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ABSTRACT
Road safety audit is 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 role of auditor is to provide independent
advice in the form of written recommendations. The designer or client then considers the
advice and formal decision is made by them on whether or not to adopt each of the
recommended safety alterations. The primary role of audit team is to identify the potential
problems of a highway project by conducting the site inspection & collecting data from
various agencies.
The present study was undertaken to audit an existing State Highway (SH 87) between
Bengaluru and Anekal. For analysis a stretch of 12 kilometres was selected which comes
under Micro Layout Police station zone and has higher number of accidents as recorded
by Police. The study also involved investing the effects of factors like carriageway width,
Relative Accident Rate, Pedestrian safety analysis.
The analysis has indicated that the most severe accident prone locations are Km 1 to 2,
Km 5 to 6, Km 6 to 7 and Km 11 to 12. These stretches needs geometric improvements,
pedestrian crossing etc and needs Before and After studies to be conducted for
economic and financial evaluation.
CONTENTS
DECLARATION
ACKNOWLEDGEMENT
ABSTRACT
List of Tables... I
List of Figures.
II
List of Photos... III

Sl. No
Description
Chapter1.0:
Page No
Introduction
1.1 Background.
1.2 Effects of Road Accidents..
1.3 Road Accident Scenario ............................
1.4 Road Safety In India
1.5 Decade of Action for Road Safety.. 5

1.6 Location of the Study Area and Importance 5
1.7 Objectives of the study........
1.8 Scope of the Study...
1.9 Methodology 7
Chapter2.0:
Literature Review
2.1 General........
2.2 Road Safety Audit..
2.3 RSA methodology..
10
2.4 Stages In RSA .......
12
2.5 Joint Influence of Road Conditions on Traffic Safety........
13
2.6 Influence of Road Condition on Traffic Safety

2.7 International Road Assessment Programme.
21
28
2.8 Pedestrian Safety.
29
Chapter3.0:
Present Investigation
3.1 General.....
30
3.2 Location
30
3.3 Road Inventory Data.
30
Sl. No
Description
Page No
3.4 Traffic Studies.
30
3.5 Collection of Accident Data
31
Chapter4.0: Analysis Of Data

4.1 Accident Analysis ......... 33
4.2 Speed and Delay ..
41
4.3 Relation between Causative factors and Accident Rate.........
43
45
4.5 Accident Prone locations.........
48
Chapter5.0:
Conclusions
5.1 General
49
5.2 Accident Statistics..
49
5.3 Speed profile data...
49
5.4 Pedestrian safety.
49
50
5.6 Remedial Measures.. 50

Chapter6.0: References... 51
Outcome Of The Project Work In The Article... 53
LIST OF TABLES
Table
No.
1.1
1.2
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
Page
No.
Number of Road Accidents in India 2
Number of Road Accidents in Bengaluru... 3
Values of Relative Accident Rate for different Traffic Volume. 15
Values of Relative Accident Rate for different Carriageway widths and Types
of Shoulders 15
Values of Relative Accident Rate for different Shoulder width 16
Values of Relative Accident Rate for different Grades. 16
Values of Relative Accident Rate for different Radii of Curves 17
Values of Relative Accident Rate for different Sight distance for both
Horizontal and Vertical alignment.. 17
Values of Relative Accident Rate for different ratio of Bridge and Approach
road widths. 18
Values of Relative Accident Rate for different Lengths of Straight... 18
Values of Relative Accident Rate for different Type of Intersections 19
Values of Relative Accident Rate for different Traffic Volume in an At-grade
intersection. 19
Values of Relative Accident Rate for different Sight distance at an
intersection.. 20
Values of Relative Accident Rate for different number of Traffic lanes 20
Values of Relative Accident Rate for different distances from Building line 21
Values of Relative Accident Rate for different Pavement Characteristics and
Co-efficient of Friction 21
Year Wise Distribution of Accidents During 2008 2011. 34
Month Wise Distribution of Accidents During 2008 2011.. 35
Hour Wise Distribution of Accidents During 2008 -2011.. 36
Kilometer Wise Distribution of Accidents During 2008- 2011.. 38
Pedestrians Affected by Accidents During 2008 2011 39
Kilometer wise Pedestrians Affected by Accidents During 2008 to 2011.. 40
Kilometer Wise Journey Speed and Running Speed Values... 41
Relative accident rate.. 47
Description
LIST OF FIGURES
Figure No.
Description
3.1
Strip Plan of Selected Road Stretch ...
4.1
Year Wise Distribution of Accidents During 2008- 2011... 34
4.2
Month Wise Distribution of Accidents During 2008- 2011 35
4.3
Hour Wise Distribution of Accidents During 2008- 2011..
37
4.4
Kilometer Wise Distribution of Accidents During 2008- 2011..
38
4.5
Pedestrians Affected by Accidents During 2008 to 2011...
39
4.6
Kilometer wise Pedestrians Affected by Accidents During 2008 to 2011
40
4.7
Speed variation Graph (Mico layout to Bannerghatta)..
42
4.8
Speed variation Graph (Bannerghatta to Mico layout).
42
4.9
Relationships between Roadway Width and Relative Accident Rate.
43
4.10
Relationships between Shoulder Width and Relative Accident Rate.
44
4.11
Relationships between Sight Distance and Relative Accident Rate...
45
4.12
Relative accident rate......
47
II
Page No.
32
LIST OF PHOTOS
Photo No.
Description
Page No.
Stretch between KM 0.0 to KM 1.0.
54
Survey between KM 5.0 to KM 6.0.
54
Stretch between KM 0.0 to KM 1.0.
55
Stretch between KM 5 .0 to KM 6.0
55
III
Road Safety Audit
1.0 INTRODUCTION
1.1 Background [1]
Road Safety Audits are an effective tool for proactively improving the future safety
performance of a road project during the planning and Design Stages and for identifying
safety issues in existing transportation facilities. The Road Safety Audit (RSA) process
started in 1980s in the UK, moved to Australia and New Zealand in 1990s, and was
introduced in USA in mid -1990s. A wealth of experience of audit has been gained since
1990 in the UK. Road Safety Audit has been taken up in major way in Australia and New
Zealand where Austroads Guidelines have been published and in Denmark where road
safety audits are mandatory to all national roads. Now, World Bank has made it
mandatory that all World Bank aided highway projects would be audited from the road
safety point of view.
1.2 Effects of Road Accidents [2]
Deaths and injuries from road traffic crashes are a major and growing public health
epidemic. Each year 1.3 million people die and a further 50 million are injured or
permanently disabled in road crashes. Road crashes are now the leading cause of death
for children and young people aged between 15 and 29. The burden of road crashes is
comparable with malaria and tuberculosis and costs between 1% and 3% of the worlds
Gross Domestic Product (GDP). In low and middle income countries, road crashes
represent a major health concern. More than 85% of the global death toll and serious
injuries occur in developing countries like India. Over the next ten years road deaths are
expected to fall in high-income countries, whereas they are likely to increase by more
than 80% in the rest of the world unless decisive action is taken.
If a person is killed in road accidents, the economic cost to the society works out to be an
average of 3, 00,000 and above as computed by the insurance company. Apart from this
there is social cost (loss of human life and permanent disability), which cannot be
computed or substituted by other means. More often it may be a poor laborer or a school
going child that falls victim of an accident. As a result the family will be deprived of its
bread winner (present and future) and has to face a long life of privation, and also no less
intense is the growing misery felt by parents at the loss of the child on whom they had
pinned their hopes.
Highway Technology, Department of Civil, DSCE
Road Safety Audit

Hence nothing is greater than human life and road transportation responsibility is more
important than the safety of the people. The problem of road accidents in our country is
mostly a problem of the behavior of road users. It is in fact a problem of saving the
people from their own follies to drive with negligence and rashness. Hence this aspect
should be given considerable importance in the road safety program. By applying modern
traffic engineering techniques to design safety measures on our roads, the problem can be
minimized to great extent; well-planned traffic enforcement and education program will
bring immediate results.
1.3 Road Accident Scenario
1.3.1 Indian Road Accident scenario [2]
India has experienced a period of rapid development and economic expansion during the
last decade, with Gross Domestic Product (GDP) growing by 7.6% per annum for the
period 20022007. Despite the current global economic downturn Indias growth
continues at a rapid pace with current annual GDP growth projections at 8% for the
current fiscal year ending March 2012. Both the nations road network and its vehicle
fleet are increasing year on year, with average car sales up by16% and motorcycles sales
by 9% per annum. As the road network continues to grow and vehicle ownership
increases, so Indias road deaths continue to rise. India accounts for 15% of the worlds
road fatalities, although it has just 1% of the worlds motor vehicles.
Table 1.1:- Number of Road Accidents in India
Year
Total No of Road Accidents

( in Numbers)
Total Number of
Persons Killed
Numbers)
(in
Total Number of Registered Motor

Vehicles (in Thousands)
1970
114100
14500
1401
1980
153200
24000
4521
1990
282600
54100
19152
2000
391449
78911
48857
2010
499628
134513
127745
(source; Ministry of Road Transport & Highways Department, Government of India)

Table 1.1 presents the road accident scenario from 1970 to 2010, form the above
observations it is clearly visible that in past few years the fatality rate constitutes more
than 25% of the total number of accidents in India.
Road Safety Audit

