Report Naubise - Munglin

Black spot identification / Naubise Munglin Section of Prithwi Highway
Executive summary...............................................................................................................................................iv
Acknowledgement.................................................................................................................................................vi
1. INTRODUCTION...........................................................................................................................................1
1.1 Background.........................................................................................................................................1
1.2 Identification of Black-spot..................................................................................................................1
1.3 Objectives of RSI................................................................................................................................3
1.4 Steps of RSI procedures.....................................................................................................................3
1.5 Scope of the work...............................................................................................................................3
2. METHODOLOGY..........................................................................................................................................5
1.6 Preparatory work at office...................................................................................................................5
1.7 On-site field visit.................................................................................................................................5
1.8 Report preparation..............................................................................................................................5
3. REVIEW OF ROAD SAFETY DOCUMENTS...............................................................................................7

1.9 Road Safety Audit Manual..................................................................................................................7
1.10 Road safety Note 2: Designing Safe side drains............................................................................9
1.11 Road Safety Note 5: Delineation measures...................................................................................9
1.12 Road Safety Note 6: Safety Barriers.............................................................................................9
1.13 Road Safety Note 7: Safety at bridges.........................................................................................10
4. BASIC TOPICS FOR ROAD SAFETY INSPECTION................................................................................11
5. ROAD SAFETY ISSUES OF THE HIGHWAY............................................................................................13

5.1 Highway alignment:..........................................................................................................................13
5.2 Road side features............................................................................................................................13
5.3 Damaged crash barriers...................................................................................................................13
5.4 Potential accident prone area along the Naubise - Munglin.............................................................14
5.5 Prioritized and accident locations along the Naibise Munglin Road...............................................16
6. ROAD SAFETY RECOMMENDATIONS....................................................................................................17

6.1 Safety at Bridge and culvert.............................................................................................................17
6.2 Visibility at night................................................................................................................................18
6.3 Safety at the settlement:...................................................................................................................19
6.4 Creating forgiving roads....................................................................................................................20
6.5 Field RSI observation and proposed safety measures.....................................................................21
i
7. BILL OF QUANTITY AND PRIORITY FOR IMPLEMENTATION...............................................................22
8. CONCLUSIONS AND RECOMMENDATIONS...........................................................................................29

8.1 Conclusions......................................................................................................................................29
9. REFERENCES............................................................................................................................................30
APPENDICES........................................................................................................................................................31
ii
List of Figures
Figure 1 various stages of road safety actions.........................................................................................................2
Figure 2RSA Procedures (RSA Manual DoR)..........................................................................................................8
Figure 3: Damaged Crash barrier (CH 49+000).....................................................................................................13
Figure 4 Gnesh Khola (2+980)...............................................................................................................................14
Figure 5 Khahare Khola (12+200)..........................................................................................................................14
Figure 6 Malekhu Khola Bridge..............................................................................................................................15
Figure 7 Chiraudi Khola Bridge..............................................................................................................................15
Figure 14 Typical safety at bridge site....................................................................................................................17
Figure 15 Typical safety at settlement....................................................................................................................19
Figure 16Typical Cross-section of highway /settlement.........................................................................................19
iii
Executive summary
Road Safety and Traffic Unit under the Department of Roads (DoR) has instigated to conduct the study for the
identification of black-spot along Prithivi Highway (Naubise Munglin) for the assessment of road safety
scenario and to identify the adequate road safety measures along this highway. The consultants team conducted
the study by the in-depth field observation as well as consultation with the relevant agencies.
The study or field observations were carried out on January 2017. However, the site was observed by the team
members several times. During the field observation, the team identified field specific road or traffic safety
concerns and documented them into a comprehensive database consisting of road Chainage and safety issues.
The study was carried out as per the standard methodology and procedures developed during the project
inception phase. The audit was carried out in two stages. In the beginning, the study team focused on desk-
study. Then, a field examination of the highway section was carried out and the corresponding safety deficiencies
with appropriate remedial action items were documented.
Based on the study outcome and the previous data (accident) consultant developed team has developed several
typical safety design templates based on the road design and alignment condition. Each typical template is then
configured using a combination of traffic barriers, traffic signage, delineator and pavement width at the curves.
During the study, the team documented some road construction and maintenance practices that deemed highly
deterrent to overall road safety and must need to be the part of regular safety improvement program. Some of
these notable items are (i) road surface maintenance practices (ii) Bridge maintenance including railing
maintenance (iii) Maintenance of shoulders (iv) Maintenance of Gabion barriers (v) Maintenance of stone
masonry parapet blocks.
The study team prepared a priority list of safety items with three implementation time-line and grouped them in
following categories.
Short-term (starting immediately): are those typical outputs and recommendations that are expected to
bring immediate results to improve the overall road user safety and reduction in accident. For Example,
signage, road marking, etc.
Mid-term (starting within 1 year): are those physical interventions that are expected to improve the
system-wide road user safety, for example guard rails, gabions and widening pavement at sharp-curves
with visibility problem.
Long-term results (starting within 3 years): are those outputs that are expected to develop the road
safety awareness to provider (the agencies), drivers, emergency response personnel, traffic police, as
well as all road users. For example, education, enforcement, safety campaign, etc.
The study team also developed a list of comprehensive road safety measures identifying the relative location by
road Chainage for all proposed road safety items that need to be implemented.
The final report also offers some recommendations to improve the overall road safety.
The key recommendations are:
Immediate maintenance of road safety measures (Crash barriers) shall be carried out,
These type of study shall be carried out on the regular interval to address road safety related issues;
There should be provision of pedestrian crossing in the major market area of Highway;
Separation of traffic and pedestrian at the settlement must be part of the road design and development
program;
iv
At the location of sharp-curves where proper sight-distance/visibility cannot be achieved due to hard-
rocks or other terrain constraints, the pavement should be widen at least 1.5 m at the curve to minimize
heads-on collision. In addition, reflective tape/painting should be introduced at this location to improve
the night-time visibility.
Most of the traffic signs installed along the highway have been damaged and some of them are not
properly located therefore, the installation of road safety measures should be carried out under the
close super vision of traffic expert or engineer.
In addition to physical remedial actions to road safety, traffic law enforcement also need to be the
integral part of long-term intervention to road safety
.
v
Acknowledgement
This Report is prepared after the completion of study on the identification of black-spot along Naubise Munglin
section of Prithwi Highway. Road Safety and Traffic Unit, Department of Roads entrusted the consulting service
to RAPID Engineering Services Pvt. Ltd. This report contains the field information on all aspects of Road
Safety for the corrective measures along the study section.
RAPID Engineering Services Pvt. Ltd, the Consultant would like to extend its gratitude to Road Safety and
Traffic Unit, Department of Roads for entrusting the assignment. The consultants' team would like to thanks to
Unit Chief Er. Deep Barahi, for his support during project period. Similarly, we would like to appreciate Engineer
Bibek Pandey for his technical support at the office as well in the field study.
The Consultant would like to extend the gratitude to the Chief of the Planning Division DDG Mr. Dayakant Jha for
his supporting guidance before the field mobilization.
Similarly, team would like to appreciate all the offices of Traffic Police and road users along the project road for
their assistance on identifying specific issues on road safety.
The last but not least, team would like to be glad for the technical and supporting staff of RAPID Engineering
Services Pvt. Ltd. who have done remarkable assistance to complete the assignment.
RAPID Engineering Services Pvt. Ltd.

