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Road Safety Audit Conﬁrming the Highway Safety Standards; Case Studies
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Vol.13 / Issue 72 / June / 2022 International Bimonthly (Print) ISSN: 0976 – 0997
RESEARCH ARTICLE
Road Safety Audit Confirming the Highway Safety Standards; Case

Studies Kalahandi, Odisha
Jyotiprakash Bagh 1, Siba Prasad Mishra2
1Student of Civil Engineering Department, Centurion University of Technology and Management,

Odisha, India
2Civil Engineering Department, Centurion University of Technology and Management, Odisha, India
Received: 06 Mar 2022 Revised: 07 Apr 2022 Accepted: 10 May 2022
*Address for Correspondence

Siba Prasad Mishra
Civil Engineering Department,
Centurion University of Technology and Management,
Odisha, India.
Email: 2sibamishra@gmail.com
This is an Open Access Journal / article distributed under the terms of the Creative Commons Attribution License
(CC BY-NC-ND 3.0) which permits unrestricted use, distribution, and reproduction in any medium, provided the
original work is properly cited. All rights reserved.
Yashoda
ABSTRACT
India standing at around 1.38 billion population by 2020 is under anthropogenic stress like urbanisation,
industrialization and modernization. Over population have surged up the road sector & transportation
graph for better connectivity. The present burgeon in automobile and vehicular movements has harshly
raised the number of accidents above 450k and the fatalities 1.51k specifically affecting the productive
juvenile group of range 15-35. India, a signatory in 2015 to Brasilia meet, declared to halve its road
accident by 2022 but not complied. The frequent road accidents and rate of fatalities necessitate the road
safety audit in 21st century is warranted for the Indian roads. Present work envisages the public health
concerned with road safety in national highway (NH- 26) over hill terrain connecting Bhawanipatna to
Koksara in Kalahandi district of 60.2km length lacking any road safety appraisal. The number of road
accidents have surged since last 20years particularly in NH-26. Field visit of the stretch of road and
identifying the ground profile that fail all the modern geometric norms of the highway. The inferences
are that road accidents are the result of several repeated mistakes and casually repeated errors made by
the drivers, night sleepiness and the road users, or mechanical faults. Disobeying traffic rules, bizarre
speed, debilitate road design, and network are the most common causes of road crashes and fatalities in
NH 026.Therefore,it is too alarming and the need of the hour to prepare the road safety audit of the road
under investigation and proceed effectively in implementing the right measures for road safety.
Keywords: Road safety audit, road accidents, Traffic rules, Geometric design, Road safety Inspections,
Road signals
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Jyotiprakash Bagh and Siba Prasad Mishra
INTRODUCTION
Road mishaps have been a most significant source of concern in India and globally. In the year 2019, India faced over
151K fatalities due to street accidents. India invests3 to 5% percent of the nation’s GDP to avert these road accidents.
World banks reported that India houses ≈1% of the globe’s number of vehicle and have 6% of the population, but it is
of great concern that 6% of road incidents. The worst vulnerable group road mishap’s about 70% are the young and
juvenile age group, the India’s future. The RSA, (Road Safety Audit), practices the official safety recitals, inspection
of a standing/future road or intersection/roundabouts by a self-governing, multidisciplinary group of officials or
road safety managers, https://safety.fhwa.dot.gov/rsa/.
The road network of India is cumulatively equal to a 6.2millon km., which is the 2nd largest in the world. However,
the National highways of our country contribute only 3% of the total road network but it carries around half the total
traffic volume of the entire country. Technological revolutions and easy finance have upgraded the lifestyle of lower
and middle-class families thereby letting them opt for personal automobiles. Industrial developments have also
given rise to the use of more heavy vehicles on road. Despite all these developments, the road structure of India is
too slow in the process of up-gradation. Moreover, the new roads constructed come under the sheer pressure of
corruption and forgery resulting in its immediate debilitation and damage. Damaged roads including potholes often
catalyse the rate of road accidents. Around 1.5 lakh people die in road accidents in 2018, which is a comparatively
much higher rate as compared to death, caused by diseases like malaria, TB, etc. UN has also declared the decade of
2011-2020 as the road safety decade intending to enhance the priority of the Road Safety Audit (RSA). The RSA is a
combined approach that includes analysing and inspecting new or existing road networks by a special team thereby
focusing on planning, designing, constructing, operating, and maintaining these roads as per the requirements. RSA
have the role of well judging the existing road safety, and recommending the inevitable investment, which is on
enactment, will surely help in identifying and nullifying the flaws in the road architecture and traffic management.
RSA shall ,plummet the redundant loss of life, mostly the young/juvenile group caused by road accidents in India.
Statistics Accidents In India

