DIRECTORATE OF URBAN LOCAL BODIES

DEPARTMENT OF URBAN DEVELOPMENT

GOVERNMENT Of UTTAR PRADESH

Training on Road Safety

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 41,66,916 70.65

(Including JRY Roads)
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- Well Marked Horizontal Curve with

way Single Carriageway Guardrails and Service Road
 Radius of Horizontal Curve
Vs Road Accident

Effect of Length of Straight

Effect of Radius of Section on Accident Rate
Horizontal Curve on Safety
 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

• The accident rate reduces

considerably when grade
difference is less than 4%

Effect of Grade on Accident Rate

 Combination of Vertical
& Horizontal Alignment
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 Horizontal
& Vertical Alignment

Broken Back Curve Replacement of Broken Back Curve by

Single radius long curve
 Combination of Horizontal
& Vertical Alignment

Local dip on long grade Local dip eliminated on long grade

 Combination of Horizontal
& Vertical Alignment

Short humps on long Removal of humps on

horizontal curve 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 Adequate and Well Maintained

Inadequate Width and Strength. Shoulders
Trees along Shoulders also Pose
Safety Hazards
 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 Impact of Median Width on Accidents

with Proper Median Markings
 Median Barriers
Median 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

W i d th o f
o pe ni ng

M ed i an n ar ro w er th an 3 m

R 0.6

C o nt ro l R a di us
W i d th o f
o pe ni ng

M ed i an w i dt h 3 m t o 5 m

C on tr ol R ad iu s R 0 .6

Median Openings on Urban W i dt h o f

o pen i ng
Corridor M ed ia n w i de r t ha n 5 m

Typical Median End

Treatments
 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.
Safety Issues
Service Roads
– Service roads may be continuous or
intermittent, they may be on one or both
sides, and they may have one-way or two-way
traffic.

– Service roads provided are invisible due to

encroachments observed on these service
roads.

– Absence of adequate truck parking facilities on

highways/City Zonal Road leads vehicles to
parked on service roads, thus negating the
benefits of service roads to the vulnerable
road users.
Provision of Service Road
– Absence of service roads increases pedestrian- for Drivers to Stop
vehicular conflicts and road safety is
threatened.
 Vulnerable Road Users

Lack of Proper Facilities for Pedestrians Dedicated Cycle Lanes

and other Slow Moving Traffic Exposes

them Adversely to the Effect of Fast
Moving Traffic on a National Highway
 Design Audit of Intersections
Type of Intersections
➢ At-grade Intersections

➢ Grade Separated Intersections without Ramps

➢ Interchanges

➢ Elements to Improve Road Safety

 Basic Principles
Safety Issues
– Accidents at intersections are 30-40% of all reported road
accidents on Highways/Zonal Roads of City.
 At-Grade Junctions

Possible Revised Layout

Current Layout (Potential safety (red ink shows the alteration to
Problems) reduce the safety risk)
 At-grade
Junctions

Current Layout Possible Revised Layout

(Potential safety (red ink shows the alteration to
Problems ) reduce the safety risk)
 Minor
Junctions

Minor Junction without Ghost Minor Junction with Ghost

Island Island
 Unregulated Access
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
Recommendations: 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 conflicts at Intersections
• Too many conflicts
created by joining of
service lane at the
junctions.

Recommendations
• Merge service road with main
road away from intersection
influence area and allow only
left turn of service road traffic
at intersections.
 Rotary Junction
Safety Issues:
• Traffic volume and turning
movement data it is not
provided to appreciate the
design.
• Inappropriate weaving lengths
and sight distances
• The straight traffic movement
too 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 to Improve Road Safety

ELEMENTS

Acceleration Provision
Road and
and
Visibility Signs and Channelization Vulnerable
Deceleration
Markings Road
Lanes 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 Double solid lines indicate maximum

solid lines restrictions and are not to be crossed except in
emergent usage

Combinatio In a combination of broken and solid lines, a

n of broken solid line may be crossed, with discretion, if the
and solid broken line is nearer to the direction of travel.
lines 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 Protection Provided to a

can be Hazardous 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

Terminal Transition
Zone

• Transition area

• Buffer space

Traffic Control
Working Zone

Zone
• Activity (work) area

• Termination area
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 Traffic
Control Zones

Length of Length of
Average Length of
Advance Approach
Approach Working
Warning Transition
Speed Zone
Zone Zone
(km/h) (m)
(m) (m)

50 or less 100 50

51-80 100-300 50-100

Varies
81-100 300-500 100-200

Over 100 1000 200-300

 Traffic Control Devices

Road Signs
Barricades

Traffic Cones Metal Rod with

Reflector

Drums
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
Placement/inadequacy of Crash Barriers/Concrete Guard Posts:

Observation:
Placement/inadequacy of Crash Barriers/Concrete Guard Posts:

Compliance:
Hazard makers on CD works/Median Openings:

Observation:
Hazard makers on CD works/Median Openings:

Compliance:
Chevron Sings
Compliance:
Chevron Sings
Compliance:
Treatment at Median Openings
Compliance:
 Classification of Road Signs
Type of signs Shape Example Remarks
Mandatory/ Blue Circles give a
positive instruction
Regulatory Signs (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

1 Km
information and
directions
Road Safety Audit on Existing Road -
Check List ( IRC SP88-2019)
Sight Distances
Intersections
Interchanges
Cross Sections
Sign, Marking and Delineation
Road side Hazards
Vulnerable Road Users
Drainage
Land Scaping
Light and Night Time Issues
Access 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 safety
S.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.
Government Policies on Road safety
Road accidents, Number of persons killed and Injured in the
last five year 2014-2018
Total Number % change Total Number % change Total % change
of Road of Persons Number of
Accidents (in Killed (in Persons
numbers) numbers) injured (in
numbers)

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

 Supreme court committee on
Road safety

Chairman: Justice K S Radharishnan, Member: S

Sunder & Dr. Nishi Mittal
➢Objective- issued various directions on 30th November
2017 to All States/UTs to improve road safety in the
Country and ask to Submit Compliances
(Road safety Policy, State road safety Council, Lead agency, Road
safety 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 and
Road safety, Road safety Education, Speed Governors, Emergency
Medical care, Universal Accident Helpline Number, Permanent Road
safety Cell, Data Collection,, GPS, Bus/Truck Body Building Codes, ABS
Airbags and headlights, Crash Test)