1.3.2 Road Accident Scenario In Bengaluru [3]
Bengaluru, the capital city of Karnataka State, ranks fifth in population in the countrys
urban agglomerations. The road safety profile of Bengaluru city is evident from the
increase in the number of registered vehicles as well as in the number of accidents
increased. Accidents have also exhibited an unprecedented increase from about 2000 in
1975 to more than 9000 accidents in 2000. Karnataka is the one of the top five States in
India in total number of road accidents.[3]
Multi lane highways both national and state, that enter the city account for the majority of
road deaths. And, as much half of those who lose their livers here are pedestrians. With
urban development setting its priorities on easing the commute for motorists, the
pedestrian often left to negotiate the stream of high speed traffic without basic
infrastructure such as subways, skywalks or even zebra crossing. Statistics confirm this
worrying trend: police records show that in 2011(till September) National highway
claimed 119 people, while 53 people died on state highways in the same frame. The road
accidents of last ten years in shown in table 1.2.
Table 1.2:- Number of Road Accidents in Bengaluru
Accident Statistics
Year
Fatal
Killed
2002
783
820
2003
843
2004
Non-Fatal
Injured
Total
9073
7577
9856
883
9662
7980
10505
875
903
8226
6921
9101
2005
796
836
6782
5899
7578
2006
880
915
6681
6048
7561
2007
957
981
7469
6591
8426
2008
864
892
6908
6150
7772
2009
737
761
6138
5668
6875
2010
816
858
5667
5343
6483
2011
727
757
5297
4976
6024
2012(upto
June)
359
363
2412
2218
2771
(source; Public Works, Ports & Inland, Water Transport Department, Government of
Karnataka)
Pedestrians have never been more vulnerable on the citys roads most notably, the state
and national highways. With Bengaluru burgeoning and highways becoming very much a
Road Safety Audit

part of the urban landscape, pedestrians find themselves sidelined. And as planers
privilege
motorists over pedestrians, road transport is left to be void of basic
infrastructure.[4]
According to official statistics, over 50 % of road accidents in the city were reported from
police stations in just ten peripheral roads. The ten peripheral roads are as listed below
Tumkur Road
Doddabalapur Road
Bellary Road
Old Madras Road
Hosur Road
Kanakpura Road
Mysore Road
Magadi Road
Bannerghatta Road
Outer Ring Road
Together, these accounted for 358 of the 753 road deaths in the year 2009. Of this, nearly
half (163) were pedestrians who lost their lives. The National Institute of Mental Health
and Neuro Sciences (NIMHANS) study points out that the actual number of road deaths
could be much higher due to under reporting. Road widening has assisted the
exponentially increasing number of vehicles the citys roads from 5 lakh in 1995 to 25
lakh in 2010, this swelling statistic has brought along with it an entirely motorists-centric
model of development. [5]
1.4 Road Safety in India [1]

In India, at present there is no formal requirement for road safety audits to be undertaken.
However, India has also started realizing the importance of road safety audits. It is
because of Ministry of Road Transport and Highways sponsored the project on
Development of Safety Audit Methodology for Existing Roadway Sections to Central
Road Research Institute (CRRI) in April 2002, the National Highway Authority of India
entrusted CRRI to carry out RSA of engineering design for construction packages under
Third National Highway Project (TNHP -8 packages) and GNTRIP (7 packages) on NHHighway Technology, Department of Civil, DSCE
Road Safety Audit

2.The total length of these 15 packages was about 900km which was the longest road
project for which RSA has been carried out in the world. Also, first RSA was carried out
again by CRRI in 2000 on Indore Bypass. It is understood that the entire National
Highways Development Project (NHDP) will be subjected to RSA as part of its
implementation. However, it is to be recognized that RSA are to be under taken by all
types of roads.
1.5 Decade of Action for Road Safety [6]
On 11th May 2011, the Decade of Action for Road Safety 2011-2020 was launched in
more than 100 countries including India, with one goal, to prevent five million road
traffic deaths globally by 2020. Moving from the Global Plan for the Decade to national
action, many countries have taken measures towards improving road safety, either by
developing national plans for the Decade (e.g. Australia, Mexico, the Philippines);
introducing new laws (e.g. Chile, China, France, Honduras); or increasing enforcement of
existing legislation (e.g. Brazil, Cambodia, the Russian Federation), among other concrete
actions. The recent UN General Assembly resolution on global road safety sponsored by
more than 80 countries gives further impetus to the Decade by calling on countries to
implement road safety activities in each of the five pillars of the Global Plan.
1.6 Location of the Study Area and Importance
The Bannerghatta (commonly known as BG road) is an Indian State Highway(SH-87) in
Karnataka that connects Bengaluru with Bannerghatta, Jigini and Anekal the
Bannerghatta (BG) road links between Audgodi to Bannerghatta national Park. The total
length of highway is 49 km. The BG road is parallel Road to NH 7 and Kanakapura
Road.
The Bannerghatta road act as radial road in southern part of Bengaluru City and connects
the Central Business District with Bannerghatta. The study area caters to considerable
local and through amount of traffic especially at peak hours.
The Bannerghatta road is located in the developing part of the City and hence the future
traffic growth along this road will be quite significant. The other main traffic attraction
points along this road are various educational Institutes, Commercial Complexes, high
end Residential Apartments, Hospitals, Meenakshi Temple; Bannerghatta Biological
Park, etc.
Road Safety Audit

The following Junctions are present along the Project Corridor.
Jayadeva Hospital Junction Four Arm Junction.
Sarakki Road Bannerghatta Road Junction Three Arm (T Shaped) Junction.
Outer Ring Road Bannerghatta Road Junction Three Arm (Y Shaped)

Junction.
Bilekahalli Road Junction Three Arm (T Shaped) Junction.
Arakere Road Junction Four Arm Junction.
Hulimavu Road Junction Three Arm (T Shaped) Junction.
Hulimavu Gate Junction Three Arm ( T Shaped) Junction
NICE Ring Road Junction- Four Arm Junction.
1.7 Objectives of the study

Each accident calls for systematic study in a scientific manner and detailed investigation
of the accident spot. This type of investigation will help to identify some of the causative
factors responsible for accidents and to give relative importance.
The objectives of the present study are
Identification of accident prone areas on the Bannerghatta road from First

Investigation Report.
To study the effect of roadway geometrics and traffic conditions on this road
stretch.
Development of statistical relationship between accident rates and various factors

causing accidents
Identification of causative factors responsible for accidents and to study their

relative importance.
Road Safety Audit

1.8 Scope of the Study
The accidents on road network can be reduced.
The severity of accidents can be reduced.
The need of remedial work is reduced.
1.9 Methodology Adopted

a) Collection of Accident Statistics from Police.
b) Details of Geometrics such as
i.
Width of Roadway
ii.
Width of Median
iii.
Width of Shoulder
iv.
Sight Distance restrictions
v.
Grades
vi.
Kind of road intersection
vii.
Number of lanes
viii.
Distance from buildings to roadway
ix.
Length of straights
x.
Characteristics of pavement
Road Safety Audit
2.0 REVIEW OF LITERATURE

2.1 General[7]
The problem of ensuring traffic safety on roads have been attracting greater and greater
attention in all countries of the world during
last decades in connection with the
considerable number of causalities and damage to vehicles in road accidents.

People depend on roads in their daily life to get to school, to work, or to the health centre.
Roads underpin the businesses, agriculture and trade which provide the jobs that lift
nations out of poverty. It is concerned mainly with those major road networks that
provide the linkages between towns and cities and with the busy commuter routes in
urban corridors. These major roads are generally the roads where the majority of people
are killed and in their greatest concentrations.
The safety of road traffic is improved by simultaneously conducting a broad complex of

measures. A considerable portion of them is connected with improvement in the design of
motor vehicles, beginning with the introduction of better braking systems and ending with
the provision of such special contrivances as safety belts for the driver and passengers. A
soft instrument panel and a collapsing steering column. An appreciable role is played by
improving road traffic discipline and by propaganda of the problems of traffic safety
among drivers, the population and at schools. Traffic safety is also achieved, however, by
improving the methods of designing streets, roads and highways and the technology of
performing separate road construction and maintenance jobs, in particular. The method of
imparting a smooth and non-skid surface to pavements.
Road traffic safety can be ensured only by simultaneously complying with a number of
requirements, namely:
(a) Strict observance by drivers and pedestrians of traffic rules and regulation in
urban and rural conditions;
(b) A good technical state of the vehicles;
(c) Provision of horizontal and vertical elements of roads that will ensure the
unhampered running of motor vehicles in the planned number at a present speed;
(d) Keeping of a road in its proper service condition (Proper surface texture, strength
and skidding resistance of the pavement) by the road repair and maintenance
forces, and the elimination in good time of the influence of external factors, first
Road Safety Audit

of all weather and climate ones(fogs, precipitation, ice on the road, snow drifts) on
the conditions of traffic;
(e) Improvement in the general technical training of drivers by their studying the
basic information on roads and the influence of road conditions on traffic safety
and the operation of motor vehicles at drivers schools and in the technical
training network at enterprises;
(f) Information of driver in good time on constant and variable conditions of
traffic(fogs, ice) on a road by the installation of warning road signs,
announcement in the press, over radio and television, and in some cases by
controlling traffic;
(g) The solution of problems of a sociological nature the creation of favorable
conditions for the work and needs of drivers.
Thus traffic safety can be ensured only by the joint efforts of specialists in branches of
science and engineering that are very distant relatives.
The part played by road conditions in traffic safety is to date still underestimated. It can
be finally established only on the basis of widespread scientific research involving an
analysis of road accidents and a study of how vehicles are driven in different road
conditions.
2.2 Road Safety Audit [1]

