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International Journal of Civil Engineering and Technology (IJCIET) Volume 8, Issue 4, April 2017, pp. 752-761, Article ID: IJCIET_08_04_087 Available online at http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=8&IType=4 ISSN Print: 0976-6308 and ISSN Online: 0976-6316 © IAEME Publication Scopus Indexed

ROAD SAFETY AUDIT OF A RURAL ROAD N. Naveen

Assistant Professor, Aurora’s Engineering College, Hyderabad, Telangana, India

M. Rajesh, M. Srinivas, Md. Fasioddin B.Tech, Aurora’s Engineering College, Hyderabad, Telangana, India

ABSTRACT From the actual conditions of rural road accident in our country, it shows that the

current rural road safety is facing the grim situation and emphasizes the need of conduct rural road safety audit. This article analyzes the factors effecting safety in rural road accidents from human, vehicle, road, external environment and the other factors, summarizes the connotation and the steps of rural road traffic safety audit. It divides the contents of rural road traffic safety audit into two parts: newly built and rebuilt rural roads & the existing rural road traffic safety audit. Finally, this project aims at these problems existing in implementation process of rural road & proposes the corresponding solutions to support the work of rural road traffic safety audit. Key words: Accident, Environment, Road Safety Audit, Rural Roads, Road Safety.

Cite this Article: N. Naveen, M. Rajesh, M. Srinivas, Md. Fasioddin, Road Safety Audit of a Rural Road. International Journal of Civil Engineering and Technology, 8(4), 2017, pp. 752-761. http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=8&IType=4

1. INTRODUCTION India with 1,05,725 fatalities per annum (in year 2006), accounts for about 10 percent of total world’s road fatalities. The share of NH and SH in the total road network is just 6 percent but these cater to 70 to 75% of total road traffic in India. However, the NH’S, which constitute less than 2% of the total road network, account for 20% of total road accidents and 25% of total road traffic fatalities occurring on Indian roads. The road safety situation in India is worsening. Accidents, fatalities and casualties have been increasing dramatically over last 20 years.

A road is considered safe when only a few - or, in the best case, no accident occurs. Each element, constituting many factors within, contribution (in percentage) in the occurrence of accidents is presented in Table.

Road Safety Audit of a Rural Road


Table 1 Percentage-Wise Contribution of Various Elements in Road Accidents

Elements

Percentage

Road User 65.0 Road & Surroundings 2.5 Vehicle 2.5 Road User, Road & Surroundings 24.0 Road User and Vehicle 4.5 Road User, Road & Surroundings and Vehicle 1.5

Road safety audit has the greatest potential for improving safety when it is applied to a road or traffic design before the project is built. Purpose of the audit is to look at the accident potential and safety performance of the proposal. It is a formal process using a defined procedure and not an informal check. To be effective, it must be conducted by persons who have appropriate expertise, experience and training and who are independent of the design team. An audit may also be conducted on an existing road, since it permits hazards to be identified and opportunity becomes available to identify preferred road engineering measures to improve safety.

Table 2 The overall accident data from the sources showing the increased rate of accidents.

Existing road also can be audited to assess their accident potential. It provides a systematic way of being proactive in reducing the future likelihood of accidents. Report should highlight those problems, which are considered so urgent that they require immediate attention. Issues and problems will vary, depending on the road's environment, the topography and terrain.

First Information Reports (FIR) should be collected from the concerned police stations on the identified stretches. The main aim of the road safety audit is to identify and address any road safety issues. The specific purpose of the safety audit study is:

To ensure a high level of safety in road project

To minimize the accident risk on the road network

To promote the safety to all road users

Year

Number of accidents Number of persons No of persons killed per 100

accident

Total Fatal(Figures

within brackets give percentage of

total)

killed

Injured

2001 405637 71219(17.6) 80888 405216 19.9 2002 407497 73650(18.1) 84674 408711 20.8 2003 406726 73589(18.1) 85998 435122 21.1 2004 429910 79357(18.5) 92618 464521 21.5 2005 439255 83491(19.0) 94968 465282 21.6 2006 460920 93917(20.4) 10549 496481 22.9

N. Naveen, M. Rajesh, M. Srinivas, Md. Fasioddin


2. DATA USED Road safety audit was conducted from place Bhongir to Chityal i.e. (Nalgonda District, India) where the road conditions are known and safety measures to be reported.

