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Road Safety Audit Report

Six Laning of NH-8A (Ext.) from Gandhidham to Mundra Port in Gujarat State

August 2014

National Highways Authority of India

291446 ENI ITU 04 A0

P:\Noida\DEI\Projects\280976- NHAI Safety Projects\Documents\Outgoing Documents\291446 -

Safety_GUJ_Gandhidham_Mundla\RSA Report\August 2014\Road Safety Audit Report -NH8AExt._August 2014.docx

August 2014


Six Laning of NH-8A (Ext.) from Gandhidham to Mundra Port in Gujarat S


Six Laning of NH-8A (Ext.) from Gandhidham to Mundra Port in Gujarat State

August 2014

National Highways Authority of India

Mott MacDonald, A20, Sector 2, Noida 201 301, Uttar Pradesh, India

T +91 (0)120 254 3582 F +91 (0)120 254 3562 W www.mottmac.com

National Highways Authority of India, G-5 & 6, Sector-10, Dwarka, New Delhi - 110075

Road Safety Audit Report Six Laning of NH-8A (Ext.) from Gandhidham to Mundra Port in Gujarat S

291446/ENI/ITU/04/A0 August 2014 P:\Noida\DEI\Projects\280976- NHAI Safety Projects\Documents\Outgoing Documents\291446 - Safety_GUJ_Gandhidham_Mundla\RSA Report\August 2014\Road Safety Audit Report -NH8AExt._August 2014.docx

Revision Date Originator Checker Approver Description Standard

R0 01-08-2014 SK DC SS RSA Report

Issue and revision record

This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose.

We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties.

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.



Chapter Title Page

1 Introduction 1

1.1 Project Background _________________________________________________________________ 1 1.2 Road Safety Audit __________________________________________________________________ 1 1.3 Purpose of the Report _______________________________________________________________ 1

2 Approach and Methodology 2

2.1 Approach _________________________________________________________________________ 2 2.2 Methodology _______________________________________________________________________ 2 2.3 Project Limitations and Assumptions ____________________________________________________ 3

3 Project Description 4

3.1 Project Location ____________________________________________________________________ 4 3.2 Terrain and Land-use ________________________________________________________________ 4 3.3 Project Details _____________________________________________________________________ 4

4 Safety Issues Raised during the Audit 6

4.1 Road Safety Issues Overview _________________________________________________________ 6 4.2 General Observations________________________________________________________________ 6 4.2.1 Speed Limits _______________________________________________________________________ 6 4.2.2 Livestock _________________________________________________________________________ 7 4.2.3 Electricity Pole in Close Proximity to Highway _____________________________________________ 8 4.2.4 Stockpiling of Earth on Carriageway_____________________________________________________ 9 4.2.5 Parking Management on the Project Corridor ____________________________________________ 10 4.2.6 Trimming of Road Side Vegetation _____________________________________________________ 11 4.2.7 Damaged Parapets_________________________________________________________________ 12 4.3 Local Alignment ___________________________________________________________________ 14 4.3.1 Carriageway at Different Levels without Metal Beam Crash Barrier ____________________________ 14 4.3.2 Potholed and Rutted Existing Road Surface _____________________________________________ 14 4.3.3 Road and Embankment Cut for Draining due to Flooding ___________________________________ 17 4.4 Junctions ________________________________________________________________________ 18 4.4.1 Absence of Road Markings at Junction _________________________________________________ 18 4.4.2 Village Access Road Adjacent to the End of Bridge ________________________________________ 18 4.4.3 Two Minor Roads forming Cross Road Junction __________________________________________ 21 4.5 Non-Motorised Transport ____________________________________________________________ 23 4.5.1 Existing Bridges retained without Footpath ______________________________________________ 23 4.6 Traffic Management, Safety Fencing and Barricading ______________________________________ 25 4.6.1 Traffic Management at Temporary Road for Construction Traffic ______________________________ 25 4.6.2 High Embankment for Approaches to Bridges ____________________________________________ 26 4.6.3 Approach to Culvert – Deep Cut without Safety Fencing ____________________________________ 27 4.6.4 Undefined Road Closures ___________________________________________________________ 28 4.6.5 Missing Barricading at Carriageway Edge Drop ___________________________________________ 29 4.6.6 Barricading with use of Corrugated Sheets and Bamboo ____________________________________ 29 4.6.7 Poor Maintenance and Poor Visibility of Barricades ________________________________________ 31

Contents



4.6.8 Absence of Protective Wall between Median Parapets _____________________________________ 36 4.6.9 Construction of ROB Structure ________________________________________________________ 36 4.7 Road Signs, Carriageway Markings and Lighting __________________________________________ 38 4.7.1 No Advanced Diversion Sign _________________________________________________________ 38 4.7.2 Review of Diversion Signs and Markings Required ________________________________________ 39 4.7.3 Diversion Signs, Blinkers and Retro Reflective Signs are Not Visible __________________________ 40 4.7.4 Traffic Control Devices need to be cleaned and maintained _________________________________ 41 4.7.5 Traffic Signs Not in Compliance with IRC: 67-2012 ________________________________________ 41 4.7.6 Missing Traffic Sign for Speed Breaker at Diversion _______________________________________ 43 4.7.7 Traffic Signs missing along the project corridor ___________________________________________ 43 4.7.8 Warning Signs are not Retro Reflective _________________________________________________ 44 4.7.9 Road Markings ____________________________________________________________________ 45 4.7.10 Road Markings Faded on Project Corridor _______________________________________________ 46 4.7.11 No Road Markings at Diversion _______________________________________________________ 47 4.7.12 Speed Breakers / Rumble Strips not Painted or Faded _____________________________________ 48 4.7.13 Street Lighting ____________________________________________________________________ 50 4.7.14 Missing Solar Blinkers at Diversions and Junctions ________________________________________ 51