Road safety audit is a formal procedure for independent assessment of the accident
potential and likely safety performance of a specific design for a road or traffic scheme,
whether new construction or an alteration to an existing road [Eugene M. Wilson]. The
procedures enable the skills of road safety engineering and accident analysis to be used
for the prevention of accidents on new or modified roads. The use of skills to reduce the
occurrence of accidents on existing roads by means of local safety schemes, in many
cases in the form of low-cost measures.
2.2.1 Definition [8]

The internationally accepted definition of an RSA as used from The Canadian Road
Safety Audit Guide[NCHRP] and is as follows: An RSA is a formal and independent
safety performance review of a road transportation project by an experienced team of
safety specialists, addressing the safety of all road users.
Road Safety Audit

2.3 RSA methodology [1]
For carrying out RSA in a systematic and impartial way, it is essential to follow a
rigorous procedure .The four key elements which makes RSA most productive are:
I.
Selections of projects for audit
II.
Role of different organization in RSA
III.
Team selection
IV.
Audit organization
I Selections of projects for audit

Road safety audits are applicable to all types of road projects, to all types of roads and to
all existing roads, with the possible exception of routine maintenance where the line
marking is not being altered. A project as small as a new school crossing or set of road
humps, or as large as a major new freeway can benefit from a road safety audit.
Road Safety Audit Cam Be Conducted On Road Projects As Diverse As

a) New freeway.
b) Major divided roads.
c) Pedestrian and bicycle routes.
d) Deviated local roads near major projects.
e) Local area traffic management schemes and their component parts.
f) Signal upgrading.
Several road authorities require all projects, or a percentage of projects on major roads to
be audited. Others require all projects, or a percentage of projects, above a set of value to
be audited. While the experience in this area is still growing, in deciding which roads or
projects to be audited ahead of any other, the effective allocation of resources should be a
deciding factor. It may not always be the case that large projects are associated with the
largest savings or benefits from an audit. Some relatively inexpensive projects, used by
thousands of people every day, may involve hazards with a potential for severe injuries.
10
Road Safety Audit

II Role of different organization in RSA
RSA is based on the principal of an independent review. The process reveals that three
parties will be involved in this process Client, Designer and auditor.
Role of designer: Designer is responsible for planning/designing the project.

Designer bears the responsibility for ensuring that a road safety audit is conducted
and that the necessary measures are agreed on the basis of the auditors
recommendations and/or the clients decisions. The designer is also responsible for
ensuring that the audit input information is unambiguously defined and that all
circumstances are described in an easily understood manner.
Role of client: Client is one who allots the project to the designer and owns the
project. It is the task of the client to arbitrate in cases where the designer and
auditor disagree. The role of the client thus to:
Select an appropriate audit team
Provide all the relevant and necessary documents
Hold a commencement meeting with auditor and designer
Role of auditor: Auditors responsibility is to carefully review the presented

project material in its entirely, in the light best road safety expertise and from the
viewpoints of all relevant road users. Auditor also indicates all circumstances that
cause misgivings concerning road safety. Persons designated as road safety
auditors shall have experience of road accident analysis. Auditors must be familiar
with road planning, designing and construction work and must undertake to keep
their expertise up to date. Auditors should work within the terms of reference.
They should comment only on the safety implications of schemes and provide
constructive recommendations as to how any potential difficulties can be resolved.
III Team selection

For large or significant projects, it is likely to have at least two members in the audit
team, but not more than four members. For small projects, single team member will be
sufficient. One of the team members should be nominated as RSA manager. The one
essential ingredient in RSA team is road safety engineering experience. It is also better to
include local experienced people.
11
Road Safety Audit

IV Audit organization
Practically two options are there for conducting a road safety audit:
Audit by specialist auditors.
Audit by those within the original design team or by any other road designers.
2.4 Stages in RSA

There are five stages at which a road safety audit can be conducted, regardless of the size
and nature of a project. They are:
a) The feasibility stage.
b) The draft design stage.
c) The detailed design stage.
d) The pre-opening stage and
e) An audit of an existing road.
The earlier a road is audited within the design and development process the better. If an
appropriate concept or treatment (i.e. one with inherent safety problems in the particular
context) is chosen at the feasibility stage, it is very difficult and, often impossible to
remove safety problems at later design stages or once the traffic is using it, early auditing
can also lead to early elimination of problems and, consequently, minimization of wasted
design time at later stages.
The Feasibility Stage
Feasibility stage audits can look at route options, layout options or treatment options
(e.g. a roundabout v/s signals). They allow an assessment of the relative safety
performance of scheme options and identify the specific safety needs of various road
users. They may also highlight the need to reprogram other nearby road or traffic projects,
to safety accommodate changes in traffic.
The Draft Design Stage
At this stage, issues such as intersection or interchange layout and the chosen design
standards are addressed. Where land acquisition is required, the draft design stage audit is
undertaken before title boundaries are finalized.
12
Road Safety Audit

The Detailed Design Stage
At this stage, the geometric design, traffic signing scheme, line marking plans,
lighting plans and landscaping plans are available and are looked at in relation to the
operation of the road.
The Pre-Opening stage
Prior to opening (or immediately prior to practical completion, for a project which has
been built with traffic passing through the site), a site inspection is made for all relevant
conditions (e.g. day and night) and for all applicable road users to ensure that the
construction has addressed the earlier audit concerns and to check for any hazardous
which were not apparent at the feasibility or design stages.
Existing Roads
Road safety audit is performed on sections of the existing road network. The road
may have been audited when it was built but its use changes over time. Regular audits of
existing roads allow road safety hazards to be identified before they result in accident. A
road safety audit can also be carried out during the construction phase of a scheme, or
during major maintenance works. This audit would examine whether the temporary traffic
management works necessary to control the moving traffic through the work site are
sages or alterations and improvements are necessary.
2.5 Joint Influence of Road Conditions on Traffic Safety[9]
Road related factors are the most important factors which determine accident risk.
Elements of road geometry require careful design and take longer time to implement. The
most important element of the roadway which affects safety is cross-sectional elements,
sight distance considerations, horizontal curve radius, grade and pavement surface
characteristics. Every road consists of a combination of separate sections differing in
these factors. The relative probability of a road accident on any section can be appraised
by a summary accident rate calculated as the product of the separate relative accident
rates characterizing the worsening of traffic conditions in comparison with a two-lane
road having a roadway width of 7.5m, paved (or stabilized) shoulders and a non-skid
pavement due to their influence of separate elements of the horizontal alignment, profile,
cross-section and roadside strip
13
Road Safety Audit

Kac=K1 K2 K3.K14
--2.5
Where
K1 = Volume of traffic, vehicles/day
K2 = Roadway width, m
K3 = Shoulder width, m
K4 = Radius of horizontal curve, m
K6 = Sight distance, m
K7 = Difference between width of roadway on bridge and on approach road, m
K8 = Length of straights, KM
K9 = Kind of road intersection
K10 = At-grade intersection with minor road at volume of traffic on main road,
vehicle/day
K11 = Sight distance ensured at an intersection from the minor road, m
K12 = Number of traffic lanes
K13 = Distance from buildings to roadways, m
K14 = Characteristics of pavement /Co-efficient of friction.
Summary Accident Rates

The partial rates from K1 to K14 take into consideration the influence of the volume of
traffic and of horizontal and vertical road elements.
Below is the summary of partial rates, values that can be used for plotting a chart of the
summary rate.
2.5.1 Traffic Volume

When the volume of vehicles increases the corresponding volume to capacity ratio also
increases as the capacity factor remains unaltered. As a result high volume means a high
volume-capacity ratio and hence a higher rate of accident.
Different values of relative accident rate for different traffic volumes are given in table
2.1
14
Road Safety Audit

Table 2.1 Values of Relative Accident Rate for different Traffic Volume
Volume of
traffic, Veh/day
500
1000
2000
3000
5000
6000
7000
8000
>9000
K1
0.40
0.50
0.60
0.75
1.00
1.15
1.40
1.60
1.70
Note: For roads with a median, the rate K1 is taken on the basis of the volume of traffic in
one direction.
2.5.2 Cross-Sectional Element

When vehicles meet or a vehicle passes on a narrow roadway, the body clearances and
also the distance between the outer wheels and the edge of an unsurfaced shoulder may be
insufficient for confident or convenient driving of vehicle, not withstanding the fact that
the drivers of the approaching vehicle lower their speed. That is why the accident rate per
million vehicle kilometer grows as the width of the roadway decreases.
The mean values of the relative accident rates for different widths of the roadway were
determined considering a roadway width of 7.5m as the basis.
Different values of relative accident rate for different carriageway widths and different
types of shoulders are given in table 2.2
Table 2.2 Values of Relative Accident Rate for different Carriageway widths and
Types of Shoulders
Roadway Width, m
4.5
5.5
6.0
7.5
8.5
K2 with stabilized
shoulders
2.2
1.5
1.35
1.0
0.8
K2 with unstabilized
shoulders
4.0
2.75
2.5
1.5
1.0
2.5.3 Shoulder width

