CMS-2-10-15-01-2020 Conversion

Road Safety Audit Report of Manjhi - Barauli Road (SH-96)
Road Safety Audit of Selected State Highways

under Hajipur Circle in Bihar
Road Safety Audit Report of
Manjhi - Barauli Road (SH-96)from Km 54.56 to Km
62.36
Submitted to
Circle: Hajipur; Division: Gopalganj

Road Construction Department, Government of Bihar
August, 2019
CSIR-Central Road Research Institute, New Delhi Page |I

Table of Contents
List of Figures .................................................................................................................................. IV
List of Tables .................................................................................................................................... VI
List of Photos ................................................................................................................................. VII
1. INTRODUCTION ........................................................................................................................ 1
1.1 Preamble ............................................................................................................................ 1
1.2 Need for the Study........................................................................................................... 3
2. OBJECTIVES AND SCOPE OF THE STUDY .......................................................................... 4

2.1 Objectives........................................................................................................................... 4
2.2 Scope .................................................................................................................................... 4
3. AN OVERVIEW OF ROAD SAFETY AUDIT ......................................................................... 5

3.1 General ................................................................................................................................ 5
3.2 Road Safety Audit of Existing Roads ......................................................................... 6
3.3 Genesis of the Road Safety Audit Study ................................................................... 7
3.4 Study Methodology ......................................................................................................... 7
3.5 Speed Studies on Selected Road Section ............................................................... 10
4. INPUTS SOUGHT FROM BIHAR RCD ................................................................................. 10

5. TIMELINE FOR THE WHOLE STUDY ................................................................................. 10
6. RSA FINDINGS OF MANJHI- BARAULI ROAD (SH-96) .................................................. 10
6.1 Alignment and Cross Section..................................................................................... 13
6.2 INTERSECTIONS AND ACCESS ROADS .................................................................... 15
6.3 ROAD SURFACE .............................................................................................................. 17
6.4 Visual Aids and Crash Protection Measures ........................................................ 18
6.5 Audit during Night ........................................................................................................ 20
6.6 Road Crash Black Spot Analysis ............................................................................... 21
7. SPOT SPEED CHARACTERISTICS ON MANJHI - BARAULI - ROAD (SH-96) ............ 27

7.1 Recommendation based on Spot Speed Study Results .................................... 28
8. ACTION PLAN .......................................................................................................................... 30

8.1 Road Surface ................................................................................................................... 30
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8.2 Measures to Enhance the Safety on the Curves .................................................. 30
8.3 Junction Improvements .............................................................................................. 30
8.4 Visual Aids to Improve the Safety of Road Users and Vehicles ..................... 31
8.5 Safety Measures on Bridges and Culverts............................................................. 36
8.6 Treatment for Safety of Vulnerable Road Users................................................. 37
8.7 Appropriate Design of Road Humps ....................................................................... 41
8.8 Safety in Work Zones ................................................................................................... 42
8.9 End Treatment for Metal Beam Crash Barriers .................................................. 45
8.10 Control of Encroachments at Urban Areas ........................................................... 46
8.11 Other Safety Measures................................................................................................. 47
9. REFERENCES................................................................................................................................. 49
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LIST OF FIGURES
Figure 1.1: State/ Union Territory wise total number road crashed in the year 2017 ................... 1
Figure 1.2: State/ Union Territory wise Fatal Crashes in the year 2017 .......................................... 2
Figure 1.3: Brief on Modus Operandi of RSA Study Execution .......................................................... 3
Figure 3.1: Study Methodology ............................................................................................................ 9
Figure 6.1: Geographical Location of the Project Corridor .............................................................. 11
Figure 6.2: CSIR - CRRI Team with RCD Engineers prior to start of RSA ........................................ 12
Figure 7.1: Spot Speed Survey Location at Km 41/300.................................................................... 27
Figure 8.1: Typical Right Turn Protected T-Junction ....................................................................... 32
Figure 8.2: Typical layouts of Various Forms of Minor Junctions ................................................... 33
Figure 8.3: Typical Examples of Proposed Safety Features at Horizontal Curves on a Two lane
Undivided Carriageway ...................................................................................................................... 34
Figure 8.4: Typical Example of Solar Powered blinkers to caution the road users ....................... 35
Figure 8.5: Typical Example of Application of Rumble Strip ........................................................... 35
Figure 8.6: Typical Example of Deployment of Convex Lens ........................................................... 36
Figure 8.7: Yellow and black strips painting on Bridge/CD parapet wall located adjacent to the
carriageway ......................................................................................................................................... 37
Figure 8.8: Typical Example of Hazardous Reach Treatment with Traffic Calming using
Thermoplastic Bar Markings .............................................................................................................. 38
Figure 8.9: Typical Example of Vulnerable Reach Treatment with ................................................ 39
Figure 8.10: Typical Illustration of Provision for stand-alone Pedestrian Crossings ................... 40
Figure 8.11: Typical Design Details of Road Humps to be provided on Minor/Side Roads ......... 41
Figure 8.12: Work Zone Traffic Management Plan to be followed when undertaking widening at
Cross-Drainage Works ........................................................................................................................ 42
Figure 8.13: Stage - 1 of Work Zone Traffic Management Plan while upgrading the road from
Intermediate to Two-Lanes. This is to be adopted while preparing the adjacent surface to
achieve a minimum width of 5.5 m for facilitating two-way movement of traffic. The work will
be taken adjacent to the existing traffic movement. ......................................................................... 43
Figure 8.14: Stage - 2 of Work Zone Traffic Management Plan while upgrading the road from
Intermediate to Two-Lanes. In this stage the traffic will be diverted onto the carriageway and
shoulder prepared during the Stage-1. The Layout of Signs and Markings is suggested to be
strictly followed. .................................................................................................................................. 44
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Figure 8.15: Modified Eccentric Loader Terminal (MELT) Arrangement for Approach Side of the
Metal Beam Crash Barrier .................................................................................................................. 45
Figure 8.16: Trailing Terminal (TT) Arrangement for Departure Side of the Metal Beam Crash
Barrier .................................................................................................................................................. 46
Figure 8.17: Typical Illustration of Low Height fencing with raised kerbs in Urban Pockets to
prevent encroachments ...................................................................................................................... 46
CSIR-Central Road Research Institute, New Delhi Page |V

LIST OF TABLES
Table 2.1: Road Sections Identified under Gopalganj Division .......................................................... 4
Table 7.1: Detail of Spot Speed Survey Locations ............................................................................. 27
Table 7.2: Spot Speed Survey Results for SH-96(41.3): Afrad Market to Barauli Direction ......... 28
Table 7.3: Spot Speed Survey Results for SH-96(41.3): Barauli to Afrad Market Direction ......... 28
Table 8.1: Spacing of Delineators/ Reflectors based on the Radius of Curve ................................. 31
CSIR-Central Road Research Institute, New Delhi Page |VI

