training on road safety

Training on Road Safety

DIRECTORATE OF URBAN LOCAL BODIES

DEPARTMENT OF URBAN DEVELOPMENT

GOVERNMENT Of UTTAR PRADESH

By R.K. Chaudhary Dr. Kajal, IAS Chief Engineer Director

India’s Road Network

Category of Road Length ( Km) % Share of total

roads

National Highways(NHs) 1,14,158 1.94

State Highways (SHs) 1,75036 2.97

District Roads 5,86,181 9.94

Rural Roads

(Including JRY Roads)

41,66,916 70.65

Urban Roads 5,26,483 8.93

Project Roads 3,28,897 5.58

Total 58,97,671 100

List of IRC codes & documents used for audit

❖ IRC: SP: 88-2019 : Manual on Road Safety Audit

❖ IRC: SP: 55-2014 : Guidelines on Traffic Management in Work Zones

❖ IRC: 67-2012 : Code of Practice for Road Signs

❖ IRC:103-2012 : Guidelines for Pedestrian Facilities

❖ IRC-35-2015 : Code of Practice for Road Markings

❖ IRC: 119-2015 : Guidelines for Traffic Safety Barriers

❖ IRC: 79-2019 : Recommended Practice For Road Delineators

❖ IRC:SP: 42-2014 : Guidelines on Road Drainage

❖ IRC:99-2018 : Guidelines for Traffic Calming Measures in Urban and Rural Areas Revision)

❖ IRC:118-2018 : Manual For Planning And Development Of Urban Roads And

Streets.

Sight Distance

Horizontal Alignment

➢Minimum Radius of curve

should be provided as per

design speed

➢ If not possible speed limit

sign should be installed and

measures to ensure its

adherence be employed

➢ Transition curves at ends

should be consistent with

design speed/speed limit

➢ Super elevation should be

as per design speed/ speed

limit

Horizontal Alignment

Absence of Road Markings on 2-

way Single Carriageway

Well Marked Horizontal Curve with

Guardrails and Service Road

Radius of Horizontal CurveVs Road Accident

Effect of Radius of

Horizontal Curve on Safety

Effect of Length of Straight

Section on Accident Rate

Vertical Alignment

Safer Practice

– Provide adequate sight distances.

– Broken-back curves should be avoided.

– Frequent changes in vertical profile should be avoided

– On long grades, steepest grade should be placed at the bottom

and lighter grade near top.

– Sag curves associated with underpasses, curve lengths must be

chosen to ensure the necessary vertical clearances and to

maintain adequate sight distances into the underpass.

Effect of Grade on Safety

Effect of Grade on Accident Rate

• The accident rate reduces

considerably when grade

difference is less than 4%

Safer Practice

– Proper alignment enhances scenic views of the natural and

manmade environment

– Easier to make adjustments at design stage

– Sharp horizontal curvature should not be introduced on top of

crest curve

– Designer should study long, continuous stretches of highway in

both plan and profile and visualize the whole in three dimensions.

Combination of Vertical& Horizontal Alignment

Combination of Horizontal & Vertical Alignment

Broken Back Curve Replacement of Broken Back Curve by

Single radius long curve


Local dip on long grade Local dip eliminated on long grade


Short humps on long

horizontal curve

Removal of humps on

horizontal curve

Short humps on long

horizontal curve

Road Cross Section Elements

❖ Carriageway

❖ Shoulders

❖ Foot Paths

❖ Cycle Tracks

❖ Side Slopes

❖ Side Drain

❖ Camber

❖ Super- Elevation

❖ Gradient

Typical Cross-Section

Cross-Sections

• Safer Practice

– Properly maintained cross-sectional profiles assist safety.

– Side slope gradients for embankments and drains should be as

flat as possible.

– Open channel drains should be covered or separated from the

carriageway.

– Incorporation of properly maintained shoulder allows room for

parking, in emergency use and segregation of pedestrians.

– Provision of the number of lanes primarily dependent on the

projected traffic volume.

Shoulders

Poorly Maintained Shoulder of

Inadequate Width and Strength.

Trees along Shoulders also Pose

Safety Hazards

Adequate and Well Maintained

Shoulders

Shoulders

Safer Practice

– Shoulder should support vehicles under all weather

conditions.

