GOVERNMENT POLYTECHINC, NANDED.

A PROJECT REPORT ON

SUBMITTED IN PERTIAL FULLFILLMENT OF THE REQUIREMNETS FOR THE AWARD OF THE

DIPLOMA IN CIVIL ENGINEERING

PROJECT GROUP

DREAMWAY ROUTE GROUP

THIRD YEAR CIVIL ENGINEERING
(2023-24)
 Appendix - A

MAHARASHTRA STATE BOARD OF TECHNICAL EDUCATION MUMBAI

CERTIFICATE

This is certify that the batch of student from Roll no. 1301,
1309, 1316, 1317, 1318, 1319, 1320 has satisfactory completed
their project on “HIGHWAY SAFETY” as practical fulfillment of
curriculum of examination in Diploma in CIVIL ENGINEERING in the
2023-2024.

Guided by :

L. T. Jadhav
(Lech . In Civil Engineering)

L. T. Jadhav Dr. N. L. Janrao

(Head of Department) (Principal)
 MAHARASHTRA STATE BOARD OF TECHNICAL EDUCATION MUMBAI
GOVERNMENT POLYTECHNIC, NANDED.

A PROJECT REPORT

“HIGHWAY SAFETY”

SUBMITTED IN PARTIAL FULFILMENT OF THE REQUIREMENT FOR THE REWARD OF THE

DIPLOMA IN CIVIL ENGINEERING

(2023-24)

- : REPRESENTED BY : -
GROUP LEADER

Bayanwar Kunal Krishna -1318

 Akkalwad Anjali Gangadhar – 1301

 Kamjavlge Ranita Madhav – 1309
 Adkine Pravin Abaji – 1316
 Ambhore Shailesh Tukaram – 1317
 Bayanwar Kunal Krishna – 1318
 Bhadre Maharudra Honaji – 1319
 Bilolikar Aditya Abhijit - 1320

Guided by :

L. T. Jadhav
(Lech. In Civil Engineering)
 DEACLARATION

TO,

THE PRINCIPAL,

GOVT.POLYTECHNIC,

BABA NAGAR NANDED.

RESPECTED SIR,

FIRST WE WOULD LIKE TO THANKS OUR LECTURER FOR GIVING US AN

EXCELLENT OPPORTUNITY AND FREEDOM TO WORK ON THE PROJECT.

WE DECLARED THAT, WE HAVE DEVELOPED THE PROJECT. WE

HONESTLY DECLARED THAT THE PROJECT IS DEVELOPED BY US, HAS BEEN
CARRIED OUT INDEPENDENTLY AND HAS NOT BEEN COPIED FROM ANY
OTHER SOURCE.

THANK YOU…..