The provision of shoulder strips improves the convenience and safety of traffic. The
shoulder strips protect the edge of the pavement from the breaking off when the soil of
shoulder softens.
Vehicle stopped on a narrow shoulder occupy a part of the road and
thus reduce its effective width. When deviating from their normal path in driving past
15
Road Safety Audit

vehicles that are stopped on the shoulder, drivers encroach onto the lane meant for
overtaking or a frequently lead to collision.
The means values of the relative accident rate given in table 2.3 show the influence of the
shoulder width on the safety.
Table 2.3 Values of Relative Accident Rate for different Shoulder width
Shoulder width, m
0.5
1.0
1.5
2.0
2.5
3.0
K3
2.2
1.7
1.4
1.2
1.1
1.0
2.5.4 Grades
Stretches with steep upgrade and downgrade on roads are characterized by a great number
of accidents. Occurrence of accidents on steep grades is more frequent due to the
following reasons.
a) Running of a vehicle coming downhill, off the roadway or a collision with a
vehicle performing a passing man oeuvre on the upgrade.
b) Excessive speeds developed by some drivers in long downgrade and
c) Collision during driving around stopped vehicle or while passing trucks that have
considerably lowered their speed when climbing upgrade.
The values of relative accident rates given in table 2.4 show the influence of grade on the
number of accidents.
Table 2.4 Values of Relative Accident Rate for different Grades

Grade %
K4, road without

median
1.0
1.25
2.5
2.8
3.0
K4, road
median
1.0
1.0
1.25
1.4
1.5
with
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Road Safety Audit

2.5.5 Radius of Horizontal curves
The number of accidents on curves grows with the decrease in their radii. Babkov as a
result of analyzing accidents on a road in a mountainous terrain established relationships
between accident rates per million vehicle kilometer and radii of horizontal curves.
Different values of relative accident rate for different radii of curves are given in table2.5
Table 2.5 Values of Relative Accident Rate for different Radii of Curves
Radius
of
horizontal
curves, m
50
100
150
200300
400600
6001000
10002000
>2000
K5
10
5.4
4.0
2.25
1.6
1.4
1.25
1.0
2.5.6 Sight Distance

Sight distance visibility is one of the most important factors determining the safety of
vehicles on roads. An insufficient sight distance is most frequently the cause of accidents
during the passing of vehicles on vertical and horizontal curves having small radii.
When there are a great number of locations on road with restricted sight distance,
motorists drive with increased attention and lower speed.
Different values of relative accident rate for different sight distance for horizontal and
vertical alignment are given in table 2.6
Table 2.6 Values of Relative Accident Rate for different Sight distance for both
Horizontal and Vertical alignment
Sight
Distance, m
50
100
150
200
250
350
400
500
K6:(a)
Horizontal
Alignment
3.6
3.0
2.7
2.25
2.0
1.45
1.2
1.0
(b) Profile
5.0
4.0
3.4
2.5
2.4
2.0
1.4
1.0
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Road Safety Audit

2.5.7 Bridge and Approach road widths
It is always safe to have the bridge as wide as that of the approach road to reduce the
chances of accidents. A narrow bridge on a wide approach acts as a surprise element to a
driver resulting in accidents.
The mean values of the relative accident rate given in table 2.7 show the influence of the
width of the bridge on the safety.
Table 2.7
Values of Relative Accident Rate for different ratio of Bridge and
Approach road widths

Difference between
Less
width of roadway
Wider Wider
by
Equal
on bridge and on
by 1.0 by 2.0
1.0
approach road, m
6
K7
3.0
1.5
1.0
2.5.8 Length of Straights

Drivers of cars on long straight sections lose control of their speed. At night, the number
of accidents grows in connection with dazzling effect of the head lights of oncoming
vehicles. The mean values of the relative accident rate given in table 2.8 show the
influence of the length of straights on the safety.
Table 2.8 Values of Relative Accident Rate for different Lengths of Straight
Length of straights, m
K8
10
15
20
25
1.0
1.1
1.4
1.6
1.9
2.0
2.5.9 Type of Intersection

In a grade separated intersection the vehicles are not exposed to many collisions such as
head-on, right angle, etc. as a result the number of accidents on a grade separated
intersection is far less than that of an at-grade intersection.
type of intersection on the safety.
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Table 2.9 Values of Relative Accident Rate for different Type of Intersections
Kind
of
intersection
At-grade with volume of

Intertraffic on minor road, in % of
road change total volume on both roads,
equal to
K9
0.35
10
10-20
>20
1.5
3.0
4.0
2.5.10 Volume on minor road

At intersection a major road with a minor road the traffic volume on the major road
affects the accident rate. Higher the number of vehicles on major road higher will be the
chances of collision between the turning vehicles resulting in more number of accidents.
traffic volume on intersection on the safety.
Table 2.10 Values of Relative Accident Rate for different Traffic Volume in an Atgrade intersection
At-grade
intersection
with minor road at
volume of traffic on main
road, vehicle/day
<1600
16003500
35005000
>5000
1.5
K10
2.5.11 Sight Distance at an intersection

In an intersection of a major road with a minor road the sight distance ensured from the
minor road influences the safe passing of the vehicles during crossing. Lesser the sight
distance along the minor road lesser will be the time to react to a spotted vehicle during
crossing resulting in collisions.
sight distance at an intersection on the safety.
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Table 2.11 Values of Relative Accident Rate for different Sight distance at an
intersection
Sight distance ensured at
an intersection from the
minor road, m
>60
1.0
K11
60-40 40-30 30-20
Up
to 20
1.1
10.0
1.65
2.5
2.5.12 Number of Lanes

The number of traffic lanes has the same effect as the carriageway width. Wider the road
more will be the number of lanes and hence an orderly movement of vehicles in a safe
manner. The head-on collision is completely eliminated in a wide road with a median.
The mean values of the relative accident rate given in table show the influence of the
number of lanes on the safety.
Table 2.12 Values of Relative Accident Rate for different number of Traffic lanes
Number
lanes
K12
of
traffic
1.0
1.5
4
4 with
4 with
without
median interchanges
median
0.80
0.65
0.35
2.5.13 Distance from property line

Safe movement of vehicles is ensured with considerable clearance between carriageway
and the roadside buildings. The pedestrian movement and the stalled vehicles on the
service road do not cause any hindrance to the traffic on the carriageway. As a result
when the distance between the building line and the carriageway increased the accident
rate decreases.
distance from buildings on the safety.
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Table 2.13 Values of Relative Accident Rate for different distances from Building
line
15-20,
5, no lanes
lanes for 5-10, side- 5, no lanes for
local
Distance from buildings
local
walks
for
local traffic and
to roadway, m
traffic
provided
traffic
no
sideprovided
walks
K13
2.5
5.0
7.5
10.0
2.5.14 Pavement Characteristics

The condition of the pavement plays a major role in the safe movement of vehicles. A
pavement with less co-efficient of friction offers high skid resistance resulting in a
mishap. As a result a pavement with a low co-efficient of friction leads to higher accident
rate.
The mean values of the relative accident rate given below show the influence of the
pavement characteristics on the safety.
Different values of relative accident rate for different pavement characteristics and skid
resistance are given in table 2.14.
Table 2.14 Values of Relative Accident Rate for different Pavement Characteristics
and Co-efficient of Friction
Characteristics of
pavement
Co-efficient of
friction
K14
Slippery,
covered
Slippery
with
mud
Clean
dry
Harsh
Very
Harsh
0.2-0.3
0.4
0.6
0.7
0.75
2.5
2.0
1.3
1.0
0.75
2.6 Influence of Road Condition on Traffic Safety [9]

