DESIGN CONSIDERATIONS FOR ROAD SAFETY

A seminar report submitted to

Jawaharlal Nehru Technological University Kakinada

in the partial fulfillment of

the requirement for the

award of

BACHELOR OF
TECHNOLOGY
in
CIVIL ENGINEERING
Submitted by

K. JASPER TEJA
17A81A0119

DEPARTMENT OF CIVIL ENGINEERING

SRI VASAVI ENGINEERING COLLEGE (AUTONOMOUS)

(Sponsored by Sri Vasavi Educational Society)

Approved by AICTE and Permanently Affiliated to JNTUK, Kakinada

Pedatadepalli, TADEPALLIGUDEM – 534 101, W.G. Dist. (A.P) July

2021
 DECLARATION

The SEMINAR Report entitled, DESIGN CONSIDERATIONS FOR ROAD

SAFTEY , is a record of bonafide work carried out by me and submitted in
partial fulfillment for the award of Bachelor of Technology in Civil
Engineering to SRI VASAVI ENGINEERING COLLEGE. The results
embodied in this thesis are prepared by me and the results embedded in this
thesis have not been submitted to any other University or Institute for the
award of any other degree or diploma

K.JASPER TEJA
 CERTIFICATE

This is to certify that the SEMINAR report entitled, , DESIGN CONSIDERATIONS

FOR ROAD SAFTEY that is being submitted by K.JASPER TEJA in partial

fulfillment for the award of Bachelor of Technology in Civil Engineering to

SRI VASAVI ENGINEERING COLLEGE is a record of bonafide work carried out

by him under my guidance and supervision . The results embodied in this

project work have not been submitted to any other University or Institute for

the award of any degree or diploma.

Head of the department

Dr. G. RADHAKRISHNAN
 Acknowledgement

I would like to thank Mr. G. RADHAKRISHNAN for giving me such a wonderful

opportunity to expand my knowledge for my own branch and giving me
guidelines to present a seminar report. It helped me a lot to realize what we
study for.

Secondly, I would like to thank my parents who patiently helped me as I

wentthrough my work and helped to modify and eliminate some of the
irrelevant or unnecessary stuff.

Thirdly, I would like to thank my friends who helped me to make my work

more organized and well-stacked till the end.

Next, I would thank Microsoft for developing such a wonderful tool like
MSWord. It helped my work a lot to remain error-free.

Last but clearly not the least, I would thank The Almighty for giving me
strength to complete my report on time.
 INTRODUCTION

Global facts and figures on the road safety scenario around the world
reveal some startling statistics. More people die on the world’s roads each year than
the total number of people who die from malaria. The WHO estimates almost 1.3
million people die each year, equivalent to six jumbo jet crashes every day.
However, while the crash of a single jumbo jet makes headlines in the media,
road fatalities, even in such large numbers, do not get the same attention.
Worryingly, death by road accidents is the No.1 cause of death for young people
worldwide, and the economic cost to the global economy is estimated to be a
staggering $1.2 trillion a year.

Furthermore, 50 million people are injured annually, many of whom are

left disabled. As shown in Figure 1, Road Traffic Injury (RTI) is the highest
cause of global injuries. Ninety per cent of these casualties occur in developing
countries. With the number of annual deaths occurring from road accidents
forecast to rise to 1.9 million by 2025 (Figure 2), there is an urgent requirement
to act now to prevent unnecessary deaths from road accidents in the future.

Figure 1: World-wide Cause of Injuries Figure 2: Projection of Global

Road Traffic
Fatalities
Source : World Report Source: Report on Safe Roads
on Road Traffic Injury by Guria, J (2009).
Prevention (WHO).
 DESIGN CONSIDERATIONS FOR ROAD SAFETY

In response to these trends, the United Nations

declared 2011 to 2020 as the Decade of Action for Road
Safety. It aims to save 5 million lives by 2020. One of
the five “pillars” of the Decade is on “Safer Roads and
Mobility”.

The International Road Federation, or IRF, has

several major road programmes on road safety in
different regions of the world. Its Regional Offices
provide training programmes on road safety, each
different but complimentary to each other. For example,
in collaboration with the
UN Economic Commission for Africa and other international agencies, the IRF supports the Trans- African
Highway Network. In Africa, the IRF also provides help and technical assistance on public- private partnerships,
road safety, and Statistical Data Collection and Training. In the Mediterranean region, IRF designs personalized
training seminars and regional conferences. The IRF Geneva Programme Centre develops customized training
and visual materials such as videos.