YOURS SINCERELY,

CE 5I ( RE ) BATCH

DEPT. OF CIVIL ENGINEERING

GOVT. POLYTECHINC, BABA NAGAR, NANDED.
 ACKNOWLEDGMENT

WE WOULD LIKE TO EXPRESS OUR GRATITIUDE TO ALL THE PEOPLE

BEHIND THE SCREEN WHO HELPED US TO TRANSFORM AN IDEA INTO REAL
APPLICATION.
WE WOULD LIKE TO EXPRESS OUR HEART-FELT GRATITUDE TO OUR
PARENTS WITH WHOM WE WOULD NOT HAVE BEEN PREVILLAGED TO ACHIVE
AND FULL FILL OUR DREAMS WE ARE GRATEFUL TO OUR PRINCIPAL Dr. N. L.
JANRAO SIR WHO MOST ABLY RUN THE INSTITUTE AND HAS HAD THE MAJOR
HAND IN ENABLING USE TO DO MY PROJECT.
WE PROFOUNDLY THAKS MR. L. T. JADHAV SIR, HEAD OF
DEPARTMENT, CIVIL ENGINEERING, WHO HAS BEEN HS EXCELLENT GUIDE
AND ALSO GREAT SOURCE OF INSPIRATION TO OUR WORK.
WE WOULD LIKE TO THANK MY INTERNAL GUIDE MR. L. T. JADHAV SIR FOR
THEIR TECHNICAL GUIEDENCE, CONSTANT ENCOURAGEMENT AND SUPPORT.WE
CARRING OUT MY PROJECTY WORK. THE SATIFACTION AND EUPHORIA THAT
ACCOMPANY.
THE SUCESSFUL COMPLETION OF TASK WOULD BE GREAT BUT
INCOMPLETE WITH MENTION OF THE PEOPLE WHO MADE IT POSSIBLE WITH A
CONSTANT GUIDENCE AND ENCOURAGEMENT CROWNS ALL THE EFFORT
WITH SUCCESS. IN THIS CONTEXT, WE WOULD LIKE THAT ALL THE OTHER
STAFF MEMBERS TEACHING AND NON-TEACHING WHO HAVE EXTEND THEIR
TIMELY HELP AND EASED OUR TASK.
Appendix - B
Evaluation sheet for (ESE) For Capstone project
Name of Student: -
Enrollment No:
Name of Programme: Civil Engineering
Course Title : Capstone Project- Planning

Code: (22058)

Title of the Capstone Project: HIGHWAY SAFETY

A.
POs addressed by the Capstone Project (Mention only those predominant
POs)
a ) .................................................................................................................
b) .................................................................................................................
c) .................................................................................................................
d) .................................................................................................................
COs addressed by the Capstone project (Mention only those predominant
POs)
a) .................................................................................................................
b) .................................................................................................................
c) .................................................................................................................
d) .................................................................................................................
B.
Other Learning outcomes achieved through this project
1.Unit Outcomes (Cognitive Domain)
a) .................................................................................................................
b) .................................................................................................................
c) .................................................................................................................
d) .................................................................................................................
2. Practical Outcomes (In Psychomotor Domain)
a) .................................................................................................................
b) .................................................................................................................
c) .................................................................................................................
3. Affective Domain Outcomes
a) .................................................................................................................
b) .................................................................................................................
c) .................................................................................................................
d) .................................................................................................................

PROGRESSIVE ASSESSMENT (PA) SHEET

Sr. No. Criteria Max Marks Marks Obtain
01 Problem identification
02 Punctuality and overall 10
contribution
03 Project Diary
Project Report including
04 10
Documentation
05 Presentation 05
Total 25

(Signature or Guidance)
L. T. JADHAV
 Index

Sr.
Content Page no.
No.

1 INTRODUCTION 1

2 LAW RELATED TO SFETY 2

3 SAFETY MANGEMENT 3

4 SAFETY STAGE 4

5 SAFETY AT PLANNING STAGE 6

6 SAFETY DURING CONSTRUTION

A) WORK ZONE SAFETY 10

B) WORK AT HEIGHT SAFETY 12

C) SAFETY IN TUNNEL WORK 14

7 TRAFFIC SAFETY 17

8 MAHARASTRA HIGH WAY ACT 25

9 CONCLUSION 27

10 REFERENCES 28
 INTRODUCTION
According to statistics available with Govt. of India 1, 18,239 people were killein
roaaccidents in India in year 2008. After year 2008 the number deaths in road accidents
increased considerably at a rate of 5% per year up to year 2000. After the year 2000 the rate
of fatalities increased at a rate of 8% per year. This is mainly due to increase in number of
vehicles on the road. Many of road accidents take place in construction zones. This increasing
trend of injuries and deaths in road accidents has been recognized as a public health problem
by the Govt. and public at large.
Study of highway safety includes safety of engineers and workers involved in
construction of highway as well as safety of road users that is vehicular traffic and pedestrians
using the road. There is an urgent need to provide scientific knowledge of safety to highway
engineers, workers as well as road users.
National Highway Authority of India and department of road transport have now
considered need of highway safety seriously and being implemented during highway
construction and issuing of driving licenses. Govt. of India appointed I.I.T. Delhi to study
aspects regarding highway safety. I.I.T. Delhi has submitted a draft report to the Govt. of India
regarding highway safety and recommended the need of systematic training regarding safety
to highway workers and road users.
Normally causes of road accidents are as follows:

 Defective designs of road structures

 Defective geometrics of road planning
 Unidentification of risk factors in road construction
 Lack of safety measures
 Road pavement condition
 Negligence in driving
 Weather conditions

Highway project starts from planning, designing to construction and lastly used by
traffic and pedestrians. Many a times maintenance works are undertaken on existing highways.
At all these stages safety has to be maintained.

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Department of Civil Engineering, Government Polytechnic, Nanded.
 Laws Related To Safety

In India following laws are applicable for highways.

 Motor Vehicle Act, 1988
 Workmen’s Compensation Act, 1923
 Hazardous Chemical’s rule, 1989
 Public Liability and Insurance Act, 1991
 Indian Electricity Act
 Boiler Act
 Explosives Act
 Mines Act
 Plantation Act
 Workmen’s safety Act
 Industries Act

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Department of Civil Engineering, Government Polytechnic, Nanded.
 Safety Management

Identify the Find out Develop a Implementation of

risk cause of solution solution
risk

Safety management can be handled in four steps as shown above.

 The first step is to determine the magnitude, scope and characteristics of the problem.
This step includes obtaining information. Forecasting is essential in this stage. It has to
be handled by an especially skilled person. In this step circumstances, severity and cost
has to be considered.

 The second step is to identify the factors causing risk. These factors may be of various
natures. These may be faulty designs, geometrics, unskilled workers, lack of safety
equipments, disturbance by traffic, weather conditions, highway pavement condition,
insufficient diversions and many more.

 The third step is to assess what measures can be taken to prevent the problem by using
the information about causes and risk factors.

 The fourth step is implementation the safety measures that have been proven or are
likely to be effective on a broad scale.

If highway safety is not considered during construction and maintenance of highway, it may
lead to loss of lives, loss of property, injuries, loss of travel time and discomfort of travel.

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 Safety Stages

There are three different stages of a Road Safety Audit each forming their own independent
report but with reference to earlier stages, with each stage detailed below:-
Stage 1
Stage 1 Road Safety Audits are undertaken at the completion of preliminary design and
normally before planning consent is granted, as this is usually the last occasion at which land
requirements may be increased and the basic design principles can be altered. At the Road
Safety Audit Stage 1 all team members shall visit site together and examine the existing
highway layout or features and where the new highway improvement scheme ties into the
existing highway.

Road Safety Audits are undertaken at completion of the detailed design stage of the works.
The Audit Team will be able to consider issues such as the layout of junctions, position of
signs, carriageway markings, lighting provision and other issues. At the Road Safety Audit
Stage 2 all team members shall visit together and examine the existing highway layout or
features and where the new highway improvement scheme ties into the existing highway.

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Department of Civil Engineering, Government Polytechnic, Nanded.
Stage 2
The Stage2 Road Safety Audit should be undertaken when the Highway Improvement Scheme
is in progress and also secondly when substantially complete and preferably before the works
are open to road users. The Audit Team will examine the scheme site during daylight and
during the hours of darkness so hazards particular to night operation can also be identified. For
Stage 2 Road Safety Audits it is a mandatory requirement for the Audit Team Leader to invite
representatives of the Police and Maintaining Authority to accompany the Audit Team on the
site visit, to allow them to participate and offer their views.
.
Stage 3
Following the first year a Highway Improvement Scheme is open to traffic, a check should be
undertaken of the personal injury incidents that have occurred, so that any new patterns or
trends that may be associated with the works are identified and remedial actions taken where
necessary. Stage 3 monitoring reports shall be prepared using 12 months of incident data from
the time the scheme became operational.
The collision records shall be analysed in detail to identify:

 Higher than anticipated numbers of incidents that have occurred since the scheme
became operational compared to control data;
 Locations at which incidents have occurred;
 Incidents that appear to arise from similar causes or show common factors or trends.