An analysis of accidents on a road shows that in addition to accidents comparatively
uniformly distributed over its length, a considerable portion of them occur on relatively
short sections, often called black spots, black sites, black miles, etc., depending on their
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length. Usually increased attention of driver is required when he is traveling over them.
Owing to the road conditions, the nature of the surrounding landscape and the traffic
condition, a speed restriction is established for such sections. At the same time, the road
condition on the section preceding them do not limit the speed, and at the end of them an
inexperienced or imprudent driver may not take into consideration the features of the
following dangerous sections and develop a speed that is much greater than what is
allowed by these sections. Being confronted to the necessity of sharp braking, he is
subjected to the danger of getting into an accident. Tired drivers may get into a similar
situation, since they have a slower reaction.
The safety of the traffic can be appraised by the ratio between the speeds of vehicles
allowed on a dangerous section (the entry speed) en called the safety factor
Ks = v/ en
Investigation of a great number of roads established that sections with a safety factor of 1
to 0.8 are safe for running of the fastest single vehicles. Sections with a factor of 0.6 to
0.8 are comparatively slightly dangerous, 0.4 to 0.6 are dangerous, and less than 0.4 very
dangerous. Accidents occur on them almost every year.
The permissible value of the safety factor naturally depends on the speed. The degree of
danger of a road accident when the speed changes from 30 to 15 km/hr and from 100 to
50 km/ hr is not the same owing to the difference in the braking distances, although both
cases are characterized by safety factors of 0.5. For this reason the values of the safety
factor indicated above as permissible ones related to the average present- day conditions
of running over roads, when the entry speed is close to that on the unobstructed sections
of the road.
A more objective index of the speed changing conditions that takes into consideration the
distance over which the speed is changed is the intensity of the speed change- the
magnitude of the deceleration in slowing down when entering a dangerous section.
A sharp increase in the danger of an accident occurring with a simultaneous reduction of

the speed of traffic streams is observed at places:
a) Of an unexpected sharp deterioration of road conditions- horizontal and vertical
elements, the width and smoothness of the pavement, etc. (a narrow bridge with
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Road Safety Audit

the remaining part of the road having a wide roadway, an intersection not visible
from a distance, a slippery or very rough pavement, short sections running along
bogs or swamps, where fogs often appear at night);
b) Where the road conditions allow a considerable increase in speed, which may
exceed the safe one for the given traffic conditions. An example is the steep and
long downgrades permitted in the design of some highways in southern regions of
the USSR. To date little attention was paid to this circumstance, although it is the
cause of accidents that depend to an equal extent on the road conditions and the
vehicles;
c) Where the road conditions result in a considerable reduction in the speed vehicles
with a lower reserve of power. In combination with insufficient visibility due to
the profile, this leads to a great number of road accidents in the passing of
vehicles.
d) Of the merging, division or intersection of traffic streams - intersections, access
roads, ramps, interchanges, and speed - change lanes.
e) Where pedestrians, cyclists and animals may appear on the road unexpectedly for
the drivers.
It should be noted that all the dangerous places of roads are at the same time sections with
low traffic and operation indices. The influence of a reduction of vehicle speeds near
dangerous spots on a road is felt at a distance from 1 to 2 km. it is extensively connected
with the psychological features of perception of the road conditions by drivers, who
reduce the speed of their vehicles to a value that seems safe to them or is inconvenient for
further motion.
Considering approximately that a section on which the influence of unfavorable road

conditions is felt is passed by a vehicle with the average 0.5(ven + v), where v is the speed
over the dangerous section, instead of the entry speed ven, it is not difficult to prove that
the magnitude of the total losses of motor transport T as a result of reduction of the speed
of vehicles when passing a dangerous section is related to the safety factor by the
expression
T = (1-Ks) L N r
en (1 + Ks)
roubles per day
Where, L = length of the section on which a speed reduction is felt, km.

N = traffic volume, veh-day.
r = cost of one vehicle-hour, rouble.
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Road Safety Audit

At high traffic volumes, these total losses of motor transport are quiet appreciable. When
analyzing measures for improving the conditions of traffic, they must be taken into
consideration without fail.
2.6.1 Perception of Road and Traffic Conditions by Drivers [9]

The alignment of a road consists of various combinations of horizontal and vertical
straights and curves. Although roads are designed for definite speeds, the actual speeds on
different sections of them are not the same. On straight level sections and downgrades,
modern vehicles can develop speeds that exceed the design ones for roads of the highest
class. On horizontal curves, even on those planned for running at the design speed, in
unfavorable seasons the reduction of the magnitude of the side friction factor forces
drivers to restrict their speed. On steep upgrades the speeds of all vehicles are
considerably lower than on straights. Motorists, if only they are not in a dense stream of
traffic, when the conditions of driving are actually forced, select their speed by intuition
in accordance with their experience and the features of their perception of the road and
traffic conditions. By the latter is meant the influence of the motion of other vehicle and
of weather factors.
The source of information determining a drivers behavior is the road itself. The factors
attracting a drivers attention when he is on a road can be divided into 3 groups as
follows.
a) Factors relating to the road- elements of the road directly affecting the driving of a
vehicle (traffic control signs, changes in the direction of road, rough spots on the
roadway, three leg intersections of various types, etc.)
b) Factors connected with traffic- other vehicles, motorcycles, cyclists and
pedestrians on the shoulders.
c) Factors not connected directly with vehicle motion- buildings and structures that
strike the eye, groups of vegetation along the roadside, surrounding landscape and
even aircraft flying overhead.
The number of factors that a driver can distinguish and clearly fix in his mind is limited
by the minimum time needed or his organs of sense to distinguish different actions. For
each irritant there is a threshold value whose magnitude depends on the total emotional
stress of a person. On an average these values are 1/16th second for vision, 1/20th second
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Road Safety Audit

for hearing, and one-fifth second for muscular reactions to joints and bumps. More
frequent actions merge and are perceived by the organs of sense as continuous processesflashing, rumbling, and vibration. In addition, at each moment of time a driver
concentrate his attention only on one concrete circumstance, receiving only most general
idea on some of the others occurring simultaneously.
On modern expressways with a high smoothness of the alignment and high- quality
pavements, the physical actions on drivers appearing as a result of acceleration when the
speeds change or when running over curved elements of the route are quite small. The
main source of information on the road conditions for a driver in his vision.
A consecutive change of pictures takes place, as it were, in a drivers mind during motion.
Depending on the road conditions, the frequency of meeting and passing vehicles, the
landscape of the locality, the number of objects on which attention is concentrated
changes.
There is a concept of the density of occurrences- the number of factors that can be taken
into account by the organs of sense of a driver in one second.
E = M / L
Where M = number of factors that can be taken into account by the organs of sense of
drivers within the limits of the zone of vision concentration L m long
= speed, m/s
It is considered that when traveling over open country a driver registers phenomena
occurring at a distance up to 600 meters ahead of him, and on a city street up to 60
meters.
When traveling over a road at different speeds, the number of objects that get into a
drivers field of vision during a unit of time is the greater, the higher is the speed.
Since the possibilities of a driver to distinguish and grasp all the incoming information are
limited, he unconsciously reacts to the growth in the information in several ways:
(a) by increasing his attention;
(b) by reducing the zone in his field of vision on which his attention is concentrated;
(c) By selective appraisal and choice of the incoming information.
For every driver there is an optimal density of objects at which he confidently drives his
vehicle, reacting in good time to changes in road and traffic conditions. At the optimal
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Road Safety Audit

density and diversity of objects, the attention of drivers becomes activated. An
insufficient load on drivers in the absence of irritants, for example in monotonous open
country with a low intensity of traffic, often leads to what is frequently mentioned in
literature as a peculiar half drowsy state bordering with sleep, an inhibited state of
higher nervous activity, which frequently leads to accidents.
A great density of objects overloading with information, for example when traveling
through populated areas with a great number of maneuvering vehicles and unorganized
pedestrian traffic, requires great straining of drivers attention. Concentrating on driving
his vehicle, a driver is forced to selectively deal with possible objects of observation, and
when their number is great he omits those of them that do not relate to convenient and
safe movement along the road. With intense traffic on road, a pedestrian on the roadside
does not practically attract drivers attention. With a low volume of traffic on a road
passing through a region with a monotonous landscape, he may attract a drivers attention
for a short time. Especially difficult conditions are created it vehicles travel in a saturated
stream or in a column, when all drivers are forced to travel at the same established speedthat of the traffic stream. This speed often fails to correspond to their psychological
features, degree of fatigue and skill. An unskilled driver traveling in a column or a group
of vehicles at the minimum distance from the vehicle ahead of him frequently drives in
conditions which in their complexity exceed the optimal ones for him, and has very
limited time to make a decision. He is thus subjected to the danger of making errors that
may result in an accident. The volume of traffic leaves very little time for the driver to
think.
If a vehicle is traveling in free traffic conditions without being subjected to the influence
of other vehicles, overloading of the drivers attention with information results in an
involuntary lowering of speed, so that the incoming amount of information will again
become optimal.
The following examples of typical speed conditions can be given:
(a) In conditions of rolling country with frequent grades acceleration on a downgrade
into valley with the engine switched off, shifting into high gear, overcoming of the
upgrade with the use of the accumulated energy, and descending into the next
valley;
(b) In conditions of an open plain- uniform driving at high speeds, without shifting
gears or applying the brakes over great distances;
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Road Safety Audit

(c) In mountainous country- traveling with frequent sharp curves of a small radius in
conditions of inadequate sight distances. Motion is attended by frequent
accelerations and decelerations. The curves with small radii are traveled at varying
speed conditions, the brakes being applied when entering a curve, and the
Vehicle accelerated when leaving it.
The sections of a road are similar over a great length. When the route follows a mountain
river valley, it usually consists of an alternating entry into a side valley of a tributary
stream, a crossing of the stream with a small bridge, usually having steep and sharp
curves at this approaches, and an exit along the second side of the horseshoe turn with a
slight upgrade. The section of passing from the basin of one river to that of another one
consists of sections with steep grades and curves having a small radius, with insufficient
sight distances.
Observations of traffic showed that when entering an unfamiliar section, most drivers do
not appreciably reduce their speed so as not to violate their rhythm of motion.
When the necessity of a quick reduction of speed over a short length of road comes to
light at the last moment, accelerations appear that are not inherent in normal convenient
conditions of driving a vehicle. When making a sharp turn at a high speed, a driver must
apply a great force to the steering wheel than at a low speed, and turn the wheel with a
greater angular velocity. All this makes control of the vehicle difficult, and in the
conditions of limited time available to the driver for this maneuver sometimes causes an
accident.
Since the preconditions for the appearance of road accidents are created at places where
the rhythm of motion may change unexpectedly for a driver, the problem of improving
traffic safety requires that such sections be eliminated when designing the alignment of a
new road. The changes in the technical characteristics of road should be coordinated with
a change in the landscape of the locality on its natural boundaries, so that a driver will be
prepared for this change by the change in the general appearance of the locality.
In dealing with of the problem of the permissible difference in speeds ensured by adjacent
elements of a road, the requirements can be advanced from the viewpoint of convenience
in driving a vehicle that the combination of horizontal and vertical elements should make
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Road Safety Audit

it possible for a driver to reduce his speed only acting on the gas pedal, without shifting
gears or applying the brakes.
2.7 International Road Assessment Programme (iRAP) [2]