LIST OF PHOTOS
Photo 6.1: Major junction having poor road geometrics requiring redesign conforming to IRC:
SP-41 (1994) coupled with absence of Traffic Calming Measures on the intersecting roads at Km
0 (Km stone 62.36).Sudden edge drop of pavement at culvert is safety problem and WBM crash
barrier required................................................................................................................................... 22
Photo 6.2: Construction material, absence of markings at Km 0.1 .................................................. 22
Photo 6.3: Unauthorized parking, encroachments, absence of markings at Km 0.2 ..................... 22
Photo 6.4: Absence of 'Side Road ahead’ Warning Sign, Direction Sign and Traffic Calming
Measures all approach roads is safety problem at Km 0.4. Absence of reflectors on poles and
trees is safety problem. ....................................................................................................................... 22
Photo 6.5: Encroachments, Parking,, No markings, absence of foot path and absence of edge
markings is safety problem at 0.8 ...................................................................................................... 23
Photo 6.6: Flag pole shall be removed at Km 0.9 .............................................................................. 23
Photo 6.7: Unauthorized parking is safety problem at Km 1.0 ........................................................ 23
Photo 6.8: Narrow road through busy market area, open drain and parking is safety problem at
Km 1.3 . congested road from 1Km to 1..3km ................................................................................... 23
Photo 6.9: Parking, construction material and absence of markings is safety problem at Km 1.4
.............................................................................................................................................................. 23
Photo 6.10: Poor Road, construction material, tree cutting material without reflectors, absence
of edge markings is safety problem at Km 1.7 .................................................................................. 23
Photo 6.11: Poor Road, construction material, tree cutting material without reflectors, absence
of edge markings is safety problem at Km 1.8 .................................................................................. 24
Measures on the Minor Road(s) intersecting with the Project Corridor is safety problem at Km
1.8. Absence of reflectors on tree cut material is problem. They should be removed. .................. 24
Photo 6.13: Absence of OHM and absence of markings is safety problem at Km 1.9 .................... 24
Photo 6.14: Construction materials, Hawkers, Obscured and non standard sign is safety problem
at Km 2.5............................................................................................................................................... 24
Photo 6.15: absence of OHM on Railway barricades, absence of marking on speed hump, Non
standards hump is safety problem at Km 2.6. ................................................................................... 24
Photo 6.16: Absence of reflectors on poles, absence of markings, parking, poor shoulder is safety
problem at Km 2.8. .............................................................................................................................. 24
Photo 6.17: Absence of reflectors on poles, absence of edge marking is safety is problem Km 2.9.
.............................................................................................................................................................. 25
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Photo 6.18: Absence of OHM, Broken edge, Absence of edge markings is safety problem at Km
3.4. ........................................................................................................................................................ 25
Photo 6.19: Absence of reflectors on poles and trees and absence of edge marking is safety
problem at Km 3.5 ............................................................................................................................... 25
Measures on the Minor Road(s) intersecting with the Project Corridor is safety problem at Km
3.7 ......................................................................................................................................................... 25
Photo 6.21: Absence of OHM, absence of markings is safety problem at Km 4.3........................... 25
Photo 6.22: Absence of chevron signs, poor shoulder is safety problem at Km 4.5....................... 25
Photo 6.23: General view of the section at Km 5.1. Edge drop, poor shoulder and absence of
markings is safety problem. ............................................................................................................... 25
Photo 6.24: Absence of S curve sign, chevron signs and speed limit sign, protruding tree
branches is safety problem at Km 5.7. ............................................................................................... 25
Photo 6.25: Absence of chevron signs, Compulsory horn sign is safety problem at Km 5.8. ........ 26
Photo 6.26: Absence of OHM, poor shoulder, edge drop, no markings is safety problem at Km 6.5
.............................................................................................................................................................. 26
Photo 6.27: Construction and stacked material, absence of markings is safety problem at Km 7.1
.............................................................................................................................................................. 26
Photo 6.28: Absence of reflectors on poles, absence of traffic calming measures is safety
problem at Km 7.3. .............................................................................................................................. 26
Photo 6.29: Encroachments, absence of markings, absence of reflectors on poles and trees is
safety problem at Km 7.4. ................................................................................................................... 26
Photo 6.30: Broken edges, absence of markings is safety problem at Km 7.7 . .............................. 26
CSIR-Central Road Research Institute, New Delhi Page |VIII

1. INTRODUCTION
1.1 Preamble
The state of Bihar is pegged at the 15th rank in terms of total number of road
crashes numbering 8,855 during the year 2017 constituting a share of 1.9 per cent of
nationwide statistics. Moreover, the state has occupied 11th position numbering 5554 in
terms of number of fatal road crashes considering the pan Indian state level statistics
during the same year which reveals the fact fatal road crashes outnumbers the minor
injury related crashes. The above high number of fatal crash statistics is directly
reflected in the severity of road crashes which is 62.7 i.e. number of persons killed per
100 road crashes during the year 2017 and the above figure is double in terms of
severity of road crashes recorded at national level. Further, the number of persons
killed per lakh population in the road crashes is 5.3 persons killed per 10,000 vehicles
and incidentally Bihar along with state of Uttar Pradesh were the worst performers
recording large increase in the number of road crashes and fatalities in 2017 as
compared to 2016. At the same time, the number of persons killed per 10,000 kilometer
of road length and 10,000 vehicles in the state are 237.4 and 8.9 respectively in the year
2016 which implies that it has registered minor dip as compared to the previous year.
Figure 1.1 shows the state / union territory wise road crashes whereas Figure1. 2 depict
the fatal crashes in each of the sates / union territory.
Road Crashes 0 10000 20000 30000 40000 50000 60000
Tamil Nadu
Madhya Pradesh
Karnataka
Uttara Pardesh
Kerala
Maharashtra
Andhra Pradesh
Telangana
Rajasthan
Gujarat
Chhattisgarh
West Bengal
Haryana
Odisha
Bihar
Assam
Delhi 15th Rank
Punjab
Jammu & Kahmir
Jharkhand
Goa
Himachal Pradesh
Puducherry
Uttarakhand
Meghalaya
Manipur
Nagaland
Tripura
Chandigarh
Arunachal Pradesh
Sikkim
Andaman & Nicobar Islands
Daman & Diu
Mizoram
Dadra & Nagar Haveli
Lakshadweep
Figure 1.1: State/ Union Territory wise total number road crashed in the year 2017
CSIR-Central Road Research Institute, New Delhi Page |1

Fatal Road Crashes

0 5000 10000 15000 20000
Uttara Pardesh
Tamil Nadu
Maharashtra
Karnataka
Rajasthan
Madhya Pradesh
Andhra Pradesh
Gujarat
Telangana
West Bengal
Bihar
Haryana 11th Rank
Odisha
Punjab
Chhattisgarh
Kerala
Jharkhand
Assam
Delhi
Himachal Pradesh
Uttarakhand
Jammu & Kahmir
Goa
Puducherry
Meghalaya
Tripura
Manipur
Arunachal Pradesh
Chandigarh
Sikkim
Mizoram
Dadra & Nagar Haveli
Nagaland
Daman & Diu
Andaman & Nicobar Islands
Lakshadweep
Figure 1.2: State/ Union Territory wise Fatal Crashes in the year 2017
On the other hand, the state of Bihar has registered consistent increase in terms
of number of persons killed per 100 road crashes from 51.4 in the year 2014 to 62.7 in
the year 2017. This is despite the fact that the road length in the state of Bihar and the
number of registered vehicles in the state is not very high as compared to the other top
ranked states in terms of reported road crashes in the country. Further, the number of
reported road crashes on the national highways and state highways in the state of Bihar
has recorded steady trend during the last three years without any substantial reduction.
This aspect is found to be a major cause of concern for the stakeholders like the Road
Construction Department (RCD) of Bihar and general road users alike which need to be
accorded due attention.

1.2 Need for the Study

Considering the above, it was felt essential by the Road Construction Department
(RCD), Government of Bihar to mitigate the rising road crash trends through the
conduct of Road Safety Audit (RSA) and thereby undertake appropriate remedial
measures covering the State Highway (SH) network falling under North Bihar Wing of
RCD, spanning a length of 1409.637 Kms in this phase of the study.
Accordingly, Road Construction Department (RCD) of Bihar had requested CSIR -
CRRI vide RCD letter of even number 2364 (813-A) dated 26.11.2018 and letter number
199 dated 17/03/2017 to assess the safety features on the identified road corridors of
the state which are experiencing high number of road crashes and thus develop
appropriate road safety action plan which can be implemented by the respective circles
of RCD immediately. The safety measures undertaken towards enhancement of road
safety on the identified road corridors can be periodically reported to the Supreme
Court Appointed Committee on Road Safety by RCD Bihar and Transport Department,
Government of Bihar which are the nodal organizations.
Prior to the start of the study, a presentation was made by Dr.S. Velmurugan on
18.2.2019 at the meeting hall i.e. Viswasaraiya Bhavan of RCD located on Bailey Road.
Basically this presentation was aimed at introducing the Road Study Audit (RSA) Study
Team from Traffic Engineering and Transportation Planning (TTP) Area of CSIR - CRRI
as well as explaining the modus operandi that will be followed for the conduct of RSA.
This meeting was largely attended by Chief Engineers and Superintending Engineers of
RCD, Bihar representing various circles of north Bihar and Road Safety Cell of RCD. The
Figure 1.3 shows the discussions with RCD officials about modus operandi of RSA study
execution and a brief on RSA Audit Team of CSIR - CRRI.
Figure 1.3: Brief on Modus Operandi of RSA Study Execution

2. OBJECTIVES AND SCOPE OF THE STUDY

2.1 Objectives
Considering the above prevailing increasing trends on the state highways of
Bihar, objectives of the study have been formulated by relating the road safety
assessment and study of the identified road sections and associated crash prone spots
covering the total length 1409.7 Kms in north Bihar. Thus the objectives of the study are
given as under:
 Conduct of Road Safety Audit of selected State Highways (SHs) falling in Hajipur
Circle and Gopalganj divisions (as per details given in Table 2.1).
 Development of action plan for the removal of the safety related deficiencies
identified on the above candidate road sections.
Table 2.1: Road Sections Identified under Gopalganj Division
State Name of
S. Length
Division Highwa Name of the Road the
No. (km)
y Circle
1 Gopalganj SH-96 Manjhi Barauli Road 7.8 Hajipur
2 Gopalganj SH-53 Chapra-Salempur 10 Hajipur
3 Gopalganj SH-47 Siwan Barhariya Road Sarafara 17.6 Hajipur
Total Length in Gopalganj Division = 35.4
2.2 Scope
The scope of the present report encompasses the following:
 To present RSA findings for the Manjhi - Barauli Road section of SH-96 spanning
7.8 Km and this falls under Gopalganj division of Hajipur Circle. This includes
evolving indigenous remedial measures for the project corridor coupled with
analysis of causative factors for road crashes which can directly aid in the
reduction of road crashes subsequent to its implementation by the RCD.
 To analyze the secondary data relating road crash data [to be obtained from the
First Information Records (FIR) by RCD and given to CSIR-CRRI team] as well as
traffic volume collected for the above identified road corridors by Bihar RCD in
the past. As mentioned in the agreement signed between CSIR - CRRI and client
i.e. RCD, Bihar, the above secondary data need to be furnished by the latter.
 Identification of problems being faced by different category of road users during
operational phase of the identified road corridors.
 Conduct of Spot Speed studies at road crash prone locations of the identified
road corridors by the CSIR - CRRI team after the conduct RSA.