February, 2017
vi
1. INTRODUCTION
1.1 Background
Main objective of the road transport system is to provide fast, economic and safe transport services. Road
transport is one of the major sectors of national economy. Road transport is considered as the fundamental
platform for the development of other sectors of economy. Road crash or accidents are related to the road traffic
injuries which have been taken as the serious problem everywhere in the world. The road accidents caused by
road traffic injuries are the eighth leading cause of death globally, and the leading cause of death for young
people aged 1529. More than a million people die each year on the worlds roads, and the cost of dealing with
the consequences of these road traffic crashes runs to billions of dollar considered as the social and economic
loss. Current trends suggest that by 2030 road traffic deaths will become the fifth leading cause of death unless
urgent action is taken (Global Status on Road Safety, 2012; WHO).
In this context, World Health Organization (WHO) has taken to carry out the global initiation for road safety as:
Decade of Action for Road Safety: 2011 2020. Within this frame work, road authorities are responsible to
reduce road accidents in each country. In these circumstances, Nepal has formulated Road Safety Action Plan
(2013 -2020).
In Nepal around 2000 people lose their life in road traffic accidents in Nepal every year. The annual fatality rate is
quite high even by developing country standards. Road conditions, drivers' behaviour, and Vehicle characteristic
are main contributing elements for road accidents. Similarly, road safety awareness and enforcement of traffic
regulations play vital role for improvement of road safety. Critical road geometry due to the hilly terrain and
meandering river valleys, we are facing serious fatalities after road accidents. The usual way to minimize the
number of casualties and the severity is to install proper road safety furniture such as crash barriers, marking and
sign.
Department of Roads as the responsible agency for the design, construction and operation of strategic road
network has undertaken the challenges on this very urgent issue of the decade in Nepal. Road Safety and Traffic
Unit (RSTU) within the DoR has been striving to apply efforts on Road Safety since 1994. This specialized unit is
responsible for traffic engineering and road safety activities. The unit has been investigating accidents and
devising engineering counter measures. In this regard, the Unit has published a number of Road Safety
literatures relevant to the national context. Similarly, it has conducted Road Safety Audit of some links of
Strategic Road Network.
Naubise Munglin section of Prithivi Highway is busiest road in terms of traffic flow. It has greater impact on
national economy by providing the transport service including significant portion of international trade. The
Highway alignment, which follows the bank of Trishuli River is very critical in terms of road safety. Each year
severe accidents occur along this section of highway. Narrow road width, sharp curves and frequent river
crossing are critical features of this section of the highway. Considering, these reality RSTU has formulated the
project to conduct Road Safety Inspection along this section of Prithivi Highway.
RAPID Engineering Services Pvt. Ltd has been trusted to perform the Road Safety Inspection of Naubise
Munglin section of the Highway. Consultant has taken this responsibility to complete it within the stipulated time
schedule and with quality assurance.
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1.2 Identification of Black-spot

Road Safety Inspection (RSI) is a systematic, on-site review, conducted by road safety expert an existing road or
section of road to identify hazardous conditions, faults and deficiencies that may lead to serious accidents. Road
hazards and safety issues detected with this activity are described in a written report, for which a formal
response by the relevant road authority is required. RSI is recognized as infrastructure safety management tool
in several countries; however, procedures for its practical implementation differ from country to country.
Description of activities under the RSI consists of a mixture of Road Safety Audit, ordinary road maintenance
inspection and black-spot intervention. The elements to be addressed in RSI should be known risk factors for
accidents or injuries. Inspections should be standardized and designed to ensure that all elements included are
assessed in an objective manner. The RSI report should be standardized; its contents should include a
description of detected safety issues and of proposed corrective measures.
Road authorities must guarantee adequate levels of safety on existing roads. To reach this goal, advanced road
safety management considers not only traditional corrective measures due to analyses of high risk sites but also
the whole infrastructure life cycle itself. This includes interventions to reduce the influence of hazards using
general quantitative knowledge on factors affecting the safety of road facilities.
At the planning stage, a Road Safety Impact Assessment (RIA) is performed to assess the impact of plans on
safety. This can be a new bridge that may or may not be intended to raise the safety level; or the assessment of
a wider scheme i.e. the plans for upgrading the safety level of a total network or area.
At the design stage, a Road Safety Audit (RSA) is carried out to ensure that a new road schemes operate as
safely as possible for all road user groups. RSA consist of the examination of road schemes at the different
stages of project development (starting with the preliminary design), before or shortly after a road is opened to
traffic.
Once fully operational, the safety level of an existing road may be improved through several types of procedures:
Black Spot Management, Network Safety Management and Road Safety Inspections.
Black Spot Management (BSM) consists of identification, analysis and treatment of black spots. Black spots are
defined as any location that has a higher expected number of accidents than other similar locations as a result of
local risk factors. Network Safety Management (NSM) is the identification, analysis and treatment of hazardous
road sections. Hazardous road section is any section that has a higher expected number and severity of
accidents than other similar road sections, as a result of local and section based accident and injury factors.
Road Safety Inspection (RSI) is carried out to identify traffic hazards related to the road environment
characteristics and propose interventions to mitigate the detected hazards.
2
Figure 1 various stages of road safety actions
1.3 Objectives of RSI