The analysis should include identification of changes in the incident population in terms of
number, types, and other incident variables, with comparisons made with control data. Where
the Highway Improvement Scheme is an on-line improvement then the incident record before
the scheme was built should be compared with the situation after opening.
If incident records are not sufficiently comprehensive for detailed analysis, the police may be
contacted to ascertain whether additional information can be provided that may aid the analysis.
The Stage 3 Road Safety Audit report should identify any road safety problems indicated by
the data analysis and observations during any site visits undertaken. The reports should make
recommendations for remedial action.

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Department of Civil Engineering, Government Polytechnic, Nanded.
 Safety At Planning Stage
Highway design is one element in the overall highway development process. Detailed design
occurs in the middle of the process, linking the preceding phases of planning and project
development with the subsequent phases of right-of-way acquisition, construction, and
maintenance. It is during the first three stages, planning, project development, and design,
that designers and working can have the greatest impact on the final design features of the
project. In fact, the flexibility available for highway design during the detailed design phase
is limited a great deal by the decisions made at the earlier stages of planning and project
development.

The Stages of Highway Development:

The five basic stages in the highway development
process are: planning, project development (preliminary design), final design, right of way,
and construction. After construction is completed, ongoing operation and maintenance
activities continue throughout the life of the facility.

Process of Highway Planning:

Planning:
The initial definition of the need for any highway or bridge improvement project takes place
during the planning stage. This problem definition occurs at the State, regional, or local level,
depending on the scale of the proposed improvement. This is the key time to get the public
involved and provide input into the decision making process. The problems identified usually
fall into one or more of the following four categories:
1. The existing physical structure needs major repair/replacement (structure repair).
2. Existing or projected future travel demands exceed available capacity, and access to
transportation and mobility need to be increased (capacity).
3. The route is experiencing an inordinate number of safety and accident problems that can
only be resolved through physical, geometric changes (safety).
4. Developmental pressures along the route make a reexamination of the number, location,
and physical design of access points necessary (access)..

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Department of Civil Engineering, Government Polytechnic, Nanded.
Final Design:
After a preferred alternative has been selected and the project description agreed upon as
stated in the environmental document, a project can move into the final design stage. The
product of this stage is a complete set of plans, specifications, and estimates (PS&Es) of
required quantities of materials ready for the solicitation of construction bids and subsequent
construction. Depending on the scale and complexity of the project, the final design process
may take from a few months to several years.
The following paragraphs discuss some important considerations of design, including:
• Developing a concept
• Considering scale and
• Detailing the design

.
Developing a Concept:
A design concept gives the project a focus and helps to move it toward a specific direction.
There are many elements in a highway, and each involves a number of separate but
interrelated design decisions. Integrating all these elements to achieve a common goal or
concept helps the designer in making design decisions.
Some of the many elements of highway design are
a. Number and width of travel lanes, median type and width, and shoulders
b. Traffic barriers
c. Overpasses/bridges
d. Horizontal and vertical alignment and affiliated landscape.

Considering Scale:
People driving in a car see the world at a much different scale than people walking on the
street. This large discrepancy in the design scale for a car versus the design scale for people
has changed the overall planning of our communities. For example, it has become common in
many suburban commercial areas that a shopper must get in the car and drive from one store
to the next.
The design element with the greatest effect on the scale of the roadway is its width, or cross
section. The cross section can include a clear zone, shoulder, parking lanes, travel lanes,
and/or median. The wider the overall roadway, the larger its scale; however, there are some
design techniques that can help to reduce the perceived width and, thus, the perceived scale
of the roadway. Limiting the width of pavement or breaking up the pavement is one option.
In some instances, four lane roadways may look less imposing by designing a grass or
planted median in the center.