– Hard shoulders, should be differentiated from

carriageway.

– Edge line markings help to discourage traffic from using

the shoulder.

– Shoulder cross slopes should be so designed as to avoid

draining onto the carriageway.

Medians and Kerbs

Well Maintained Median Width

with Proper Median Markings

Impact of Median Width on Accidents

Median BarriersMedian barriers are not the same as safety barriers. They are

designed to segregate and prevent certain opposing pedestrian

and vehicle movements.

Problems

– Inadequate pedestrian crossing provisions will encourage

pedestrians to climb over the barriers and ignore their purpose.

– Median barriers without gaps for emergency vehicles can cause

delays and congestion if vehicles break down.

– Poor design and maintenance such as unprotected ends or

damaged and stolen sections.

– Clear and effective signing along with enforcement is necessary

to ensure that drivers drive on the correct side of the barrier.

Median Gaps

Median Openings on Urban

Corridor

Typical Median End

Treatments

M edian narrower than 3 m

M edian width 3 m to 5 m

M edian wider than 5 m

W idth of

opening

Width of

opening

W idth of

opening

R 0.6

Control Radius

C ontrol Radius R 0.6

Median Gaps

Safer Practice

– Their number should be kept to the minimum.

– Openings for right turns through bullet nosed shape should

be adopted .

– Openings for U-turns, semi-circular openings are more

appropriate for the vehicle paths.

– Median openings in urban areas: should be spaced at

500m on the more important arterial roads,

– Median openings for four lane divided carriageways and

expressways should be located near all terminal junctions.

Service RoadsSafety Issues

– Service roads may be continuous orintermittent, they may be on one or bothsides, and they may have one-way or two-waytraffic.

– Service roads provided are invisible due toencroachments observed on these serviceroads.

– Absence of adequate truck parking facilities onhighways/City Zonal Road leads vehicles toparked on service roads, thus negating thebenefits of service roads to the vulnerableroad users.

– Absence of service roads increases pedestrian-vehicular conflicts and road safety isthreatened.

Provision of Service Road

for Drivers to Stop

Vulnerable Road Users

Lack of Proper Facilities for Pedestrians

and other Slow Moving Traffic Exposes

them Adversely to the Effect of Fast

Moving Traffic on a National Highway

Dedicated Cycle Lanes

Design Audit of Intersections

Type of Intersections

➢ At-grade Intersections

➢ Grade Separated Intersections without Ramps

➢ Interchanges

➢ Elements to Improve Road Safety

Safety Issues

– Accidents at intersections are 30-40% of all reported road

accidents on Highways/Zonal Roads of City.

Basic Principles

At-Grade Junctions

Current Layout (Potential safety

Problems)

Possible Revised Layout

(red ink shows the alteration to

reduce the safety risk)

At-grade Junctions

Possible Revised Layout

(red ink shows the alteration to

reduce the safety risk)

Current Layout

(Potential safety

Problems )

Minor Junctions

Minor Junction without Ghost

IslandMinor Junction with Ghost

Island

Reasons for concern:

• The side road traffic from

towns/villages joining the high

speed corridor in an

unregulated manner is highly

unsafe.

• If they are not controlled

before entering into the main

road, each access point could

become a blackspot.

Unregulated Access

Unregulated AccessRecommendations: Essential

(i) The speed of the side road traffic should be curtailed before it enters the main road

with a provision of road hump of 3.7m chord length in the side road. The hump

should be provided for all side roads, where it joins NH directly without through a

service road.

(ii) Hump shall be placed around 12m to 15m away from the edge line of the main road

so that a vehicle approaching the main road shall mount the hump and then wait to

see an opportunity to enter into main stream. Similarly, vehicles exiting from main

road can fully leave (full length of vehicle) from traffic way of main carriageway and

then mount the hump in order to avoid any possible rear end collision.

Highly Desirable

(iii) Install hump warning signs in advance and informatory sign at the location of

hump. All signs should be installed at the side road only. Also, properly mark the

hump as per IRC.

(iv) Mark Stop marking and Install stop sign at 2-4m away from stop marking to

establish the control.

• Too many conflictscreated by joining ofservice lane at thejunctions.

Recommendations

• Merge service road with main

road away from intersection

influence area and allow only

left turn of service road traffic

at intersections.

