road safety audit
DESCRIPTION
ROAD SAFETY AUDIT (RSA) OF NH 205 (NEW NH 71) SECTION BHAKARAPET KM 79 TO RANGAMPET KM 93.6 - CAN BE CONDUCTED AS MINIPROJECT FOR FINAL YEAR STUDENTSTRANSCRIPT
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Road Safety Audits
PresentedBy
T.LOKESH 11121A01A8T.THEJARATHNAM 12125A0122P.REDDYSADDAM 11121A0187
P.JAYARAM 11121A0179S.RAVIKUMAR 11121A0195
Under the guidance ofMr. Eswar
Syndicate no : 3
”On what goes wrong in road design and how to put it right safely”
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ROAD SAFETY AUDIT REPORT(RSA)
IN-SERVICE AUDIT
NH 205
Section Bhakarapet (KM 77/4) - Rangampet (KM 93/6)
17 Oct. 2014
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INTRODUCTION• As part of Mini Project, our Syndicate did Road Safety Audit
(RSA) of NH 205, in the stretch Bhakarapet (KM 77/4) -Rangampet (KM 93/6)
• Site visits
– First visit : Jun 15, 2014
– Second visit : Aug 20, 2014
– Third visit : Sep 17, 2014
• Reviews– Zeroth review : Aug 22, 2014
– First review : Sep 19, 2014
– Final review : Oct 17, 2014
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Google satellite view of selected stretch Bhakarapet (KM 77/4) – Rangampet (KM 93/6)
NH 205
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RangampetKM 93/6
BhakarapetKM 77/4
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KM 84
KM 93/6
KM 77/4 KM 88
KM 86
KM 82
S1 S2 S3
S4
S5
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Road Safety Audit
• Road Safety Audit (RSA)
⁻ is a Sys Procedure,
⁻ which brings knowledge of Experts into the Rd planning and design process,
⁻ with the purpose of preventing accidents.
• Is carried out by
⁻ an Independent team of trained specialists
⁻ to address the safe operation of a roadway and
⁻ to ensure safety for all road users.
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Stages in RSA
There are Five Stages at which a RSA can be conducted,
a) Feasibility stg.
b) Draft Design stg.
c) Detailed Design Stg.
d) Pre-Opening Stg.
e) Audit of an Existing Rd.
The Earlier the Better– The Earlier a Rd is Audited within the Design and
Development Process ….the Better. 10-Nov-14 Eswar/BTech4/TEM/U7(B)_RSA 7
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Procedure for RSA
10-Nov-14 Eswar/BTech4/TEM/U7(B)_RSA 8
PM/ Designer to DETERMINE LEVEL OF RSA
ARRANGE JOINT RSA 1/2-PM/ Designer to provide All necessary Docu
ARRANGE RSA1/2 – PM/ Designer to provide all necessary Docu
OBTAIN APPROVAL FOR ISA by Capital Pgme Bd
PM/ Designer CONSIDER THE RSA and complete an Exception Report respondingto ALL concerned
2 Experience Engrs UNDERTAKE ISA for proposed Scheme
To NEXT Slide To NEXT Slide
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10-Nov-14 Eswar/BTech4/TEM/U7(B)_RSA 9
If applicable, ARRANGE SEPARATE RSA2/3 Post Detailed Design –CONSIDER RSA and complete an EXCEPTION REPORT Corresponding to ALL of the RECOMMENDATIONS
CONSIDER ISA RECOMMENDATIONSAnd complete an EXCEPTION REPORT Responding to ALL of the ISSUES raised
From PREVIOUS Slide From PREVIOUS Slide
CONSTRUCTION PHASE OF APPROVED SCHEME
ARRANGE ISA STG 4 once the Scheme has been completed – CONSIDER RECOMMENDATIONS or ARRANGE STG 4 RSA if appropriate
Undertake ANNUAL COLLISION MONITORING as part of the Capital ProgramImplementation Process
RSA STAGE 5
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FINDINGS & RECOMMENDATIONS
PART - I
BY
THEJA RATHNAM
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S.NO LOCATION OBSERVATIONS IMPLICATIONS RECOMMEN
DATIONS
PHOTO
REFERE
NCE
CHECKLIST
REFEREN
CE
(1) (2) (3) (4) (5) (6) (7)
1.. KM 82 /0 Sight distance
I.S.D <<Standard
Accident spot
Prev. accident
– 04-10-2014
Driver cannot
see the
vehicle
coming from
the opposite
direction.