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Department of Civil Engineering, Government Polytechnic, Nanded.
Detailing the Design:
Particularly during the final design phase, it is the details associated with the project that are
important. Employing a multidisciplinary design team ensures that important design details
are considered and those they are compatible with community values. Often it is the details of
the project that are most recognizable to the public. A multidisciplinary design team can
produce an aesthetic and functional product when the members work together and are flexible
in applying guidelines.

Right-of-way, Construction and Maintenance:

Once the final designs have been prepared and needed right-of-way is purchased, construction
bid packages are made available, a contractor is selected, and construction is initiated. During
the right-of-way acquisition and construction stages, minor adjustments in the design may be
necessary; therefore, there should be continuous involvement of the design team throughout
these stages. Construction may be simple or complex and may require a few months to several
years. Once construction has been completed, the facility is ready to begin its normal sequence
of operations and maintenance.
Even after the completion of construction, the character of a road can be changed by
inappropriate maintenance actions. For example, the replacement of sections of guardrail
damaged or destroyed in crashes commonly utilizes whatever spare guardrail sections may be
available to the local highway maintenance personnel at the time.

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Department of Civil Engineering, Government Polytechnic, Nanded.
Highway Route Surveys and Location:
To determine the geometric features of road design, the following surveys must be conducted
after the necessity of the road is decided. A variety of survey and investigations have to be
carried out by Road engineers and multidiscipline persons.
A. Transport Planning Surveys

 Traffic Surveys
 Highway inventories
 Pavement Deterioration Study
 Accident study

B. Alignment and Route location surveys

 Desk study
 Reconnaissance
 Preliminary Survey
 Final location survey

C. Drainage Studies

 Surface run- off : Hydrologic and hydraulic

 Subsurface drainage: Ground water & Seepage
 Cross–drainage: Location and waterway area required for the cross-drainage structures.

D. Soil Survey

 Desk study
 Site Reconnaissance

E. Pavement Design investigation Soil property and strength, Material Survey

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Department of Civil Engineering, Government Polytechnic, Nanded.
 Safety during construction
A) Work Zone Safety:

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Department of Civil Engineering, Government Polytechnic, Nanded.
 Definitions:
Work Zone- The area where actual work is in progress.
Work Area- The area occupied by work.
Work Space- Area required for workers movement and storage of materials.
Traffic Space- Area required for traffic.
Safety Buffer- Area between work space and traffic space.
Traffic needs to be diverted along work zones for safety of workers and traffic. For this
purpose temporary diversions are provided. An independent diversion road is constructed
for bridge works. For road improvement works part of the road is used as diversion and in
remaining area of the road is used as work area.
Barricades, flags, safety ribbon, road signs, blinking lights and reflectors are provided for
diversion of traffic during day and night time.
Components of work zone safety:
Work zone safety layout is normally divided as following zones.

 Advance Warning Zone- This zone is well in advance of work zone. In this zone
traffic is cautioned to control speed and also informed about work zone ahead. This
zone is of full roadway width and road signs are used for guidance of traffic.
 Approach Transition Zone- This zone is tapering in width and traffic is redirected
from normal path. Barricades are used in this zone for diversion of traffic.
 Activity Zone- This is the zone where construction activity is in progress. In this
zone road width available for traffic is less than normal.
 Terminal Transition Zone- This zone is also tapering in width. Traffic is
redirected to normal path in this zone.
 Work Zone End Zone- This zone is at the end. This zone is of full roadway width
and road signs are used for guidance of traffic. Control devices are used to show
end of work zone.