Too many conflicts at Intersections

Rotary JunctionSafety Issues:

• Traffic volume and turningmovement data it is notprovided to appreciate thedesign.

• Inappropriate weaving lengthsand sight distances

• The straight traffic movementtoo tangential

Recommendations: The junction requires re-design. The signage system

should be corrected . Pedestrian needs may be properly addressed by

providing adequate signs, marking and clear walking space through the

channelizing islands along with railing barrier to guide the pedestrians.

Recommended Conceptual Design for a Typical

Minor Junction (T-Type)

ELEMENTS

Elements to Improve Road Safety

Visibility

Road

Signs and

Markings

Channelization

Acceleration

and

Deceleration

Lanes

Provision

and

Vulnerable

Road

User

Pavement Markings

Type of line Figure Description

Broken line Broken lines are permissive in character and

may be crossed with discretion, if traffic

permits

Solid lines Solid lines are restrictive in character and

indicate that crossing is not permitted except

for entry or exit from a side road.

Double

solid lines

Double solid lines indicate maximum

restrictions and are not to be crossed except in

emergent usage

Combinatio

n of broken

and solid

lines

In a combination of broken and solid lines, a

solid line may be crossed, with discretion, if the

broken line is nearer to the direction of travel.

Vehicle from the opposite directions are not

permitted to cross the solid line

Line Markings

Typical Junction Markings

Delineators and Chevron Signs

• Safer Practice

– On dual carriageway roads, and where lanes are added or

dropped, delineation reduces accident risk.

– Reflective delineator posts are useful at night-time.

– Reflectorized raised pavement markers are effective for

centerline, lane and edge markings.

– The delineators are most likely to be effective on dangerous

bends, on approaches to intersections and on

embankments.

– Chevron signs are useful in showing the location of sharp

bends.

Safety Fencing and Chevron Signs

Curve Delineation

Plantation

Trees on Carriageway Edge

can be Hazardous

Protection Provided to a

Potentially Hazardous Tree on the

Road

Lay-byes & Bus Stops

• Safety Issues

– Buses stopping at road junctions forces pedestrians to

cross the road where there is turning traffic and it also

leads to reduction in road width at the junction causing

congestion and unsafe overtaking maneuvers.

– Taxis and para-transit vehicles often stop indiscriminately

along major roads to pick up or discharge passengers.

– Vehicles stopping at a lay-bye or bus stop constitute a

temporary obstruction which may obstruct visibility of an

important feature.

– The slower speeds of vehicles entering and leaving a lay-

byes could cause a hazard to faster moving through traffic.

Lay-byes & Bus Stops

Well-maintained Bus Stop Segregated Bus Lay-byes

Guarded and Unguarded Road- Rail Crossings

– There are two types of railway crossings i.e. Unguarded Railway

Crossing and Guarded Railway Crossing.

– For both the type of crossings two signs have to be used at distances

indicated in the figure. Each strip on the pole represents 100 meters.

Construction Stage Road safety Audit

• To prevent construction and utility worker fatalities and serious

injuries at work zone and construction sites

• To educate exposed workers about work zone workplace safety and

health issues

• To strengthen public knowledge on work zone hazards

PURPOSE OF WZSA

❖ To improve the safety of road users and workers at road work zones.

❖ To guide highway authority and concessionaire for effective

implementation of work zone safety practices as per national

standards and best international practices.

❖ To review the methods which are currently adopted by the

contractor.

❖ To make appropriate recommendations on the safety measures to be

used at different work zone area at the given site.

Work Zone Elements

• Advance warning area

• Transition area

• Buffer space

• Activity (work) area

• Termination area

Terminal TransitionZone

Working Zone

Tra

ffic

Co

ntr

ol

Zo

ne

Approach Transition

Zone

Advance Warning Zone

Work Zone Elements contd…

Transition area

➢ Redirect traffic from a normal

traffic flow to a new flow

Work Zone Elements contd…

Activity area

➢ The area where work

takes place which

may also include a

“lateral” buffer

space.