Photos

Photo 4.1: Live Stock Crossing Project Corridor ____________________________________________________ 7 Photo 4.2: Electric Poles Very Close to Carriageway at CH 43.380 Km __________________________________ 9 Photo 4.3: Earth piled up at Corner without Barricading at CH 0.000 Km ________________________________ 10 Photo 4.4: Earth piled up at Corner without Barricading at CH 0.000 Km ________________________________ 10 Photo 4.5: Parking on the main carriageway ______________________________________________________ 11 Photo 4.6: Parking on & besides the main carriageway ______________________________________________ 11 Photo 4.7: Vegetation near carriageway at CH 24.130 ______________________________________________ 12 Photo 4.8: Vegetation near carriageway at CH 23.800 ______________________________________________ 12 Photo 4.9: Damaged Parapet Wall CH 27.500 ____________________________________________________ 13 Photo 4.10: Damaged Parapet Wall CH 27.500 ____________________________________________________ 13 Photo 4.11: Damaged Parapet Wall CH 35.600 ____________________________________________________ 13 Photo 4.12: Damaged Parapet Wall CH 70.199 ____________________________________________________ 13 Photo 4.13: Level Difference between carriageways _________________________________________________ 14 Photo 4.14: Level Difference between carriageways _________________________________________________ 14 Photo 4.15: Damaged Road Surface at Diversion at CH 5.000 Km ______________________________________ 15 Photo 4.16: Damaged Road Surface at Diversion at CH 54.600 Km _____________________________________ 15 Photo 4.17: Damaged Road Surface at t CH 8.845 Km _______________________________________________ 15 Photo 4.18: Damaged Road Surface at CH 24.130 Km _______________________________________________ 15 Photo 4.19: Damaged Road Surface at t CH 27.500 Km ______________________________________________ 16 Photo 4.20: Damaged Road Surface at CH 54.600 Km _______________________________________________ 16 Photo 4.21: Pothole on Road at CH 54.600 Km ____________________________________________________ 16 Photo 4.22: Pothole on Road at CH 41.700 Km ____________________________________________________ 16 Photo 4.23: Road & Embankment Cut for Drainage at CH 12.700 Km ___________________________________ 17 Photo 4.24: No Road Markings at Junction at CH 57.000 _____________________________________________ 18 Photo 4.25: No Road Markings at Junction at CH 57.000 _____________________________________________ 18 Photo 4.26: Approach Road adjacent LHS End of Bridge _____________________________________________ 19 Photo 4.27: Approach Road Adjacent LHS End of Bridge _____________________________________________ 19 Photo 4.28: Approach Road adjacent LHS End of Bridge _____________________________________________ 19



Photo 4.29: Approach Road adjacent RHS End of Bridge _____________________________________________ 20 Photo 4.30: Approach Road Adjacent RHS End of Bridge ____________________________________________ 20 Photo 4.31: Approach Road adjacent RHS End of Bridge _____________________________________________ 20 Photo 4.32: Approach Road Adjacent RHS End of Bridge ____________________________________________ 20 Photo 4.33: Steep gradient for Cross Road ________________________________________________________ 21 Photo 4.34: Minor Road Forming Cross Road Junction _______________________________________________ 21 Photo 4.35: Steep gradient for Cross Road ________________________________________________________ 22 Photo 4.36: Minor Road Forming Cross Road Junction _______________________________________________ 22 Photo 4.37: Existing Bridge without Footpath ______________________________________________________ 23 Photo 4.38: Existing Bridge without Footpath ______________________________________________________ 23 Photo 4.39: Existing Bridge without Footpath ______________________________________________________ 24 Photo 4.40: Existing Bridge without Footpath ______________________________________________________ 24 Photo 4.41: Plastic Tape as Barrier at CH 15.407 Km _______________________________________________ 25 Photo 4.42: Structure Approaches without Safety Fencing at CH 28.320 Km ______________________________ 26 Photo 4.43: High Embankment without Safety Fencing _______________________________________________ 26 Photo 4.44: Culvert Approaches without Safety Fencing at CH 69.500 Km _______________________________ 27 Photo 4.45: Closed Road not Covered Entire Width at CH 32.500 Km ___________________________________ 28 Photo 4.46: Closed Road not Covered Entire Width at CH 53.700 Km ___________________________________ 28 Photo 4.47: Carriageway Edge Drop with Newly laid Kerb at CH 7.520 Km _______________________________ 29 Photo 4.48: Carriageway Edge Drop with Newly laid Kerb at CH 1.00 to 1.400 Km _________________________ 29 Photo 4.49: Un-cleaned Corrugated Sheets at CH 8.845 _____________________________________________ 30 Photo 4.50: Corrugated Sheets as Barricades at CH 20.050 Km _______________________________________ 30 Photo 4.51: Corrugated Sheets as Barricades at CH 20.050 Km _______________________________________ 30 Photo 4.52: Corrugated Sheets as Barricades at CH 20.050 Km _______________________________________ 31 Photo 4.53: Corrugated Sheets as Barricades at CH 20.050 Km _______________________________________ 31 Photo 4.54: Poor Condition of Corrugated Sheets used as Barricades at CH 54.600 Km _____________________ 32 Photo 4.55: Poor Condition of Corrugated Sheets used as Barricades at CH 54.600 Km _____________________ 32 Photo 4.56: Corrugated Sheets not Cleaned _______________________________________________________ 32 Photo 4.57: Corrugated Sheets not painted ________________________________________________________ 32 Photo 4.58: Un-cleaned Corrugated Sheets _______________________________________________________ 33 Photo 4.59: Corrugated Sheets not Cleaned _______________________________________________________ 33 Photo 4.60: Sand Bags with Reflective Stickers as Delineators ________________________________________ 33 Photo 4.61: Sand Bags with Reflective Stickers as Delineators ________________________________________ 33 Photo 4.62: Sand Bags with Reflective Stickers as Delineators ________________________________________ 34 Photo 4.63: Sand Bags with Reflective Stickers as Delineators ________________________________________ 34 Photo 4.64: Posts and Tapes used as Barricades ___________________________________________________ 34 Photo 4.65: Posts and Tapes used as Barricades ___________________________________________________ 34 Photo 4.66: Plastic Poles with Reflective Tapes and Sand Bags as Delineators ____________________________ 35 Photo 4.67: Plastic Poles with Reflective Tapes and Sand Bags as Delineators ____________________________ 35 Photo 4.68: Plastic Poles with Reflective Tapes and Sand Bags as Delineators ____________________________ 35 Photo 4.69: Scaffolding Safety Issues at ROB at CH 9.980 Km ________________________________________ 37 Photo 4.70: Scaffolding Safety Issues at ROB at CH 9.980 Km ________________________________________ 37 Photo 4.71: Scaffolding Safety Issues at ROB at CH 9.980 Km ________________________________________ 37 Photo 4.72: Scaffolding Safety Issues at ROB at CH 9.980 Km ________________________________________ 37 Photo 4.73: No Advance Diversion Signs at CH 01.400 ______________________________________________ 38 Photo 4.74: No Advance Diversion Signs at CH 04.500 ______________________________________________ 38 Photo 4.75: No Advance Diversion Signs at CH 27.500 ______________________________________________ 39 Photo 4.76: No Advance Diversion Signs at CH 38.300 ______________________________________________ 39