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Department of Civil Engineering, Government Polytechnic, Nanded.
 B) Work At Height Safety
During execution of highway projects many times workers and engineers have to work at a
height. This situation occurs in case of a bridge, flyover or a ROB construction. If proper care
of safety is not taken accidents due to falling down of workers or tools may take place. Such
accidents cause injuries to workers due to which workers can be handicapped or may lose life.
When workers are supposed to work at a height they should be
skilled, trained, healthy and using PPE kit. The PPE kit shall consist of helmet, shoes, gloves,
jacket, glasses and safety belt. Signs showing distinctly work in progress, men at work and
work at height are displayed. Following safety arrangements are necessary for working at
height.
WORK PLATFORM AND SCAFFOLDING: Work platform is a space on which workman
stands for working at a height. This platform shall be stable, non-slippery and strong. Such
work platform shall be supported by scaffolding.

GUARD RAILS AND TOE BOARD:

Guard rails are the railing provided for work platform to prevent falling of worker and toe
boards are the wooden or metallic sheets which are provided on the work platform to prevent
the foot of worker coming out of work platform.

LADDERS:
Ladders are provided for the workers to reach the work platform. These ladders shall be strong,
easy slopping and stable.

MATERIAL CHUTE:
This is a cloth duct provided from work platform to the ground. Workers can deposit unwanted
tools and material from work platform to ground through this duct. This helps to deposit the
material at ground without any injury to anybody.

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Department of Civil Engineering, Government Polytechnic, Nanded.
SAFETY BELT AND SAFETY NET:
One end of a safety belt is tied to waist of worker
and other end to a firm support so that at all if the
worker slips he will not fall down but will be in a
hanging position so that accident can be
prevented.
Safety net is provided above ground level and
work platforn level so that if any worker or tool
falls from work plarform it will be catched in the
net.

PPE KIT:
Workers shall use PPE kit to avoid any accident.

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Department of Civil Engineering, Government Polytechnic, Nanded.
 C) Safety In Tunnel Work

Tunnel- Tunnel is an underground passage for road, railway, canal, sewer or any utility.
Highway Tunnel- Highway is constructed through a tunnel where construction of bridge is

impossible or uneconomic like sea, mountain, urban area. Many times tunnels are constructed
in mountainous terrain for achievement of geometrical design of road particularly gradient.
Construction Steps in Tunneling- Following are construction steps in tunneling.

 Drilling and excavation for tunnel.

 Removing out the excavated material (scaling).
 Supporting the unstable excavated portion.
 Grouting at loose portions.
 Lining for regular shape and stability of tunnel.
 Construction of drainage arrangements.
 Laying of utilities.
 Ventilation of tunnel.

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Department of Civil Engineering, Government Polytechnic, Nanded.
Causes of accidents in tunneling-

 Collapse of excavated loose portion.

 Flooding due to entry of water from nearby water body or sub-soil water.
 Failure of supports.
 Collapse of concrete ceiling.
 Oxygen deficiency.
 Fire
 Moving construction machines.
 Explosives.
 Poor visibility

Safety maintenance in tunneling-

Care of safety has to be taken very keenly in tunnel works to avoid fatal accidents.

 Workers and engineers shall use PPE kit.

 Workers shall be well trained and skilled.
 After drilling and blasting removal of loose rocks shall be taken.
 Communication system like telephone shall be provided in tunnel.
 Working floor shall be dry and non-slippery.
 Flood control and drainage system shall be provided in tunnel.
 Storage of explosives shall be taken care of.
 Fire protection and fire fighting arrangement shall be provided.
 Medical aid (at least first aid) shall be provided.
 Rescue arrangements are necessary.
 Ventilation arrangement is necessary.
 Double source power supply shall be arranged.
 Necessary sign boards be displayed.

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Department of Civil Engineering, Government Polytechnic, Nanded.
Installation of emergency facilities-
Following facilities are to be provided for safety in tunneling works

 Telephone
 Push button alarm
 Fire detectors
 Fire fighting system
 Guide boards
 Smoke detectors
 Lighting
 Ventilation system
 Power supply
 CCTV

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Department of Civil Engineering, Government Polytechnic, Nanded.
 Traffic Safety
After completion of highway project it will be used by vehicles and pedestrians. Both are
collectively called as traffic. Traffic safety is cosidered to aviod accidents on highway.
Causes of accidents on highway sare mainly due to following reasons.