Figure 1 This road is from Bhongir to Chityal(i.e. two lane road of 3.5m of each lane) which will connect the National Highway no: 9 which is of 45 km from Bhongir to Chityal and the rest of the

road is on National Highway no 9.

2.1. Collection of Previous Accident Data Accident data was collected from the First information reports (FIR) of police stations on the identified stretches. Database was created for analysis of day wise, month wise, year wise, km wise distribution of accidents. This helped in identifying the locations experiencing higher accident frequency. The data acquired from FIR reports are shown below in the tables:

Table 3 Accident data from Valigonda Police Station, Year 2015

S.NO CRIME NO.

SECTION OF LAW

INJURED DEATH PLACE OF ACCIDENT

TYPE OF VEHICLE

DATE

1 189 IPC 338 1 0 Valigonda main road

Lorry hits motor cycle

15-11-2015

2 190 304/A 0 1 Edullagudem Lorry hits motor cycle

17-11-2015

3 203 338 2 0 Valigonda (venkateshwara

colony)

Auto hits bike 04-12-2015

4 216 337 1 0 Edullagudem Car hits boy (pedestrian)

19-12-2015

5 219 338,304/A 1 1 Valigonda Govt. Jr.college

Car hits bike 20-12-2015

6 225 304/A 0 2 Mamdapuram Truck hits auto

26-12-2015

7 231 338 4 0 Valigonda Lorry hits car 31-12-2015



Table 4 Accident data from Valigonda Police Station, Year 2016

S NO CRIME NO.

SECTION OF LAW


TYPE OF VEHICLE

DATE

1 1 338 5 0 Valigonda center

Car hits truck 07-01-2016

2 9 337,338 2 0 Kammagudem Bike hits tree 14-02-2016 3 15 304/A 0 1 Valigonda

Govt. college Auto hits bike 25-02-2016

4 19 337,304/A 1 1 Nagaram village

Bike hits lorry

03-03-2016

5 34 304/A 0 1 Valigonda bus stop

Bike hits bike 14-03-2016

6 35 338 2 0 Valigonda main centre

Lorry hit bike 02-04-2016

7 57 337 2 0 Nagaram Bike hits auto 17-04-2016

Table 5 Accident data from Ramannapet Police Station, Year 2014

S.NO CRIME NO.

SECTION OF LAW


TYPE OF VEHICLE

DATE

1 10 337 4 0 Bogaram lorry hits auto 21-01-2014 2 53 337 3 0 Ramannapet car hits bike 12-03-2014 3 55 304/A 0 1 Ramannapet

centre bike hits lorry 15-06-2014

4 153 304/A 0 2 Ramannapet (ideal)

Lorry hits car 11-12-2014

Table 6 Accident data from, Ramannapet Police Station, Year 2015

S.NO CRIME NO.

SECTION OF LAW


TYPE OF VEHICLE

DATE

1 9 338 2 0 Ramannapet market

Truck hits bike

07-01-2015

2 19 304/A 0 1 Ramannapet Lorry hits pedestrian

26-01-2015

3 25 337 1 0 Ramannapet Bike hits bi-cycle

16-03-2015

4 61 304/A 0 1 Ramannapet Scooty hits man

30-04-2015

5 65 304/A 0 1 Ramannapet Lorry hits bike

05-05-2015

6 66 304/A 0 1 Ramannapet Car hits man 10-05-2015 7 76 337 2 0 Bogaram Car hits bike 29-05-2015



Table 7 Accident data, Ramannapet Police Station, Year 2016

S.NO CRIME NO.

