CHAPTER-1

1.1GENERAL
Road Safety Audit (RSA) is a formal procedure for assessing accident
potential and safety performance of new and existing roads. RSA is an
efficient, cost effective and proactive approach to improve road safety.
It is proved that RSA has the potential to save lives. The RSA was
originated in Great Britain and is well developed in countries like UK,
USA, Australia, New Zealand, Denmark, Canada, Malaysia and
Singapore. It is at varying stages of implementation in developing
nations like India, South Africa, Thailand and Bangladesh. RSA
appears to be an ideal tool for improving road safety in India, as basic
and accurate data on accidents have yet to be collected.

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 National Highways and State Highways in the
total road network is just 6 percent but these cater to 70 to 75 percent
of total road traffic in India. Accidents, fatalities and casualties have
been increasing dramatically over last 20 years - about 5 percent
growth rate over last two decades - partly due to exponential growth
of vehicles. The death rate per vehicle is 10 to 20 times higher in
India as compared to high-income countries like Sweden, Norway,
Japan, Australia, UK and USA. Pedestrians, bicyclists and motorized
two-wheeler riders are the Vulnerable Road Users (VRU), which
constitute 60-80 percent of all traffic fatalities in India. In road safety
work, the concept of 'contributing accident factors' is used. There are
factors, which, by their very presence, or which, through their absence
have contributed to the occurrence of an accident. Such factors can be
related to the road user, the vehicle, the road, and its surroundings.
Each element, constituting many factors within, contribution (in
percentage) in the occurrence of accidents is presented in the Table1.

1.2 ROAD SAFETY AUDIT

A Road Safety Audit (RSA) is defined as "the

formal safety performance examination of an existing or future road
or intersection by an independent, multidisciplinary team. It
qualitatively estimates and reports on potential road safety issues and
identifies opportunities for improvements in safety for all road users.
Road safety audits differ from conventional traffic safety studies in
two key ways: road safety audits are often pro-active investigations,
rather than reactive investigations of sites with histories of complaints
or poor safety performance, and the investigation team is independent
from the staff that is designing the project or maintains the road. Road
safety audits assess the operation of a road, focusing on road safety as
it affects the users of the road. The outcome of a road safety audit is
the identification of any road safety deficiencies and formulation of
recommendations for removing or reducing those deficiencies.
1.3 OBJECTIVE

The main objective of safety audit is to ensure that all highway

schemes should operate as safely as possible after opening to traffic
and to minimise risks to all road users.

Subsidiary objectives are:

 to minimise collision rates, and severity rates, and to reduce the

risk of collisions on the road network.
 to enhance the importance of safety in highway design
 to reduce the whole-life costs of a scheme by preventing future
accidents 

1.4 BENEFITS OF RSA

• Reduce the risk (including probability and severity) of accidents on

new projects and at interfaces with existing roads.

• Increase the prominence of road safety in the minds of all involved

in the planning, design, construction, and maintenance of the project

• Reduce the whole life cost of the project by reducing the number of
post opening modifications.

• Ensure inclusion of all road users rather than the traditional focus
on the four wheelers.

Belcher and Proctor (1990) suggest that road safety audits can
provide increased safety in two ways:
• By removing preventable accident-producing elements, such as
inappropriate intersection layouts, at the planning and design stages;
or

• By mitigating the effects of remaining or existing problems by the

inclusion of suitable crash-reducing features, such as anti-skid
surfacing, guard fencing, traffic control devices, and delineation. It
should be stressed that audits are most effective when conducted
during the earlier stages of planning and design. Economics are
greatly diminished at the final design, construction, and post-opening
stages of project development since mitigation is typically much more
expensive.

1.5 DATA REQUIRED

1.5.1 Accident data
1.5.2 Traffic volume data
1.5.3 Geometrical data
1.5.4 Pedestrian data
 CHAPTER-2

LITERATURE REVIEW

2.1 GENERAL

Several journals and research papers were referred for obtaining

relevant information regarding the Road Safety Audit. The
methodology adopted, nature of collected data, general road safety
issues and recommendations were inspected.