Due to technological developments and new technical standards, existing road equipment may become obsolete,
its replacement being necessary. Once open to traffic, the road environment is likely to be affected by
interference due to developments not decided upon by road authorities; this is especially relevant concerning
roadside characteristics. These and others are hazardous factors emerging during the lifecycle of a road itinerary
and unforeseen in its early stages, i.e. the planning and design stages. Tackling these hazards in order to raise
the safety level of existing roads and bring their standards to adequate consistency with the rest of the road
network is the main objective of RSI.
A secondary, complementary, objective may also be achieved by RSI: to maintain or restore the original safety
level of an existing road. However, it is recognized that several issues related to this secondary objective are
mainly achieved by means of regular road maintenance inspections.
1.4 Steps of RSI procedures

RSI is conducted in the following sequence: Preparatory work in the office; on-site visit study; RSI report and
Remedial measures and flow up. Inspections should be standardized and designed to ensure that all elements
included are covered and are assessed in an objective manner. In initial stages of implementation, check lists
may be helpful.
Check lists for RSI should include the following core of recognized important elements:
The quality of traffic signs, with respect to their need and to whether they are correctly placed or legible
in the dark.
The quality of road markings, in particular whether they are visible or are consistent with traffic signs.
The quality of the road surface characteristics, in particular with respect to friction (macro and micro-
texture) and evenness.
The adequacy of sight distances and the absence of permanent or temporary obstacles that prevent
timely observation of the road or other road users.
The presence of roadside traffic hazards, near the carriageway, such as trees, exposed rocks, drainage
pipes and culverts, steep high embankment slopes, etc.
3
Aspects of traffic operation, in particular if drivers speeds are adequate to local conditions and to the
function of the road. This also includes items such as the suitability of the road to its function and the
adequacy of space for current traffic and separation between motorized and vulnerable road users.
For each element included in an inspection, a standardized assessment should be made by applying the
following categories:
The item represents a traffic hazard that should be treated immediately. A specific treatment should then
be proposed.
The item is not in a perfectly good condition or deviates slightly from current standards, but no short
term action is needed to correct it. Further observations are recommended.
The item is in good condition and in accordance with current standards.
The detail of the field check list is provided in the annex of the report.
1.5 Scope of the work

RSI for the Naubise Munglin Section of the Prithivi Highway has been initiated based on its functional
importance and critical aspect of safety. Existing elements such as road furniture, markings, signs, road-surface
and side drains should be maintained for safe and convenient traffic movement. The scope of the RSI should
incorporate the evaluation of these elements regarding safety. The recording the deficiency in safety aspect and
recommendation of remedial measures would be the general outline of the work.
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2. METHODOLOGY
Identification of black-spot along Naubise Munglin Section of Prithivi Highway was conducted as per the
existing practices and procedure. Major steps for these activity consultant followed the methodology are as
below:
1.6 Preparatory work at office

Office work for the preparation of the study mainly consists of: collection of relevant study report, secondary data
and finalizing the checklist for field observation. During the desk study of the project the RSTU was concerned for
the relevant literature and documents on road safety. Based on the existing practices an appropriate checklist
was prepared for the on-site visit of the project road. The road plan with the major settlements and indication of
Chainage was prepared for field work.
1.7 On-site field visit

The RSI team conducted field observation for identification of accident prone areas on the following principles:
Field observation:
The field observation was started from CH 0 + 000 at Naubise and ended at CH 83+000 at Munglin. The field
observations were conducted based on the standard type of Check-list. The inspection was carried out by
car/walking in both directions on the link section under study, at day and at night. The critical road sections and
built-up areas as well as others were noted down in detail. The road safety from all aspects of all road users have
been considered. The team assessed events on the road and its environment without making reference to
standards and regulations: the visit was immediate and efficient, and concentrates on the safety issue from the
users point of view. RSI was field observation was carried out the movement of various types of traffic flow
including pedestrian. All the Road Safety issues and remarks have been recorded on the basis of Kilometre
based system of Chainage.
The field observation was made by using the vehicle-fitted wide range video camera. It captured each elements
of road section. Latter, this video clips were observed for the final recommendations for safety improvement.
Road user Consultation: During the on-site field study, people of each market and settlement, traffic police and
passengers and other road-side dwellers have been consulted for their expectation on safety and crash
scenarios/accident. The major initiatives on the Road safety by the stakeholders have been recorded. At the
same time, drivers and pedestrians (including school children) had been asked on their concern on road safety.
This activity was duly considered during the recommendation of Road Safety measures and their respective
priority. Furthermore, recent accident sites have been thoroughly studied for the accident type and probable
cause.
1.8 Report preparation