Photo 4.77: Diversion Signs and Markings at CH 8.290 ______________________________________________ 40 Photo 4.78: Diversion Signs and Markings at CH 8.290 ______________________________________________ 40 Photo 4.79: Non Standard Traffic Sign at CH 7.520 Km ______________________________________________ 42 Photo 4.80: Non Standard Traffic Sign at CH 43.000 Km _____________________________________________ 42 Photo 4.81: Non Standard Traffic Sign at CH 70.000 Km _____________________________________________ 42 Photo 4.82: Speed Breaker Sign Missing at CH 65.600 ______________________________________________ 43 Photo 4.83: Non Reflective Signs _______________________________________________________________ 44 Photo 4.84: Non Reflective Signs _______________________________________________________________ 44 Photo 4.85: Non Reflective Signs _______________________________________________________________ 45 Photo 4.86: Non Reflective Signs _______________________________________________________________ 45 Photo 4.87: Faded Road Markings at CH 1.500 to 3.000 Km __________________________________________ 46 Photo 4.88: Faded Road Markings at CH 1.500 to 3.000 Km __________________________________________ 46 Photo 4.89: Faded Road Markings at CH 1.500 to 3.000 Km __________________________________________ 47 Photo 4.90: Faded Road Markings at CH 1.500 to 3.000 Km __________________________________________ 47 Photo 4.91: Faded Road Markings at CH 8.300 Km _________________________________________________ 48 Photo 4.92: Faded / Missing Road Marking at CH 30.900 _____________________________________________ 49 Photo 4.93: Faded / Missing Road Marking at CH 59.400 _____________________________________________ 49 Photo 4.94: Faded / Missing Road Marking at CH 60.853 _____________________________________________ 49 Photo 4.95: Faded / Missing Road Marking at CH 54.600 _____________________________________________ 49 Photo 4.96: Example of LED Street Light _________________________________________________________ 50



1

1.1 Project Background

The National Highways Authority of India (NHAI) is engaged in the development of National Highways

entrusted to it by Ministry of Road Transport & Highways, Government of India (GoI). As part of this

endeavour, the Authority has taken up development of some of the projects through Public Private

Partnership (PPP) on Design, Build, Finance and Operate (DBFO) basis. The Model Concession

Agreements (MCA) of the PPP Projects stipulates that the Concessionaire shall develop, implement and

administer a surveillance and safety programme for providing a safe environment on or about the Project

Highway and/or shall comply with the safety requirements set forth in Schedule ‘L’ of the Concession

Agreement in Development, Construction and Operation & Maintenance Phase of the Project. The Model

Concession Agreement also stipulates that NHAI shall appoint an experienced and qualified firm or

organization as a “Safety Consultant” for carrying out safety audits of the Project Highway in accordance

with the safety requirements set forth in Schedule-L subject to Para 2.2 and 4.1 of ToR for the aforesaid

Phases of Project.

GoI through Ministry of Shipping, Roads Transport & Highways (MoRTH) plans on enhancing the traffic

capacity and safety for efficient trans-shipment of goods as well as passenger traffic on the heavily

travelled National Highway sections. GoI has entrusted the NHAI with the responsibility of Developing and

maintaining specifically identified sections of the National Highways network. The Project under

consideration aims at developing six laning of NH – 8A (Extn.) from Gandhidham (Kandla) to Mundra Port

Section, located in the state of Gujarat.

1.2 Road Safety Audit

Road Safety Audit (RSA) is a formal procedure for assessing collision potential and safety performance in

the provision of new roads and schemes for the improvement and maintenance of existing roads.

However, its systematic application can also ensure that a growing awareness about good road safety

principles is achieved throughout in highway planning, designing, construction and maintenance phases.

1.3 Purpose of the Report

This Road Safety Audit aims to:

Minimizing the likelihood of crashes;

Ensuring that, if a crash occurs, the likelihood of the injury is minimized;

Ensuring that safety related design criteria have been met; and

Enhance consideration for the safety of all categories of road users.

1 Introduction



2

2.1 Approach

Road Safety Audit is a formal procedure for assessing accident potential and safety performance in the

provision of new road schemes, the improvement and the rehabilitation of existing roads and in the

maintenance of roads. It should form an integral part of highway planning, design, construction and

maintenance, and it requires an objective approach to the assessment of accident risk. The principal

method of ensuring this objectivity is through the independent assessment of schemes by persons who are

independent of the original design team.

The main aim is to ensure that all new highway schemes operate as safely as possible. This means that

safety should be considered throughout the whole preparation and construction of any project.

The basis for road safety audits is the systematic application of safety principles.

2.2 Methodology

This report covers Road Safety Audit carried out for the six laning of the section Gandhidham town (km

0/000) and terminates at Siracha Junction (km 71/400) on Mandvi Road (NH-8A, Extension) in the State of

Gujarat. The audit was carried out as per the contract with NHAI, the highway authority.

The report comments on each of the issues identified along with the safety recommendations to minimise

the problems. The audit team of Mott MacDonald comprised of technical staff under the guidance of the

Team Leader.

The Road Safety Audit of the project corridor was carried out from 19th, 20

th and 21

st June 2014. The

team meet Mr Ajay P Gadekar, Manger (Technical), NHAI on 16th June 2014 prior to the commencement

of the site visit. The Audit Team was accompanied on the visit by the concessionaires Project Manager Mr

Vibhuti Narayan and Safety Manager Mr. Samaj Goel of Reliance Infra Projects Ltd, Mr Vivek Singh of L&T

, Mr. V. S. Tiwari (Const. Manager) of L&T and Mr. S P Tripathy, Team Leader of IE on 19th June and Mr.

Janak Patel on 20th June 2014 representatives of the Independent Engineer.

The audit team were accompanied during the site visit by representatives from:

Independent Engineer – M/s DC-DCI JV:

Team Leader – Mr. S P Tripathy

Material Engineer – Mr. Janak Patel

Concessionaire – M/s Reliance Infra Projects Ltd:

Project Manager - Mr. Vibhuti Narayan

Safety Manager – Mr. Samaj Goel

EPC Contractor – M/s L&T ECC

Project Manager - Mr. Vivek Singh

2 Approach and Methodology



3

Construction Manager – Mr. V.S. Tiwari

The audit site visit took place from 19th, 20

th and 21

st June 2014. During the site visit, the weather was

cloudy and the road surface was dry. The road surface was also dry during the night time visit.

The terms of reference of the audit are as described in the IRC-SP: 88-2010 ‘Road Safety Audit Manual’

and Best International Practice. The Audit team has examined and reported only on the road safety

implications of the scheme and has not examined or verified the compliance of the designs to any other

criteria or standard.

The Audit Team of Mott MacDonald had a meeting with Mr. D K Gopalia (Project Director) and Mr. Ajay

Gadekar (Manager-Tech.), NHAI on 21st June 2014 to discuss the observations made up to that point.

2.3 Project Limitations and Assumptions

In developing the methodology, it is important to understand the limitations of the audit approach. Few

assumptions have been made for the purposes of this design safety review, based on observations of the

existing route and similar toll roads:

The limitations of the approach and the assumptions are as follows:

At the time of the site visit Flyovers, Bypasses and VUP/PUP, Toll Plaza were in various stages of

construction along the project corridor from the start to end Chainage;

New road not surfaced to wearing course and pedestrian crossings and road markings not provided;

and

RSA team conducted audit during day and night time.



4

3.1 Project Location

The project corridor is located in Gujarat state which is located in western part of India. Gujarat borders

with Pakistan to the north-west, bounded by the Arabian Sea to the southwest, the state of Rajasthan to

the northeast, Madhya Pradesh to the east, and by Maharashtra, Union territories of Diu, Daman, Dadra

and Nagar Haveli to the south.