Vyshnavi shelke, navnath navale (2018) conduct a road safety audit

at nagpur in this study they have studied types of roads and asses the
road safety management. most of the studies based on methods of
assessment of road accidents. Their study includes accident data as a
main element of the research. They do traffic volume study, real time
potholes data collection, accident data analysis, questionnaire survey.
In the study they found that the continuous contact with potholes
present on the road leads to major effects on human health. and it
found that road markings, condition of shoulder, traffic volume, spot
speed, improper drainage arrangements were main parameters for
causing accidents.

N.Naveen,M.Rajesh,M.Srinivas,(2017) conducted an audit from

place Bhongir to Chityal(Nalgonda district India) where the road
conditions are known and safety measures to be reported. conducted a
study on RSA based on collection of previous accident data, study of
average traffic volume of study area and identification of black spots.
They found out that 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
roadside hazards like tress also the cause for the accidents in these

areas. And also high priority must be given in identification and

rectification of black spots. 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.

𝘼 𝘼𝙣𝙖𝙣𝙙𝙧𝙖𝙟, 𝙎. 𝙑𝙞𝙟𝙖𝙮𝙖𝙗𝙖𝙨𝙠𝙖𝙧𝙖𝙣 (2020) conduct a study aims to

evaluate Road Safety Audit of a section of four - lane Madurai -
Chennai, National Highway (NH) - 45 and will focus on evaluating
the benefits of the proposed actions that have emanated from
deficiencies identified through the audit process. After conducting
RSA, it is found that trucks are parked on highway which reduces the
effective width of carriageway and creating traffic hazards to high-
speed moving traffics. Unauthorized median openings were found
which should be immediately closed. Missing road and median
markings to be done and speed signs should match with speed. Access
and service lanes are also in deficit which requires immediate
improvement. The most Vulnerable Road User (VRU) i.e., pedestrians
and cyclist’s facilities near habitations are lacking and needs to be
facilitated on priority.

𝙎𝙝𝙬𝙚𝙩𝙖𝙣𝙠 𝙍. 𝙎𝙖𝙖𝙜𝙖𝙧,𝙋𝙧𝙤𝙛. 𝙎𝙝𝙞𝙫𝙖𝙢 𝘾𝙝𝙖𝙩𝙪𝙧𝙫𝙚𝙙𝙞 describes Road

Safety Audit as a formal procedure for assessing accident potential
and safety performance in the provision of new road schemes, the
improvement and rehabilitation of existing road & in maintenance of
roads. The objective of study the effect of roadway geometrics and
traffic conditions on the road stretch and development of statistical
relationship between accident rates and various factors causing
accidents. The study aims to evaluate Road Safety Audit of a section
of four-lane State Highway (SH-27) and will focus on evaluating the
benefits of the proposed actions and to identify the problem regarding
the Audit process. After conducting Road Safety Audit, it is found that
small shops on highway which reduces the effective width of
carriageway and creating traffic hazards. Also, they found out that
major accidents have occurred during peak hours.