The on-site field observation with the checklist had been concluded by the recommendations of Road safety
measures. The priority and their Bill of Quantity (BOQ) of the proposed actions have been prepared for their
implementation. The typical drawings on safety barriers, location of markings, signs have been prepared in detail.
The Final report was prepared the basis of field observation and engineering calculations of the recommended
actions.
The field video record was thoroughly studied for the recommendations and for writing down the existing features
and road geometry.
5
The RSI report at the final stage of the project will consist of four main parts and appendices with maps, pictures
and illustrations as necessary.
Part 1 includes details of the road or section/element of road being inspected as well as the composition of the
inspection team, date, times and conditions at the time of the inspection.
Part 2 includes the outline and the background data obtained during the preparatory work in the office and a
description of the activities undertaken.
Part 3 describes the shortcomings or deficiencies which were found and an assessment of these deficiencies. It
should contain the completed investigation form and the documentation with pictures. It is recommended to
include these deficiencies and shortcomings into table form.
Part 4 contains the recommendations for countermeasures, from short to long term. The safety effects of the
measures should be taken into consideration.
Appendices - include illustrations, maps, tables and data from other sources and kinds (in order to clarify the
results, different kinds of illustrations including photos and sketches of countermeasures). This section also
includes the cost estimation based on the local unit rates for the proposed safety measures.
Also, the efforts in respect of the time needed to realize the measures should be taken into consideration to
prepare challenging but realistic proposals. The team used the expert experience and knowledge about the best
practice and the local circumstances. The possible outcome of the road safety inspection procedures is also
dependent on the terms of RSI.
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3. REVIEW OF ROAD SAFETY DOCUMENTS

During the desk study of the Road Safety Inspection project following documents were studied:
Methodological guide: Road Safety Guide; France, 2009

Road Safety Inspection Guidelines and Checklists; Baltik Sea Region, 2012
Checklists for interurban Highways: Annex to Road Safety Inspection Guidelines; 2009 England
Road Safety Inspection Scheme Review for European Countries; 2011
Road Safety Inspection Guidelines; National Road Authority; Irland, 2012
Road Safety Inspection Manual; Aberdeen City Council, UK, 2012
DoR publications on road safety and other safety guidelines were also reviewed during the desk study of the
project. Some of the safety related documents are as:
FHWA Road Safety Audit Guidelines, US Department of Transport, Federal Highway Administartion,
2006
Road Safety Audit Procedures for Projects, Guidelines, Transfund New Zealand, November 2004
ADB. Road Safety Audit for Road Projects: an Operational Tool Kit, June, 2003.
ADB Road Safety Guidelines for Asian & Pacific Region: Guidelines for decision maker on Road Safety
Policy
DoR Road Safety Notes 2: Design of Safe Side Drains: November 1996
DoR Road Safety Notes 4: Road Safety Audit Manual, April, 1997
DoR Road Safety Notes 5: Delineation measures, March, 1997
DoR Road Safety Notes 6: Safety Barriers, July 1997
DoR Road Safety Notes 7: Safety at Bridges, July 1997
DoR Traffic Sign Manual, August 1997
TRL Over Seas Road Note 17, Road Safety Education in Developing Countries, Guidelines for Good
Practice in Primary Schools, 1997
RSI along the project road should be conducted as per the best practices implemented in other countries.
However, the following safety documents are use full to review for the RSI of the existing road projects.
1.9 Road Safety Audit Manual

The document was published by the Department of Roads in 1997 and reprinted in July 2012. It describes the
basic concepts on Road Safety Audit (RSA), general procedure for RSA, principles for designing the safer roads,
and demonstrates the RSA checklists.
The scope of this RSA manual is limited to the checking the safety aspects of road schemes in order to detect
potential safety before the road open to traffic. the stages for the safety audit mentioned are:
Stage 1 Audit: Feasibility study

Stage 2 Audit: Draft design
Stage 3 Audit: Detailed Design
Stage 4 Audit: pre-opening
RSA should be conducted for roads during and after the construction of road projects. This manual does speak
about the audit procedure for post construction stage roads. The procedure for conducting RSA is given as
shown in the figure below.
7
Figure 2RSA Procedures (RSA Manual DoR)
The major part of the RSA methodology the principles of safety audit are described as below:
Consideration the needs of all road users

be thorough and comprehensive
be realistic and practical
Stick to road safety aspect
Check compliance with relevant standards and guidelines
use a team of at least two auditors
The manual contains the basic design principles for safer roads in the context of Nepal. The auditors as well as
designers should have better understanding of how to go about safer roads. The key principles are:
8
Designing roads for all road users

Provide a clear & consistent message to the driver
Encouraging appropriate speeds and behavior
Reducing conflicts
Making allowance for the bad or impaired driver
Creating a forgiving road
1.10 Road safety Note 2: Designing Safe side drains

Side drains as major part of road cross section especially in hill road it has significant role for overall life cycle of
the road structure as well as the safety. This Safety Note describes mainly four aspects related to the side drain.
Discharge calculation
Safety aspect
Maintenance aspect
The safety aspect of the side drain has been highlighted in the document are as:
the design of drains should be such that any vehicle which falls into them should remain upright
it should be as little damage as possible
be capable of being easily recovered
1.11 Road Safety Note 5: Delineation measures

The delineating devices give the driver visual clues as to where the road is going. They can have great safety
benefits. Road Safety Note (RSN) explains the advantages of delineation and their types and recommendations
for the proper allocation for safety. Different types of delineation measures mentioned in the RSN are:
Centre and edge lines

Post delineator
Confidence blocks
Earth filled bitumen drums
Dimensions, spacing and other requirements on delineation measures have been elaborated in the context of
Nepal.
The application of chevron signs, reflective road studs are more popular for delineation measures. The technical
standards of chevron sign and road reflectors have been mentioned with their installation requirement in this
RSN.
1.12 Road Safety Note 6: Safety Barriers

The design principle of forgiving roads is to install the appropriate barrier to prevent vehicle from running off the
road way. This Technical Note helps to determine the necessary of safety barrier along the roads and to plan
appropriate and cost-effective safety barriers as dictated by site conditions. The warrants for safety barriers are:
To protect vehicles from falling down a slope

To protect vehicles from hitting road side object
To prevent out-of-control vehicles from crossing over the central median.
Types of barriers can be shown as:
9
Semi rigid barriers

Steel beam barriers
Gabion barriers
Rigid barriers
Random rubble masonry barriers
plum-concrete barriers
RCC barriers
This safety note is very import for the treatment of black spot along the project roads. This safety note gives the
idea on barrier type, specifications, installation schemes and maintenance strategy. The cost comparison of
different types of barrier is provided here in the note. However, the cost should be revised as per the project site
and as per present market price of construction materials and labour charge.
1.13 Road Safety Note 7: Safety at bridges