National Highway 8A-Extension (NH 8A-Ext) is the National Highway entirely within the state of Gujarat.

NH 8A links Ahmedabad (junction of NH 8 and NH 59) with Narayan Sarovar and is 473 Km (294 mi) long.

The project corridor under consideration traverses from Kandla Port (Gandhidham) to Mundra Port in the

state of Gujarat for a total length of 71.400 Km.

The project corridor starts from Gandhidham town (Km 0/000) and terminates at Siracha Junction (Km

73/400) on Mandvi Road (NH-8A, Extension) in the Kachchh district. The project corridor traverses in east-

west direction between Gandhidham and Adipur junction and beginning of proposed Anjar bypass (Km

0/000 – Km 11/300), the proposed Anjar bypass traverse north-south in the beginning and east-west

throughout (Km 11/300 - Km 21/800), thereafter the alignment traverse in north-east to south-west

direction between Km 21/800 – Km 49/600. The proposed Gundala and Bhujpur realignment are to the

north of existing alignment. The alignment between Km 49/600 and Km 73/400 traverses in east-west

direction. The project road initially traverses in plain/flat terrain (Km 0/000 to Km 11/300), the remaining

majority of road section traverses through plain/undulating terrain. The length of the project corridor is

about 71.400 Km. The project road section has existing 2-lane configuration throughout the project road

length with flexible pavement. This is the one of the important route connecting Kandla Port to Mundra Port

through NH-8A (Extension).

Mundra Port is located at latitude 23.08° N longitude 70.13° E in the Kachchh district of Gujarat state.

An index map and location plan of the Project Highway is shown at Map 3.1.

3.2 Terrain and Land-use

The project corridor passes through the plain terrain. Agriculture is predominant land use along the project

highway. Settlement and ribbon developments are observed intermittently along the project highway.

3.3 Project Details

Project Length: 71.400 Km

Client: National Highways Authority of India, New Delhi

3 Project Description



5

Map 3.1: Project Corridor - NH-8A Gandhidham to Mundla, Gujarat

BOT Concessionaire: M/S Reliance Infra Projects Ltd.

Independent Engineer: DC-DCI JV.

Date of Issue of LOA: 20/01/2010

Concession Period 24 years

Construction Period: 30 months

Districts under Jurisdiction: Kachchh District

Ch. 0.000 Km

Ch. 73.400 Km



6

4.1 Road Safety Issues Overview

This section identifies the issues identified during the site visit. The location of the issue, a brief description

and recommendation are provided.

The issues are divided into the following sections:

General Observations;

Local Alignment;

Junctions;

Non-Motorised Transport;

Traffic Management related issues; and

Road Signs, Carriageway Markings and Lighting.

4.2 General Observations

4.2.1 Speed Limits

Location

Along the Project Corridor

Description

The project corridor has a design speed of 100 kmph however no indication is given to the actual speed

limit for the majority of project corridor. A 100 kmph sign is not provided and therefore clarity is not given to

drivers as to what the speed limit is. The road has been designed to 100 kmph and the speed limit should

not exceed that limit. A speed limit also needs to be clearly set to allow police enforcement.

Drivers often travel above the speed limit and as a practice internationally speed limits have been set lower

than the design speed.

The road traverses through built up areas and pedestrians are crossing the National Highway. These

locations may have significant numbers of pedestrians crossing and the speed limit should be set

appropriately to reduce the incidence of pedestrian casualties.

Recommendation

A review of speed limits along the project corridor should be undertaken. This would require a review of

abutting land uses and pedestrian demand along the project corridor, which should be undertaken by the

concessionaire. Speed limits along the project corridor should then be set in accordance with that review

and upon agreement with the police authorities.

4 Safety Issues Raised during the Audit



7

From the general safety of road users, it is recommended that the speed limits for the section, which have

a design speed of 100 kmph, should be set to 80kph. The speeds for built up areas with service roads

should be 60 kmph or less. Where the road is in a built up area but no service road is present a lower

speed limit should be set, so that traffic is directed to travel slowly, which will be beneficial for pedestrians

crossing or walking along the road. Speed limit should be set in discussion with the police, who will enforce

them.

Speed limit signs should be provided in accordance with IRC67-2012.

4.2.2 Livestock

Location

Along the Project Corridor (Examples at CH 30.610 Km)

Description

A major cause of collisions in India is due to stray cattle roaming on roadsides. The project corridor is

predominately located adjacent to fields and passes through settlements with untethered livestock. The

livestock is often driven along or across the carriageway. The driving of livestock along or across the

highway is a potential source of collisions. Motor vehicles driving at a higher speed need to decelerate and

change lanes to avoid collisions when livestock is seen driven along the project highway

Photo 4.1: Live Stock Crossing Project Corridor

Source: Mott MacDonald



8

When livestock is being driven across the highway motor vehicles need to stop, which can often result in

hard braking to avoid collisions with livestock. Hard braking to avoid livestock may result in rear shunt

collisions.

Recommendation

Warning signs to Figure 15.66 of IRC: 67-2012 should be installed at known cattle crossing points, the

locations can be ascertained from farmers regarding livestock crossing points.

Figure 4.1: Cattle crossing sign as per IRC 67: 2012

Source: IRC: 67-2012

The sign should be erected where there is danger due to farm animals or cattle crossing on the road. The

sign should not be used simply because animals are driven along or across the road at infrequent intervals

but should be used where they cross or are driven alongside the highway regularly. Consider the

installation of fences alongside carriageway to restrict access to carriageway except for agreed access

points. Also consider planting vegetation that discourages grazing in the median and also alongside the

road. At major livestock crossing locations consider the provision of livestock underpasses.

As part of a road user education programme and consultation highlight the safety issues of untethered

livestock, driving livestock along and across the highway. Develop an operational plan after discussion with

farmers and livestock owners to minimise the safety risk as far as practicable.

4.2.3 Electricity Pole in Close Proximity to Highway

Location

At CH 43.380 Km and CH 43.500 Km

Description

It was observed at CH 43.380 Km that electricity pole is falling very close to the carriageway and at CH

43.500 Km electricity pole next to culvert is bending towards road. These electricity poles need to be

relocated to avoid collision of vehicles particularly during night time.



9

Photo 4.2: Electric Poles Very Close to Carriageway at

CH 43.380 Km


Recommendation

Electricity poles obstructing the path of road users need to be relocated at safe location away from right of

way of highway.

4.2.4 Stockpiling of Earth on Carriageway

Location

At CH 0.000 Km, CH 5.00 Km

Description

It was observed during the visit at the above mentioned location that earth has been stock piled very close

to the highway without barricading and obstructing advance signage and blinkers. There are chances of

vehicle hitting this stock pile and cause accident particularly during the night hours of darkness.

It was observed at CH 5.00 that earth has been stock piled on RHS carriageway without barricading and

advance signage and blinkers. There are chances of vehicle hitting this stock pile and cause accident

particularly during the hours of darkness.