𝘽𝙚𝙚𝙧𝙖𝙣𝙖, 𝙋𝙧𝙖𝙢𝙤𝙙𝙝, 𝘼𝙣𝙞𝙡𝙖, 𝘿𝙧. 𝘽𝙑 𝙆𝙞𝙧𝙖𝙣 𝙆𝙪𝙢𝙖𝙧𝙞 conducts

study in which various black spots of the Bengaluru city are selected
and the accident analysis is done by studying the FIR copies of
accidents occurred in those Black spots. FIR copies of 2017, 2018 &
2019 were obtained from concerned traffic. police stations of
Bengaluru city. After examining all the existing features and
conditions of roads using IRC-SP:88-2010 checklist and carrying out
questionnaire survey, safety measures are recommended for all kind
of road users during day and night times as well in dry and wet
conditions. This study is carried out using IRC guidelines and
MoRTH specifications and IRC guidelines and can be concluded as
From statistical ranking analysis, it is found that Nagegowdanapalya
Bridge to Sompura is high accident zone and Chokkasandra Junction
is low accident zone and most of these black spots are present near
NAMMA METRO- Bengaluru construction sites, because of which
road geometry is altered form its original. features turning them as
blackspots. These black spots connect to NH so the vehicle speed is
more along with increasing vehicle density and median openings is
the cause for most of the cases resulted in accidents. Intelligent
Transport System has to be implemented in Bengaluru city for
efficient management of traffic. Efficient and strict administration by
the Government Agencies to install necessary lightings, road
markings, traffic signs/ boards and maintain pavement condition from
frequent potholes, drainage problems, sight visibility to reduce
accidents at black spots in future. Awareness and accountability have
to improve among the road users because most of the accidents were
occurred due to negligence of driver, traffic violations by road users.

𝙏𝙪𝙢𝙢𝙖𝙡𝙖 𝘽𝙝𝙖𝙧𝙖𝙩 𝙆𝙪𝙢𝙖𝙧, 𝘾𝙝𝙪𝙠𝙠𝙖𝙥𝙖𝙡𝙡𝙞 𝘾𝙝𝙤𝙬𝙙𝙖𝙧𝙮 (2018)

conducted a case study in which they analyse the NH-65 which is the
major highway connecting VIJAYAWADA and HYDERA-BAD from
the 270thKM to 247th KM. The highway carries considerable amount
of traffic throughout the day, and it has number of con-flict points
such as villages, industries. Detailed analysis of NH-65 will be carried
out from the point of view of safety and geometric design aspects will
be performed. This study aims to identify deficiencies, improving
design aspects, enhancing credibility of the roads. From the four lane
National Highway-65 i.e., from 247.650km to 270.340km, by
analysing the information it is found that road markings, condition of
shoulder, condition of carriageway and median opening are the factors
for causing accidents on the NH-65. It also observed that the
moderately moving vehicular traffic is generating traffic problems for
the fast-moving vehicular traffic as it generally occupies innermost
lane of national highway. Along this four-lane national highway,
service roads need to be provided so as to isolate slow moving
vehicular traffic from fast moving vehicular traffic. All the
unauthorized gap-in-median should be closed and neces-sary
provisions like foot-over bridges to be provided for the local
neighbourhood to cross the national highway on the priority basis. All
undeveloped minor and major crossings should be developed with
necessary lighting provisions such that the accident rate can be
decreased along the surveyed areas.Footpath for the pedestrian need
to be developed near the habitant areas, industries, educational
institutions and to be properly main-tained wherever it is there and
also the guard rail need to be pro-vided along the entire length of the
footpath. Facilities for the differently abled people at bus stops need
to be developed on the NH-65.

𝘽𝙞𝙣𝙘𝙮 𝘽𝙅, 𝘼𝙧𝙘𝙝𝙖𝙣𝙖 𝙎 (2019), their project work focus on

conducting a detailed Road Safety Audit and qualitatively estimates
potential road safety issues on two road stretches and also proposes a
systematic approach to do the road safety audit on a highway and to
do effective and efficient data mining, for deriving knowledge driven
decisions in the ranking of highway sections based on their risk. The
approach will help to perform safety evaluation of sections and to
identify the crash potential locations. Further output of the work is the
development of a mathematical model for classification of highway
sections based on road safety audit. The outcome of a road safety
audit is the identification of any road safety deficiencies and
formulation of recommendations aimed at removing or reducing the
deficiencies. From the analysis it can be identified that intersections
and curves are the major features leading crashes. A curvilinear
alignment with long curves is better from the point of safety and
aesthetics. As a normal rule, sharp curves should not be introduced at
the end of long tangents since these can be extremely hazardous.
Visibility is an important requirement at intersections. To avoid
collisions, it is essential that sufficient sight distance is available
along the intersecting roads and their included corners, to enable the
operators of vehicles simultaneously approaching the intersection to
see each other in time. The study attempts to find out the causative
factors for accident and suggests measures to prevent
accidents in future.