 Highway pavement condition

 Negligence in driving
 Highway geometrics
 Weather conditions

Traffic control devices- These devices are used on highways to control, regulate and guide
traffic for safety of traffic. For these devices following are essential elements.

 Attention ( Devices shall be easily visible & with distinct coior)

 Time of response ( Devices placed shall be well before place of action)
 Respect ( Law & its immplementation shall be strict so traffic will the devices)

Types of Safety Devices:

Mainly there are four types of road safety devices as follows.
(1) Signs (2) Signals (3) Markings ( 4) Islands
Signs- Signs guide the traffic by providing certain information.

(a) Regulatory signs- These signs inform the road users regarding certain laws, regulations
and prohibitions. Violation of these signs is a legal offence. These are circular in shape.

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Department of Civil Engineering, Government Polytechnic, Nanded.
(b) Cautionary Signs- These signs are used to warn the road users for certain hazardous
condition existing on road. These are triangular in shape.

(c) Informatory Signs- These signs provide information to road users regarding route,
destination, distance and road side amenities. These signs are rectangular in shape.

Signals- Signals regulate the traffic to avoid collision of vehicles and collision of vehicle with
pedestrian. These are glowing lights of different colors regulating vehicles and pedestrians.

(a) Traffic control signal- It controls vehicular traffic

particularly at intersections.

(b) Pedestrian signal- It guides pedestrians during crossing

of road at intersections.

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Department of Civil Engineering, Government Polytechnic, Nanded.
Markings- Marking is painting of road pavement, kerb, object and island by lines, patterns,
words for guide, warn, regulate or control the traffic. These markings are normally in contrast
color.

(a) Pavement Marking- These markings regulate traffic. Centre line, lane line guide for
channelizing of traffic. Turn marking guides the traffic. Pedestrian crossing marking cautions
the traffic.

(b) Kerb Marking- Markings on kerb, edges of island and medians with alternate black &
white color lines increase the visibility from a distance and collision of vehicle with kerb or
edges can be avoided.

(c) Object Marking- If there is any physical obstruction on roadway it is to be marked by paint
and reflector to avoid collision of vehicle with it. Such obstructions may be tree, narrow bridge
or level crossing.

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Department of Civil Engineering, Government Polytechnic, Nanded.
(d) Reflector Unit Marking- These markings are provided reflectors using studs or cat eyes.
These markings guide traffic at hazardous situation like curves during night time.

Islands- Traffic island is a raised area constructed within roadway to establish physical
channels of traffic through which traffic is guided.

(a) Divisional Island- These islands separate opposite flow of traffic so head on collision of
vehicles is avoided.

(b) Channelizing Island- These islands guide the traffic into proper channel at intersection
area.

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Department of Civil Engineering, Government Polytechnic, Nanded.
(c) Rotary Island- This island is circular or oval shape provided at rotary intersection. The
crossing of vehicles is provided sufficient weaving length.

(d) Pedestrian Island- Pedestrian island is provided at a cross walk to aid and protect
pedestrian when the road is a multilane road. During crossing the road pedestrian can stop on
such island.

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Department of Civil Engineering, Government Polytechnic, Nanded.
Temporary Traffic Control Devices
These devices are used during short term hazardous condition for traffic arises due to
implementation of certain restrictions, public gathering, repairs of road, accidents etc.
Following devices are used for the purpose.

(a) Cone- These are plastic cones placed on road pavement for diversion of traffic.

(b)Drum- These are plastic drums used for diversion of traffic for longer length.

(c) Delinator- These are plastic posts on which reflector tapes are fixed. Delinator guides
traffic regarding diversions and curves during night time.

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Department of Civil Engineering, Government Polytechnic, Nanded.
(d) Barricade- This is temporary obstruction to traffic created for checking of vehicles by
police, near diversion road or totally stopping of traffic.

(e) Safety Ribbon- These are polythyne tapes used to denote hazardous spots.