10

Photo 4.3: Earth piled up at Corner without Barricading

at CH 0.000 Km

Photo 4.4: Earth piled up at Corner without Barricading

at CH 0.000 Km

Source: Mott MacDonald Source: Mott MacDonald

Recommendation

Earth should not be stock piled on live carriageway. Stock piled earth should be removed immediately and

should ensure that no earth stock is piled on carriageway in future. Until the stock piled earth removed,

provide barricading in accordance with IRC: SP: 55-2014 with advance warning signs and blinkers to

inform the drivers about the hazard.

4.2.5 Parking Management on the Project Corridor

Location

At CH 0.000 to 0.500 Km

Description

It has been observed that vehicles are parked on the highway for varying lengths of time, which can be

attributed to lack of understanding of highway etiquettes and sometimes out of necessity as there are no

stopping lanes along the corridor in case of the need for a driver break or vehicle breakdown. Parking may

also occur because of the lower parking capacity available at the ports. The presence of truck parking

alongside the carriageway can result in an increased number of collisions, particularly at night.



11

Photo 4.5: Parking on the main carriageway

Photo 4.6: Parking on & besides the main carriageway


Recommendation

Identify and provide adequate parking facilities which are signed and have carriageway markings at

appropriate locations for motor vehicles with signs in accordance with IRC: 67-2012.

Working with the help of police, ensure that junctions are kept clear from parked or waiting vehicles. It

helps in preventing drivers from parking on the running traffic lanes.

4.2.6 Trimming of Road Side Vegetation

Location


Description

At this location, the trees and shrubs are located adjacent to carriageway and the branches are covering

some part of the road highway which affects visibility and the available carriageway width and it is use.



12

Photo 4.7: Vegetation near carriageway at CH 24.130 Photo 4.8: Vegetation near carriageway at CH 23.800


Recommendation

Vegetation should be cut / trimmed on a regular basis so that it will not hamper the smooth traffic flow of

the roads and affect visibility.

Care should be taken that at locations where there are junctions and curves that such vegetation does not

restrict inter-visibility between road users.

4.2.7 Damaged Parapets

Location

At CH 27.500 Km, CH 35.600 Km and CH 70.199 Km

Description

Existing bridges have been observed with damaged parapets. The damaged sections are either missing

parapet or marked by tape. Missing sections of parapet and those marked with tape will not restrain a

vehicle or person from going over the side of the bridge.



13

Photo 4.9: Damaged Parapet Wall CH 27.500 Photo 4.10: Damaged Parapet Wall CH 27.500


Photo 4.11: Damaged Parapet Wall CH 35.600 Photo 4.12: Damaged Parapet Wall CH 70.199


Recommendation

The damaged parapet sections should be repaired at the earliest to provide restraint to vehicle and people.

The damaged parapet should be repaired even though the work may be undertaken on the bridge at a

later date. New Jersey barriers could temporarily be installed at the damaged parapet locations until they

are repaired.



14

4.3 Local Alignment

4.3.1 Carriageway at Different Levels without Metal Beam Crash Barrier

Location

At CH 6.440 Km, CH 7.360 Km and CH 29.000 Km

Description

The carriageway was observed to be at different levels. If a vehicle loses control and goes over the kerb it

may become airborne before colliding with the opposing traffic. There are no provision of MBCB to restrict

the occurrence, which would have more serious consequences with goods vehicles

Photo 4.13: Level Difference between carriageways Photo 4.14: Level Difference between carriageways


Recommendation

Safety fencing (Metal Beam Crash Barrier) should be provided when there is a significant level difference

between the carriageways. The level difference should be reviewed for the provision of safety fencing.

Provide safety fencing (Metal Beam Crash Barrier) or New Jersey concrete barrier on the higher side of the

median to restrain traffic leaving the carriageway.

4.3.2 Potholed and Rutted Existing Road Surface

Location At CH 5.00 Km, CH 8.845 Km, CH 24.300 to CH 26.300 Km, CH 27.500 Km, CH 38.300 Km,

CH 38.640 Km, CH 40.040 Km and CH 54.600 Km



15

Description

It has been observed all along project corridor the existing surface is not in good condition. The surface is

very poor with surface abrasions affecting the performance of the surface and hence remains a road safety

hazard. The road surface at temporary diversion locations also is not in good condition. The surface is very

poor, rutted and shallow potholes affecting the performance of the surface and hence road safety.

Photo 4.15: Damaged Road Surface at Diversion at CH

5.000 Km

Photo 4.16: Damaged Road Surface at Diversion at CH

54.600 Km



Photo 4.17: Damaged Road Surface at t CH 8.845 Km Photo 4.18: Damaged Road Surface at CH 24.130 Km




16

Photo 4.19: Damaged Road Surface at t CH 27.500 Km Photo 4.20: Damaged Road Surface at CH 54.600 Km


Photo 4.21: Pothole on Road at CH 54.600 Km

Photo 4.22: Pothole on Road at CH 41.700 Km


Recommendation

The existing road surface should be repaired and maintained for road safety reasons and for the smooth

flow of traffic. The road surface at temporary diversion locations should also be repaired and maintained

for road safety reasons and achieving the smooth flow of traffic.



17

4.3.3 Road and Embankment Cut for Draining due to Flooding

Location

At CH 12.700 Km

Description

It has been observed that part of road and embankment section at the above mentioned location has been

cut for draining water during flood as part of bypass section washed away during last monsoon floods.

Tape and plastic poles are used for traffic management which will not restrain a vehicle or person from

going over the side of the embankment edge.

Photo 4.23: Road & Embankment Cut for Drainage at CH 12.700 Km


Recommendation

New Jersey barriers should be installed to restrain vehicles and persons from going over. Follow IRC: SP:

55-2014 for standard traffic management.



18

4.4 Junctions

4.4.1 Absence of Road Markings at Junction

Location

At CH 57.000 Km

Description

It was observed at the above mentioned location that road markings are not provided at junction. New

junction is to be developed.

Photo 4.24: No Road Markings at Junction at CH 57.000 Photo 4.25: No Road Markings at Junction at CH 57.000


Recommendation

Road markings should be provided at all junctions as per the approved good for construction drawings and

in accordance with IRC: 35-1997.

Junction radii should be marked with thermoplastic road markings in accordance with contract

specifications and IRC: 35-1997.

4.4.2 Village Access Road Adjacent to the End of Bridge

Location

At CH 54.790 Km LHS and At CH 54.600 Km RHS



19

Description

Village access road adjacent to end of bridge on left hand side at CH 54.790 is hazardous due to proximity

to bridge for vehicles leaving and joining project highway and has visibility issues. Village access road

directly at the end of bridge on right hand side at CH 54.600 is hazardous due to proximity to bridge for

vehicles leaving and joining project highway and has visibility issues. Access road currently is very steep

and it was informed by the contractor that the gradient of the access road will be reduced to the

permissible level as IRC standard. It was also informed that the land is restricted may be able to realign

slightly, but not enough to move junction away from bridge parapet. Service road is to be built along LHS

and RHS in future, 8 year time.