3. AN OVERVIEW OF ROAD SAFETY AUDIT

3.1 General
Road Safety Audit (RSA) is defined as the systematic checking of the safety
aspects proposed either in the case of new or an existing project road coupled with the
review of traffic management schemes, including evolving appropriate modifications to
the existing layouts. After the implementation of the recommended measures emerging
out of RSA, it is expected that the new or existing road projects would operate as safely
as possible as the RSA would strive to mitigate the present and future safety issues
commensurate with the increasing traffic. In this regard, it shall be realized that
investments on the conduct of RSA and its subsequent implementation shall be
considered as a necessary cost, and not considered as an additional expense implying
thereby the need to carry out RSA through the entire cycle of design, construction and
pre-opening of any project facility and also during operation and maintenance of the
highway depending on the requirements. In projects where there is a choice of route or
standards, or there are known safety problems, the designer / road owning agencies are
expected to discuss the issues faced by them with auditors engaged for the project at the
start of the assignment. Taking cognizance of the above aspects, the Indian Roads
Congress (IRC) had brought a document titled, “Manual on Road Safety Audit IRC-SP-88
(2010)”. Includes of the following stages of RSA which need to be carried out during
RSA depending on the status of any road project:
a. Safety Audit during the Feasibility Study
b. Safety Audit during the Preliminary Design
c. Safety Audit on Completion of Detailed Design
d. Safety Audit at the Construction Stage
e. Safety Audit on Completion of Construction (i.e. Pre-opening Audit)
f. Safety Audit of Existing Roads
The first five stages of safety audit is applicable to the road projects either
proposed for construction or in the process of construction and the last one is
applicable specifically for the existing roads. It is to be borne in mind that in many of the
road up gradation and maintenance projects undertaken in India including major urban
roads and even expressways, safety devices are included in the designs, but seldom
implemented on the ground in totality. Moreover, road maintenance is limited to fixing
potholes and cleaning of drainage facilities, without replacing missing traffic signs,

damaged guardrails, dilapidated road markings and more importantly, the provision of
safety measures commensurate with the traffic growth which are essential to create a
safe road network. The above aspects can be effectively addressed through the conduct
of RSA on the existing roads which are faced with increasing road crash records.
3.2 Road Safety Audit of Existing Roads

From the above discussion, it is obvious that RSA procedure can be applied to
both new roads as well as existing roads. On new projects, RSA is primarily carried out
to avoid / prevent the building of road crash prone situations whereas in the case of
existing road, RSA are carried out aimed at mitigating the road crash prone locations by
enhancing the safety features. Hence, it is obvious whenever an existing road is
subjected to safety audits; it provides ample scope to improve / enhance safety both
from the operation and maintenance viewpoint of roads. This is more pertinent for
Indian road traffic conditions because safety features and installation of road
appurtenances are not given their due importance during the design and project
implementation. In fact, existing roads represent the present condition of the road
which would also include the assessment of prevalence of hazardous conditions if any
that might have crept in during its lifetime such as encroachments, ribbon development
or deterioration of road conditions as well as changing traffic conditions, etc. During the
process of existing RSA, a critical analysis of the road crash data would be carried out
with a view to determine whether or not road users able to use the road section in an
efficient manner without endangering risk to any type of road user. The aspects that are
monitored during the course of the RSA of the existing road shall normally conform to
IRC-SP-88 (2010) and other international norms if not listed in the above IRC document:
 Does the prevailing speed correspond to the design speed?
 Are the visibility criteria still satisfied?
 Have any changes been made which could affect road safety?
 For carriageway and paved shoulders examine things like any breach or blockade,
roughness value, pot holes, cracking, rutting, skidding, damage to pavement, edge
drop at shoulders.
 Check the roadside furniture including road signs and markings damage to their
shape or position, loss of retro-reflectivity
 Street lighting
 Rest areas cleaning, including defects in electrical, water and sanitary installations.

Out of the above listed parameters, the methodology and parameters applicable
for the conduct of RSA on the Bihar road network conforming to IRC: SP-88 (2010) and
other international standards (wherever applicable) would be adopted by the CSIR –
CRRI study team. This would help to arrive at effective improvement and up gradation
strategies for implementation by the Bihar Road Construction Deportment (RCD) after
the closure meeting. The methodology deployed for the Existing Stage RSA of the study
sections is described in the succeeding sections.
3.3 Genesis of the Road Safety Audit Study

The RSA team of CSIR - CRRI conducted the study both during day and night
times on the project corridor by driving as well as walking on the project corridor
depending on the requirements aimed at appreciating physical and environmental
features that required special attention of the existing road safety features provided for
all types of road users. The existing features / facilities assessed also included the
assessment of pedestrian facilities, roadside developments and other sociological
aspects that needed special attention. Appropriate recommendations / remedial
measures for the identified safety deficiencies have been provided for each of the
audited project corridors in independent reports submitted for each of the identified
road sections by Bihar RCD along with the action plan for implementation. Further
depending upon the type of facility, the items mentioned above would be appropriately
grouped and the priority for their implementation will be provided as part of each RSA
report.
3.4 Study Methodology

To carry out the RSA of the existing project Corridor, the study methodology
presented in Figure 3.1 was followed highlighting the sequence of steps.
i) The Information relating to the design standards adopted for the road project
has been furnished by the Client.
ii) Field visits have been made by driving / walking along the project road (during
the day time as well as night time) on the road corridors as well as at the
identified crash prone spots to appreciate other physical and environmental
features that required special attention from the point of view of safety.

iii) Based on the assessment of road crash prone locations during the RSA visit,
action plans have been conceived in this report. Some examples are pedestrians,
roadside developments, sociological aspects that need special attention and
development of appropriate facilities.
iv) Help of checklists [IRC: SP-88 (2010), IRC: 35 (2015), IRC:67 (2012), IRC: SP-55
(2014) and IRC:119 (2015), IRC:SP-73 (2017)] for road signs, markings, crash
protection measures and conceptual junction design have been suitably utilized
to ensure that problems and situations that can affect the road safety at the
desired stage of RSA have been taken into consideration. The checklists broadly
covered the following aspects:
a) Alignment
b) Cross-sections
c) Shoulders, footpaths
d) Side slopes, drainage facilities
e) Road markings
f) Road signs
g) Road lighting
h) Junction layout
i) Bridges / CD works
j) Roadside furniture
k) Roadside hazards etc.
l) Facilities for Non-Motorized Traffic
ii) Appropriate recommendations / remedial measures for the identified safety
deficiencies have been provided along with the action plan for implementation.
Further depending upon the type of facility, the items mentioned above have
been appropriately grouped while conducting RSA and the priority for their
implementation have been provided as part of the RSA report submitted for each
of the -wise issues identified in each candidate road section. By correlating the
above data with the road crash data from the FIR data which is supplied by RCD,
Bihar the necessary safety features have been recommended for each candidate
road section aimed at enhancing the safety of all types of road users.