The Road Safety Note-7 describes special safety measures to be applied at the bridge sites. The `frequency of
accidents is higher at bridge sites therefore it should be treated with more care from the safety point. All the
components such as bridge approach and structural elements of bridge should be taken care. Provision of
pedestrian walking, signage, marking is most important safety aspect at bridges.
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4. BASIC TOPICS FOR ROAD SAFETY INSPECTION

The following key topics relating to the road should be investigated during a RSI. The general checklist for field
observation has been developed as per the following elements of the road section:
Function
Is the road responding to its function in the network (does it have mixed functions, are speeds limits appropriate,
are there any impacts from land use development, problems with accesses roadside facilities and properties)?
Cross section
Is the road cross section width and separation appropriate (is the number of lanes sufficient for the traffic using it
including cycling and walking if available?), is the marking sufficient, what are the surface conditions, are the
shoulders adequate, is drainage from the road adequate, and is the pavement in a suitable condition, what is the
solution for separation of vulnerable road users and is it adequate to the terms?
Alignment
Is the alignment consistency regarding the curve design, are sight distances adequate? Is the existing speed limit
adequate for the horizontal and vertical elements of the alignment? Are there sufficient overtaking possibilities? Is
the alignment consistent and easily recognized by the road users? Or full of surprises for the drivers?
Special attentions need to be drawn to terrain character transition sections on the roads (flat to hilly)
Intersections
Are intersections appropriate for the traffic volumes, level and form of traffic engineering (for example
intersection type - is there traffic signals and are they sufficient?). Can pedestrians safely cross the road? Are
there local accesses to private properties and railway crossings? Are there sufficient space and
acceleration/deceleration lanes?
Vulnerable road user needs

This topic includes the needs of pedestrians, bicyclists and powered two-wheelers. These issues are important
because of the often serious consequences of their accidents. Furthermore, it is realistic to take account of that
the number of bicyclist and powered two wheelers will be changed (often increased) in the next years.
Traffic signing, marking and lighting

Is the signing and marking appropriate and clear, is lighting adequate or is it needed? Have appropriate speed
limits been signed appropriately (start, end, height, location)? Is prohibition of overtaking for trucks, buses, etc.
appropriately designed and located? Can the signs be clearly recognized? Is a reduction in speed when
approaching the intersection assigned to the correct place and properly designed? Is signing logical and
consistent? Do all signs and markings correspond without any contradictions? Is the road sufficiently illuminated?
Is there a need to have illumination? Is the lighting of special situations (transition zones, changes in cross
section suitably designed?
It would be useful to use the unified and standardized approach of traffic signalling and road marking on
European road network, especially on sections which are close to state boarders, in order to make the travelling
more homogeneous and understandable for the road users on international routes. It is understandable that
national standards could differ from each other. Here the RSI could take account these differences and highlight
the need of explanatory information.
Roadside features and passive safety installations

11
This complex of questions includes the safety related question about engineering structures, like obstacle along
the road, bridges and other features and about the passive safety installations? Are there any features within the
safety zone? Are passive safety installations set up at the required locations? Have masts, abutments,
supporting walls, bridge railings etc. been safeguarded? Are there at bridges sufficient passive safety
installations, are there properly connected with the guardrails along the road?
Public and private services, service and rest areas, public transport
How an access is performed to services such as schools, hospitals, supermarkets, restaurants etc. RSI should
also look at parking and loading facilities as well as public transport facilities e.g. bus stops. Is there sufficient
and safe space and access for passengers?
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5. ROAD SAFETY ISSUES OF THE HIGHWAY
5.1 Highway alignment:

Nubise Munglin section of Prithvi Highway as such relatively busy road and most of the section of the highway
passes through the settlement. This section mostly passes through the river Valley of Trishuli River. The
alignment of study section of the highway i.e from Naubise to Munglin can be characterized as:
Naubise to Galchhi:
Galchhi to Munglin:
5.2 Road side features

Road pavement elements as well as road-side structures constitute the overall physical environment. These
elements should be designed and constructed with the due consideration of traffic safety. The pavement
conditions should have of uniform geometry for better and safe driving conditions. The road side structures such
as retaining walls, road-side barriers, cross-drainage railings, traffic signposts, side drains should be constructed
after some clearances (clear-zone). The roadside trees and bushes should be regularly trimmed-off for the better
visibility.
5.3 Damaged crash barriers

Naubise Munglin Road section is vulnerable in terms of roadway run-off accidents. Main causes of such type of
accident is the lack of clear-zone. Road alignment along the river valley has complex horizontal alignment having
frequent sharp curves. However, the longitudinal gradient is relatively better for traffic movement, i.e. vehicle
could be driven with the higher speed. Frequent change in the direction of centrifugal force along the complex as
well as reverse curve, drivers get tired and it creates possibility of over-steering for non-professional drivers.
Furthermore, vehicle from the Kathmandu i. e. down-stream driving are relatively safe and lane-discipline is
important for these drivers. In the vehicle from these direction cross the road center-line space for the opposite
vehicle becomes insufficient and cause the collision with road side crash barriers. The collided vehicle to the
crash barrier either damages the barriers completely and falls down the valley or is protected on the roadway
side. Most of the gabion barriers along the river valley have been hit by the vehicle. There are many cases of
vehicle hit to the steel beam barriers which have been recently installed along this road section.
Figure 3: Damaged Crash barrier (CH 49+000)
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5.4 Potential accident prone area along the Naubise - Munglin