SECTION OF LAW


TYPE OF VEHICLE

DATE

1 18 337 1 0 Ramannapet (railway station)

RTC bus hits man

09-02-2016

2 22 337 2 0 Ramannapet centre

Car hits bike 17-02-2016

3 29 337 2 0 Ramannapet (petrol bunk)

Bike hits tree 04-03-2016

4 40 304/A 0 1 Ramannapet Two bike hits 03-04-2016 5 52 304/A 0 1 Ramannapet Bike hits lorry 12-05-2016 6 61 337 4 0 Bogaram Truck hits bus 03-06-2016 7 69 337 5 0 Ramannapet Auto hits bike 20-06-2016 8 74 304/A 0 1 Ramannapet Lorry hits bike 15-11-2016 9 158 337 2 0 Ramannapet Bike hits lorry 26-12-2016

From all the above data, it can be clearly seen that the fatal accident occurs mainly when there is an involvement of heavy vehicles. Mainly the speed of the vehicles at sharp curves is the cause of the accidents and these are acting as a blind spot.

Table 8 Average Traffic Volume on The Study Area

Time Heavy truck

Truck Bus 4-wheeler 3-wheeler 2-wheeler

0-10 min 3 4 2 0 3 4 10-20 min 0 2 1 2 0 2 20-30 min 2 0 3 2 0 1 30-40 min 1 4 0 1 3 3 40-50 min 0 1 1 3 0 2 50-60 min 0 2 2 2 1 1 60-70 min 4 0 1 1 4 2 70-80 min 1 1 0 0 2 3 80-90 min 2 3 1 4 1 3

90-100 min 1 1 0 2 3 5 100-110 min 0 3 2 0 0 1 110-120 min 0 2 0 0 1 4 Total No. Of

Vehicles

14

22

13

17

18

31



Figure 2 Graphical Representation of Traffic Volume

The above graph shows the number of vehicles counted during the volume count survey. It shows that the rate of 2 wheelers is high when compared to all the vehicles. Then next goes to trucks and other vehicles.

2.2. Identification of Blackspots The procedure for identification of hazardous locations is called as black spots. The procedure described is based on recorded accidents, data about accidents, traffic volumes and vehicle-kilometers.

Some images with the specifications of the road are brought out below. These illustrate that safety is influenced by a complex interaction of elements and that the standards do not necessarily result in the safest possible design.

Figure 3 Image Shows the Sharp Curve at Nagaram Village With 60 Meters Inner Curve Radius



Figure 4 Image Shows the Sharp Curve at Valigonda Village With 57 Meters Inner Curve Radius.

Figure 5 Image Shows the Sharp Curve at Valigonda Village with 60 Meters Inner Curve Radius and 75 meters’ outer curve with 6.8 meters’ width road

Figure 6 Image Shows the Sharp Curve at Mamdapuram Village with 70 Meters Inner Curve Radius and 75 meters’ outer curve with 7 meters’ width road

The sharp bending curves are the major accident causing elements. Here as the curve radius is very less for the fast-moving heavy vehicles, it causes some blind effect for the drivers and they cannot see the coming vehicles from the opposite side. In addition to these due to the centrifugal force the vehicle is thrown out the regular path and making them to use wider area at curves. The road side hazards like tress also the cause for the accidents in these areas



3. RESULTS AND DISCUSSION Speed survey of the vehicles is done at these areas to know the spot speed of the vehicles. For this speed of the vehicles during 100-meter area is observed. The following are the observed survey speed of the vehicles:

Table 9 Spot speed of vehicles

Vehicle type Speed(Km/Hr) Heavy vehicles 45 Trucks 50 Bus/6 wheeler 45 Four-wheeler 68 Three-wheeler 36 Two-wheeler 43

3.1. Checklist of This Project for Finding out the Faults and Recommendations The feasibility study has been carried out on existing rural road from Bhongir to Nalgonda

which is of 45km.The road is intended to carry high speed traffic. The road consists of mixed traffic which includes bicycles and significant pedestrian traffic.

Appropriate design standards have not been used having regards to the scope of the project, and its function in relation to the mixed traffic. Design parameters are not followed correctly. Design for the design volume and traffic characteristic are not suitable.

Turning volumes are not safe at available location, in relation to the expected turning volume.