Manasa S.R*, Chandrashekar H.S, Vidhyashree, Rachana (2020)

analyses the NH-75 which is the major highway connecting
Bangalore and Mangalore. The highway conveys substantial volume
of traffic throughout the day, and it has number of conflict points such
as villages, industries. Detailed analysis of NH-75 will be carried out
from the point of view of safety and geometric design aspects will be
performed. This paper aims to identify deficiencies, improving design
aspects, enhancing credibility of the roads. Present study gives an
insight of how the analysis of traffic accident can be done from the
viewpoint to reduce it by designing proper safety measure. Heavy
vehicles like truck are involved in maximum number of accidents on
two lane roads. It is estimated that facilities caused by truck is 59%
followed by other 26% and bike 7% and jeep 5% and bus 3%. Road
safety awareness should be raised among road users. The NH-75
design speed is 80 km/h. but from the spot speed study we can
observer that the max speed of the vehicles is 105 km/h. From the
traffic volume study, it is found that the percentage of movement of
bike is high as the RIT is adjacently located. And the HPCL trucks (2
axels and multi axel) movement is also more HPCL is located there.
From the adjacent analysis the number of accidents is growing year to
year, so it is suggested as black spot. The present 10.25m wide two-
lane NH should be made as one-way road. And another new road
should be designed and provide beside it as shown above. Service
road and underpass should be designed and provided for the easy
movement of vehicles. Bommanayakanahalli road should be extended
till HPCL road so that the traffic can be divided. The trucks can be
diverted to Bommanayakanahalli road so that the chances of collision
between HPCL trucks and college vehicles can be reduced.
 CHAPTER 3

METHODOLOGY

3.1 GENERAL

Road safety audit evaluates the accidental probability and safety

performance in a road network. This chapter discusses the various
steps adopted for the RSA conducted on the stretch.

3.2 STEPS IN METHODOLOGY

The steps followed for the road safety audit are as listed:

3.2.1 Literature Review

Several journals and research papers were referred for obtaining

relevant information regarding the Road Safety Audit. The
methodology adopted, nature of collected data, general road safety
issues and recommendations were inspected.
3.2.2 Preliminary Survey

As a preliminary survey, a questionnaire survey was conducted by

approaching t the locals within the stretch to get an idea regarding
frequent accident locations.
3.2.3 Final Stretch Identification

The stretch under audit is chosen as road section starting from

Thrissur to perumbilavu (30km) in the state highway 69 (Kerala)
based on various considerations

3.2.4 Data collection and analysis

The data collected for the audit was based on IRC-SP:88 and they
include accident Data, Classified traffic Volume, Real Time
Potholes, Road Signs ,Symbols and lightings.
3.2.5 Result and Recommendations

Based on the data collection, results and recommendations are done

for all the practical cases of safety issues within the stretch.
3.2.6 Accident Black Spot Mapping Using QGIS

QGIS was used to map the accident black spots on the stretch
detected by analytical methods. It can also link the attribute data
collected with the spatial data and facilitates prioritization of accident
occurrence on roads.
 CHAPTER-4

4.1PRELIMINARY SURVEY

A questionnaire survey has been conducted by interacting with the

local people within the stretch, in order to gather information
regarding the stretch. Questionnaire survey is a technique for
gathering statistical information about the attributes ,attitudes or
actions of a population by a structured set of questions. It can be
either printed or written. The preliminary questionnaire are as follows:

 Do accidents occur frequently in this area?