The International Road Assessment Programme (iRAP) is a registered charity dedicated
to saving lives through safer roads. iRAP works in partnership with government and nongovernment organizations to:
Inspect high-risk roads and develop Star Ratings and Safer Roads Investment
Plans
Provide training, technology and support that will build and sustain national,
regional and local capability
Track road safety performance so that funding agencies can assess the benefits of
their investments.
Road Assessment Programmes (RAP) are now active in more than 70 countries
throughout Europe; North, Central and South America; Africa and the Asia Pacific
region.
The Global Road Safety Facility, funded with support from the Bloomberg Philanthropies
Global Road Safety Project (RS-10 project) financed the International Road Assessment
Programme (iRAP) in India covering four states. The Ministry of Shipping, Road
Transport and Highways (MoSRTH) and State Public Works Departments (PWDs) of
Andhra Pradesh, Gujarat, Karnataka and Assam identified a network of 3,000 km
consisting of several high-risk sections for inclusion in the project.
Karnataka is the countrys eighth largest state by area with a population of 61 million
(2011). The total road network length of 144,130 km is comprised of 3,973 km of
National Highways (NH), 17,222 km of State Highways (SH), 30,975 km of Major
District Roads with the remaining made up of other district and village roads. The iRAP
analysis was divided between the Public Works Department responsible for the National
Highway (NH) upgrades and the Karnataka State Highway Improvement Project (KSHIP)
with responsibility for the World Bank funded State Highway upgrades.
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Road Safety Audit

2.8 Pedestrian Safety [10]
Walking is a universal phenomenon but generally not considered as a transport mode
because it does not employ vehicles as modes. The term Pedestrian is used to recognize
the fact that the approach to pedestrian pathway development must be as scientific and
systematic as the techniques which are applied to highway design and development. At
city level, each and every resident is a pedestrian but treated as neglected road user.
Where is my walking space? This is the first thought that arises in the minds of a
pedestrian in the city as almost all footpaths are either usurped by shopkeepers or blocked
by obstacles like poles, sign boards depriving the pedestrians of the much-needed space.
As a result, they are forced to walk on the roads and end up hindering free movement of
vehicular traffic and putting their lives at risk.
Pedestrians are neglected because they make no noise. They go quietly findings their
ways in prevailing chaos. In metro cities, more than one mode of public transport is
available now-a-days. Due to expansion of city boundary and urban sprawls, the single
mode of transport is neither viable nor efficient as the spatial separation between
commuters and work places has increased. Hence, public transport has become multi
modal which combines two or more modes to provide comfort, rapid and environmentally
compatible movement of the commuters. Similarly, integration of pedestrian with public
transport enhances share of non-motorized modes and reduces use of personalized
vehicles. Hence, pedestrian safety is an integral part of overall transport system.
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Road Safety Audit
3.0 PRESENT INVESTIGATION

3.1 General
The objective of the study is to establish a quantifiable relationship between accident rate
and some factors influencing accidents. To develop such relationship, it is necessary to
collect the accident data and details about the factors affecting the accident rate, such as
roadway geometrics traffic conditions etc. The accident data for four years have been
collected and used for the analysis. Surveys were conducted to collect the details like road
geometrics, traffic volume, speed and delay etc. at selected locations.
3.2 Location
The present study is limited to analysis of accidents during the years 2008 to 2011 on
SH 87 (Bannerghatta road) and has high number of accidents as recorded in the FIR. For
stretch of 12 kilometer was selected from Mico layout bus stop to Bannerghatta village
(Vijaya Bank bus stop).
3.3 Road Inventory Data

Selected road stretch was divided into number of sub stretches measuring approximately
1000 meters. At each sub-stretch details of following road geometrics were also collected.
i.
Width of Roadway
ii.
Width of Median
iii.
Width of Shoulder
iv.
Sight Distance restrictions
v.
Grades
vi.
Kind of road intersection
vii.
Number of lanes
viii.
Distance from buildings to roadway
ix.
Length of straights
x.
Characteristics of pavement
3.4 Traffic Studies

a) 8 hours volume count was conducted at 3 locations of the stretch on a weekday
covering both peak and off peak hours of a day.
b) Floating car method survey was conducted to find the journey speed.
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Road Safety Audit

3.5 Collection of Accident Data
The accident particulars pertaining to the study stretch was collected from the respective
police stations. The study stretch of 12 kilometer (from Mico layout bus stop to
Bannerghatta village) plan is shown in the figure3.1. The study stretch fell under the
administration of Mico layout Police Station limit. Accident data related to past four
years was collected for analysis purpose.
The accident data form as prescribed by IRC has been prepared to collect the necessary
information such as date, time, location, whether the accident was fatal, vehicle damage
and injured.
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Road Safety Audit

Strip Plan
Hulimavu Junction
Shopeers Stop
Ch 0.0
ch 1.0
IIMB
ch 2.0
Shear Wood High School

ch 3.0
ch 4.0 ch 5.0
ch6.0
ch 7.0
ch8.0 ch 9.0
Towards Jaydev Hospital Junction
Sarakki Road
Junction
Jeedi Mara
Junction
ch10.0 ch 11.0 ch12.0
Towards Bannerghatta
Bilekahalli
Road Junction
Arakere Road
Junction
Gottigere Road
Junction
NICE Ring Road

Junction
Fig 3.1: Strip Plan of Selected Road Stretch

Volume count survey locations
Chainage
(ch)
0.0
1.0
2.0
3.0
4.0
5.0
Location
Mico Layout Bus Stop
Jeedi Mara Junction
IIMB
Bilekahalli Road Junction
Hulimavu Junction
Meenaxi Mall
Chainage
(ch)
6.0
7.0
8.0
9.0
10.0
11.0
12.0
Location
Loyola School Bus Stop
Gottigere Bus Stop
Basavapur Cross
Kalakere Gate
AMC Engg. College
Ryan International School
Bannerghatta Bus Stop (Vijaya Bank)
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Road Safety Audit
4.0 ANALYSIS OF DATA

4.1 Accident Analysis
The data regarding the road accidents in Bannerghatta road have been collected for a
period of four years, i.e. 2008 to 2011 from the Traffic Police Station. The date, time,
approximate place, types of vehicles involved etc., are entered in the First Information
Report (F.I.R) and details are recorded in case diaries. In order to analyze accident data, it
was found that the details were not recorded in standard format and police FIR lacked the
important engineering aspects like Nature of Accidents (Head-On, Rear-End etc.,) Type
of location (Mid Block, Intersections, Curves, Bridge etc.). Therefore, micro level
analysis is not possible. The pedestrians are most affected by accidents in this road. The
pedestrian safety is very low.
Accidents which occurred during the study period, i.e. 2008 2011, are arranged Yearwise, Month-wise and Hour-wise. It is observed that more number of accidents has
occurred in the year 2011. Year-wise percentage of accidents is presented in table 4.1 and
the graphical representation of the same is given in figure 4.1.
33
Road Safety Audit

Table 4.1: Year Wise Distribution of Accidents During 2008-2011
Year of
Accidents
2008
Vehicle
Damage
22
2009
Injured
Fatal
Total
Percentage (%)
34
58
26.72
20
26
51
23.51
2010
20
34
15.66
2011
31
34
9
Grand
Total
74
34.11
217
Fig 4.1: Year Wise Distribution of Accidents During 2008 to 2011
Month-wise distribution of accidents is shown in table 4.2. It is observed that most of the
accidents occurred during January, November and December. It is difficult to explain
this phenomena without sufficient relation information on traffic and geometric
characteristics. Graphical representation of different category of accidents occurred is
presented in figure 4.2.
34
Road Safety Audit

Table 4.2: Month Wise Distribution of Accidents During 2008-2011
Months
Vehicle Damage
Injured
Fatal
Total
Jan
15
5
4
9
5
5
5
9
6
3
5
11
10
7
10
9
12
12
8
8
5
5
14
10
3
2
1
1
3
2
0
2
2
4
4
1
28
14
15
19
20
19
13
19
13
12
23
22
Grand Total
217
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Percentage
(%)
12.90
6.45
6.91
8.76
9.22
8.76
5.99
8.76
5.99
5.53
10.60
10.14
Fig 4.2: Month Wise Distribution of Accidents During 2008 to 2011
35
Road Safety Audit