Discussion with the

Audit of the Study concerned circle officials of
Section by the RSA Team RCD, Bihar
of CSIR - CRRI
Collection of Road Crash

Collection of Secondary Data Data for the Study section
Data and Check List from the Police Stations
preparation and RCD
Data Collection:
Field Studies investigations
Traffic Studies and Road Crash
Data Analysis and Interpretation:

Review and Analysis of data collected through primary
surveys and secondary sources
Referring to IRC Codes
like IRC-67 (2012), IRC-
35 (2015), IRC: SP-88
Assessment of Safety Situation (2010), IRC: 119 (2015)
and comparison with and
Standards IRC: SP-55 (2013)
plus other International
Standards and Practices
Recommendations / Remedial measures:

Recommendations / remedial measures based on
the identified Safety Deficiencies and Action
Plans for implementation
Figure 3.1: Study Methodology

3.5 Speed Studies on Selected Road Section

At the identified black spots of the candidate road section, spot speed surveys
using Laser Speed Gun were conducted by CSIR - CRRI study team with an aim to assess
the operating speeds at such locations.
Based on the above data on operating speed data and RSA data, remedial
measures have been recommended at the identified black spots in the study corridor.
After the implementation of the recommended measures, the effectiveness of its
implementation at all the crash prone locations will have to be monitored by RCD for a
minimum of 1 to 2 years. The monitoring should basically aim at understanding the
causative factors for the road crashes and their possible reduction in road crashes at the
implemented locations or otherwise.
4. INPUTS SOUGHT FROM BIHAR RCD

Any necessary permission from the local police and other concerned bodies has
been obtained during the conduct of the field studies by RCD Bihar so as to facilitate
smooth conduct of the same. The following data/ reports /drawings etc. are to be
furnished by RCD to the CSIR - CRRI study team during the conduct of RSA:
i) Secondary Source data in terms of historic traffic data and road crash data for
the study section preferably for 3 to 5 years.
ii) RCD has deputed minimum one official not less than that of Assistant Executive
Engineer rank to accompany during the conduct of RSA by the CSIR - CRRI team.
5. TIMELINE FOR THE WHOLE STUDY

Total Project duration for the conduct of Road Safety Audit coupled with action
plan development for the entire length of 1410 Kms spread across the northern part of
Bihar state is One year. However, this report focuses RSA findings evolved for Manjhi -
Barauli Road (SH-96) spanning a length of 7.8 Kms only from Km 54.56 to 62.36.
6. RSA FINDINGS OF MANJHI- BARAULI ROAD (SH-96)

As mentioned earlier, the study section of Manjhi - Barauli Road (SH-96)
SPANNING A LENGTH OF 7.8 Kms It is single lane carriageway configuration possessing a
width of 3.75 m with earthen shoulder configuration of 0.5 m on either side. This road
primarily passes through large spans of agricultural belt studded with villages and
congested Barauli market. The enhancement of safety on this road stretch has been

proposed by RCD in line with the aim of enhancing road safety as well as socio-
economic conditions of the people residing in the vicinity.
Figure 6.1: Geographical Location of the Project Corridor
Following the methodology listed in the previous section, Road Safety Audit of
the study corridor namely, Manjhi - Barauli Road (SH-96), was carried out by an
experienced team of Road Safety Auditors representing CSIR - CRRI comprising of Sh.
Subhash Chand [Senior Principal Scientist and HoD(TES)] and Dr. J. Nataraju [Principal
Scientist and Project Leader]. RCD officials who accompanied the CSIR - CRRI team
during the RSA included Sh. Vijay Shankar Prasad, AE. The geographical location of the
Project Corridor is shown in Figure 6.1. A glimpse of the CSIR - CRRI study team
performing RSA and Speed studies on the study section is presented in Figure 6.2.

Figure 6.2: CSIR - CRRI Team with RCD Engineers prior to start of RSA
The findings emerging from the RSA of the above road are discussed in detail in
the succeeding sections. It may be noted RSA findings are applicable for both directions
of travel i.e. Left Hand Side (LHS) and Right Hand Side (RHS) of the carriageways
especially in the case of recommendation in respect of Visual Aids in the form of Traffic
Control Devices as well as Crash Protection measures.

S.No. Observations Recommendations Priority

6.1 Alignment and Cross Section
The study corridor has a two lane  Soft shoulders shall be
undivided carriageway configuration maintained properly by
possessing a width of 7.0 m with providing gravel / brick on
earthen shoulder configuration of edge shoulders after removing
1.5 m on either side (Photo 6.23 ). the grass coupled with
Some part of the road stretch passes removing the undulations of the
through urban area on either side of shoulder which would facilitate
the road. The entire road stretch is its effective use by all types of
Highly
located on plain terrain and the road users including NMT
Essential
alignment is generally straight in traffic and Pedestrians.
nature.
Moreover, the above referred  In the long run, depending on
earthen shoulder of the road is fully the quantum of Non Motorized
1.
occupied by grass at many places, Traffic (NMT) using the
formers are using for fodder corridor, the RCD shall think of
storing/drying and not usable by providing segregated paved
road users (Photo shoulders which would
Desirable
6.16,6.22,6.23,6.26) which is facilitate the safe movement of
forcing the Vulnerable Road Users cyclists and pedestrians. This
(VRUs) like cyclists, motorized two measure is applicable only to
wheelers and pedestrians to use the the specific pockets of the road
main carriageway for their stretch spanning between two
commuting purposes. adjacent villages wherein
increased movement of school
children or other commuters by
cycle / foot are witnessed.
There are many horizontal curves on Since the horizontal curves have
the study corridor wherein no visual very high radius of curvature,
2.
aids for proper guidance of traffic consider installing retro- Essential
have been provided (Photos 6.24). reflective Road Studs/Raised

Moreover, these horizontal curves are Pavement Markers at lateral

not equipped with Chevron Signs spacing of 9 m c/c as specified in
which can aid in proper guidance of IRC:35 (2015).
traffic.  Moreover, it is suggested to
provide the Chevron Signs at all
Essential
the curves (type shall be guided
by the radius of the curve
conforming to IRC: 67 (2012).
Pavement edges are broken and there  There should not be any level
is edge drop observed at many places difference between pavement
on the road; Such edge breaks cause surface and the earthen
3. discomfort to all types of traffic shoulders. Highly
Essential
coupled with absence of pavement
edge lines (vide Photo
6.1,6.18,6.23,6.26,6.30).

6.2 INTERSECTIONS AND ACCESS ROADS

S.
Observations Recommendations Priority
No.
 There is one major  All the minor junctions shall be designed
intersection at Km 0/000 conforming to IRC: SP-73 (2015) as presented Highly
(Refer Photo 6.1). in Figure 8.1 and 8.2. Essential
 Consider providing the necessary Warning
 There are several access Signs regarding “Left/Right Side Road
roads (refer Photo Ahead” on the shoulder side of the main
6.4,6.12,6.20) connecting carriageway at a minimum distance of 45.0 Highly
to various villages located m before the access road in both the Essential
on either side of the directions of travel as per IRC:67 (2012).
Project Corridor  All the minor junctions shall be designed
 Moreover, proper signs conforming to IRC: SP-73 (2015) which is
are required for these presented in Figure 8.1 and 8.2.
access roads viz. “Left /  Map Type Advance Information Signs
Right Side Road Ahead” followed by Reassurance Signs on the
signs and Advance downstream / exit approaches conforming to Highly
Direction Information the specifications of IRC: 67 (2012) need to be Essential
signs for the localities are installed at the above intersection on all the
missing. approach roads.
 Also, at many of the access  Consider providing appropriate Map-type
roads, the visibility funnel Advance Direction Information signs
of the driver coming from specifying the names of the major localities to
the access road is which the access road connects at all the Highly
1 obscured by buildings/ access points. These signs shall be sited at a Essential
vegetation / temporary distance of 45.0 m (minimum 35.0 m) ahead of
structures leading to sight the access roads in both the directions of
distance issues. travel.
 The Flag-type Advance  Consider providing the necessary Warning
Direction Information Signs regarding “Left / Right Side Road
Signs, are missing as Ahead” on the shoulder side of the main Highly
depicted in Photos carriageway at a minimum distance of 45.0 m Essential
6.4,6.12,6.20 etc before the access road in both the directions
of travel as per IRC:67 (2012).
 Consider painting the Road Markings on all
side / access roads indicating the pedestrian
crossings and road openings with dotted lines
coupled with the provision of ‘STOP’ Marking Highly
on the access road and Install 'Stop' Sign at Essential
about 2 - 4 m away from 'Stop' Marking to
establish the control. Also consider installing
a Speed Hump having a chord length of 3.7 m.
This hump shall be on all the minor cross /
side roads which are directly intersecting
with the project corridor. Hump shall be
placed at a distance of 12 m to 15 m away
from the edge line of the Project Corridor so

that a vehicle approaching the main road shall

mount the hump and then stop at the 'Stop'
Line looking for an opportunity to enter into
main carriageway. Similarly, vehicles exiting
from main carriageway can fully leave i.e. full
length of vehicle from travelled way of the
main carriageway and then mount the hump
in order to avoid any possible rear end
collisions. The hump should necessarily be
accompanied with a “Speed Breaker” Warning
Sign placed at a minimum distance 10.0 m
prior to it. This recommendation shall be
implemented on all the minor roads
intersecting with the project corridor.
 Pedestrian crossing and sidewalk facilities at
the intersection need to be created
conforming to IRC: 35 (2012). Also consider
painting the Road Markings on all minor Highly
roads indicating the pedestrian crossings and Essential
road openings with dotted lines coupled with
the provision of ‘STOP’ Line Marking on the
intersecting road and install Stop Sign at 2 - 4
m away from stop marking to establish the
control.
At all the major / minor  Consider providing Warning Signs regarding
intersections, appropriate “Left / Right Side Road Ahead” (as the case
Warning and Informatory may be) on the shoulder side of the Project
Signs are missing. At most of Corridor at a minimum distance of 45.0 m Highly
the intersections, the dotted before the minor road junction conforming to Essential
line Edge Markings on the IRC:67 (2012). In the case of minor
project road are missing along intersections, appropriate Warning Sign (“Y-
with Solid Edge Markings on Intersection”, “T-Intersection” or “Staggered
the minor roads. Stop Lines intersection”) should be provided on both the
have also not been marked on project Corridor and the intersecting road.
any of the minor roads  Consider installing the appropriate Map-type
connecting with the project Advance Direction Information signs on the
2 road. Project Corridor as well as on the intersecting Essential
roads conforming to IRC:67 (2012). This
recommendation shall be implemented on
all the intersecting with the project
corridor as per the details presented in
Section 8.3
 Consider painting the STOP line on all the
minor roads intersecting with the Project
Corridor and installing a STOP sign at a Essential
minimum distance of 12 - 14 m before the
'Stop' Line. Also, consider providing Speed
Humps as detailed in Section 5.2.1.