 What are the casual factors of the accident?
 Are the signals being efficient?
 Do you notice speed limit boards in the region?
 What are the difficulties that you faced as a pedestrian?
 Is sufficient facilities are provided for the pedestrians?
 When did the accidents occur more frequently. Day or night?
4.2PRELIMINARY SURVEY FINDINGS

As per the information gained from the preliminary questionnaire,

some locations susceptible to accidents were detected.

 Perumbilav junction (Fig 1) Vehicles reaching the junction from

Pattambi direction collide with the vehicles reaching from
Kuttipuram direction.

Fig 1: Google map of Perumbilav junction

 Kunnamkulam junction (Fig 2) traffic congestion is the main

reason for accidents.
 Fig 2: Google map of Kunnamkulam junction

 Choondal junction (fig 3) major accidents caused by heavy

traffic from guruvayur temple and also due to low night
visibility.

Fig 3: Google map of Choondal junction

 Kechery junction (Fig 4) accidents are caused due to small
width of road.
 Fig 4: Google map of Kechery junction

 Amala nagar (Fig:5) lack of improper usage of subway. traffic

congestion is experiencing due to the presence of hospital.

Fig (5) google map of amala nagar

 CHAPTER 5
FINAL STRETCH IDENTIFICATION
The stretch under audit is chosen as road section starting from
perumbilav till Thrissur (30km) in the national highway 69
(kerala). As shown in the google map (fig6 ).

Fig 6: Google map of Perumbilav to Thrissur stretch

 CHAPTER 6
DATA COLLECTION AND ANALYSIS

6.1DATA COLLECTION
As per IRC-SP:88, for conducting safety audit on existing roadway
sections field studies like classified volume counts,accident
records,first information reports from the police.

6.1.1 Traffic volume Study

Traffic volume studies are done to quantify the traffic flow.The
number of vehicles that passes a selected transverse line of road
during unit time is counted by video graphic method.The Classified
traffic volume count was taken for peak and off peak hours.When the
traffic Volume reaches the maximum capacity of the roadway,it causes
congestion.The traffic volume helps to find out the Volume to
capacity (V/C) ratio of the roadway and thus roadway can lead to
delays as well as accidents due to rear end collisions.A three-day
traffic volume count was done at mid-way block straight stretches in
Perumbilav and Kechery.

6.1.2 Accident data

The accident data for the stretch under study was obtained from
Kunnamkulam, Thrissur-East & West police stations that falls in the
jurisdiction of study stretch. The recode of accidents for past 5 years
(2018-2022) were collected from the police station and the FIR of
various road accidents in the stretch were analysed. The type of
accidents, place of occurrence, time of occurrence, fatal accidents and
injuries in accidents and injuries in the accident in were noted.
6.2 DATA ANALYSIS

The accident data and traffic volume data collected were analysed.

6.2.1 Traffic volume data analysis

Traffic volume survey on the date of 17/2/2023 at perumbilavu

junction

Traffic volume count for 1hour 9-10 am friday

Type of vehicle Towards Towards Total
thrissur kuttipuram
auto 180 480 660
Car/jeep 1080 352 1932
Bus/truck 120 390 510
Two-wheeler 1200 1380 2580
Lcv 480 380 860

Design service volume for 4 lane road is (c)3600.

V= total traffic volume

v/c=6340/3600=1.76

1.76>1

heavy traffic
Traffic volume count for 1 hour 4-5 pm friday
Type of vehicle Towards Towards total
thrissur kuttipuram
auto 410 380 790
Car/jeep 980 1240 2220
Bus/truck 140 340 480
Two-wheeler 1400 1140 2540
LCV 340 520 860

v/c=6698/3600=1.86

1.86>1

Hence heavy traffic is occurred.

Traffic volume survey on the date of 26/02/2023

Traffic volume count for 1 hour 9-10 am sunday

Type of vehicle Towards Towards total
thrissur kuttipuram
Auto 145 70 215
Car/jeep 600 576 1176
Bus/truck 120 195 315
Two wheelers 638 660 1298
LCV 320 240 560

V/c =3560/3600=0.988

0.988<1

No heavy traffic is occurred.