During the field visit and survey consultants team conducted interactions with various stakeholders. Traffic Police
at Munglin and Gajuri has provided the following information on the most dangerous sections. Similarly,
Engineers at DRO Chitwan (site Office Gajuri) provided very relevant information on the critical road sections as
well as safety issues along the Highway. Some of the hazardous Highway sections are described as below.
Bridge Sites: Bridge approaches are at the curved path of the horizontal alignment. Therefore, Bridge
approaches should be protected by the vehicle-hit. The speed of vehicles coming to the bridge approaches
should be reduced. Higher speed of the vehicle on the bridge may results the severe accident. This had been
experienced previously with the death of about twenty people. Construction of safety crash barriers and rumble
strips at the bridge approaches has been recommended at this section.
Figure 4 Gnesh Khola (2+980)
Khahare Khola: The bridge site is located along the very sharp bend of the alignment. Further the visibility also
very poor from both sides of the approaches. The improvement of this site is to contraction Speed reduction
measures and crash barriers. Most effective measures for the speed reduction may be the installation of traffic
sign along with the construction of rumble strips.
Figure 5 Khahare Khola (12+200)
14
Malekhu Khola Bridge: The highway alignment has slightly greater than the average gradient after the passing
of the bridge. The bridge approaches are not protected. The speed reduction measures and crash barriers have
been recommended for this bridge site.
Figure 6 Malekhu Khola Bridge
Chiraudi Khola Bridge: The bridge alignment is also critical from the road safety aspect. The combination of
sharp reverse curves and the changing in the gradient may create the severe hazards for high speed vehicles.
Furthermore, the bridge approaches are not protected. Therefore, consultant recommneded speed reduction
measures, construction of crash barriers and other delineation measures at this site.
Figure 7 Chiraudi Khola Bridge
Urban settlements and Intersections: generally, Highway alignment passes along the river valley. However,
there are very frequent settlements which are very potential sites for road accident. These settlements are facing
gradual problems of road accidents. Pedestrian-vehicle conflicts and incidences are very frequent along the
highway corridor. Furthermore, highway along these settlements does not have the provision of separate
footpath, Vehicle stopping and parking bays, defined bus stops, and properly maintained signage and markings.
These are the major issues of road safety along these areas. Urbanized areas such as Dharke, Mahadevbeshi,
Galchi, Baireni, Benighat, Malekhu, Munglin are gradually facing the road safety hazards related to the
pedestrian safety, passenger loading and unloading, overtaking, bus stops and others.
15
5.5 Prioritized and accident locations along the Naibise Munglin Road
Consultants team after the field observation decided the very urgent locations to be improved for road safety
these locations and typical safety measures have been mentioned in the next sub-chapter. These locations are
as:
Road safety issues related to the Bridge sites are taken into the first priority to be improved along the
study section of highway. The details of the typical road safety measures at bridge sites are given in the
Annex
Delineation measures: the study road section has several sections to be improved for the proper
delineation for night as well as day time driving. The details are shown in the Annex
Sharp curves to be improved for visibility: These locations along the study highway are relatively lower
in number. These sections are shown in the Annex of the report.
Urban Settlements: road safety issues along the urban areas will be treated on the phase-wise basis for
long term planning.
16
6. ROAD SAFETY RECOMMENDATIONS

The Road Safety Audit of the study road concludes with the recommendations of road safety measures based on
the various issues as mentioned in the above chapters. Consultant has proposed various road safety
countermeasures depending upon the site conditions and traffic characteristics. All the recommendations have
been referred to the Chainage system of the Highway. Highway address is useful in terms of Chainage for its
implementation. However, on-site implementation should be guided by the engineer during the field installation of
the measures.
6.1 Safety at Bridge and culvert

In general, bridges and culvert have restriction on the width. This creates the possibility of conflicting situation
between opposite vehicle, vehicle and pedestrians. Moreover, the location of bridges and culverts at the
horizontal curve, are very prone to the accident. The typical safety at bridges recommended in this study is as:
Approach protection of bridge using crash barriers (gabion or steel beam barriers):
Most of the bridges along the Highway section have been protected with the construction of gabion barriers.
However, most of them have been damaged and are needed to be repaired. Similarly, in some places the layout
is not proper for these barriers. Therefore, the Road Safety Audit team suggested to repair, reconstruct of these
barriers. The typical layout of the bridge site safety is given in the figure below.
.
Figure 8 Typical safety at bridge site
Bridge/culvert railing:
Well maintained railing of bridge/culvert is valid prerequisite for road safety. Bridge Railings along the
Highway alignment from Naubise to Munglin have been found damaged in many places. Many bridges and
culverts along the road section have poorly maintained railing. Most of them have been broken after the
vehicle hit. Furthermore, these railings are maintained properly.
Marking and delineation:
17
Pavement marking may guide the drivers along the bridge axis. The barrier line along the bridge and is
extension beyond the bridge length would be helpful for channelizing the traffic flow and it would avert
collision. Delineator Post with reflector unit would guide the drivers during night driving.
Painting/marking of Kerb:
The kerb provides the barrier to the pedestrian walkway on the bridges. However, it may create hazard to
the vehicle if it is not visible from the safe distance. Therefore, all kerbs should be painted with the Black and
white inclined strips for the whole length. Especially the end sections of the kerb should be clearly visible
from the safe distance.
Speed reduction at bridge site

Most of the bridges are located on the horizontal curve with the restricted visibility. Therefore speed
reduction measures are very effective safety action. The speed can be reduced by installation of warning
sign before reaching to the bridge approaches. Further construction of rumble strip is also effective
measures for the reduction of speed.
Rumble Strips: are a proactive safety measures to prevent road accidents. Primarily they are used to alert drivers
who are drifted out of the travel lane. Rumble strips work by producing audible rumbling along with noticeable
vibration when a vehicles tire rolls over the strips, improving the opportunity for a safe recovery.
The rumble strips to be provided on the audited roads span over the whole pavement width. These are 25 mm
thick elliptical strips of asphalt at 200 mm interval. The strips are provided in sets of 15 strips.
Construction method: 50 mm thick and 200 mm wide planks are laid flat across the pavement at 50 mm interval.
Hot and dense bituminous pre-mix is poured brimming into the gaps between the wooden blocks and is hand
tamped. Next the wooden blocks are removed and the strips of the pre-mix are further compressed to shape.
When the strips are a bit cooler, the set of strips is rolled with a 1MT roller. The process is repeated to create a
set of 15 strips. Another set is created at 25 m distance is required.
Bridge name plate: it is informative sign for the driver with the span length it provides the name of the
river or bridge.
Narrow bridge sign: if the roadway is relatively narrower than usual width, the sign of narrow bridge is
installed before the bridge approach.
Bridge nameplate: All bridges should have the name of the stream and the span length.
6.2 Visibility at night
Driving with the help of street lighting is