Recommended Length of TrafficControl Zones

Average ApproachSpeed

(km/h)

Length of AdvanceWarning

Zone

(m)

Length of Approach Transition

Zone

(m)

Length of Working

Zone

(m)

50 or less 100 50

Varies

51-80 100-300 50-100

81-100 300-500 100-200

Over 100 1000 200-300

Traffic Control Devices

Road Signs

Traffic Cones

Drums

Barricades

Metal Rod with

Reflector

Flagman

Main Signs Used for Work Zones (Regulatory)

Main Signs Used for Work Zones (Information)

Use of Traffic Signs During Construction

Variations of the Basic Layout

• Give and Take System

• Priority Signs

• Stop/Go Boards or Flags

• Portable Traffic Signals

Traffic Control by give and take system (7.1.1- IRC :SP:55-2014)

Traffic Control by Stop/Go Boards (7.1.3- IRC :SP:55-2014)

Temporary Diversion

Overview

• Should have smooth horizontal and vertical

profile with smooth vertical and horizontal curves.

• Should not get overtopped by flood or drainage

discharges

under any conditions.

• Should have adequate capacity to cater to

the expected traffic.

• Should be dust free and should ensure clear visibility at

all

times of day and night and

• Barricading should be provided to prevent

construction material falling onto the diversion.

Ensuring Safety of Vulnerable Road Users

• Provision of adequate pedestrian safety

• No danger from falling objects or sharp edges and that they will not fall

over or bump into anything.

• Pedestrian Barriers & Pedestrian Crossings

• To mark out temporary footway and to protect pedestrians from traffic,

excavations, plant or materials.

• Avoid confusing pedestrians.

• Works on Footways

• Alternative safe route for pedestrians must be provided.

• Pedestrian access to property must be provided.

• Pedestrians should not be diverted onto an unguarded carriageway.

• Guard and sign the approach on a temporary footway.

Ensuring Safety of Vulnerable Road Users

Works on Footway with Temporary Footway in Carriageway

Safety of Workmen

• Workmen must be trained in use of tools

and plant.

• Safety Jackets, Gum Boots, Goggles, Gloves,

Face Shields, Eye, Ear & Nose protectors

etc. must be given to workers related to

work.

• First-aid training be provided to all workmen

and enough safety kits should be available at

the site and

• Workers required on site during night hours

must be provided with fluorescent yellow

jackets with reflective tapes.

Two lane to Four lane

Typical Observations

• End Treatment of W-Beam barriers at culverts and Bridges.

• Rigid concrete barrier and W-beam barrier should be joined evenly at

inner face.

• Rigid concrete barrier should be provided with object Hazard Marker

(parapet)

• End of W-beam barrier to be anchored to ground as per standard.

• Minor road cross major road hazardously may be converted into

staggered intersections.

Typical Observations

• Wide junction (too wide) may be provided with ghost islands

• School children / villages crossing are not accommodated in

the design

• Placement of signs improper / stop signs should be installed

at 2m to 4m from stop line

• Provide chevron signs on curve so as to view at least 2 no's

of chevron at given instance of viewing

Observation:

Placement/inadequacy of Crash Barriers/Concrete Guard Posts:

Compliance:

Placement/inadequacy of Crash Barriers/Concrete Guard Posts:

Observation:

Hazard makers on CD works/Median Openings:

Compliance:

Hazard makers on CD works/Median Openings:

Compliance:

Chevron Sings

Compliance:

Treatment at Median Openings

Classification of Road Signs

Type of signs Shape Example Remarks

Mandatory/

Regulatory Signs

Blue Circles give a

positive instruction

(what must be done)

Red circles give a

negative instruction

(what must not be

done)

Cautionary/Warning Signs

Triangular signs warn

Informatory Signs Rectangular signs give

information and

directions

1 Km

Road Safety Audit on Existing Road -Check List ( IRC SP88-2019)

Sight Distances IntersectionsInterchanges

Cross SectionsSign, Marking and Delineation

Road side HazardsVulnerable Road Users

DrainageLand Scaping

Light and Night Time IssuesAccess to Property and Development

General Road Safety Consideration

Government Policies on Road safety

National Road safety Policy: to improve the road safety activities in the country

❖To established a road safely information data base

❖To ensure safer road infrastructure by way of designing safer roads

encourage application of intelligent transport system etc

❖To ensure fitment of safety features in the vehicles at the stage of

designing manufacture, usage, operation and maintenance.

❖To strengthen the system of driver licensing and training to improve

competence of drivers.