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Department of Civil Engineering, Government Polytechnic, Nanded.
(f) Flags- Red and green color flags are used for very short time diversion of traffic.

(g) Marshall- These are the persons attending on road, when any hazardous traffic situation
arises, for regulation of traffic.

(h) Traffic Safety Baton- These are plastic sticks used by Marshalls for traffic regulation in
night time. Red or green light glows in these sticks.

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Department of Civil Engineering, Government Polytechnic, Nanded.
 Maharashtra Highway Act
Following are provisions in Maharashtra Highway Act for safety of traffic.

Section 49- Notice shall be given to land owner regarding obstruction in sight, view of a driver
or road user at a curve, corner or intersection.

Section 50- Unsafe portion of highway shall be closed for traffic and traffic is diverted by
another road. Such signs shall be displayed.

Section 51- Unsafe portion of highway shall be closed for traffic and traffic is diverted. If it is
safe for light vehicles then restriction of diversion be applied on heavy vehicles only. Necessary
signs be displayed.

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Department of Civil Engineering, Government Polytechnic, Nanded.
Section 52- If highway authority wants to close a highway portion permanently, it will declare
in Govt. gazette. It will also declare alternative route.

Section 53- No organization shall damage highway without permission from highway
authority for laying OFC cable, electrical conductor, water pipe line or drainage duct.

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Department of Civil Engineering, Government Polytechnic, Nanded.
 CONCLUSION
Road safety is very important nowadays as there has been too much of increase in
vehicles on road and it becomes crucial that we follow the traffic rules and laws and save
ourselves and our families from road accidents. Also making other people aware of road safety
rules could make our roads safe.
Roadway safety is an essential component of transportation. Road safety audits and
reviews are proactive strategies to improve safety by preventing crashes or reducing their
severity. Their main objective is to identify features that could be potentially dangerous and
ensure that measures to eliminate or reduce the problems are fully considered. Many factors
contribute to crash causation and crash severity. Among all them, speed is considered one of
the most critical. Chapter two of this document has presented an overview of road safety audits
and reviews as well as a review of some topics related to speed and speed limits. This research
has provided a methodology to conduct road safety reviews on existing local roadways with
special focus on observed speed problems. The road safety review process includes three
phases, the office review, the field review, and the final report. Chapter three of this document
has presented the procedure, describing in detail what should be accomplished in each phase
and giving guidance to appropriately conduct a road safety review. The established procedure
was applied to six roadways in the Town of Natick, Massachusetts. The office review included
a site description and a crash data analysis for each of the six roadways.
The crash reports were obtained from the Natick Police Records Department and
comprised the period from 1998 to 2003. The field review included a road survey and a speed
study. The road survey was completed by field visits, checklists, photographs, and videotapes.
The speed study consisted of speed data collection and analysis. Finally, the final report
presented the findings and recommendations of the road safety review. Chapter four of this
document has presented the implementation of the procedure. Findings for South Main Street,
Pine Street, and Union Street presented levels of risk medium and low, therefore these streets
could be considered not dangerous. On Hartford Street and on Glen Street some issues were
classified into high level of risk, which means that they should be corrected. Finally, on Walnut
Street, a dangerous intersection with visibility issues was identified and considered an
intolerable risk, and so it must be corrected. It has been shown that road safety reviews are a
useful tool in roadway safety. Operational safety of an existing road varies over time, as
volumes, types of users or land uses may change, and reviews periodically conducted can help
identify possible hazards or safety deficiencies due to these changes.

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Department of Civil Engineering, Government Polytechnic, Nanded.
 REFERANCES

1. Highway Engineering by Khanna & Justo

2. IRC SP 55: 2014 (Traffic management in work zones)
3. IRC SP 44 (Highway safety code)
4. Road traffic and work zone safety manual (NHAI publication)
5. Maharashtra Highway Act

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Department of Civil Engineering, Government Polytechnic, Nanded.