As per the annual reports of the National Crime Records Bureau (NCRB) – a total of 3, 54,796 road accidents were
registered during the year 2020 out of which 1,33,201 were the number of total deaths and 3,35,201injured cases.
Moreover, the number of lives lost per 100 road crashes was 35 in 2019, 34 in 2018, and 32 in 2017.This depicts the
severity of accidents and their increasing curve. On average, the annual count of road accidents in India is 450000 out
of which 150000 people die. More scintillatingly, records reveal that there are 53 road accidents in our country per
hour. In 2015 after becoming a signatory to Brasilia’s declaration on road safety, India had pledged to reduce traffic
fatalities and road accidents by 50% by 2022 but is way behind the mark today (MoRTH, 2020[1]). The main cause of
road accidents can attribute to the enormous increase in the use of vehicles on roads in the last decade. The road
demography and the network has been under upgrading and grown by 40% in our country whereas the newly
registered vehicle has grown by 160%.More precisely, highways both state and national comprise about 5% of the
total road network but witness 52% of total accidents. This clearly shows that although there is a continuous growth
of vehicular use on roads, particularly on NH, the capacity and quality of roads are still constant and are not
increasing at the same pace thereby resulting in unavoidable regular congestions, old road degradation, andinformal
driving leading to consecutive accidents and other fatalities. Even considering the accident fatality index for the year
2019. The state Tamil Nadu held the first rank with several 57228 numbers of road accidents followed by Madhya
Pradesh and Karnataka in the year 2019. Accidents are very common during peak hours. About 67% of accidents
occur between 9 am to 9 pm. As per NCRB, the Odisha state is accident-prone and an average of 33.1% of deaths
occur against the total accidents in India, https://ncrb.gov.in/ sites/default /files /accidental-deaths-11.pdf. Road
accidents are globally killing more than 1.25 million people and injuring 50 million people per annum. It is worth
noting that the major public health problem by WHO. About 90% of the above casualties occur in developing
countries only.
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LITERATURE REVIEW
India houses 1% of the vehicles on earth but 11% of the universal demises are from road mishaps that transpire in
India, as per the World Bank, (ShyriahNiazi, 2021[2[). High speed, traffic-less streets, lacking law enforcement,
alcohol, drug abuse, non-use of safety gear (helmet or seat belts), red-light jump, distraction to drivers, defying traffic
rules, and. faulty overtaking etc. are responsible for road accidents in India, Gopikrishnan et al., 2012[3], Sharma et al.,
2018[4], Pal et al 2019[5],Gutierrez, et al., 2022[6]. COVID -19 has reduced both the frequency of street clashes and
resulting deaths due to lockdown, shutdown, quarantine, closed industries, and blocked roads, Yasin et al, 2021[7],
Peralta et al, 2022[8]. Among the most vulnerable age group with high risk are the youths, Raina et al., 2016[9].
Vehicle standard, maintenance, traffic culture defiance plays vital role in RTI’s in India, Biswas 2015[10], Maheswari
2017[11], Paul, 2019[5]. Road safety audit has become inevitable in the Indian context to reduce the rising numbers of
transport vehicles, frequency of accidents and fatalities, Vardaki et al., 2014[12]. World Health Organisation (WHO)
has reported that road traffic injuries are one among 10 global killers are 20% due to RTI (Road Traffic Injuries) with
DALY up to 15%, Paul et al., 2019[5]. Number of road accidents and related deaths reported in Odisha state were
11064, and 5333 during the year 2019, Morth report 2019[1]. The necessity implementing on of road safety audit
(RSA)is well felt recently in India as an aftermath effect of continuous road accidents and safety threats and
especially for roads in Hilly terrain. (Mishra et al, 2021). The qualification to become a road safety auditor /inspector
not yet assigned at present except few particulate training programs aimed at imparting sufficient knowledge on