❖To Take measure to ensure safety of vulnerable roods users.

❖To ensure emergency medical attention for road crash victims.

❖To encourage human resource development and R&D for road safety

Micro level initiatives of Government of India

❖ Identification of black spots and treatment thereof.

❖ Setting up of State Road Safety Councils and District Committees.

❖ Action against over-loading action against drunken driving and removal of liquor shops on

National Highways.

❖ Enforcement of use of seat belt by four wheelers and use of ISI helmets by two wheelers.

❖ Developing emergency medical services by having a 24x7 call centers with a dedicated

common telephone number backed by ambulances. The ambulances facilities presently

availed through Toll free numbers 102, 108 and 1073 is proposed to be integrated with the

ambulances being provided by NHAI and ambulances provided by Ministry under

NHARSS. The networks will ensure a primary crash response time of 8-10 minutes

through emergency care facilities at every 50 km along National Highways.

❖ Setting up of Road Safety fund a State level including mechanism of diverting 50%

penalties collected towards violations in this fund.

❖ Road crash investigation

❖ Compulsory training before issuances of permanent driving license for commercial

vehicles.

❖ Improvement of Vahan & Sarthi software for computerization of all the RTOs including

uploading of legacy data, improvement in the software for recording repeated traffic

violations, detection of fraudulent driving licenses etc.

Government Policies on Road safetyS.No. Cause Percentage

1 Fault of driver 78.0%

2 Fault of pedestrian 2.7%

3 Fault of cyclist 1.2%

4 Defect in road conditions 1.2%

5 Defect in condition of motor vehicle 1.7%

6 Weather condition 1.0%

7 Other 14.2%

Measure of Minimize crashes : The main thrust of crash

prevention and control across the world has been on 4 Es

I. Education

II. Enforcement

III. Engineering

IV. Environment and emergency care

Two more Es viz Engineering (vehicle) and Enactment have been

identified.

Ten Road Safety Facts ❖ Road Traffic injuries are expected to become the fifth leading cause

of death globally by 2030.

❖ Most deaths on road are due to head injuries. A good quality helmet

reduce chances of severe head injury by over 72%

❖ Collision at 50 kmph is like falling from the fifth floor.

❖ Use of Seat belt while driving reduce impact of crash by 80% and the

risk of death of an occupant during an crash by over 60%.

❖ Driving requires full attention, using mobile phone while driving

diverts our senses.

❖ Vulnerability of road users to crash increases at night.

❖ For every 1% reduction in average traffic speed, there is a 2%

reduction in the number of crashes.

❖ Normally cost of good types is only 2-4% of the price of a vehicle

Compromise on the price of a vehicle, Compromise on the cost of

types can result in huge damage both monetary and otherwise.

❖ Out of the total number of death in road crash in India due to driver’s

fault, more than 10% was due to intake of alcohol/drugs.

❖ An aware and conscious driver reduces the chances of mishaps.

Total Number

of Road

Accidents (in

numbers)

% change Total Number

of Persons

Killed (in

numbers)

% change Total

Number of

Persons

injured (in

numbers)

% change

2014 489400 139671 493474

2015 501423 2.46 146133 4.63 500279 1.38

2016 480652 -4.14 150785 3.18 494624 -1.13

2017 464910 -3.28 147913 -1.90 470975 -4.78

2018 467044 0.46 151417 2.37 469418 -0.33

Road accidents, Number of persons killed and Injured in the last five year 2014-2018

Government Policies on Road safety

Supreme court committee on Road safety

Chairman: Justice K S Radharishnan, Member: SSunder & Dr. Nishi Mittal

➢Objective- issued various directions on 30th November2017 to All States/UTs to improve road safety in theCountry and ask to Submit Compliances

(Road safety Policy, State road safety Council, Lead agency, Roadsafety Fund, Road safety Action Plan, District Road safety Committee,Engineering Improvement, Traffic Calming measures, Road safety audit,Engineering Design of New Roads, Working Group of Engineering,Drivers training, Lane , Driving, Road safety Equipment, Alcohol andRoad safety, Road safety Education, Speed Governors, EmergencyMedical care, Universal Accident Helpline Number, Permanent Roadsafety Cell, Data Collection,, GPS, Bus/Truck Body Building Codes, ABSAirbags and headlights, Crash Test)

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