Problem is
severe at
night times
Vertical
gradient should
be minimised
Cutting is
recommend
ed.
P-3.1.1 S.NO-15
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P-3.1.1
ISD<<STANDARD
VERTICAL GRADIENT SHOULD BE MINIMISED
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+101.1799.28
96.6191.75
84.7
81.50
78.8175.08
Existed gradient 1 in 13.7=(101.17-75.08)/355
Suggested gradient 1 in 22.7=(96.00-75.08)/475
Proposed RL+ 96.00
KM 82 82.6 82.95 83.45 84.35 84.90 85.25 85.55 85.85 86.15 86.45 86.75
Exhibit no – 1.1
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LONGITUDINAL GRADIENT OBSERVED AT SITE
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S.NO CHAINAGE B.S I.S F.S RISE FALL RL
1. BM 2.43 +100
2. 0 0.41 2.02 +102.02
3. 15 1.26 0.85 +101.17
4. 45 3.15 1.89 +99.28
5. 60 0.62 3.89 0.74 +98.54
6. 70 1.45 0.83 +97.71
7. 80 2.55 1.1 +96.61
8. 90 0.25 3.76 1.21 +95.40
9. 135 0.22 3.9 3.65 +91.75
10. 180 0.29 3.78 3.56 +88.19
11. 225 0.11 3.91 3.49 +84.70
12. 265 2.6 2.49 +82.21
13. 275 0.8 3.31 0.71 +81.50
14. 290 1.5 0.7 +80.80
15. 310 0.1 3.49 1.99 +78.81
16. 350 0.23 0.13 +78.68
17. 370 3.82 3.60 +75.08
18.
19. 4.82 29.86 2.02 27.93
GRADIENT=
(102.02-75.08)/370
=1/13.7 = 1 IN 13.7 (<EXCEPTIONAL) 16
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• Gradients Categories
– Ruling . Design Gradient
– Limiting. When topography compels steeper Gradients.
– Exceptional. Extra ordinary situations. Stretch of 100m max
– Minimum. From Drainage point of view
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2. KM 86/0 Delineation
Horizontal curve
just beyond a
vertical curve.
Longitudinal
gradient
Vertical gradient >
exceptional
gradient
Accident spot
prev. accidents –
15-09-2014
Difficult for
drivers to
anticipate the
road alignment.
Efficiency of
vehicle will
reduce.
Improve
delineation with
signs, chevrons.
No sight
distance
warning sign
should be
placed.
P-3.1.2
Refer
exhibit no
– 2.1
S.NO -10
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P-3.1.2
VERTICAL CURVE SHOULD NOT BE FOLLOWED BY HORIZONTAL CURVE
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Improving delineation with
signs, chevrons.
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P-3.1.8
VERTICAL GRADIENT MORE THAN THE EXCEPTIONAL GRADIENT
20
Cutting cannot be done, since the vertical curve is followed by horizontal curve on either side
SITE CONSTRAINT
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3. KM 84/4 Formation width
Formation width is
eroded due to
excess rainfall.
Insufficient
berm width.
Accident spot
Prev accidents :
10-8-2014
Vehicle
collision with the
side hill
Retaining
wall to be
constructed to
increase
formation
width.
Formation
cutting is costly
because of steep
rocky hill
beside.
P-3.1.3
P-3.1.16
Refer
exhibit no
– 3.1
- 3.2
S.NO -10
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P-3.1.3 23
Accident happened due to collision of vehicle with side hill
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P-3.1.16
CHANCE OF VEHICLE TO FALL INTO VALLEY AT NIGHTS
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Formation width eroded due to rain water
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A1
A2
B2
B1
Existing Retaining wall
Formation width is less due to retaining wall
Stoney steep hill
Vehicle collision with the side hill
New retaining wall proposed after the standard formation width is attained
Longitudinal drainage for rain water
Plan of road section – 84/4
Exhibit no – 3.1
Rain water
culvert
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Existing retaining wall
Proposed new retaining wall
Insuff. formation width
Elevation of the section – 84/4
Suff. formation width
Exhibit no – 3.2
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FINDINGS & RECOMMENDATIONS
Part II
CONTINUED
By
SADDAM
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4. KM 86/8 Extra widening
No extra widening
at curves.