6.3 ROAD SURFACE

S.No. Observations Recommendations Priority
The condition of the road is poor  Consider routine maintenance of
having developed lot of pavement the pavement such as repair for the
distress in the form of pavement eradication of raveling, potholes
cracking, raveling and potholes at coupled with periodic maintenance Essential
1.
many places coupled with poor of the pavement at frequent
drainage mechanism at many places intervals.
which are presented in Typical
Photo 6.10,6.11

6.4 Visual Aids and Crash Protection Measures

This stretch is in general equipped with very few traffic signs, road markings, hazard
markers and negligible crash protection measures. The missing road signs and pavement
markings shall be provided in the vicinity of the earmarked s at appropriate locations: The
details of the suggested measures are given in Sections 8.2 to 8.10.
S. Chainage/
Issues Recommendations Priority
No. Location
On the entire corridor, Edge Consider providing Road
line markings are largely Marking as per IRC: 35
missing; It is suggested to (2015) coupled with
provide pavement edge line periodical cleaning of the
 Photo 6.1 to and lane markings on the pavement so that the Highly
1.
6.30 entire corridor. markings are clearly visible. Essential
Also place the road studs as
per IRC 35 (2015) at the
horizontal curves which
have radius less than 300 m
Wherever few road Signs are  Consider providing Road
2. Photos 6.14 present, they are not Signs as per IRC: 67
conforming to IRC:67 (2012) (2012).
Poor upkeep of sign boards /  Consider erection of
kilometer stones; It is Speed Breaker
3
suggested to replace conforming to the
damaged ones. procedure given in
Absence of Object Hazard Section 8.7.
 Photo Marker (OHM) sign or at Highly
6.13,6.15,6. certain locations Sub-  It is suggested to provide Essential
4
18,6.21,6.2 Standard/wrong direction Facility signs at a
6 OHMs are placed before minimum distance of 30
parapet of the minor bridge. m prior to the facility.
Trees / Electric  It is suggested to paste
 Photo
poles/barriacades/house retro reflective tapes on
6.4,6.10,6.1
walls/structures/gantries the electric poles and
5 1,6.12,6.16,
located within the formation trees located on the soft
6.17,6.19,6.
width without any form of shoulder portion till it is
28
delineation. relocated.
Shoulder conditions is not  It is recommended to
good, not leveled with remove the fodder from
overgrown grass at many shoulders for better
 Photo locations; Further the public
6 usability Essential
6.16,6.22,6. are using for storing/drying
23,6.26 fodder due to this; This is
forcing the pedestrians to
walk on carriageway
Lot of Construction material  It is recommended to
 Photo scattered on roadside; Also Highly
remove the construction
6.2,6.9,6.10,
7. electric poles are located materials dumped by the Essential
6.11,6.14,6. within the formation width
residents.
27 acting as major hazards.

Road encroachments are  It is recommended to

observed at the locations remove the encroachments
indicated in the photographs for smooth running of the Highly
 Photo
8 which are compelling the traffic. Essential
6.3,6.5,6.29 NMTs and pedestrians to walk
on carriageway. This can lead
to road crashes.
 Photo 6.8 Open drain is safety problem  It is suggested to cover Essential
9
on narrow road. the drain
 Photo 6.6 Flag pole is safety problem  It is suggested to remove Highly
10 Essential
on carriageway. it
 Photo Parking on shoulder or on  It is recommended to Highly
6.3,6.5,6.7,6 carriageway and park outside the road Essential
11 .8,6.9,6.16 buses/Autos stopping on formation and enforce
carriageway are safety passenger vehicles not to
problem stop on carriageway
Photo 6.5 Absence of Foot path is  It is recommended to Essential
12
safety problem provide foot path
 Photo 6.14 Tree branches/poles/placed  It is recommended to Highly
wrongly/many signs placed trim branches, place Essential
13 closely are obscuring signs appropriately to avoid
poles/structures/house
walls
 Photo 6.1 Absence of WBM crash  It is recommended to Highly
barrier/Terminal end for provide terminal end for Essential
14 WBM crash barrier/ damage WBM crash barrier
is safety problem wherever provided on
both ends
 Photo 6.28 At built up areas, Religious  It is recommended to Highly
places like Temple, School provide TBM in built up Essential
areas, Sharp curves, Traffic areas, Religious places
calming measures are like Temple, School
required to reduce the areas, Sharp curves. If it
15
speeds. is accident prone or
black spot, rumble strips
can also provided with
markings on it, Studs and
warning sign.
 Photo 6.10 Tree cut material dumped  It is recommended to Highly
16 on edge of carriageway is place them away from Essential
safety problem shoulder
 Photo 6.15 Non standard speed hump is  It is recommended to Highly
17 safety problem provide standard hump Essential
with markings.
 Photo 6.24 Protruding tree branches is  It is recommended to Highly
18 Essential
safety problem trim tree branches

6.5 Audit during Night

Study team conducted night-time safety audit on the study section. The findings
applicable for the project corridor based on the night time have been discussed briefly:
S.
Observations Recommendations Priority
No.
Retro reflectivity of signs:  If need arises, retro reflectivity
Many of the sign boards are of the sign boards can be Essential
exhibiting only average retro ascertained by RCD Bihar.
reflectivity and are not distinctly  Wherever dilapidated road
1.
visible during the night. Many signs are noted, they shall be
dilapidated signs are noted. replaced with Type VI sign Essential
boards or more conforming to
IRC: 67 (2012).
As mentioned earlier, many of  Wherever the horizontal curves
the horizontal curves are have radius of curvature more
equipped with very few visual than 300m, consider installing
aids and complete absence of chevron signs [conforming to
2. Essential
retro reflective studs for proper IRC:67(2012)] as well as Road
guidance of traffic. Studs placed at 9 m centre to
centre conforming to IRC:35
(2015).
Hazard markers for fixed objects  To enhance the safety of the
such as trees to enhance safety of road users, retro reflective
road users which is already tapes must be placed encircling
Highly
3. detailed in Section 6.1 to 6.4 the bark of trees and parapet
Essential
walls in case they exist within
the formation width of the
project corridor.
Safety of Vehicles during night:  To enhance safety of the NMTs
NMT such as cycles and trucks as well as motorists, Reflective
without reflectors on the rear strip shall be placed in front and
and the sides are plying on this back of all NMTs and also on
road. These vehicles are hardly pedals of cycle and cycle ricks
visible during the night until the shall be placed (which is very
driver comes very near to them, low cost measure government Highly
4.
putting the motorist and as well can take a lead role in supplying Essential
as NMT in serious problem. It these reflective strips).
was observed the lot of cattle’s  It is recommended to impose
movements and taking rest on restrictions for cattle movement
carriageway during night of the roads during night
creating problem to vehicles through some form of
movement. enforcement.
Night Visibility at developed  High mast lighting of 40 Lux or
areas along the project road: more at major intersection
There is no proper lighting on the points wherever it passes Highly
5.
project corridor wherever it through urban settlement is Essential
passes through urban essential to enhance the safety
settlements. of road users.

6.6 Road Crash Black Spot Analysis

S.
Observations Measures Priority
No.
For road crash data black spot analysis,  At all the road crash
road crash data for the last 3-5 years is prone spot it is
required which is to be supplied by proposed to deploy
Bihar RCD as requested by CSIR-CRRI.
Transverse Bar Marking
However, the data could not be provided
till the time of writing this report. In the on cross roads as shown
absence of such data, the CSIR - CRRI in Section 8.5 of action
study team relied upon on its experience plan section.
on possible crash prone locations  Consider providing the
emerging from the road safety treatments proposed for
inspection and other inputs received
the curved sections in
from the respective AEE and AEs who
accompanied the study team during the Section 8.4 and the
technical details of the Highly
1 audit.
treatment are given in Essential
Based on the above inputs and field Section 8.2.
assessment, the sharp curves with sight
distance problem with absence of
visibility funnel due to protruding tree
branches / bark of the trees are
identified as potential black spots. At
such locations, it is recommended to
implement the suggestion given at
Section 7 of the report.