Cats' eye (Road) is the reflective marking specially for night time driving. The cat's eye is a retro-
reflective safety device used in road marking and was the first of a range of raised pavement markers. It
consists (in its original form) of two pairs of reflective glass spheres set into a rubber dome, mounted in
a cast-iron housing. This is the kind that marks the centre of the road, with one pair of cat's eyes
showing in each direction. A single-ended form has become widely used in other colours at road
margins and as lane dividers.
Bridge/culvert railing/object marking:
The bridge/culvert railings are functioning in two ways: first as the delineation of traffic movement and
second in the case of any incident they protect vehicle from falling down into the river. Therefore, they
should have distinctive visible surface in the surroundings.
18
6.3 Safety at the settlement:

Most of the settlements along the Prithivi Highway have been built inside the Right of way. Settlements are very
prone to the accident of collision type and pedestrian hit. Moreover, vehicular stoppage and passing width should
be provided for smooth traffic flow. Typical safety at settlement is given in the figure below.
Figure 9 Typical safety at settlement
Construction of bus bay/parking lane:

Vehicle standing on the carriageway is one of the major causes of the accident along the highway
settlement. It may obstruct the vision of both pedestrian and another moving vehicle. Therefore, bus-bay
should be constructed along the highway settlement. The size (length and width) depends upon the
settlement size and traffic volume. The road should be widened at least three meter along the settlement
length for the purpose of parking lane cum bus-bay purpose.
Figure 10Typical Cross-section of highway /settlement
Construction of footpath:
It is the most effective way of protecting the pedestrian moving parallel to the highway alignment. The
sharing of carriageway between pedestrian and vehicular traffic is alarming regarding traffic safety.
Therefore, depending upon the traffic flow and pedestrian concentration separate footpath should be
recommended in this study. The footpath should have raised level separated by the kerb stone.
Rumble strips:
Construction of rumble strip is aimed at the reducing the speed by alerting the driving approaching to the
settlement area. Furthermore, it would warn the drivers for careful driving.
19
Covering the side drains:

Open side drains create hazard to the vehicle as well as pedestrian movement. The limited road width can
be widened by covering the open channel shaped side drains. It may give more space to the vehicular traffic
or walking space for pedestrian.
Marking and signage:

Pavement marking with barrier line and proper sign is recommended for the typical safety along the built-up
area along the highway section. Each settlement should have the speed reduction sign.
6.4 Creating forgiving roads

Most of the road accidents along hilly terrain are of roadway run-off type. The single vehicle accident is very
severe for the highways in Nepal. RTA accident statistics show that most of the dangerous accidents happen
after the vehicle roadway run-off type of accident in hilly roads in the country. The principle of safety road design
should incorporate the forgiving section of highway. Any drivers are losing the vehicle control after avoiding the
collision or during the over-speeding should have the last chance of retaining this vehicle with the minimum effect
to any crash barriers. RSI team recommends the following suitable barrier types along the Naubise Munglin.
Gabion barrier:
Gabion barriers are very effective and at the same time are economic, easy to construct and maintain. However
they do not look neat and modem like other types. Gabion safety barriers are useful against all roadway run-off
type accidents. These barriers have been tested and proved to be effective in stopping large vehicles, including
loaded trucks. However as they only 'give' on impact but do not redirect the impacting vehicle, there can be a lot
of damage to the vehicle and occupants if it is travelling very fast. At the sharp curved section of the road, gabion
barrier is recommended for safety. However, the space for the placement of gabion section should have sufficient
and it should have good anchorage with the ground.
Stone masonry confidence block/wall:

The most of the sections with the Retaining wall on the valley side has been provided with the stone masonry
parapet blocks. These blocks are functioning as the barrier, confidence or delineating measures. However, the
structurally these blocks are not capable to withstand vehicle hit. Therefore, most of the existing parapet blocks
have been damaged due to the vehicle hit. Therefore, depending upon the availability of the budget, these blocks
should be replaced by the steel beam crash barrier.
Steel beam crash barrier:

This is the most common and modern type of barrier used for the protection of vehicle from rolling down or
throwing away the carriageway. The major objective of such types of barrier is to reduce the severity of any
accident. It works by resolving the kinetic energy possessed by an impacting vehicle into components in three
dimensions: vertical, parallel to the rail and perpendicular to the rail. The perpendicular and vertical components
are dissipated through bending and crushing of various parts of the vehicle, the beam, plus the support posts and
the ground in which they are standing. It is a fairly sophisticated system and the design, manufacture and
installation should be left to specialists with the necessary skills and experience. If not properly designed and
installed the barrier may be ineffective or even hazardous.
20
6.5 Field RSI observation and proposed safety measures