road safety audits. Enhancement of road safety by Highway Engineers is achievable during planning, design,
construction and repair and maintenance stage, Velmurgan, 2016[13].
RSA in India
The RSA aims at reducing the life cycle price, risk and vulnerability of road crashes, health issues of the road scheme.
The regular safety audit shall develop a safe road consensus and lower the over all, annual repair and maintenance
cost along with decrease of road accidents, related trauma and deaths. CRRI conducted the first of such audits, and
started training stakeholders during the year 2000 on the Indore Bypass. The severity of road accidents in India was
increasing rigorously. Based on the facts, the International Road Federation (IRF) advised India to prioritize the
requirement for such regular audits. As a result, to this, the ministry of road finalized to implement such audits as
mandatory for every new construction and as an inspection tool for existing ones. Later in the year 2014, the Ministry
of road transport and Highway (MoRTH -2018[14]) decided to prepare a procedure to inspect the existing road
section through such audits. MoRTH also mandated and issued guidelines to its subordinate agencies that all road
projects costing more than $800000 will have to undergo road safety audits.
RSA in Odisha
In the Bhubaneswar city Odisha, during Jan-Dec 2012 the numbers of road accidents as per the Regional
Transportation Authority (RTA) were 625, and reported deaths are 30% of the accidents. About 84% of all accidents
befell in towns and particularly on National Highways (NH), (46.7%), 18% of RTA happened during heavy rainfall,
though no significant association simulated. Rather as per the reported data, the frequency of accidents attributed to
motor cars (37%) and trucks (19.1%) was predominately involved. The majority of the victims were in the productive
age group, 18–24, years and mainly constituted males (68%).
METHODOLOGY
The RSA objectives is to minimally optimizing total cost, severity of road clashes, (R/M), repair and maintenance post
completion stage of a road project. RSA also create awareness towards road safety measures during planning,
design, ongoing and post completion of the project. RSA is an organized process for inspecting the road safety
implications used for highway up-gradation and new road schemes. The main objective of the process is to diminish
future road crashes and their fatality once the scheme completed that make the road into use. The prominent work
of a road safety auditor is to account for the cases of all road users and particularly the vulnerable groups like
pedestrians and pedal cyclists. After identifying and collecting the possible potential road safety problems, the
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auditor then makes advisory recommendations for improvement. The requisite client then proceeds by studying the
report and the recommendations provided further keeping in mind the best possible viable solutions to the identified
lacunas. In India, the entire RSA process consists of 5 stages that are linearly arranged to ensure that the needs of all
road users are considered during each phase of road development for smooth traffic, reduced VOC (Vehicle
Operating Cost) and reducing travel time, safe movement of traffic and finally the GDP and economic growth of the
state.
Feasibility or planning stage
Detailed designing stage
Construction stage
Pre-opening stage
Existing/maintenance stage
Feasibility or planning stage
During reconssiance survey for road projects the road safety are to be foreseen by considering Land use and land
cover (LU/LC) of the terrain, provision of more bypasses in congested roads, and self-contained zones to exclude
traffic in the neighbourhoods. The concept of hierarchical system of road network planning should consider the
forgiving highways, safe horizontal alignment and vertical profile, Geometric design and design parameters along
with the safety needs of all and different user groups. This stage involves route choice, design standard, impacts on
the next-door road network, intersection types etc.
Detailed designing stage:

The design stage should consider the Principles of Safe Design. Determining the norms and standards during design
stage considering speed, cross section, geometry (both vertical and horizontal), separate lane for fast uninterrupted
traffics, and provision of various road/traffic controlling fixtures (lighting, signals, sight distances etc.) so that after
implementation the road shall be well self-explaining, lean roadside to optimise least accidents. Along with proper
vertical and horizontal design, the designer should give importance to facts like driver’s behaviour and errors,
roadside services, rest places, truck Lay-by/ terminals etc.
Construction stage:
Safety at construction site should be in strict compliance with IRC: SP-55 [2013] (I), and provision of protection
should confirm time-to-time specification in various road congresses later on. The task demands segregation of
construction zone by barricading or diversion roads, proper signals, safety, and atmospheric pollution control from
dust, sound and water logging. During construction stage, the road safety manager should emphasize on speed
Management considering the road hierarchy, signing, speed zoning, markings including those to create stereoscopic
illusion. Main safety considerations need considering while designing two//four/Six lane national highways,
expressways and main urban roads that common mistakes need to avoid.
Preponing stage:
Preopening stage of a newly constructed road have the road ready to use but the road and pavement safety
architectures are sometime incomplete. Necessary action plans, signals, and traffic arrangements are necessary to
avoid unnecessary collisions. The road safety team should inspect and pass the road and its safety aspectlike traffic
Signs, road markings and delineators: before inauguration for regular use of any road.
Operation stage:
To avoid delay, accidents and fatigue, it is essential that the highways and urban traffic system. The roads should
have provisions of ATMS (Automated Traffic Management System). They can be electrified roads (Auto freight
charging roads), Smart wireless (digital traffic signs) in road, V2X; CV-2X; V2X, I2X, &P2X communications
&VANETs (Talking car) with smart street lights, (Park et al, 2021[15], Dey et al., 2022[16], Miao et al, 2022[17])
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History RSA/ RSI:

Safety engineering in newly built roads in England during 1980’s became black spots for accidents and deaths,
emanated as Road safety audit (RSA). Road safety manual introduced during many countries in USA, s Australia,
New Zealand, Denmark, later Malaysia, South Africa, and Singapore, in 1990’s. Road safety inspection focusses on
the provision, expansion, renovation, upgradations and maintenance of boulevards against prevention of accidents
and trauma. The manual was for the planners, architects, designers, engineers, technocrats, consultants, contractors,
managers and project workforce, irrespective of category of road and the work place. The road safety auditors
empowered to be vigilant and apt in design standards, no compromise between load carrying capacity and road’s
operational safety factors (IRC 88 – 2019 (II). The road connecting Koksora to Bhawanipatna, the Widening and
strengthening to 2 lane with paved shoulder is under construction @ 290million INR (MoRTH, 2018[20]).
Case study of NH-26 (Bhawanipatna-Koksora)

This road safety audit focusses on the findings emergence for the road section from Bhawanipatna- to Koksora (NH
26) spanning a total length of 60.2 KM. Bhawanipatna is the district headquarter of the district of Kalahandi. It is also
a prime location in the Kalahandi district having a population of about 85 thousand. Koksara is one of the Towns in
the Dharamgarh sub-division in Kalahandi District. NH-26 leads to Vijanagaram of Andhra on the south side and
leads to Raipur in Chhattisgarh. The safety audit has performed from the place Bhawanipatna to Koksara that is in
Kalahandi District, India, where the road conditions are studied and safety measures reported. The accident-prone
NH-26 is our present case study. The new Indian express poised concern that the segment between Koksara and
Bhawanipatna have many black spots and need immediate RSA, The New Indian express, 23rd July 2021. As per the
news agency there are 8 numbers of black spot expanses within Ampani and Kuadala within the stretch of road
considered for investigation (Table 1). In spite of empty roads due to the influence of the Pandemic COVID 19, there
is alarming rise in the major and grievous injuries by 35.8% and 20.65% in number of accidents. The number of
mortalities may be due to active health care services available in hospital due to actively availability of hospital
attendance during the pandemic. There is few regular road mishaps and fatalities over the 60.2km long road and few
cases, (Table-2) High Embankment/ Water body locating adjacent to the road consider, as potential safety is the
cconcern. MBCB need installation at the edge of the formation along the span of water body with pasting of
delineating Reflector to increase visibility at night and enhance safety of the user as per IRC: 73-2015 (III), Fig 3 (a),
(b) & (c)
Objects Hazard Markers

Some very risk zones are reported during risk audit
Lacking of and vandalized object hazard markers at bridge are potential safety hazard both during night hours but
also in day.Hazard marker needs installations at every parapet of CD/bridge on faces of traffic direction with
conforming IRC-67:2012-15.64(IV). (Fig 4 (a), (b), (c) & (d).
Deficiency at Curves
Lack of informatory sign (speed limit, Left/Right turn), Chevron signboard, solid centerline &raised pavement
markers major safety concern. All curve shall have warning and signs and warning sign board with conforming IRC:
67-2012 and curve lessthan450mradiiarenoovertakingzone,needmarkingsolidlineatcenter as per IRC:35(V)Fig 5(a),
(b), (c), (d):
Vandalized and Missing Sign Boards

Lack of safety measures on School/ Hospital zone. Transverse Bar Marking and Pedestrian Crossing confirming to
IRC 35-1997 need have provision along with speed limit sign, No horn Sign, and rumble sign near all schools and
hospitals located near project road. School Ahead sign need to be provided only on one side of the project and both
sides are required
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Minor Junction
At Atrial, road major road ahead sign, stop sign, and rumble signboards are not provided leads to confusion In the
mind of the user and the potential for a head-on collision. At every approach road, a Major Road ahead sign, stop
sign, and rumble signboard shall need installation to convey a clear message to the users. The regulatory, warning
and informal signs need displaying as per requirement Fig 7 (a), 7(b), 7(c), 7(d) .
Requirement of Road Delineators

Retro Reflective Sheet were not pasted on a tree near to carriageway/ shoulder is hazardous or the user at night.
Tree/ Object near to shoulder shall be pasted Retro Reflective Sheet to increase visibility at night and enhance the
safety of the user Fig 8 (a), 8 (b), 8 (c), 8 (d) .
DISCUSSION
The RSA is an informal check and part to traffic management are personnel with apposite prerequisite, qualification,
skill and experience beyond the design segment. The safety audit team should be vigilant in maintaining pavement
standards, accident investigations, regular design check and suggest for innovations in road safety that should be
comprehensive, reasonable and practicable. The Road safety audit report has been prepared and given in IRC: Road
dev. Plan [21] and NHAI Safety Manual[VII), Table 2 and Table 3 and Fig 9(a) & ((b) This project road starts from
CH-181.000Km of Bhawanipatna, and ends at Koksora at CH-239.280 Km of length 58.28 Km.. The stretch CH-
227.550 to CH-227.800, CH-233.150 to CH-234.510, and CH-235.650 to CH-236.600 is double lane (7.0 meters) and CH-
181.000 to CH-227.550, CH-227.800 to CH-233.150, CH-234.510 to CH-235.650, and CH-236.300 to CH-239.280 is
Double Lane + Paved Shoulder (7.0 m + 2 x 1.5 m). Though eight stretches of road detected, major damage has
occurred from Ch 181/000 to Ch 239.80. Fig10,& Table-3
Recommended action plans after RSA:

 The NHAI/R&B authorities’ needs to be swap substitute or renovate the dented signage, solar blinkers, speed
limit boarding, ramblers and speed breakers.
 Constant police watch and ward on the heavy traffic roads during peak hours. The patrolling vehicles should be
alert at night for immediate health care attendance immediately after the trauma caused due to clashes.
 Reflective Sheets were need pasted on tree near to carriageway for avoiding accidents.
 The road in patches should be under CCTV’s surveillance at the black spot areas
 For effective use of the roads, thespecialist’s team should conduct RSA as independent entity to the design
process.
 The Projects need RSA, that are major four-laneroads, reconstruction, realignment projects, roundabout,
Intersection projects both signalized and non-signalized.
 Pedestrian and bicycle routes should be separate from the NH/SH roads.
 The Traffic management, need organised and disciplined in the accident drop schemes
 Old culverts need to be wider and renovated to accommodate the 21st century increased traffic specifically in
hilly portion (Mishra et al, 2021)
 In addition towards Surface defects to be checked biannually by the NSV (Network Survey Vehicles)
 To check Roughness of pavement, to check loss of grip of tyre biannually by laser profile-meter.
 To safety of bridges to be checked biannually by MBIU team (mobile bridge inspection unit).
 To check the road strength, to be checked once annually by falling weight reflectometer (FWD)
 Road signs and signals are to be inspected by RSA team biannually using Retro-reflectometer Road signs Retro-
reflectometer At least twice a year
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CONCLUSION
In this study, the main objective of RSA was to account all possible safety lacunas and deficiencies in accident-prone
zones across the two-lane highways and to prescribe appropriate practical recommendations and solutions to tackle
them. During the inspection, various risk factors were observed and identified and it was found conclusive that
elements of risk in the case of two-lane highway were different from that of 4 lane highway. Following were the
findings of the safety assessments conducted based on RSA format and procedure:
Sight distance: The main requirement for a lucid and smooth flow of traffic on NHS and high-speed corridors is
proper. But throughout the study, it was found that there was a lack of adequate sight distance across horizontal
curves and intersection points. Proving healthy sight distance can surely accentuate the smooth movement of traffics
in many cases.
Focussing the roadside buildings and locations: A specified judicious speed limit for riders fixed and maintained
across vulnerable buildings like medical, schools, and other crowded market places to maintain the smooth flow of
traffic. Certain illegal encroachment of roads by vender and builders prohibited immediately to reduce the
narrowing of highways and other roads.
Visual alert signals: Signboards depicting speed limits and various traffic signs including pedestrian safety must
have light display to make the junction places. Different types of roads and areas require different speed
adjustments. Hence, steps should be clearly visible and made to the riders get aware of this with the help of
signboards installed within regular road intervals.
Road safety awareness: In most cases, there is lack of basic and common driving tactics sensed among many riders
and drivers. They were not accustomed to dense roads. Hence, proper awareness programs carried on from the
schooling level to enhance their skill in driving and maintaining road safety. Further intermediate small awareness
programs and workshops for heavy vehicle drivers must be done within intervals to upgrade their skills in driving
and make them familiar with new safety standards, traffic signs, the various vehicle acts and driving rules, and the
penalties for breaking such rules.
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Indian road congress standard specifications followed:

IRC. SP -55 [2013]
IRC: SP:88-2019
IRC: 73-2015
IRC-67:2012-15.64
IRC-35 :1997 (1st revision)
IRC-67:2012-15.64
NHAI Safety Manual.
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Table 1 : the accident status in various roads (NH 26 as major) in Kalahandi district of Odisha (The New Indian
express published dated 23rd July 2021.
The type of trauma January to June 2021 January to June 2020 % of rise/ fall
Number of Accidents 187 155 20.64516129
Number of Mortalities 75 83 -9.638554217
Number of Major Trauma 110 81 35.80246914
Number of Minor Trauma 52 56 -7.142857143
Table 2: Various available fatal accidents over NH-26 in Kalahandi district from 2014 to 2021
Date Place Cause of mishap Kalahandi dist. Causalities/ death Source
July 14, 2021 NH -26 Running over on a road bridge 1 dead ; 2 injured Odisha Post
Jul 27, 2021 NH-26 Struck roadside palm tree 3dead; 2injured Sambad
Feb 17, 2020 NH -26 Dashed against a vehicle 1dead OMMCOM News
Jan 28, 2019 NH -26 Cannot negotiate sharp curve 2dead, 30injured Times of India
Sept 1, 2019 NH- 26 3 traumatised bus hit bike 2dead, 1 hurt Kalinga TV
May 22, 2019 NH-26 Careless driving 5dead 2injured The Siasat daily
Apr 13, 2018 NH- 26 Fall to a 10m gorge 2dead, 30 injured Times of India
Dec 13, 2016 NH-26 Death by hitting tree at night 2dead, 2 injured Times of India
Jan 12, 2015 NH- 26 Hit motor cyclist, then a tree 7dead, 2 injured Times of India
Feb. 20, 2014 NH-26 Hit roadside tree (night) 8 dead The States man
Table 3: The RSA report of the NH 26 from Bhawanipatna Ch.181/000 to Koksora ch.239/280
Findi CH Ri Description Prio Recommendation
ngs sk rity
Metal CH- V High Embankment/Water body Ess MBCB need installation at the edge of the
Beam 188+350 er locating adjacent to the road enti formation along the span of water body with
Crash RHS y are considered as potential al pasting of delineating Reflector to increase
Barrie H safety visibility at night and enhance safety of the user
rs: CH- ig Concern. as per IRC:73-2015(III).
High 234+850 h
Emba
nkme LHSCH
nt -
185+330
Objec CH- H Lacking of Hig

ts 216/500 ig andvandalizedobjecthazardmar hly Objecthazardmarkerneedtobeinstalledateverypar
Haza h kersatbridgearepotentialsafetyh Ess apetofCD/bridgeonfacesoftrafficdirectionwithcon
rd CH- azardnot enti formingIRC-67:2012-15.64 (VI)
Mark 237/850 only during night hours but also al
ers in daytime.
CH-
223/200
CH-
118/400
Defici CH- H Lackofinformatorysign(speedli Ess All curve shall have warning and informatory
ency 188/950 ig mit,Left/Rightturn),Chevronsig enti and warning sign board with conforming IRC:
at h nboard, solid center line & al 67-2012 and
43817
Curv CH- Raised Pavement Markers major Curvehavinglessthan450mradiiarenoovertakingz

es 201/675 safety concern. one,shallbemarkedsolidlineatcenter asper IRC:35;
Lianzo et al, 2019[22]
CH-
202/750
CH-
189/420
Vand H Des Transverse Bar Marking and Pedestrian Crossing
alized CH- ig Lack of safety measures School irab confirming to IRC 35-1997, need to be provided
and 224/560 h /Hospital zone. le along with speed limit sign, no horn Sign and
Missi Hospita rumble sign near all School and hospital located
ng larea adjacent to project road.
Sign School A head sign need to be provided only in
Board CH- one side of the project and both side required.
s 226/950
Schoola
rea
CH-
200/900
SchoolA
rea
CH-
185/250
SchoolA
rea
Minor Junction CH- High At Atrial Road major road a head sign, Desirable At every approach road,
228/500 stop sign and rumble sign boards are Major Road ahead sign,
not provided lead confusion in the stop sign and rumble
CH- mind of user and potential for head on sign board need
216/100 collision. installation to convey a
clear message to the
CH- users.
210/000
CH-
205/600
Requirement CH- High Retro Reflective Sheet were not pasted Desirable Tree/ Object near to
of Road 222/350 on treenear to carriageway/shoulderis shoulder shall be pasted
Delineators hazardous Retro Reflective Sheet to
CH- Foruserat night. increase visibility at night
223/900 and enhance safety of the
CH- user.
214/200
CH-
224/930
43818
Fig 1: Numbers of road accidents and related fatalities Figure 2: Stretch of NH 26, Bhawanipatna to Koksara
in India (1994-2020) (CH 181.000 to CH 239.280)
CH-188+350RHS CH-234+850 LHSCH-185+330