3.1.1. Cross-Sections The cross-falls are appropriate because the drainage is very good. There a suitable gutter

gradient or is the carriageway laid at a suitable height above the shoulder.

The requirements on safe distances to carriageway and cycle path been observed and the cycle paths are not present.

Breakaway safety devices have been proposed in a proper manner where the accidents are prevented.

3.1.2. Signs and Markings and Lighting A marking does not consistent along the entire road section in this road. The information is

not clear where the signs are present the road markings too.

There are no enough signs present in the road due to insufficient of the road signs the accident are occurring.

Illumination is very bad in this area, causing the less visibility during night times. This causing the accidents to cattle and pedestrians during night road crossings

All traffic signs are not clearly visible and are prominently did not displayed for the intended road users.

There are situations where traffic signs themselves are obstructing essential 'Line of Sight' for drivers and pedestrians.

All-important junctions are not provided with advance direction sign, distance information sign and intersection sign etc.



Adequacy and visibility of road markings, during day/night time and in wet/ dry weather conditions suitable.

The directional arrows are not at all marked on the pavement guiding the driver or creating confusion to the driver.

3.1.3. Junctions, Interchanges The road users coming from all directions (including side roads) will not be able to see that

they are approaching a conflict area. The routes of road users through the junction seem to not clear for all directions and manoeuvres.

There is no sufficient space for all types of vehicles to undertake all manoeuvres and the overtaking of the vehicle. The crossing facilities for pedestrians and non-motorised traffic are not adequate and safe.

The surface and carriageway markings are not in the good condition for the road users. There are no signs that road users drive over islands or kerbs or that the routes taken by motorists through junctions and bends are less than ideal.

The specified distances to rigid obstacles are not maintained for all groups of road Users.

Overtaking opportunities are not available for heavy vehicles where volumes are high.

3.1.4. Roadside Hazards There is a degree of hazard associated with large trees, boulders, etc. and whether these can

be treated to improve roadside safety. The trees and other vegetation’s obstruct driver and pedestrian sight lines, which are essential for safe traffic operation.

Figure 7 Tress Obstructing the View

There are thorny bushes by the roadside, whose branches are likely to hurt the passengers occupying the window seat of a vehicle. There is thick growth of vegetation by the roadside enough far back from the edge of the pavement to enable a driver to take protective steps in time if any human or animal should run across the road from behind or within the vegetation.

There are village name boards or direction boards by the roadside with pointed ends to hurt a passenger in a bus on window seat.

The roadside trees close to edge of berms, which cannot be removed for want of permission of tree authority, been made visible at night and day by white washing/pasting reflective tape on them.



4. CONCLUSION Accident causation is very complex and must be understood adequately to improve accident prevention. This paper had given suggestions for a safe road. It showed the road hazards like sharp curves, less widths, inefficient road markings and sign boards. This document has highlighted the problem of road traffic injuries among the general population, apply equal to the policy maker working to cut the volume of road traffic injuries.

We would like to say that road safety is not a topic to be taken lightly. The important thing is to stay alert at all the times while using the roads we must know that what is happening around us in what way we can take necessary action to avoid danger. High priority must be given in identification and rectification of black spots.

ACKNOWLEDGEMENTS The authors to thank all the people who helped us in completing this study, especially we like to thank the Telangana police department who had given the information about the recent accidents in the study area.

REFERENCES [1] Manual on Road Safety Audit, Indian Road Congress 2010, IRC: SP: 88-2010.

[2] Highway Engineering by SK.Khanna, C.E.G. Just O, A. Veeraragavan. Revised 10th Edition Nem Chand & Bros., Roorkee, India.

[3] Highway Engineeing by Kadiyali, Khanna Publicaction, New Delhi.

[4] International Course on Transportation Planning and Road Safety Audit, IIT Delhi, India

[5] Department of Civil Engineering & Transportation Research and Injury Prevention Program (TRIPP) Indian Institute of Technology Delhi New Delhi, India.

[6] Road Safety Audit of BRTS Corridor at Pune, Transportation Systems Engineering, Group, Department of Civil Engineering, Indian Institute of Technology Bombay, Powai, Mumbai – 400076.

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