at least be
0.60 m above GL;
Vegetation should
be cleaned /
removed for better visibility
Ch. 4+200 CD Structure location; Vegetation

Page 36 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
03 High Non confirmatory / Old / Torn / Essential
Damaged signboard shall be
removed and replaced by IRC
Pattern and sign post shall be
relocated to shoulder edge

Ch. 4+300, Old Sign Board

04 High Non confirmatory / Old / Torn / Essential
Damaged signboard shall be
removed and replaced by IRC
Pattern and sign post shall be
relocated to shoulder edge

Ch. 5+900, Old Sign Board

Page 37 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
05 High Pavement Marking (Road Edge lines Essential
/ Centre line / Lane marking) to be
provided as per IRC 35:2015 for
delineation & proper channelization
of traffic during night time.

Ch. 26+200, No Pavement Marking

06 High Pavement Marking (Road Edge lines Essential
/ Centre line / Lane marking) to be
provided as per IRC 35:2015 for
delineation & proper channelization
of traffic during night time
The Good pavement condition shall
be prevailed at all times
Tree trimming should be done

Ch. 27+900; No Pavement Marking

Page 38 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
07 Very Wherever Curve Radius (r) < 450 m, Essential
High Provide Metal Beam Crash Barrier;
For r < 750 m, Provide Curve Ahead
Sign board, Chevron Boards /
Delineators & Road studs.

Ch. 28+000, Curve Ahead

08 High Pavement Marking (Road Edge lines Essential

/ Centre line / Lane marking) to be
provided as per IRC 35:2015 for
delineation & proper channelization
of traffic during night time
Existing road condition needs to be
rectified and maintained for smooth
traffic movement;
The Good pavement condition shall
be prevailed at all times.

Ch. 28+300, No Pavement Marking

Page 39 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
09 High Non confirmatory / Old / Torn / Essential
Damaged signboard shall be
removed and replaced by IRC
Pattern and sign post shall be
relocated to shoulder edge

Pavement Marking (Road Edge lines

/ Centre line / Lane marking) to be
provided as per IRC 35:2015 for
delineation & proper channelization
of traffic during night time.

Ch. 30+500; No/Faded Pavement Marking

10 Very Pavement Marking (Road Edge lines Essential
High / Centre line / Lane marking) to be
provided as per IRC 35:2015 for
delineation & proper channelization
of traffic during night time.

Ch. 31+200, No/faded Pavement Marking

Page 40 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
11 High Object Hazard Marker shall be Essential
provided at Headwall / Parapet
edges and start of W Beam
Head wall to be
painted with White &
Black colour
Headwall height
should at least be
0.60 m above GL
Narrow bridge
ahead sign board
shall be placed in advance if
Ch. 35+700, CD Structure required
12 Very Curve Radius (r) < 450 m, Provide Essential
High Metal Beam Crash Barrier; r < 750 m,
Provide Curve Ahead Sign board, ;
450 m < r < 2000 m, Provide Chevron
Boards / Delineators & Road studs,,

Object Hazard Marker shall be

provided at Headwall / Parapet edges
and start of W Beam; Head wall to be
painted with White & Black colour;
Headwall height should at least be
0.60 m above GL; narrow bridge
ahead sign board shall be placed in
advance if required
Vegetation to be cleared / removed for
Ch. 35+800, Curve Ahead; CD Structure location better visibility

Page 41 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
13 Very Safety barrier shall be provided with Essential
High an end treatment, which shall be
obtained by tapering the height of
terminating end of the barrier within a
length of 8 m to 9 m. In structures with
footpath, the rigid barrier is placed
between traffic way and footpath to
protect pedestrian from vehicle impact.
The approach and departure end of
rigid barrier shall be continued with
Metal beam barrier for a suitable
length to ensure the continuity of
safety barrier. In order to ensure the
continuity of pedestrian pathway,
metal beam barrier installed as
Ch. 2+400, CD Structure location; Vegetation continuation of concrete barrier can be
terminated with terminal end
arrangement described for metal
beam barrier and then it can be
resumed leaving 2 m in between
enabling pedestrian to change their
position from one side of barrier to
other side of barrier as pictorially
depicted in Fig 9.14.- IRC SP 84-2019
Section 9.7.3

All physical objects projecting above

the Finished Road Level (FRL) that
are falling within 3 m from the
carriageway edge line shall be
illuminated with Object Hazard
Ch. 2+600, CD Structure location Markers (OHM).