Traffic volume count for 1hour 4-5 pm sunday

Vehicle type Towards Towards total
Thrissur kuttipuram
Auto 85 160 245
Ca/jeep 550 670 1220
Bus/truck 185 130 315
Two-wheeler 621 639 1260
LCV 252 328 580

v/c=3649/3600=1.01

1.01>1

Hence heavy traffic is occurred.

Traffic volume study on the date 03/03/2023 at kechery junction

Traffic volume count for 1 hour 9-10 am friday

Type of vehicle Towards Towards total
Thrissur kunnamkulam
Auto 200 460 660
Car/jeep 1100 900 2000
Bus/truck 125 350 475
Two wheelers 1400 1388 2788
LCV 500 340 840

V/C= 6407/3600=1.77
1.77>1
Hence heavy traffic is occurred.
Traffic volume count for 4-5 pm
Type of vehicle Towards Towards total
thrissur kunnamkulam
Auto 450 390 840
Car/jeep 1000 1250 2250
Bus/truck 125 175 300
Two-wheeler 1500 114 264
LCV 355 620 975

V/C=6606/3600=1.83

1.83>1

Hence heavy traffic is occurred.

Traffic volume study on the date 05/03/2023 at kechery junction

Traffic volume survey 9-10 am Sunday

Type of vehicle Towards Towards total
thrissur kunnamkulam
Auto 130 60 190
Car/jeep 550 575 1125
Bus/truck 59 86 145
Two-wheeler 620 680 1300
LCV 210 290 500

V/C= 3022/3600=0.83

Low traffic

Traffic volume count for 1hour 4-5 pm

Type of vehicle Towards Towards total
thrissur kunnamkulam
Auto 80 150 230
Car/jeep 540 630 1170
Bus/truck 200 150 350
Two-wheeler 611 659 1270
LCV 280 270 550

V/C= 3621/3600=1
6.2.2 Accident data analysis

The collected data is plotted to graps for understanding.

i. Accident statistics
ii. Vehicle based distribution.
iii. Gender based distribution.
iv. Location based distribution.

i. Accident statistics
From the accident data collected, it can be concluded that a greater
number of accidents were in the year 2022(345 accidents). The
total number of accidents from 2018 to 2022 noted as 1399.

2018 2019 2020 2021 2022

400

350

300

250
no of accident

200

150

100

50

0
year

Fig 1: Accident statistics

 ii. Vehicle based distribution.
The traffic was identified to be mixed type and include two wheelers,
three wheleers, buses, HCVs and LCVs. The total number of different
categories of vehicles was found out and plotted graphically.

auto car/jeep HCV Two wheelers LCV

500
468
450 443

400

350

300

250

200
146
150
101
100 79

50

0
type of vehicle

Fig 2 : vehicle based distribution

iii. Gender based distribution
The total number of males and females involved within the accidents
were identified and plotted. It is from the graph males were
comparatively more effected by the road accidents.
 male female

20%

80%

Fig 3: gender based distribution

iv. Location based distribution.
The location based distribution of the accidents is plotted in the
graph.From the collected data more no of accidents had occurred
near kunnamkulam.

perumbilavu choondal poonkunnam kunnamkulam kanipayyoor

kechery olari puzhakkal parembedam
140

120 117

100
86
82
80
67
62
60
45 47 4242
40

20

0
place

Fig:4 Location based distribution

 Major accident locations were spotted and are listed as follows:
a) Kunnamkulam
b) Parempadam
c) Poonkunnam
d) Choondal
e) Perumbilavu

v. Time based distribution

The trend of accidents occurred within the stretch with respect to
time is represented graphically from the graph, it concluded that
more no of accidents occurred during the morning and evening
peak hours
450
398
400

350 340

300 275
250

200 186
149
150

100
45
50

0
12-4 am 4-8 am 8-12pm 12-16 pm 16-20 pm 20-24pm

Fig 5: Time based distribution