Photo 6.2: Construction material, absence of

markings at Km 0.1
Photo 6.1: Major junction having poor road

geometrics requiring redesign conforming to IRC:
SP-41 (1994) coupled with absence of Traffic
Calming Measures on the intersecting roads at
Km 0 (Km stone 62.36).Sudden edge drop of
pavement at culvert is safety problem and WBM
crash barrier required
Photo 6.4: Absence of 'Side Road ahead’ Warning

Photo 6.3: Unauthorized parking, encroachments,
Sign, Direction Sign and Traffic Calming Measures
absence of markings at Km 0.2
all approach roads is safety problem at Km 0.4.
Absence of reflectors on poles and trees is safety
problem.

Photo 6.5: Encroachments, Parking,, No Photo 6.6: Flag pole shall be removed at Km 0.9
markings, absence of foot path and absence of
edge markings is safety problem at 0.8
Photo 6.8: Narrow road through busy market

Photo 6.7: Unauthorized parking is safety
area, open drain and parking is safety problem at
problem at Km 1.0
Km 1.3 . congested road from 1Km to 1..3km
Photo 6.10: Poor Road, construction material, tree

cutting material without reflectors, absence of
edge markings is safety problem at Km 1.7
Photo 6.9: Parking, construction material and
absence of markings is safety problem at Km 1.4

Photo 6.11: Poor Road, construction material, tree Photo 6.12: Absence of 'Side Road ahead’ Warning
cutting material without reflectors, absence of Sign, Direction Sign and Traffic Calming Measures
edge markings is safety problem at Km 1.8 on the Minor Road(s) intersecting with the
Project Corridor is safety problem at Km 1.8.
Absence of reflectors on tree cut material is
problem. They should be removed.
Photo 6.14: Construction materials, Hawkers,

Obscured and non standard sign is safety problem
at Km 2.5.
Photo 6.13: Absence of OHM and absence of

markings is safety problem at Km 1.9
Photo 6.15: absence of OHM on Railway Photo 6.16: Absence of reflectors on poles,
barricades, absence of marking on speed hump, absence of markings, parking, poor shoulder is
Non standards hump is safety problem at Km 2.6. safety problem at Km 2.8.

Photo 6.17: Absence of reflectors on poles, Photo 6.18: Absence of OHM, Broken edge,
absence of edge marking is safety is problem Km Absence of edge markings is safety problem at
2.9. Km 3.4.
Photo 6.19: Absence of reflectors on poles and Photo 6.20: Absence of 'Side Road ahead’ Warning
trees and absence of edge marking is safety Sign, Direction Sign and Traffic Calming Measures
problem at Km 3.5 on the Minor Road(s) intersecting with the
Project Corridor is safety problem at Km 3.7
Photo 6.21: Absence of OHM, absence of markings Photo 6.22: Absence of chevron signs, poor
is safety problem at Km 4.3 shoulder is safety problem at Km 4.5.
Photo 6.23: General view of the section at Km 5.1. Photo 6.24: Absence of S curve sign, chevron signs
Edge drop, poor shoulder and absence of and speed limit sign, protruding tree branches is
markings is safety problem. safety problem at Km 5.7.

Photo 6.25: Absence of chevron signs, Photo 6.26: Absence of OHM, poor shoulder, edge
Compulsory horn sign is safety problem at Km drop, no markings is safety problem at Km 6.5
5.8.
Photo 6.27: Construction and stacked material, Photo 6.28: Absence of reflectors on poles,
absence of markings is safety problem at Km 7.1 absence of traffic calming measures is safety
problem at Km 7.3.
Photo 6.29: Encroachments, absence of markings,

absence of reflectors on poles and trees is safety
problem at Km 7.4.
Photo 6.30: Broken edges, absence of markings is

safety problem at Km 7.7 .

7. SPOT SPEED CHARACTERISTICS ON MANJHI - BARAULI - ROAD

(SH-96)
On the entire Project Corridor, very few speed limit signs have been posted.
Speed survey was conducted for both the directions of travel using Laser Speed Guns at
certain vulnerable locations where the mean and 85th Percentile Speed of vehicles were
required which can help in arriving at the most effective safety countermeasures. The
details of selected survey locations with times of survey are presented in Table 7.1. The
section-wise spot speed study results and inferences emerging from the same have been
provided in the succeeding sections.
Table 7.1: Detail of Spot Speed Survey Locations
S. Time of Survey
Location Chainage Description
No
9:30 AM
1 Location Km 41/300 Straight
15/03/2019
The survey location is selected in a way that it should be representative of the
prevailing speed characteristics at the selected location. The location should be as
influenced due to any form of roadside friction. The results of the survey at this location
in both the directions of travel are given in Tables 7:2 and Table 7:3.
It is evident from the results that the 85th Percentile speeds of all the
vehicles in both the directions of travel is about 55 Kmph. Since the road section
passes through heavily built-up areas including some curved sections and is single lane
section, it is prudent. Therefore, traffic calming is essentially required in both the
directions of travel as proposed in Section 6..
Figure 7.1: Spot Speed Survey Location at Km 41/300

Table 7.2: Spot Speed Survey Results for SH-96(41.3): Afrad Market to Barauli Direction
Parameters All Car 2W Auto Tr Bus Cycle LCV 2T MT
Sample Size 110 10 65 8 4 1 18 1 2 3
Min. Speed (Kmph) 8 31 23 20 17 36 8 39 27 28
Max. Speed (Kmph) 74 58 74 39 28 36 14 39 35 31
Mean Speed (Kmph) 40 47 47 30 24 14 33 32
Average Speed (Kmph) 38 45 45 29 22 11 31 29
15th percentile speed (Kmph) 8 30 28 16 14 24
Table 7.3: Spot Speed Survey Results for SH-96(41.3): Barauli to Afrad Market Direction
Parameters All Car 2W Auto Tr Bus Cycle LCV 2T MT
Sample Size 103 16 67 10 1 2 7
Min. Speed (Kmph) 10 36 27 27 21 30 10
Max. Speed (Kmph) 72 72 72 48 21 38 14
Mean Speed (Kmph) 45 53 49 37 35 14
Average Speed (Kmph) 43 51 47 36 34 12
15th percentile speed (Kmph) 27 37 31 25 14
7.1 Recommendation based on Spot Speed Study Results

As discussed in the previous section, hardly any speed limit sign is posted on the
corridor and there is need for speed limit restriction to a maximum of 30 Kmph near
schools and other vulnerable locations. However, through the survey it was found that,
especially on straight sections, the vehicles are plying at much higher speeds. The
speeds were found slightly high even, intersection and VRU facilities. Therefore, the
following recommendations are being proposed in order to reduce the crash proneness
of the corridor based on Spot Speed Survey results:
 It is strongly recommended that ‘Speed Limit’ regulatory signs shall be provided at
an interval of every 3 kilometres on the Project Corridor in both directions of
travel. It is also felt that considering the class of road, it is suggested to put a speed

limit of 60 Kmph in straight sections in open areas in the undivided portions of the
highway. However, on the vulnerable sections, the Speed Limit shall be reduced to
25 - 30 Kmph. However, ‘Restriction End’ Regulatory Sign must be provided after
the vulnerable reach has ended followed by the posting of Speed Limit sign of 50
Kmph within a distance of 50 m. More importantly, the adherence to the enforced
speed limit shall be strictly monitored by the PWD by seeking the help of Police.
 All the vulnerable reaches, such as Pedestrian Crossings, Market Places and
Schools nearby the road shall be accorded the Vulnerable Reach Treatment as
demonstrated in Section 8.
 Thermoplastic Bar Markings (TBM) shall be installed on the project road near all
the major and minor intersections. The thickness of the markings shall be
increased to 8 to 10 mm from the specified thickness of 5 mm as per IRC: 35
(2015). This is because the greater rumbling effect would facilitate in higher
reduction of speeds at the vulnerable locations. Also, on all the intersecting roads,
Speed Humps shall necessarily be provided so that the vehicles do not merge with
the traffic on the main road at high speeds.