To know the trends of accidents in different periods of day and night it is divided into 24
parts by 2 hours each. Accidents which occurred during these periods are tabulated in
table 4.3. Occurrence of accidents is likely to vary during time periods. It was observed
that normally more than 75 percent of total accidents occur between 06:00 to 22:00 hours.
As per the survey, the maximum accidents are recorded during 08:00-18:00 hours (i.e.,
61.75 percent of total accidents). Graphical representation of different category of
accidents occurred is presented in figure 4.3
Table 4.3: Hour Wise Distribution of Accidents During 2008-2011

Hour
Vehicle Damage
Injured
Fatal
Total
00:00-02:00
Percentage
(%)
1.84
02:00-04:00
2.76
04:00-06:00
4.15
06:00-08:00
17
7.83
08:00-10:00
12
19
34
15.67
10:00-12:00
13
11
29
13.36
12:00-14:00
12
10
23
10.60
14:00-16:00
15
25
11.52
16:00-18:00
16
23
10.60
18:00-20:00
16
7.37
20:00-22:00
12
20
9.22
22:00-00:00
11
5.07
Grand Total
217
36
Road Safety Audit
Fig 4.3: Hour Wise Distribution of Accidents During 2008 to 2011
To understand the causes of accidents, it is important to examine Kilometer-wise trends

of the accidents, which will help to identify the accident prone stretches of the roads
network. Kilometer-wise distribution of accidents is shown in table 4.4. It was observed
that most of the accidents are occurring between 1st to 4th kilometers. Development of
residential apartments along this stretch has lead to uncontrolled access from many local
streets. High speed vehicles in large volume and unsafe crossing of pedestrians are mainly
responsible for these accidents. Graphical representation of kilometer-wise accidents is
presented in figure 4.4.
37
Road Safety Audit

Table 4.4: Kilometer Wise Distribution of Accidents During 2008-2011
Distance (km)
Vehicle Damage
Injured
Fatal
Total
Percentage (%)
0-1
15
25
44
20.28
1-2
10
13
24
11.06
2-3
14
21
37
17.05
3-4
18
28
12.90
4-5
14
6.45
5-6
13
5.99
6-7
17
7.83
7-8
11
5.07
8-9
3.69
9-10
4.15
10-11
3.23
11-12
2.30
Grand Total
217
Fig 4.4: Kilometer Wise Distribution of Accidents During 2008 to 2011
38
Road Safety Audit

The pedestrian safety is very low on this road. The rate of pedestrians affected by
accident is shown in table 4.5. Kilometer wise pedestrian accident details are given in
table 4.6
Table 4.5: Pedestrians Affected by Accidents During 2008 to 2011

Total accidents
Pedestrian
88
Other
129
Fig 4.5: Pedestrians Affected by Accidents During 2008 to 2011
Reasons for low pedestrian safety
High speed of vehicles.

Long waiting time at Intersections.
Less countermeasures for pedestrian safety.
Lack of continuous walking.
Adverse Road Design for Pedestrians.
Driving vehicles on footpaths.
39
Road Safety Audit

Table 4.6: Kilometer wise Pedestrians Affected by Accidents During 2008 to 2011
Distance (km)
0-1
1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9-10
10-11
11-12
Total
18
9
15
12
6
5
3
1
5
3
3
3
Total
83
Percentage (%)
21.69
10.84
18.07
14.46
7.23
6.02
3.61
1.20
6.02
3.61
3.61
3.61
Kilometer Wise Pedastrian Accident Details

20
No. of pedastrian accidents
18
16
14
12
10
8
6
4
2
0
0-1
1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9-10 10-11 11-12
Distance
Fig 4.6: Kilometer wise Pedestrians Affected by Accidents During 2008 to 2011
In table 4.6 and figure 4.6 shows most number of accidents between Km 0 to 1. Gopallan
mall opposite pedestrian crossing is major prone zone. Here we have underpass and
flyover so vehicle moves very fast in this area. The trees on median creates sight problem
to drivers .Near Micolayout bus stop people stand in the road to get bus.
40
Road Safety Audit

4.2 Speed and Delay
The speed and delay data was collected by moving observer method. The average Journey
Speed and Running Speed Values are given in table 4.7
Table 4.7 Kilometer Wise Journey Speed and Running Speed Values
Mico layout to Bannerghatta
Dist(kms)
Journey
Running
Speed
Speed
(kmph)
(kmph)
20
26
0.00-1.00
23
29
1.00-2.00
21
28
2.00-3.00
24
29
3.00-4.00
22
28
4.00-5.00
26
29
5.00-6.00
28
31
6.00-7.00
25
27
7.00-8.00
32
35
8.00-9.00
35
37
9.00-10.00
34
36
10.00-11.00
31
33
11.00-12.00
Bannerghatta to Mico layout

Dist(kms)
Journey
Running
Speed
Speed
(kmph)
(kmph)
33
35
12.00-11.00
32
36
11.00-10.00
31
33
10.00-9.00
30
32
9.00-8.00
35
38
8.00-7.00
20
24
7.00-6.00
19
23
6.00-5.00
21
24
5.00-4.00
19
23
4.00-3.00
16
21
3.00-2.00
21
24
2.00-1.00
16
20
1.00-0.00
Speed profile for the study stretch is shown in figure 4.7 and figure 4.8. The possible
causes of reduction in speed of streams of vehicles
Width of the road.
Running through populated areas.
Delay at signals.
41
Road Safety Audit
Fig 4.7: Speed variation Graph (Mico layout to Bannerghatta)
Fig 4.8: Speed variation Graph (Bannerghatta to Mico layout)
42
Road Safety Audit

4.3 Relation between Causative factors and Accident Rate
4.3.1 Relation between Roadway width and Relative Accident Rate
A wide divided road provides enough space for overtaking operation whereas a narrow
road hinders that operation. A careless man oeuvre on such stretches leads to accidents.
To know the effect of roadway width on relative accident rate, a plot between them was
obtained and the corresponding trend was shown in figure 4.9. The data points appear to
be staggered and three level sequenced at 20, 40 and 55 relative accident rate has resulted
in poor correlation.
Fig 4.9: Relationships between Roadway Width and Relative Accident Rate
4.3.2 Relation between Shoulder Width and Relative Accident Rate

Shoulders are needed for parking stopped vehicles in India. They are used for crossing
and overtaking the vehicles. To study the effect of width of shoulder on relative accident
rate a plot of shoulder width and relative accident rate is obtained and is presented in
figure 4.10. Since the shoulder widths are almost fixed at 0.5m and 1.0m, the data points
are highly biased and the attempt to correlate the shoulder width and relative accident rate
has yielded very poor correlation.
43
Road Safety Audit
Fig 4.10: Relationships between Shoulder Width and Relative Accident Rate
4.3.3 Relation between Sight Distance and Relative Accident Rate

Sight distance can be for (i) safe stopping and (ii) overtaking. An insufficient sight
distance is most frequently the cause of accidents in passing through intersections. To
know the effect of sight distance restrictions on relative accident rate, a plot between
them was obtained is shown in figure 4.11. The data points appear to be staggered and
relative accident ratio are staggered at 18, 22, 42 and 60 and resulted in poor correlation.
44
Road Safety Audit
Fig 4.11: Relationships between Sight Distance and Relative Accident Rate
4.4 Road Safety Audit
The Bannerghatta road considered for this study area. Using the accident data along with
the data related to road geometrics and traffic characteristics, analysis was done to find
the summary accident rate for every kilometer of the stretch using the Babkovs partial
severity factors.
The detail of the procedure is outlined below.

The various Babkovs partial severity co-efficient are given below and their values are
explained in Chapter 2.0 and the summary accident rate is obtained by the multiplication
of these factors as given by, Kac=K1 K2 K3.K14
45
Road Safety Audit

Where, K1 = Volume of traffic, vehicles/day
K2 = Roadway width, m
K3 = Shoulder width, m
K6 = Sight distance, m
K7 = Difference between width of roadway on bridge and on approach road, m
K8 = Length of straights, KM
K9 = Kind of road intersection
K10 = At-grade intersection with minor road at volume of traffic on main road,
vehicle/day
K11 = Sight distance ensured at an intersection from the minor road, m
K12 = Number of traffic lanes
K13 = Distance from buildings to roadways, m
K14 = Characteristics of pavement /Co-efficient of friction.
The actual measurements of the geometric, traffic and other physical features long the
Bannerghatta (BG) road stretch and the summary accident rate values obtained and
Babkovs factors are given in table 4.8.
46
Road Safety Audit
Fig 4.12 Relative Accident Rate