Page 42 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
14 Very Safety barrier shall be provided with Essential
High an end treatment, which shall be
obtained by tapering the height of
terminating end of the barrier within a
length of 8 m to 9 m. In structures with
footpath, the rigid barrier is placed
between traffic way and footpath to
protect pedestrian from vehicle impact.
The approach and departure end of
rigid barrier shall be continued with
Metal beam barrier for a suitable
length to ensure the continuity of
safety barrier. In order to ensure the
continuity of pedestrian pathway,
metal beam barrier installed as
Ch. 3+200, CD Structure location continuation of concrete barrier can be
terminated with terminal end
arrangement described for metal
beam barrier and then it can be
resumed leaving 2 m in between
enabling pedestrian to change their
position from one side of barrier to
other side of barrier as pictorially
depicted in Fig 9.14.- IRC SP 84-2019
Section 9.7.3

All physical objects projecting above

the Finished Road Level (FRL) that
are falling within 3 m from the
carriageway edge line shall be
illuminated with Object Hazard
Ch. 28+200, CD Structure location Markers (OHM).

Page 43 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
15 Very Safety barrier shall be provided with Essential
High an end treatment, which shall be
obtained by tapering the height of
terminating end of the barrier within a
length of 8 m to 9 m. In structures with
footpath, the rigid barrier is placed
between traffic way and footpath to
protect pedestrian from vehicle impact.
The approach and departure end of
rigid barrier shall be continued with
Metal beam barrier for a suitable
length to ensure the continuity of
safety barrier. In order to ensure the
continuity of pedestrian pathway,
metal beam barrier installed as
Ch. 29+200, CD Structure location continuation of concrete barrier can be
terminated with terminal end
arrangement described for metal
beam barrier and then it can be
resumed leaving 2 m in between
enabling pedestrian to change their
position from one side of barrier to
other side of barrier as pictorially
depicted in Fig 9.14.- IRC SP 84-2019
Section 9.7.3

All physical objects projecting above

the Finished Road Level (FRL) that
are falling within 3 m from the
carriageway edge line shall be
illuminated with Object Hazard
Ch. 31+400, CD Structure location Markers (OHM).

Page 44 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation

16 High Object Hazard Marker shall be Essential

provided at Headwall / Parapet
edges and start of W Beam;
Head wall to be painted with White &
Black colour;
Narrow bridge ahead sign board
shall be placed in advance if
required
The Good pavement condition shall
be prevailed at all times
Pavement Marking (Road Edge lines
Ch. 28+600, CD Structure location / Centre line / Lane marking) to be
provided as per IRC 35:2015 for
delineation & proper channelization
of traffic during night time

Ch. 31+750, CD Structure Location

Page 45 of 69
Road & Buildings Department Sphere Infratech Consultancy Pvt Ltd
Amreli Ahmedabad

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Signs/Pavement Markings/Delineation
17 Very Safety barrier shall be provided with Essential
High an end treatment, which shall be
obtained by tapering the height of
terminating end of the barrier within a
length of 8 m to 9 m. In structures with
footpath, the rigid barrier is placed
between traffic way and footpath to
protect pedestrian from vehicle impact.
The approach and departure end of
rigid barrier shall be continued with
Metal beam barrier for a suitable
length to ensure the continuity of
safety barrier. In order to ensure the
continuity of pedestrian pathway,
metal beam barrier installed as
Ch. 33+600, CD Structure location continuation of concrete barrier can be
terminated with terminal end
arrangement described for metal
beam barrier and then it can be
resumed leaving 2 m in between
enabling pedestrian to change their
position from one side of barrier to
other side of barrier as pictorially
depicted in Fig 9.14.- IRC SP 84-2019
Section 9.7.3

All physical objects projecting above

the Finished Road Level (FRL) that
are falling within 3 m from the
carriageway edge line shall be
illuminated with Object Hazard
Ch. 34+000, CD Structure location Markers (OHM).