8. ACTION PLAN
To reduce the road crash proneness on Manjhi - Barauli Road section of SH-96
and thus enhancing safety, the following action plans are recommended.
8.1 Road Surface

The road surface also plays very important role in road safety and hence it is
essential to maintain good riding quality aimed at enhancement of the safety situation
on the road. At certain locations, the upkeep of the road is very poor due to issues like
raveling, rutting and drainage problems. Regular maintenance is needed for proper
upkeep of the project corridor.
8.2 Measures to Enhance the Safety on the Curves

Based on the Operation and Maintenance (O & M) Stage RSA conducted on the
study corridor, the following issues have been identified for implementation.
Delineation in curved portion should be provided to guide the vehicles in better way
and enhance the safety especially during night hours. The spacing for the delineators is
given in Table 8.1 and Figure 8.3. In order to guide the traffic in an efficient and safe
manner while negotiating the horizontal curves, the chevron signs may be installed on
both sides of the carriageway. Further to ensure the safety of the road user, warning
signs such as curve ahead sign and series of bends ahead and regulatory signs namely
speed limit signs based on IRC:67 (2012) should be installed in both the directions of
travel indicated in Section 6.4. Road markings are also to be done as per IRC 35 (2015).
A typical example of all the suggested measures is shown in Figure 8.3 which shall be
implemented wherever applicable.
8.3 Junction Improvements

There are several minor junctions present in the Project Corridor as discussed in
Section 6.2 which require geometric improvements. These improvements shall be
carried out conforming to IRC: SP-73 (2015). Depending on the available Right of Way
(RoW) on each of the s on the ground, the typical layout presented in Figure 8.1 or
Figure 8.2 can be deployed. At the same time, in the case of major intersections, all the
geometric design improvements shall be strictly carried out conforming to IRC: SP-41
(1994).

Table 8.1: Spacing of Delineators/ Reflectors based on the Radius of Curve
Radius of the Curve (m) Spacing of Delineators/ Reflectors (m)

15 6
35 9
55 11
75 13
90 15
120 17
150 19
180 21
210 23
240 25
270 26
300 27
Source: Manual on Uniform Traffic Control Devices for Streets and Highways (2009)
8.4 Visual Aids to Improve the Safety of Road Users and Vehicles
It is recommended to install new visual aids in the form of various types of road
appropriate signs (suiting to the site conditions detailed in Section 6.4 for various s) in
the form of flashing signals, retro-reflective markers, delineators, chevron markings,
chevron signs at curves and road markings such as lane marking, pavement marking,
object marking, zebra crossings etc. as typically presented in the report (refer Figure
8.3). These would provide positive guidance to the road users and thus help to enhance
safety for all types of road users both during day and night. Further at all the Minor
Roads intersecting with the Project Corridor, consider providing Solar Powered
Blinkers on the main carriageway as shown in Figure 8.4 which would prompt the road
users to exercise caution while negotiating the minor intersections as well as help in
sensitization of all types of road users. Moreover, at such locations as well as on
horizontal curves, consider providing appropriate signs (as given in Section 6.4) coupled
with road studs [spaced at 9 m centre to centre conforming to IRC: 35 (2015)] and
Transverse Bar Marking (TBM) as shown in Figure 8.5. Further in the case of minor
intersecting roads located on sharp horizontal curves of 100 m and below, consider
providing Convex Lens on the farther side of the road as shown in Figure 8.6 which
would enable the drivers to keep a track of the traffic emerging from the Project
Corridor with ease.

Figure 8.1: Typical Right Turn Protected T-Junction

Simple T-Junction (minor Junction)
CSIR-Central Road Research Institute, New Delhi

Simple Skew or Y- Junction (Minor Junction0
Figure 8.2: Typical layouts of Various Forms of Minor Junctions
Page |33
Figure 8.3: Typical Examples of Proposed Safety Features at Horizontal Curves on a Two lane Undivided
Carriageway

Figure 8.4: Typical Example of Solar Powered blinkers to caution the road users
Figure 8.5: Typical Example of Application of Rumble Strip

Figure 8.6: Typical Example of Deployment of Convex Lens
8.5 Safety Measures on Bridges and Culverts

It was observed on the Project Corridor that the ends of the parapet walls are not
fortified with Object Hazard Markers and there was a general absence of warning and
regulatory measures in terms of signs and markings. To improve the safety situation
near Minor Bridges and Culverts, it is recommended to install Object Hazard Markers
(OHM) on the entire project corridor wherever it is missing. Moreover, in order to guide
the road user especially during the night hours, appropriate delineation of the Culvert /
Bridge Structures by adopting the following types of road marking mechanism using on
the project corridor conforming to IRC:35 (2015). The relevant transcripts from the
above IRC document are enclosed herewith for reference during application purpose:
 Wherever objects are located within the carriageway, it is recommended to
apply 6 stripes of alternate black and yellow road marking downward at an angle
of 45 degrees towards traffic as shown in Figure 8.7.

 Wherever objects are located adjacent to the carriageway, i.e. up to 2.4 m from
the paved shoulders portion, it is recommended to apply 6 stripes of alternate black
and white road marking downward at an angle of 45 degrees towards traffic.
 At the Causeway locations wherein valley curve is observed, use the steel fencing
for both approaches coupled with erection of valley curve sign along with road
studs, Transverse Bar Marking (TBM) and the solar amber blinkers shall be
provided as explained in the succeeding section.
Figure 8.7: Yellow and black strips painting on Bridge/CD parapet wall located
adjacent to the carriageway
8.6 Treatment for Safety of Vulnerable Road Users
As mentioned in the report, there are several vulnerable spots on the project
corridor that require special treatment on the part of the engineers and road users
alike.
At all locations like sharp horizontal curves wherein soft Traffic Calming
measures are required, Thermoplastic Bar Markings (TBM) shall be provided
(Figure 8.8) conforming to IRC:35 (2015). However, the thickness of the TBM may
be kept at 8 mm for achieving effective speed reduction.

Figure 8.8: Typical Example of Hazardous Reach Treatment with Traffic Calming using
Thermoplastic Bar Markings

At places, especially near Market areas, Schools, Colleges and Hospitals which
witnesses large pedestrian activity, there is a need to forewarn the users and also to
implement appropriate traffic calming measures in the form of Speed Breakers
conforming to IRC:35 (2015). Moreover, such locations shall be accorded the following
‘Vulnerable Reach Treatment’ in the form of zigzag marking as presented in Figure 8.9
need to be provided on the ground conforming to IRC:35 (2015).
Figure 8.9: Typical Example of Vulnerable Reach Treatment with

Traffic Calming near Built-up Areas

At locations where stand-alone designated Pedestrian Crossings have been

provided, it is recommended to provide the treatment as shown in Figure 8.10.
Although Figure 8.10 does not depict the use of Traffic Calming Measures, it is strongly
recommended to provide either the soft treatments in the form of Thermoplastic Bar
Markings or hard treatment in the form of Rumble Strips conforming to IRC:99 (2018)
at all such locations.
Figure 8.10: Typical Illustration of Provision for stand-alone Pedestrian Crossings

8.7 Appropriate Design of Road Humps

In the audit report, it has been recommended to provide Road (Speed) Humps at
all the minor/side roads that directly join the project road. It is also strongly
recommended to use the road hump design as specified in IRC: 35 (2015) and shown in
Figure 8.11 for effective speed reduction as well as to prevent the 'speed humps'
themselves turning out to be serious hazards.
Figure 8.11: Typical Design Details of Road Humps to be provided on Minor/Side Roads

8.8 Safety in Work Zones

It is invariable observed that many anomalies are observed wherever
construction work is taken in any project corridor especially related with the
delineation of the work zone, absence of traffic guidance and control devices, poor
quality of pavements and absence of necessary signs and markings. It is strongly
recommended that IRC: SP:55 (2014) shall be strictly adhered to while devising the
Work Zone Traffic Management Plans for any location and accordingly the following
action plans (refer Figures 8.12 to 8.14) are suggested to be implemented wherever
construction work is planned to be carried out. Further, the development of appropriate
Work Zone Traffic Management Plan (WZTMP) as per IRC: SP-55 (2014) is also
essentially required at all construction sites wherever activities are to be undertaken up
in the foreseeable future.
Figure 8.12: Work Zone Traffic Management Plan to be followed when

undertaking widening at Cross-Drainage Works

Figure 8.13: Stage - 1 of Work Zone Traffic Management Plan while upgrading the road from Intermediate to
Two-Lanes. This is to be adopted while preparing the adjacent surface to achieve a minimum width of 5.5 m for
facilitating two-way movement of traffic. The work will be taken adjacent to the existing traffic movement.
Page |43
Figure 8.14: Stage - 2 of Work Zone Traffic Management Plan while upgrading the road from Intermediate to Two-Lanes.
In this stage the traffic will be diverted onto the carriageway and shoulder prepared during the Stage-1. The Layout of
Signs and Markings is suggested to be strictly followed.
Page |44
8.9 End Treatment for Metal Beam Crash Barriers

On the project corridor, though the Metal Beam Crash Barriers (MCB) are
provided, the absence of end treatment makes itself hazardous in the event of any
incidences of road crashes. Therefore, it is recommended to provide Modified Eccentric
Loader Terminal (MELT) treatment at the approach end of the Crash Barriers (Figure
8.15) and Trailing Terminal (TT) treatment at the departure end (Figure 8.16) as
specified in IRC:119 (2015).
Figure 8.15: Modified Eccentric Loader Terminal (MELT) Arrangement for