Photo 4.26: Approach Road adjacent LHS End of Bridge Photo 4.27: Approach Road Adjacent LHS End of Bridge


Photo 4.28: Approach Road adjacent LHS End of Bridge




20

Photo 4.29: Approach Road adjacent RHS End of Bridge Photo 4.30: Approach Road Adjacent RHS End of Bridge


Photo 4.31: Approach Road adjacent RHS End of Bridge

Photo 4.32: Approach Road Adjacent RHS End of Bridge


Recommendation

Close road and use other road to access village, preferred option as it remove hazard but acceptability is

to be explored. Or optionally Move junction away from bridge as far as possible using available land.

Until widening and service road one of lanes on bridge will not be used and could pull junction road

markings to that lane and by providing signs and road markings and speed control measures i.e.

transverse bar marking and reduced speed limits.

Construct service road now and provide access to project highway from service road away from bridge.



21

4.4.3 Two Minor Roads forming Cross Road Junction

Location

At CH 11.850 Km

Description

Two minor roads on LHS and RHS, which forms a cross roads but will be constructed as two left in / left

out junction at location with depressed median. No services road at present and will be built in future after

8 years. Villagers using the minor roads are likely to cross depressed median. This could be a safety

hazard. Concessionaire informed that they will make cross road junction. No proposals exist at present for

that junction. It was also observed that the cross minor roads are having steep gradients.

Photo 4.33: Steep gradient for Cross Road Photo 4.34: Minor Road Forming Cross Road Junction




22

Photo 4.35: Steep gradient for Cross Road Photo 4.36: Minor Road Forming Cross Road Junction


Recommendation

Since the service roads are to be built in future after 8 years, the junction is to be made cross road junction

by developing pavement at median as people are likely to cross the depressed median who wants to take

right turn. Improve the gradient of minor roads within permissible limits specified in IRC: SP: 41-1994.



23

4.5 Non-Motorised Transport

4.5.1 Existing Bridges retained without Footpath

Location

All existing bridges which are retained (Major Bridges retained at CH 29.500, CH 36.946, CH 61.000 and

CH 68.150 and Minor Bridges retained at CH 33.950, CH 63.595, CH 63.695, CH 64.559 and CH 71.759)

Description

Existing bridges which are retained do not have any footpath provision or hard shoulder and pedestrians

are not segregated from general traffic, which is a safety hazard.

Photo 4.37: Existing Bridge without Footpath Photo 4.38: Existing Bridge without Footpath




24

Photo 4.39: Existing Bridge without Footpath Photo 4.40: Existing Bridge without Footpath


Recommendation

Pedestrian traffic should be segregated from general traffic by providing either footpath or hard

shoulder/strip. If existing bridges do not have these then provision of the same has to be made by

providing an alternative route using the new bridge or by providing footpath without compromising the

carriageway width. This can be done by making cantilever structure outside the carriageway.



25

4.6 Traffic Management, Safety Fencing and Barricading

4.6.1 Traffic Management at Temporary Road for Construction Traffic

Location

At CH 15.407 Km

Description

It was observed that temporary road has been constructed for the construction traffic. Construction work is

going on without adequate traffic safety measures / safety barricading. The lack of barricades increases

the risk of a collision with a worker or construction vehicle. Plastic tape with posts has been used to

delineate edge. There is sharp curve on the route which is formed from soil and will need to be monitored

in monsoon as it could collapse.

Photo 4.41: Plastic Tape as Barrier at CH 15.407 Km


Recommendation

Even though the temporary road constructed for construction traffic, traffic management which includes

signage and barricades have to be provided to protect workers, construction operations and construction

vehicles. Traffic management would include advance warning signage, barricades and providing adequate

working areas for construction activities. Temporary road should have geometry as per IRC standards.

Follow IRC: SP: 55-2014, IRC: 67-2012 and IRC: 35-1997 to provide effective and safe traffic management

at construction zones.



26

4.6.2 High Embankment for Approaches to Bridges

Location

At CH 28.320 Km and CH 42.400 to 42.600 Km

Description

It has been observed that the safety fencing at structure approaches are not provided. At bridge structures

the level difference between the existing bridge and proposed new bridge is more and on the carriageway

edge where vehicles are likely to hit parapet wall of the structures.

Vehicles leaving the carriageway the greater the potential for injury, especially for a road which has

sections designed for 100kph. Vehicles can travel from the higher carriageway on to the lower carriageway

which could result in collision, and may also overturn, the higher the level difference the greater is the

potential for the severity of injury.

Photo 4.42: Structure Approaches without Safety

Fencing at CH 28.320 Km

Photo 4.43: High Embankment without Safety Fencing


Recommendation

Provide safety fencing either metal beam crash barrier or New Jersey concrete barrier to restrain the

vehicle from crossing to the median and nearside approaches on embankments. Safety fencing should be

provided in accordance with IRC: SP: 84-2009.



27

4.6.3 Approach to Culvert – Deep Cut without Safety Fencing

Location


Description

It has been observed that the safety fencing at culvert approaches are not provided. There are deep cut

which filled with water.

Unguarded culvert needs to be highlighted and protected to reduce the occurrence of collisions and its

severity. The edge of parapet wall should be hinged with safety fencing as it could cause serious damage

to people, vehicles and parapet wall of culvert itself.

Photo 4.44: Culvert Approaches without Safety Fencing

at CH 69.500 Km


Recommendation

Provide New Jersey concrete barrier until Metal Beam Crash Barriers are provided. Safety fencing should

be provided with reflectors to aid visibility for road users driving at night.



28

4.6.4 Undefined Road Closures

Location


Description

It has been observed at these locations that closed roads are not adequately defined and are not covered

for the entire width of the road and presence of diversion is not clear to the road users on approach. Only

small diversion boards are installed without any barricading. This will confuse road users and vehicles may

enter into the closed road and causing injuries to the workers and construction vehicles.

Photo 4.45: Closed Road not Covered Entire Width at

CH 32.500 Km

Photo 4.46: Closed Road not Covered Entire Width at

CH 53.700 Km


Recommendation

New Jersey barricade required to be provided for the entire width of the closed road. They should be

pasted with reflector so as to be seen by the road users during night time also. The small diversion boards

installed can be covered to the entire width of the road and presence of diversion is clear on approach.

Follow IRC: SP: 55-2014 and IRC: 67-2012 to provide effective and safe traffic management at

construction zones.



29

4.6.5 Missing Barricading at Carriageway Edge Drop

Location At CH 1.000 to 1.400 Km, CH 2.000 Km, CH 4.350 Km, CH 6.440 Km, CH 7.520 Km, CH

46.800 Km, CH 51.303 Km, CH 59.542 Km and CH 61.000 Km

Description

It has been observed at the above mentioned locations that there is a drop at carriageway edge without

any barrier as carriageway widening work is in progress. At some locations kerb casting has not been done

at carriageway edge which will not restrain a vehicle or person from going over the side of the carriageway.