Fig 3 (a), (b)& (c): high risk zones of unprotected banks need metal beam crash barriers
(a) CH-216/500 (b) CH- 237/850
(c )CH-223/200 (d) CH-118/400

Fig 4 (a), (b), (c) & (d): Risk zones due to want of hazard marking at risk zones of NH-26
43819
6( a) CH-188/950 6( b)CH- 201/675
6 (c) CH-202/750 6(d) CH-189/420

Fig 5(a), (b), (c), (d): High-risk zone due to lack of informatory sign (speed limit, Left/Right turn), Chevron
signboard, solid centerline etc.
CH-224/560 Hospital area (b) CH-226/950 school area
( c) CH-200/900 School Area (d) CH-185/250 School Area
Fig 6(a, 6(b), 6(C, 6(d): High Risk areas with lack of safety signs in the school/Hospital
43820
Fig 7(a) CH-228/500 Fig 7(b) CH-216/100
Fig 7 (c )CH-210/000 Fig 7(d) CH-205/600

Fig 7 (a), 7(b), 7(c), 7(d): Minor junctions not taken care of the traffic signals in NH-26
Fig 8 (a) CH-222/350 Fig 8(b) CH-223/900
Fig 8 ( c) CH-214/200 Fig 8 (d) CH-224/930

Fig 8 (a), 8 (b), 8 (c), 8 (d): The noncompliance of road delineators in NH -16
43821
Fig 9(a) & (b) : Some accident photographs in NH 26 within the Kalahandi district
Fig 10: The lane details for NH -26 from Bhawanipatna to Koksora (CH 181/000 to CH 239.80)
43822
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Article in Social and Natural Sciences Journal · July 2022

Jyoti Bagh Siba Prasad Mishra

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Road Safety Audit Confirming the Highway Safety Standards; Case

Jyotiprakash Bagh 1, Siba Prasad Mishra2

1Student of Civil Engineering Department, Centurion University of Technology and Management,

Received: 06 Mar 2022 Revised: 07 Apr 2022 Accepted: 10 May 2022

*Address for Correspondence

Statistics Accidents In India

Jyotiprakash Bagh and Siba Prasad Mishra

Detailed designing stage:

History RSA/ RSI:

Case study of NH-26 (Bhawanipatna-Koksora)

Objects Hazard Markers

Vandalized and Missing Sign Boards

Jyotiprakash Bagh and Siba Prasad Mishra

Requirement of Road Delineators

Recommended action plans after RSA:

Indian road congress standard specifications followed:

Objec CH- H Lacking of Hig

Curv CH- Raised Pavement Markers major Curvehavinglessthan450mradiiarenoovertakingz

Jyotiprakash Bagh and Siba Prasad Mishra

CH-188+350RHS CH-234+850 LHSCH-185+330

(a) CH-216/500 (b) CH- 237/850

(c )CH-223/200 (d) CH-118/400

6( a) CH-188/950 6( b)CH- 201/675

6 (c) CH-202/750 6(d) CH-189/420

CH-224/560 Hospital area (b) CH-226/950 school area

( c) CH-200/900 School Area (d) CH-185/250 School Area

Fig 7(a) CH-228/500 Fig 7(b) CH-216/100

Fig 7 (c )CH-210/000 Fig 7(d) CH-205/600

Fig 8 (a) CH-222/350 Fig 8(b) CH-223/900

Fig 8 ( c) CH-214/200 Fig 8 (d) CH-224/930

Jyotiprakash Bagh and Siba Prasad Mishra

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