Page 46 of 69
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3.10. Vulnerable Road Users (pedestrians, bicyclists, two wheelers and three wheelers, and animal drawn carts)
through the work site
Sr. Safety Concern Recommendation Client
No. Description Risk Description Priority Response

Vulnerable Road Users

01 High Pedestrian crossing shall be clearly Essential
marked and conspicuous with
provision of Cat eyes at four
corners of each block.

Ch. 32+500, Pedestrian crossing marking

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3.11. Lighting / Night time issues

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Lighting / Night Time issues

NO LIGHTING IS PROVIDED ON THE STRETECHES, HOWEVER UNDER MUNICIPAL LIMIT STREET LIGHTS WERE OBSERVED.

Page 48 of 69
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3.12. Access to Property & Developments

Sr. Safety Concern Recommendation Client

No. Description Risk Description Priority Response

Access to Property & Developments

- NA -

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3.13. General Road Safety Concerns

Sr. Safety Concern Recommendation Client
No. Description Risk Description Priority Response

General Road Safety Concerns

01 High Object Hazard Marker shall be Essential
provided at Headwall / Parapet
edges and start of W Beam;
Head wall to be
painted with
White & Black
colour;
Narrow bridge
ahead sign
board shall be
placed in
advance if
Ch. 32+700, Poor Road condition required
Existing road condition needs to be
rectified and maintained for smooth
traffic movement
The Good pavement condition shall
be prevailed at all times
Pavement Marking (Road Edge
lines / Centre line / Lane marking)
to be provided as per IRC 35:2015
for delineation & proper
channelization of traffic during night
time

Ch. 33+500, Poor Road condition

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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

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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 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.

Marking for
Vulnerable
Reaches.

IRC 35-2015

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Marking for Road

Hump
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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Bar marking at
Hazardous reach

Curve Signs at
Acute Curves

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Marking for
Narrow Bridges

Warrant for Road

Side Barriers

Development of
Side Roads

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Typical
Channelization at
Cross
Roads/Access to
Project Road.

IRC SP 73-2018

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Sign Plan for

highway Crossing
through a
Village/Ribbon
Development

Minor Slip road

junction with
Speed breaker

IRC 67-2012

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Signage Plan for T

intersection (four
Lane)

Signage Plan for

4-armed
Intersection (2
Lane)

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Signage Plan for

Roundabout/Rotar
y Intersection

Signage Plan for

Minor T
Intersection
(2 Lane)

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Advance Direction
Sign Board
(stack Type)

Advance Direction
Sign Board
(Map Type)

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Advance Direction
Sign Board
(Roundabout)

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Advance Direction
Sign Board
(Reassurance)

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Size, Location of
Information Signs

Placement of
Signboards.

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Signage Plan for

pedestrian
Crossing.

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References

1. IRC SP 88-2019, Manual on Road Safety Audit (1st Revision)

2. IRC 67-2012Code of Practice for Road Signs (Third Revision)
3. IRC 35-2015Code of Practice for Road Markings (Second Revision)
4. IRC SP 41-1994Guidelines for the Design of At-Grade Intersections in Rural & Urban
Areas
5. IRC SP 55-2014Guidelines 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 84-2019Manual of Specifications and Standards for Four Laning of Highways
(Second Revision)
8. IRC SP 87-2019Manual of Specifications & Standards for Six Laning of Highways
(Second Revision)
9. IRC SP 119-2015 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:99-2018Guidelines 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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