Lack of barricades increases the risk of a collision with a worker or construction vehicle. It is a major safety

concern.

Photo 4.47: Carriageway Edge Drop with Newly laid Kerb

at CH 7.520 Km

Photo 4.48: Carriageway Edge Drop with Newly laid Kerb

at CH 1.00 to 1.400 Km


Recommendation

Follow IRC: SP: 55-2014 and IRC: 67-2012 to provide effective and safe traffic management at

construction zones. Prevent traffic from entering work areas by providing proper barricades around the

construction zone.

4.6.6 Barricading with use of Corrugated Sheets and Bamboo

Location

At CH 8.845 Km, CH 20.050 Km, CH 30.300 Km, CH 30.800 Km, CH 35.600 Km and CH 41.800 Km



30

Description

It has been observed at the above mentioned location that corrugated sheets with bamboo are used as

barricading and at deep excavation sites. Corrugated sheets will not restrain a vehicle or person from

going to fall and causing serious accident.

These barricades are collecting dust and not getting cleaned periodically for proper visibility. Hence, are

not clearly visible particularly during the dark hours of darkness in night.

Photo 4.49: Un-cleaned Corrugated Sheets at CH 8.845


Photo 4.50: Corrugated Sheets as Barricades at CH

20.050 Km


20.050 Km




31


20.050 Km


20.050 Km


Recommendation

Clean the corrugated sheets regularly so that it is clear and visible during night also. Faded painting on

corrugated sheets needs to be repainted. New Jersey barricade required as edge protection. Follow IRC:

SP: 55-2014, IRC: 67-2012 and IRC: 35-1997 to provide effective and safe traffic management at

construction zones. Prevent traffic from entering work areas by providing barricades around the

construction zone.

4.6.7 Poor Maintenance and Poor Visibility of Barricades

Location

All along the project corridor (Example at CH 54.600 Km)

Description

It was observed at the above mentioned location that corrugated sheets with bamboo used as barricading

at edge drop are in poor condition. These sheets are painted with yellow and black strips. These sheets

are observed either painting faded or not painted. The sheets got dirty due to dust, oil and grease. Due to

this reason, these sheets are visible very close and not visible during night time and vehicles may fall in to

the trenches causing injuries to the people and workmen.

Corrugated sheets will not restrain a vehicle or person from going over the side of the carriageway and due

to poor condition of the barricades it is difficult for road users to see the presence of barricade in advance

and take necessary action.



32

It was observed all along the project corridor that plastic poles with reflective tapes and sand bags sand

bags with reflective stickers have been used as delineator to segregate the construction zone from the live

carriageway. The size of these stickers is very small and some bags are missing these stickers. They are

visible but not effectively because they are dirty.

Photo 4.54: Poor Condition of Corrugated Sheets used

as Barricades at CH 54.600 Km

Photo 4.55: Poor Condition of Corrugated Sheets used

as Barricades at CH 54.600 Km


Photo 4.56: Corrugated Sheets not Cleaned Photo 4.57: Corrugated Sheets not painted




33

Photo 4.58: Un-cleaned Corrugated Sheets Photo 4.59: Corrugated Sheets not Cleaned


Photo 4.60: Sand Bags with Reflective Stickers as

Delineators


Delineators




34


Delineators


Delineators


It was also observed that at some locations the spacing between these bags is too long and many places it

is damaged. This means no proper segregation of construction zone and live carriageway. This may lead

to serious accidents and people and workmen get seriously injured. Using paper tape means no proper

segregation of construction zone and live carriageway. This may lead to serious accidents and people and

workmen get seriously injured.

Photo 4.64: Posts and Tapes used as Barricades Photo 4.65: Posts and Tapes used as Barricades




35

Photo 4.66: Plastic Poles with Reflective Tapes and

Sand Bags as Delineators







Recommendation

Barricading particularly for edge drop location should be strong enough to restrain vehicles from going

over. Provide New Jersey concrete barricades and until reinstate the corrugated sheets barricading with

replacing damaged sheets, cleaning and painting the same frequently so as to have visibility even during

night hours. Follow IRC: SP: 55-2014 for traffic management and barricading. These sheets need to be

cleaned and painted frequently and damaged sheets should be replaced with new barricades.



36

Barricades separating construction zone area from live carriageway should be strong enough to restrain

vehicles and should be visible even during night time. Providing so called barricading with Paper tapes is

not just sufficient even during daytime.

4.6.8 Absence of Protective Wall between Median Parapets

Location

At CH 42.667 Km

Description

It was observed at the above mentioned location that there is gap between parapets of newly constructed

major bridge. No protection has been provided, if a diverted vehicle leaves the carriageway it could fall

down the gap between them causing serious accident.

Recommendation

Provide concrete crash barrier in the gap between the two parapets so it will take designed impacts to

protect diverted vehicles from going through the gap; and

Provide safety fencing on the median to prevent vehicles colliding with the concrete crash barrier and

parapets.

4.6.9 Construction of ROB Structure

Location

At CH 9.980 Km

Description

It was observed at the above mentioned location that work on ROB structure has been stopped from quite

some time. Scaffolding and staircase to climb are left unattended with low height corrugated sheet as

barriers to segregate from the live carriageway. People particularly children may use the staircase to climb

without any PPE and safety protection and may fall and get seriously injured.

Scaffolding has issues with access, tying of bars tied together mid span by wire, no toe boards or nets

provided, and narrow width of platform and hand rails. Uneven access to one access staircase due to

irregular shaped stones has been placed to support the staircase which is not safe.



37

Photo 4.69: Scaffolding Safety Issues at ROB at CH

9.980 Km


9.980 Km



9.980 Km


9.980 Km


Recommendation

The construction zone area should be segregated by providing firm barrier to avoid people from entering

this zone. Proper signage are required to be installed to inform the people and also if required security

guard is to be deployed.



38

4.7 Road Signs, Carriageway Markings and Lighting

4.7.1 No Advanced Diversion Sign

Location

At CH 1.400 Km, CH 10.000 Km, CH 9.300 Km, CH 27.500 Km, CH 38.300 Km and CH 40.040 Km

Description

It has been observed at the above mentioned locations that no advance diversion signs have been

provided. Vehicle users are not alerted well in advance for the presence of diversion ahead to take

decision to calm down which increases the risk of vehicle entering in to the construction zone area and

hitting worker or construction vehicles.

Photo 4.73: No Advance Diversion Signs at CH 01.400 Photo 4.74: No Advance Diversion Signs at CH 04.500




39

Photo 4.75: No Advance Diversion Signs at CH 27.500 Photo 4.76: No Advance Diversion Signs at CH 38.300


Recommendation

Follow IRC: SP: 55-2014 and IRC: 67-2012 to provide effective and safe traffic management by providing

advance diversion signs at construction zones. Prevent traffic from entering work areas by providing

barricades around the construction zone.