Overturning
and sliding of
vehicles
Extra
widening
should be
provided and it
is sufficient
even for large
wheel base
vehicles also.
P-3.1.9 S.NO-4
5. KM 85/8 Intervisibility
Intervisibility at
curves is less than
standard.
Accidents will
happen since the
driver cannot see
the vehicles
coming from
opposite
direction.
Intervisibility
should be
provided by
cutting trees and
speed limit
warning is to be
placed.
P-3.1.10 S.NO-15
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P-3.1.9
AFTER EXTRAWIDENING
29
1.5m
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Extra Widening
30
Extra width=nl2/2r + V/9.5√rFor r=45m, l=6m, V=45kmph
=2x62 /2x45 + (45)/9.5x√45Extra width= 1.5 m
Exhibit no – 4.1
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Standards of Extra Widening
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P-3.1.10
INSUFFICIENT SIGHT DISTANCE DUE TO OCCUPATION OF TREES
OBSTRUCTION TO LINE OF SIGHT
TREES OBSTRUCTING LINE OF SIGHT SHOULD BE CLEARED
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6. KM 81/0
KM 86/8
Erosion of
Berms
Drains not
provided.
Berms at this
location are
eroded.
Overturning
and sliding of
vehicles.
Causes accidents
Longitudinal
drain of min 1
km is
recommended.
Solid berms
are
recommended.
P-3.1.3.1
P-3.1.4
P-3.1.5
S.NO-12
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P-3.1.3
INSUFFICIENT BERM WIDTH
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P-3.1.4
EROSION OF BERM
LEVEL DIFFERENCE MAY CAUSE ACCIDENTS
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P-3.1.5
POOR DRAINAGE FACILITY
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PROPER LONGITUDINAL DRAINAGE SHOULD BE PROVIDED
EROSION OF BERM
Solid berms recommended
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FINDINGS & RECOMMENDATIONS
PART III
CONTINUED BY
RAVI
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7. KM 89/8
KM 86/8
KM 83/6
Curve
indication
There are sharp
curves
Without
indications.
Guidance not
available to the
driver about the
road ahead.
Causes
accidents.
Chevrons,
curve warning
signs, edge lines
are to be placed.
P-3.1.6
P-3.1.7
P-3.1.13
S.NO-13
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P-3.1.6
CURVE SIGN POST SHOULD BE INSTALLED
SHARP CURVE AHEAD
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P-3.1.13
CURVE WARNING SIGNS SHOULD BE INSTALLED
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P-3.1.14
NO CURVE WARNING SIGN CAUSE ACCIDENTS AT NIGHTS
CHEVRONS SHOULD BE PLACED
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8. KM 84/4
KM 86/4
KM 86/8
Deep Valley
Unguarded deep
valley adjacent to
road.
Accident spot
Major accident -
vehicle loaded ran
into the valley
Date: 12-7-14.
Hazard for a
vehicle to ran into
the valley during
poor visibility and
rains.
Guard rails are
to be provided to
prevent the
vehicle from
falling and
rumble strips are
to be provided to
alert the driver
near the valley.
P-3.1.16
P-3.1.17
P-3.1.18
S.NO-19
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P-3.1.17
GUARD RAILS SHOULD BE PROVIDED
VALLEY
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P-3.1.18
GUARDRAIL SHOULD BE PROVIDED
VALLEY
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CHECKLISTS
BY LOKESH
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CHECKLIST-5 stage-5 AUDIT OF EXISTING ROAD
Project:- ROAD SAFETY AUDIT
Date:- 20-8-2014
Auditor:- Syndicate no -3
SNO. Description OK Comments
1. Carry out an inspection
-don’t forget to take the results of
accident analysis and relevant checklists
with you
Accident analysis is carried out
2. Does the actual function of the road
correspond to its intended function?
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3. Is the prevailing speed level as
desired?
yes No, as the upward moving
vehicles cannot attain desired
speed at km 86/8
Refer photo km-86-16
Km-86-25
4. Is there sufficient
extra widening at curves?
yes No, there is no sufficient extra
widening at curves, need to be
improved at km 86/8
Refer photo km-86-13
5.