Another major initiative under the IRF is the Road Accident Data Recorder (RADAR) developed by
IRF is an innovative and scientific crash data collection and reporting system, designed as an application for use
in a tablet with Android OS.4 It provides paper-less digital accident data collection from the accident site/scene,
and a device free delivery of the application to the customers. RADAR application is equipped to use the GSM
Network, GPS, and digital camera facilities of the tablet.

The output from the Reporting Tool of RADAR Application can be used by all concerned actors
connected to Road Accidents/Crashes, such as policy-makers, politicians, lawyers, road engineers, enforcement
agencies, education and awareness groups, health professionals, researchers, insurance companies, vehicle
manufacturers, and NGOs and community groups. This system for secured and scientific data on road accidents
is expected to revolutionize road safety engineering and all other aspects of road safety across all boundaries.

I. ENGINEERING ASPECTS OF SAFE ROAD INFRASTRUCTURE DESIGN

In general, it can be said that the “5Es” of Safe Road Operations are:

 Engineering – Defining the Built Environment including the road design and vehicle
design.
 Enforcement – Strict application of law.
 Education – Teaching good road behavior through awareness campaigns.
 Encouragement – Rewarding people for good road behavior.
 Emergency Care – Road side medical care and access to para-medics in the “Golden Hour”, or
the hour immediately following a road accident during which the provision of first aid can greatly
enhance the prospects of the accident victim’s survival.

In this regard, the role of engineers is paramount to ensuring roads are as safe as possible. From an
engineering perspective, road safety can be enhanced by Highway Engineers into various stages of road
projects, as follows.

 Planning Stage - through land use control policies; providing by-passes for congested towns and
linking them by spurs; and creating Self Contained zones to avoid nonessential traffic in the
neighborhood

 Design Stage - designing “Self Explaining Roads” and “Forgiving Road Side” by selecting the
most desirable design standards (and NOT the minimum standards) involving:
 i. Design speed
ii. Horizontal and vertical geometry
iii. Cross-sectional elements
iv. Design of at-grade and grade separated junctions
v. Provision of service roads for segregation of slow and fast traffic
vi. Designing effective road furniture, vis-à-vis guard rails, traffic signage, road- side
illumination provisions, etc.

 Construction Stage - Proper separation of the construction zone through effective barricading;
construction of proper traffic diversions; provision of road signage; environmental controls for
reducing noise, dust, etc.

 Maintenance and Operation Stage - providing an Automated Traffic Management System

(ATMS) for safe operation of Traffic and Incident Management. This includes providing Mobile
Communication Systems, Variable Message Signs, Weigh-in-Motion System, and Central Control
Room.

The key to Safe Road Infrastructure Design is consistency of standards so that road users do not
encounter unexpected situations. While road crashes are overwhelmingly caused by human failings, the greatest
untapped potential to prevent death and injury is through the roads themselves. For example, there has to be a
clear distinction between inter-urban roads for high speeds and urban roads for lower vehicle speeds and priority
for vulnerable road users.

By making the roads more predictable, consistent and forgiving, we can produce a long-term solution
that helps save lives and reduce injuries. For example, between 1980 and 2000, in Sweden, the Netherlands and
the United Kingdom, infrastructure treatments combined with speed management measures reduced the number
of deaths of vulnerable road users by around a third. In this regard, it is important for all road engineers to
acknowledge the key elements of safe road infrastructure design.

II. KEY ELEMENTS OF SAFE ROAD INFRASTRUCTURE DESIGN

Some of the key elements of Safe Road Infrastructure Design are given in Table 1 below and are
further illustrated in the table below.

a) Major arterials and expressways should bypass major towns which should be connected by spurs.
There should be clear zones identified for linear land use control.
b) Consistency of horizontal geometry avoiding monotonous straight lines or abrupt change of speed.
c) Adequate off-set distance from natural road side features.
d) Undivided carriageways designed for Overtaking Sight Distance.
e) Wider lane widths and shoulders for High Speed Roads.
f) Inside widening for sharp curves.
g) Recoverable slopes for out-of-control vehicles.
h) Segregation of the slow moving non-motorized traffic from fast moving traffic.
i) Provision of raised footpath for pedestrians in Urban Areas.
j) Barriers should be designed to deflect the vehicle and not crash it.
k) Road Signs should be standardized throughout the country.
l) Properly designed traffic calming measures like the speed humps, rumble strips, small
roundabouts, etc.
m) Entry / Exit only through Slip Lanes with proper Acceleration and Deceleration Lanes.
 Table 1. Key Elements of Safe Road Infrastructure Design

Design/
Principle
Planning Undesirable Desirable
applied
Element

Major arterials
and
expressways
should bypass
major towns
which should
Alignment be connected
Selection by spurs.
and Land
Use There should
be clear zones
identified for
linear land use
control

Consistency
of horizontal
geometry
avoiding
Horizontal
monotonous
Geometry
straight lines
or abrupt
change of
speed.