4.7.2 Review of Diversion Signs and Markings Required

Location

At CH 8.290 Km

Description

It has been observed at the above mentioned location that diversion signs and markings required are not

done as per the requirements of the guidelines per IRC: SP: 55-2014, to have proper segregation of traffic

flow and construction zone.

These diversion signs should be reviewed for better visibility along the project corridor.



40

Photo 4.77: Diversion Signs and Markings at CH 8.290 Photo 4.78: Diversion Signs and Markings at CH 8.290


Recommendation

Follow IRC: SP: 55-2014, IRC: 67-2012 and IRC: 35-1997 to provide effective and safe traffic management

at construction zones. Prevent traffic from entering work areas by providing barricades around the

construction zone and guide them adequately to follow the correct path.

4.7.3 Diversion Signs, Blinkers and Retro Reflective Signs are Not Visible

Location

All along the project corridor

Description

It has been observed all along the project corridor that yellow diversion sign, blinkers and retro reflective

signs are not visible until close. Road users are not getting information about diversion in advance

particularly during night time. Vehicle may enter into the construction zone area and cause serious

accident.

Recommendation

Diversion signs, delineators and barricades need to be provided that are visible at night.

Concessionaire must follow IRC: 67-2012 and IRC: SP: 55-2014.



41

4.7.4 Traffic Control Devices need to be cleaned and maintained

Location

All along the project corridor

Description

It has been observed all along the project corridor that the traffic control devices are not cleaned and

maintained and because of this they are not effective.

Recommendation

All traffic control devices should be maintained in proper position and kept clean all the times.

Concessionaire should follow IRC: 67-2012 and IRC: SP: 55-2014.

4.7.5 Traffic Signs Not in Compliance with IRC: 67-2012

Location

All along the Corridor

Description

It has been observed in some locations that non-standard signs (that is do not comply with IRC: 67) are

placed on the highway.



42

Photo 4.79: Non Standard Traffic Sign at CH 7.520 Km Photo 4.80: Non Standard Traffic Sign at CH 43.000 Km



Photo 4.81: Non Standard Traffic Sign at CH 70.000 Km


Recommendation

Signs should be provided as per IRC: 67-2012



43

4.7.6 Missing Traffic Sign for Speed Breaker at Diversion

Location

At CH 65.600 Km

Description

It was observed at the above mentioned location that sign is missing at speed breaker at diversion. Road

users are not informed about the presence of speed breaker and may not apply breaks well in advance to

slow down the vehicle and may jump over the speed breaker causing jerk to the passengers in the vehicles

and get injured.

Photo 4.82: Speed Breaker Sign Missing at CH 65.600


Recommendation

Provide road signs as per IRC: 67-2012.

4.7.7 Traffic Signs missing along the project corridor

Location

All along the corridor



44

Description

It was observed that traffic signs like information, chevron, permanent speed limit and warning signs are

missing all along the corridor. Traffic signs are to promote road safety and efficiency by providing smooth

movement of all road users. Traffic signs notify road users of regulations and provide warning and

guidance needed for safe, uniform and efficient operation.

Recommendation

Provide traffic signs all along the corridor as per IRC: 67-2012

4.7.8 Warning Signs are not Retro Reflective

Location

Along project corridor

Description

The project corridor is unlit and the visibility of some warning signs is not clear at night due to non-retro

reflective signs. Visibility of signs and hazards is very important for road safety.

Photo 4.83: Non Reflective Signs Photo 4.84: Non Reflective Signs




45

Photo 4.85: Non Reflective Signs Photo 4.86: Non Reflective Signs


Recommendation

Provide all signs retro reflective as indicated in IRC: 67-2012.

4.7.9 Road Markings

Location

Along project corridor

Description

Road marking has not been started. The project corridor is unlit and the visibility of the edge of

carriageway and road centreline is not clear at night. Visibility of the form of the road and hazards is very

important for road safety. Providing details of the edge of carriageway and centreline is of particular

importance in rural areas.

Recommendation

Provide thermoplastic paint as per specifications to carriageway edge and lane marking along the entire

project corridor.



46

Depending upon when the wearing course will be applied, temporary road markings should be applied to

the base course.

Road markings should be provided in accordance with IRC: 35-1997.

4.7.10 Road Markings Faded on Project Corridor

Location

At CH 1.500 to 3.000 Km and CH 4.450 Km

Description

It has been observed at the above mentioned locations that road marking are faded and barely visible even

during day light.

Photo 4.87: Faded Road Markings at CH 1.500 to 3.000

Km


Km




47


Km


Km


Recommendation

Road markings with thermoplastic paint as per contract specifications should be provided. Follow IRC: 35-

1997.

4.7.11 No Road Markings at Diversion

Location

At CH 8.300 Km

Description

It has been observed at the above mentioned location that road marking are not provided at diversion. The

project corridor is unlit and the visibility of the edge of carriageway and road centreline of the diversion is

not clear at night. Visibility of the form of the road and hazard at diversion is very important for road safety.



48

Photo 4.91: Faded Road Markings at CH 8.300 Km


Recommendation

Road markings should be provided in accordance with IRC: 35-1997 and follow IRC: SP: 55-2014 for traffic

management.

4.7.12 Speed Breakers / Rumble Strips not Painted or Faded

Location

At CH 4.450 Km, CH 10.000 Km, CH 30.900 Km, CH 59.400 Km, 65.600 Km, CH 71.250 Km and CH

44.430 Km

Description

Speed breakers / Rumble strips are provided on the project road highway. In some cases the painted road

markings have faded in other cases road markings have not been provided. The visibility of speed

breakers / rumble strips affects safety and effectiveness.



49

Photo 4.92: Faded / Missing Road Marking at CH 30.900 Photo 4.93: Faded / Missing Road Marking at CH 59.400


Photo 4.94: Faded / Missing Road Marking at CH 60.853

Photo 4.95: Faded / Missing Road Marking at CH 54.600


Recommendation

It should be painted as per IRC: 35-1997 guidelines. Speed breakers strips should be constructed as per

IRC: 99-1988.



50

4.7.13 Street Lighting

Location

Along the project Corridor

Description

Street lights are not observed along the project corridor. It should be provided at junctions,

town/settlements, underpasses, level crossings and parking areas to inform road users about road layout

and potential hazards. It is an important component of providing information to road users at night.

Recommendation

Street lighting should be provided at junctions, towns/settlements, underpasses, level crossings and

parking areas. It should be considered at all hazards.

Provide high mast lighting at all important and major junctions, flyovers and Road over bridges.

Photo 4.96: Example of LED Street Light

Source: http://www.bbeled.com



51

4.7.14 Missing Solar Blinkers at Diversions and Junctions

Location

Along the project Corridor

Description

It was observed during our visit at night time that the blinkers provided at diversions are in working

conditions. But the blinkers are also required at the gaps in median and at junctions.

Recommendation

Provide adequate solar blinkers at every gap in median and at junctions

Frequent patrolling should be carried out during day and night time to check the performance of traffic

management and take corrective measures as may be required to keep the traffic management in order in

accordance with IRC: SP: 55-2014.