Do road users park in ways that
could constitute hazards?
no Not relevant
6. Do plantations obscure visibility or
mask the view of signs?
yes Yes at km stone 79
Refer photo km-79
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7. Are the surface and carriageway
markings in good condition (signs of
rutting, poor drainage)?
Yes, signs of rutting are clearly
observed at
km 79/2 and 86/8
Refer photo km-79-3
Photo km-86-14
Photo km-86-15
8. Are there any signs that road users
drive over islands or kerbs or that the
routes taken by motorists through
junctions and bends are less than
ideal?
Not a relevant aspect
9. Are there signs of other conflict
situations and minor accidents (skid
marks, broken glass/plastic, etc.)?
Yes, broken glass marks are clearly
seen at
km 89/8 and
Refer photo km-89-4
Photo km-89-5
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10. Are the specified distances to rigid
obstacles maintained (plantations and
road equipment, etc.) for all groups of
road user?
Is there prior indication of horizontal
curve?
No, the distance is not
sufficiently maintained at
km 83
Refer photo km-83-1
No, curve warning signposts
are to be mounted at km
86/8
Refer km-86-11
11. Is overtaking prevented at all points
where prevention is necessary?
Yes, overtaking prohibited
sign posts are established at
Km 81/4
Refer photo km-81-4
12. Are the berms satisfying their intended
function?
No, some of them are
eroded and some are
occupied by plantations at
km 86/8
Refer photo km-86-14
Photo km-86-15
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13. Are the sign posts provided are
sufficient?
No, curve indicating signposts
are to be established
at km 86/8
refer photo km-86-17
14. Does the width of berm
adequate?
No, at some areas width of berm
is insufficient at
Km 79/8 and at km 81
Refer photo km-79-9
Photo km-81-1
15. Does the alignment satisfy any
demands on visibility at junctions
and sight distances at free
sections?
No, sufficient sight distance is to
be provided at km 82
Refer photo km-82
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16. Will it be possible to carry out
maintenance work safely and
without using carriage way or
cycle path?
No separate cycle paths are
there.
17. Is there a suitable gradient or is the
carriage way laid at a suitable
height above the shoulder?
No, since the established gradient
is too steep at
km 86/8
Refer photo km-86-16
18. Are there any unlit areas that could
conceal hazards?
Not relevant
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19. Guardrails hedges and railings:
a) Are all vulnerable areas
protected?
b) Are bridge pillars steel posts etc.,
protected by guard rails
necessary?
c) Are there places where hedges are
necessary to prevent pedestrians
from crossing?
d) Are the chosen hedges or guard
rails light enough?
b)No, guard rails should be provided
at necessary lines
At km 86/8 and at 84/4
Refer photo km-86-19
Photo km-86-20
Refer photo km-84-4
20. Plantations:
a) Will plantations obscure visibility?
b) Will plantations be able to
encroach on markings or lighting?
c) Will fully grown trees or any other
rigid obstacles be observed?
d) Can maintenance be carried out
safely?
a)Yes, plantations are obscuring
visibility of signposts and berms at km
79 and at 79/8
Refer photo km-79
Photo km-79-9
c)No, there is no sufficient sight
distance to observe the rigid obstacles
at km 83/2
Refer photo km-83-2
Photo km-83-3
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CONCLUSION
In our judgement, consideration of the findings should improve the overall safety of the Route NH 205 section (KM 77.4 – KM 93.6) especially at KM 86/6 to 87/2 as the accidents are recorded at these spots.
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REFERENCES
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1. IRC_SP_88_Road Safety Audit Checklist.
2. IRC-67-2012 CODE OF PRACTICE FOR ROAD SIGNS.
3. NHAI Safety manual march 2011.
4.IRC-SP-44 HIGHWAY SAFETY CODE.
5.REPORT OF THE IRC WORKSHOP FOR HIGHWAY SAFETY.
6. HIGHWAY ENGINEERING BY KHANNA AND JUSTO.
7. IRC SP 88 MANUAL ON ROAD SAFETY AUDIT.
8. Road Safety Audit Guidelines –University of New Brunswick Transportation
Group.
9. Road Safety Audit journal by Arun S Bagi, Dheeraj N kumar
(Department Of Civil Engineering, Dayananda Sagar College OfEngineering)