Adequate off-
set distance
Horizontal
from natural
Geometry
road side
features.

Undivided
Carriageways
designed for
Vertical desirable
Geometry Overtaking
Sight Distance
(OSD)

Wider lane
Cross- widths and
sectional shoulders for
Elements high speed
roads
Design/
Principle
Planning Undesirable Desirable
applied
Element

Cross- Inside
sectional widening for
Elements sharp curves

Wider
depressed
median for
Cross-
high speed
sectional
roads to
Elements
prevent glare
and jumping
of vehicles

Recoverable
Cross-
slopes for out
sectional
of control
Elements
vehicles

Separate slow
moving non –
Cross- motorized
sectional traffic (cycles,
Elements rickshaws, etc.)
from fast
moving traffic

Entry Exit
only through
slip lanes with
proper
Entry/ Exit
acceleration
and
deceleration
lanes

Separate Lay
bye for buses
and taxis to
Passenger
facilitate
Transit
segregation
and improve
visibility
Design/
Principle
Planning Undesirable Desirable
applied
Element

Channelizatio
n, provision of
Junction stacking lanes,
Design adequate
turning radii

Provision of
Pedestrian
raised footpath
Facilities in
for pedestrians
Urban
in Urban Areas
Areas

Footpath
merging in a
Facilities slope with a
for cross street,
differently bus bays
abled flushed with
foot boards
etc.

Barriers
should be
designed to
Barriers
deflect the
vehicle and
not crash it.

The road
signs should
Road be
Signs standardized
throughout
the country
 Design/
Principle
Planning Undesirable Desirable
applied
Element

Properly
designed
traffic calming
Traffic devices like
Calming speed humps,
rumble strips,
small
Non-standard Hump Standard Hump
roundabouts

III. EXAMPLES OF GOOD PRACTICES IN SAFE ROAD INFRASTRUCTURE DESIGN

Around the world, there are many examples of good practices in Safe Road Infrastructure Design.
Some of these are elaborated below and illustrated in Figure 3.
a) Mild Slope Treatment (Forgiving Road Side Treatment) to absorb impacts of vehicle
turnover
b) Recovery Zone (Hard Shoulder) to allow Safe Recovery
c) Road Side Feature (Protected with guardrails)
d) Recoverable Fill Slope (for adequate protection)
e) Rock face Cutting (Shielded with safety barrier)
f) Roundabout (At grade with Non-Motorized Mode of Segregation)
g) Grade separation at busy intersection (with segregated passage for pedestrians and local traffic)
h) Depressed Median (Prevent run-off accidents)
i) Speed Camera/Radar Photo (Speed control)
j) Speed Limit on the Asphalt (to limit the speed)
k) Speed Calming Measures (to limit the speed)
l) Adequate Design for Non-Motorized Traffic
m) Adequate Refuge for Pedestrians

Figure 3: Examples of Good Practices of Safe Road Infrastructure Design

Forgiving Road Side Treatment Recovery Zone (Hard Shoulder)

 Recoverable Fill Slope Rock Face Cutting (Shielded with
Safety Barrier)

Roundabout Speed Humps: Speed Calming Measures

(At Grade with Non-Motorized Mode
Segregation)

Grade Separation at Bust Intersection Speed Camera/Radar (Speed Control)

IV. CONCLUSIONS

The road fatality trajectory is going up alarmingly around the world. Following the example of
developed countries, where road fatalities through infrastructure safety and other educational and enforcement
programs have drastically reduced the number of accidents, developing countries need to put in place a good
regime of Safe Road Infrastructure Design to improve road safety scenario and reduce road casualties/fatalities.

Immediate implementation of successful road safety models in some regional countries may also
require institutional reforms/change in legislation. However, safety engineering can be carried out without any
structural change in existing implementation framework. To improve infrastructure safety, the major steps which
need to be implemented are:

1. Road Agencies to adopt road safety audit in all stages of road development and to make them
mandatory.
2. Training and Capacity Building to enhance Safety Engineering Expertise.
3. Revise Codes and Manuals for improved vehicle technology and prevailing road user
behavior.
4. Initiate Peer–to-Peer Program at National Level and establish Center of Excellence and Road
Safety Auditor’s Accreditation system.