Table 4.8 Relative Accident Rate
Volume of Traffic, Veh/day
K1
Roadway Width, m
K2
Shoulder Width, m
K3
Grade, %
K5
Radius of Horizontal Curve, m
K6
Sight Distance, m
K6
Width of Bridges, m
K7
Length of Straights,Km
K8
Kind of Intersection
K9
At-grade intersection with minor road
K10
Sight distance at intersection,m
K11
Number of traffic lanes
K12
Distance from buildings to roadway,m
K13
Characteristic of Pavement
K14
Summary Accident Rate
Actual Number of Accidents as per FIR
Distance (kms)
17,540
16.625
9.875
1.7
14
14
18
14
14
7.5
7.5
7.5
0.8
1.0
1.7
1
1.0
1.7
1
1.0
1.7
2
7.5
7.5
7.5
1.5
1.4
2
0.5
2.2
2
1.0
1.7
2
1
1.0
1.7
2
1.0
1.7
2
0.5
2.2
1
0.5
2.2
1
1.0
1.7
1
1.5
1.4
2
1.0
400
1.6
200
2.25
600
1.4
250
2
Nil
1.0
More than 3km
1.0
volume of traffic on minor road is less than 10 % of total volume on main roads
1.5
Nil
1.0
65
1.0
4
40
1.65
4
45
1.1
5
0.65
6
5.0
50
1.1
4
40
1.65
4
50
1.1
2
45
1.1
2
65
1.0
2
1.0
5
7.5
34.81
9
9.00-10.00
54.70
7
10.00-11.00
118.35
5
11.00-12.00
Clean and Dry
1.3
14.65
44
0.00-1.00
87.03
24
1.00-2.00
16.12
37
2.00-3.00
16.12
28
3.00-4.00
24.18
14
4.00-5.00
54.70
13
5.00-6.00
60.17
17
6.00-7.00
46.49
11
7.00-8.00
34.81
10
8.00-9.00
47
Road Safety Audit

4.5 Accident Prone locations
Perusal of the table 4.8 and figure 4.12 relating the accident rate to the causative factors
indicate that the stretches between Km 1.0 to 2.0, Km 5.0 to 6.0, Km 6.0 to 7.0 and Km
11.0 to 12.0 is highly critical with an accident rates of 87.03, 54.70, 60.17 and 118.35
respectively. Referring back for the causes, the stretch between Km 5.0 to 7.0 has
insufficient road width, road without medians, poor pavement condition. These have to be
addressed immediately and before and after studies have to be conducted at these
locations.
48
Road Safety Audit
5.0 CONCLUSIONS
5.1 General
The study stretch a Bannerghatta road that is from Mico layout bus stop to Bannerghatta
village Km 0.0 to 1.0 is accident prone due to multiplicity of causative factors. The
analysis of accident data collected from the FIRs from 2008 to 2011 and field surveys
conducted has yielded the following conclusions.
5.2 Accident Statistics
i. More number of accidents has occurred during 2011.
ii.
No definite trend is observed with month wise distribution, the accidents have
occurred all through the year.
iii. Majority of accidents have occurred during 8am to 12pm and 4pm to 6pm of the
day and it is difficult to explain the particular trend.
iv. Analyzing kilometer wise accident occurrence has shown that Km 0 to 1, Km 2 to
3 and Km 3 to 4 have shown higher accidents.
5.3 Speed profile data

i. Along the study stretch from Mico layout towards Bannerghatta the accident
prone locations are Km 0 to 1 has low Journey Speed of 20 kmph. Whereas from
Bannerghatta towards Mico layout the accident prone locations are Km 0 to 1 and
Km 2 to 3 has low Journey Speed of 16 kmph.
5.4 Pedestrian safety
The study stretch has very low pedestrian safety. The stretch between Km 0 to 1 has
indicated the highest number of pedestrian accidents followed by Km 3 to 4 and
Km 4 to 5.
The possible causes of accident in the location are
Trees on median creates Sight distance problem.
Two wheelers driving vehicles on footpath.
People standing on the road near bus stand.
Improper footpaths.
49
Road Safety Audit

5.5 Road Safety Audit
The analysis has indicated that the most severe accident prone locations are Km 1.0 to
2.0, Km 5.0 to 6.0, Km 6.0 to 7.0 and Km 11.0 to 12.0. These stretches needs geometric
improvement, pavement resurfacing etc., and needs Before and After studies to be
conducted for economic and financial evaluation.
5.6 Remedial Measures.

For improvement of road safety and improvement of pedestrian safety the remedial
measures required are
Pavement conditions should be improved.
Construction of foot over bridge and subways for pedestrians.
Parking vehicles on road must be avoided.
Footpath conditions should be improved.
Widening of road required from Km 5 to 8
50
Road Safety Audit
6.0 REFERENCES
1. Prof.P.K.Sikdar and Dr.Nishi Mittal Road Safety Ensuring Safety In Road
System Indian Highways, January 2003
2. Luke Rogers, iRAP India Four States Road Safety Report ,iRAP502.15: 19
December 2011.
3. Vivian Robert R. and A. Veeraragavan Evaluation Of Traffic Management
Measures In Accident Reduction Under Mixed Traffic,16th ICTCT
WORKSHOP- 2003
4. Divya Gandhi and Deepa kurup, Highway Take A Toll On Pedestrians,

The Hindu news paper, Bengaluru, October 11th, 2011.
5. G. Gururaj, Road Safety in India: A Framework for Action, National
Institute of Mental Health and Neuro Sciences, Publication no 83, Bangalore2011
6. http://www.who.int/roadsafety/decade_of_action/en
7. K.W. Ogden Safer Roads:Guide to Road Safety Engineering, Avebury

Technical Publishers, UK 1996 - 77
8. NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM

[NCHRP] SYNTHESIS 336 ,Road safety audits Transportation Research
Board ,Washington, D.C.2004
9. V.F.Babkov, Road Conditions and Traffic Safety, Mir Publishers, Moscow,

1975.
10. Pawan Kumar, Prof. S.Y.Kulkarni and Prof. M. Parida Pedestrian Safety in
Multi Modal Public Transport: A Way forward to Create Safer City, Skoch
Knowledge Repository, Security & Disaster Management-2009
51
Road Safety Audit

11. Dr. L.R Kadiyali Traffic Engineering and Transportation Planning , Khanna
Publishers, New Delhi 2010.

12. S.K.Khanna & C.E.G.Justo, Highway Engineering, Khanna Publishers,
New Delhi 1993.
52
Road Safety Audit
OUTCOME OF THE PROJECT WORK RESULTING IN AN

ARTICLE
A paper entitled Road Safety Audit was published in International Organization of

Scientific Research Journal of Mechanical and Civil Engineering (IOSRJMCE), Volume
1, Issue 6 (July-August 2012), PP 01-08, Copy of the certificate is attached.
53
Road Safety Audit

LIST OF PHOTOS
Photo 1: Stretch between KM 0.0 to KM 1.0.
Photo 2: Survey between KM 5.0 to KM 6.0
54
Road Safety Audit
Photo 3: Stretch between KM 0.0 to KM 1.0.
Photo 4: Stretch between KM 5.0 to KM 6.0
55

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ABSTRACT

List of Photos... III

1.2 Effects of Road Accidents..

1.3 Road Accident Scenario ............................

1.4 Road Safety In India

1.5 Decade of Action for Road Safety.. 5

1.8 Scope of the Study...

2.2 Road Safety Audit..

2.3 RSA methodology..

2.4 Stages In RSA .......

2.5 Joint Influence of Road Conditions on Traffic Safety........

2.6 Influence of Road Condition on Traffic Safety

2.8 Pedestrian Safety.

3.3 Road Inventory Data.

3.4 Traffic Studies.

3.5 Collection of Accident Data

Chapter4.0: Analysis Of Data

4.3 Relation between Causative factors and Accident Rate.........

4.4 Road Safety Audit..

4.5 Accident Prone locations.........

5.2 Accident Statistics..

5.3 Speed profile data...

5.4 Pedestrian safety.

5.5 Road Safety Audit..

5.6 Remedial Measures.. 50

Strip Plan of Selected Road Stretch ...

Year Wise Distribution of Accidents During 2008- 2011... 34

Month Wise Distribution of Accidents During 2008- 2011 35

Hour Wise Distribution of Accidents During 2008- 2011..

Kilometer Wise Distribution of Accidents During 2008- 2011..

Pedestrians Affected by Accidents During 2008 to 2011...

Kilometer wise Pedestrians Affected by Accidents During 2008 to 2011

Speed variation Graph (Mico layout to Bannerghatta)..

Speed variation Graph (Bannerghatta to Mico layout).

Relationships between Roadway Width and Relative Accident Rate.

Relationships between Shoulder Width and Relative Accident Rate.

Relationships between Sight Distance and Relative Accident Rate...

Relative accident rate......

Stretch between KM 0.0 to KM 1.0.

Survey between KM 5.0 to KM 6.0.

Stretch between KM 0.0 to KM 1.0.

Stretch between KM 5 .0 to KM 6.0

Road Safety Audit

Highway Technology, Department of Civil, DSCE

Road Safety Audit

Total No of Road Accidents

Total Number of Registered Motor

(source; Ministry of Road Transport & Highways Department, Government of India)

Highway Technology, Department of Civil, DSCE

Road Safety Audit

Road Safety Audit

motorists over pedestrians, road transport is left to be void of basic

Old Madras Road

Outer Ring Road

1.4 Road Safety in India [1]

Road Safety Audit

Highway Technology, Department of Civil, DSCE

Road Safety Audit

Jayadeva Hospital Junction Four Arm Junction.

Sarakki Road Bannerghatta Road Junction Three Arm (T Shaped) Junction.

Outer Ring Road Bannerghatta Road Junction Three Arm (Y Shaped)

Bilekahalli Road Junction Three Arm (T Shaped) Junction.

Arakere Road Junction Four Arm Junction.