Approach Side of the Metal Beam Crash Barrier

Figure 8.16: Trailing Terminal (TT) Arrangement for Departure Side of the
Metal Beam Crash Barrier
8.10 Control of Encroachments at Urban Areas
Wherever the Project Corridor is passing through the urban developed areas and to
mitigate road encroachment by footpath vendors / shop keepers /parking etc., low height
fencing as given in Figure 8.17 shall be erected. These activities spread across the road and
create potential road crash spots. To control the above unauthorized encroachments, it is
strongly recommended for strict monitoring by PWD and subsequent evacuation of any such
encroachments at the early stages with the help of Bihar Police.
Figure 8.17: Typical Illustration of Low Height fencing with raised kerbs in
Urban Pockets to prevent encroachments

8.11 Other Safety Measures

 At locations, where designated Pedestrian Crossings are provided on the Project
Corridor green studs shall be provided on Zebra Crossings. Moreover, the
designated pedestrian crossing earmarked along the project road shall be
illuminated using Solar Paneled street lighting system/normal electrification,
which can help in enhancing safety for the commuting pedestrians.
 All the horizontal curves on the project corridor shall be studded with red
colored road studs.
 In the case of hair pin bend curves either located in hilly / rolling terrain roads or
in plain terrain roads passing through sharp horizontal curves, consider
providing Concave Lens on the farther side of the road as shown in Figure 8.3
which would enable to visualize the traffic emerging from the opposite direction
of travel with ease.
 In valley curves, along with the all the safety measures solar amber blinker lights
shall be used to enhance the safety.
 All the minor intersections located along the Project Corridor shall be
illuminated by providing minimum street lighting measuring up to 20 Lux or else
at least Solar Powered Blinkers.
 It is recommended to prune the trees which are obstructing the sign boards.
 At many locations, construction debris are lying on the roadside should be
removed.
 Retro reflective Tape should be pasted on the trees / electric poles which are
located within the formation width or adjacent to the carriageway on Soft
Shoulder portion.
 It is recommended to remove the construction material adjacent to the road,
install facility signs at all the petrol pumps on the corridors, and cover the side
drains as mentioned in the report.
 It is recommended to remove the unauthorized parking and encroachments
wherein the alignment passes through urbanized areas.
 Place the Emergency Telephone numbers like the Police Helpline, Ambulance
Number, nearest Hospital numbers, etc. on the Project Corridor at every 10
Kilometer interval.

 All the kilometer stones are to be painted in Green Color conforming to IRC 8:
1980 namely, “Type Designs for Highway Kilometer Stones” i.e. Green Color
Paint should be used for SHs.
 Last but not the least, soft shoulders shall be maintained properly by providing
gravel / brick on edge shoulders after removing the grass coupled with removing
the undulations of the shoulder which would facilitate its effective use by all
types of road users. However, in the long run, depending on the quantum of Non
Motorized Traffic (NMT) using the corridor, the RCD, Bihar shall think of
providing segregated paved shoulders which would facilitate the safe movement
of cyclists and pedestrians. This measure is only applicable on specific pockets of
the road stretch spanning between two adjacent villages wherein increased
movement of school children or other commuters by cycle / foot are witnessed.

9. REFERENCES
1. IRC: SP-88 (2010) “Manual on Road Safety Audit”, IRC, New Delhi
2. IRC: 79 (1980), “Guidelines Road Delineators”, IRC, New Delhi.
3. TRB (2009) "Manual on Uniform Traffic Control Devices for Streets and Highways”,
Transportation Research Board, USA.
4. IRC:67 (2012) “Code of Practice for Road Signs (Third Revision)”, IRC, New Delhi
5. IRC:35 (2015) “Code of Practice for Road Markings (First Revision)”, IRC, New Delhi
6. IRC: SP-55 (2014) “Guidelines for Traffic Management in Work Zones”, IRC, New
Delhi.
7. IRC: 119 (2015) “Guidelines for Traffic Safety Barriers”, IRC, New Delhi.
8. IRC: SP-73 (2015) “Manual of Specifications and Standards for Two Laning of
Highways with Paved Shoulders (First Revision)” IRC, New Delhi.
9. IRC: 99 (2018) “Guidelines for Traffic Calming Measures in Urban and Rural Area
(First Revision)”, IRC, New Delhi.

CSIR-Central Road Research Institute

(An ISO 9001-2008 Institution)
Mathura Road, New Delhi
110 025
http://www.crridom.gov.in/

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Road Safety Audit Report of Manjhi - Barauli Road (SH-96)

Road Safety Audit of Selected State Highways

Circle: Hajipur; Division: Gopalganj

CSIR-Central Road Research Institute, New Delhi Page |I

1.2 Need for the Study........................................................................................................... 3

2. OBJECTIVES AND SCOPE OF THE STUDY .......................................................................... 4

2.2 Scope .................................................................................................................................... 4

3. AN OVERVIEW OF ROAD SAFETY AUDIT ......................................................................... 5

3.2 Road Safety Audit of Existing Roads ......................................................................... 6

3.3 Genesis of the Road Safety Audit Study ................................................................... 7

3.4 Study Methodology ......................................................................................................... 7

3.5 Speed Studies on Selected Road Section ............................................................... 10

4. INPUTS SOUGHT FROM BIHAR RCD ................................................................................. 10

6.2 INTERSECTIONS AND ACCESS ROADS .................................................................... 15

6.3 ROAD SURFACE .............................................................................................................. 17

6.4 Visual Aids and Crash Protection Measures ........................................................ 18

6.5 Audit during Night ........................................................................................................ 20

6.6 Road Crash Black Spot Analysis ............................................................................... 21

7. SPOT SPEED CHARACTERISTICS ON MANJHI - BARAULI - ROAD (SH-96) ............ 27

8. ACTION PLAN .......................................................................................................................... 30

CSIR-Central Road Research Institute, New Delhi Page |II

8.2 Measures to Enhance the Safety on the Curves .................................................. 30

8.3 Junction Improvements .............................................................................................. 30

8.5 Safety Measures on Bridges and Culverts............................................................. 36

8.6 Treatment for Safety of Vulnerable Road Users................................................. 37

8.7 Appropriate Design of Road Humps ....................................................................... 41

8.8 Safety in Work Zones ................................................................................................... 42

8.9 End Treatment for Metal Beam Crash Barriers .................................................. 45

8.10 Control of Encroachments at Urban Areas ........................................................... 46

8.11 Other Safety Measures................................................................................................. 47

CSIR-Central Road Research Institute, New Delhi Page |III

Figure 1.3: Brief on Modus Operandi of RSA Study Execution .......................................................... 3

Figure 3.1: Study Methodology ............................................................................................................ 9

Figure 6.1: Geographical Location of the Project Corridor .............................................................. 11

Figure 7.1: Spot Speed Survey Location at Km 41/300.................................................................... 27

Figure 8.1: Typical Right Turn Protected T-Junction ....................................................................... 32

Figure 8.2: Typical layouts of Various Forms of Minor Junctions ................................................... 33

Figure 8.5: Typical Example of Application of Rumble Strip ........................................................... 35

Figure 8.6: Typical Example of Deployment of Convex Lens ........................................................... 36

Figure 8.9: Typical Example of Vulnerable Reach Treatment with ................................................ 39

CSIR-Central Road Research Institute, New Delhi Page |IV

CSIR-Central Road Research Institute, New Delhi Page |V

Table 7.1: Detail of Spot Speed Survey Locations ............................................................................. 27

CSIR-Central Road Research Institute, New Delhi Page |VI

Photo 6.2: Construction material, absence of markings at Km 0.1 .................................................. 22

Photo 6.3: Unauthorized parking, encroachments, absence of markings at Km 0.2 ..................... 22

Photo 6.6: Flag pole shall be removed at Km 0.9 .............................................................................. 23

Photo 6.7: Unauthorized parking is safety problem at Km 1.0 ........................................................ 23

CSIR-Central Road Research Institute, New Delhi Page |VII

Photo 6.21: Absence of OHM, absence of markings is safety problem at Km 4.3........................... 25

CSIR-Central Road Research Institute, New Delhi Page |VIII

CSIR-Central Road Research Institute, New Delhi Page |1

Fatal Road Crashes

CSIR-Central Road Research Institute, New Delhi Page |2

1.2 Need for the Study

Figure 1.3: Brief on Modus Operandi of RSA Study Execution

CSIR-Central Road Research Institute, New Delhi Page |3

2. OBJECTIVES AND SCOPE OF THE STUDY

CSIR-Central Road Research Institute, New Delhi Page |4

3. AN OVERVIEW OF ROAD SAFETY AUDIT

CSIR-Central Road Research Institute, New Delhi Page |5

3.2 Road Safety Audit of Existing Roads

CSIR-Central Road Research Institute, New Delhi Page |6