The Road safety issues along the project road and their preliminary proposals for the safety have been provided
in the next sub-chapter.
Steel beam barriers: these barriers have been installed in the several sections of the Prithwi Highway. The field
observation proved that these measures have performed adequately. Therefore, many barrier beams have been
damaged by the vehicle hit. Consultants team strongly recommends to reinstall these damaged barriers. The
adequate maintenance provisions shall be planned.
Gabion barriers: gabion barriers have been provided along the significant length of the highway. These are
economic and easy to repair with the local material and technology. However, limitation for the installation is the
available clearances after the road edge. Consultants recommend to repair the damaged gabion barrier walls.
These barriers work effectively when these are lain for the length of more than ten meter.
Stone masonry parapet blocks: these parapet blocks have been installed during the construction of the
highway at the embankment section of road. The structural strength of these barriers is very low to resist any
vehicle hit. These blocks are working as the delineation along the river valley side. However, these are found
damaged due to vehicle hit in many road sections. These blocks have not been recommended for new places.
These blocks shall be protected by the installation of steel beam barriers in front of these. To replace all the
blocks at a time costs huge resources. Therefore, only some sections (accident sites) have been recommended
to install steel beam barriers in front of parapet blocks. In the case of normal road section i. e straight alignment
these blocks are recommended to repair.
Rumble strips: These rumble strips are very effective physical measures to reduce the vehicle speed. Before
entering into the narrow bridge and settlement these rumble strips help to reduce speed of the vehicle.
Consultant therefore, recommends to construct rumble at the entry and exit sections of settlements and narrow
bridge approaches.
Pedestrian crossing: most of the settlements along the highway do not have pedestrian crossing (Zebra
crossing). It shall be painted with the appropriate interval in the bazar and settlements. This is effective measure
for pedestrian safety. It shall be painted as per the Traffic Sign Manual published by DoR.
New Jersey barrier: Toll booth at Naubise and Majhimtar are very sensitive for traffic accident. There should be
proper median barrier for separation of traffic flow as well as safety of attendant (fee collector). Therefore, at
those section of the road New Jersey type of barrier is recommended to be installed. The typical New Jersey
barrier as per the DoR guidelines is recommended.
Pavement Marking: Pavement marking (centre line and edge line marking) is essential for drivers orientation for
lane discipline. These shall be regularly maintained as per the standard practice as per the Traffic Sign Manual.
Chevron Sign: Sharp curves shall be provided with the Chevron sign as per the Traffic Sign Manual. Other
turning signs (warning) does not have effective results.
Delineator Post: for the delineation of traffic lane and roadway edge delineator posts are essential at the places
of higher embankment. These post shall be mounted with the reflector as per the Traffic Sign Manual.
21
7. BILL OF QUANTITY AND PRIORITY FOR IMPLEMENTATION

The identification of black-spot has finalized the total quantity of the road safety measures as given in the table
below. The implementation of these measures depends upon the resource availability and severity of the
location. The recommended traffic safety measures have been assumed as the ultimate for the present level of
traffic and expected level of vehicle performances and existing technologies. Moreover, road safety level should
be assessed before and after implementation of some measures. Given the limited resources and time constraint
of the implementation they can be prioritized on the following criteria.
Checking and correction of existing location and orientation of all road signs.
Repair/maintenance of existing parapet blocks on the curved section of the road.
Confirm the night visibility by the installation of cat's eye or reflector marking.
The places where the past accidents were occurred should be treated by the installation of crash
barriers.
Potential critical locations (sharp curves, culverts without barriers/railings) should be treated by the
construction of gabion barrier or steel beam crash barrier.
Safety at bridges should be done as per the typical design mentioned above.
Replacement of old parapet blocks on the top of retaining walls by steel beam crash barrier.
There are many narrow culverts without railing should be treated by installation of railings or barriers.
Widening the paved surface along the settlement areas for parking and passing vehicles: construction
of bus bay; construction of footpath and cover the drainage etc.
The road alignment at critical locations such as should be improved in the long term plan. These works
are aimed at the alignment correction by nose cut at the curved section.
22
Black spot identification / Naubise Munglin Section of Prithwi Highway Inception Report
Recommended Road Safety Measures

Chainage Recommendation Quantity (Length) Remarks
Steel Delineating Concrete Gabion NJ Chevron
Barrier Post Barrier Type
1+400 Make Toll booth little safe via provision of New Jersy 20
Type 200m (5m in length with spacing of 5 m)
Provide one additional lane at left side
2+300 Provide Concrete Barrier for 60m in the location of 60
damaged existing barrier
2+500 Provide Concrete Barrier for 25m in the location of 25
damaged existing barrier
3+000 Improve railing of GANESH KHOLA BRIDGE
Provide Gabion of 15m on approach on each side 60
3+500 Provide Delineating Post for 200m @ 5m spacing 40
4+100 Provide Steel barrier for 30m each on nearby two 60
places
4+300 Gabion repair for 20m 20
4+400 Steel barrier of 40m recommended 40
5+100 Repair the railing of Sophyang Khola Bridge
Provide delineating post 60m @ 3m 20
5+700 Railing Improvement on Juge Khola Bridge
7+400 Provide Steel Barrier for 40m 40
7+700 Provide delineating post 100m @ 3m 35
7+800 Repair blocks for 30m 30
7+850 Provision of 60m steel barrier 60
Provide Chevron sign 2
8+100 Repair blocks for 50m 50
9+500 Provide steel barrier in nearby 3 places of 30m each 90
23

9+700 Provide Delineating post for 150m @5m spacing 30
10+100 Repair block for 25m 25
10+300 Provide Delineating post for 100m @3m spacing 35
10+900 Agra Khola
11+300 to Repair 60m existing blocks 60
11+800
12+200 Kahare Khola, Narrow Bridge, Provide Delineating 35
@ 3m for 100m
12+400 Provide Delineating post for 100 m @ 5m 20
13+100 Provide steel barrier for 70m 70
14+400 Fedi Khola
14+600 Provide 30m each steel barrier on both side 60
17+400 Provide Delineating post for 200m @3 m spacing 70
18+100 Khesta Khola
18+400 Provide Delineating post for 200m @5 m spacing 40
19+100 Provide Chevron on right side 1
Provide delineating post for 60m @ 3m spacing 20
20+300 Provide delineating post for 100m @ 3m spacing 35
22+700 Rehabiliation/reconstruction of pavement is must
23+100 Gardo Khola
26+600 Chiraudi Khola
26+800 Repair gabion for 20m 20
31+400 Provide Delineating post for 200m @ 3m spacing 70
24

36+600 Steel barrier of 50m recommended to cover the 50
existing safety barrier
38+000 Gajuri Bazar
38+600 Provide Chevron nearby Solti Bridge 2
39+800 Replace steel barrier for 50m 50
40+200 Steel barrier of 50m recommended to cover the 50
existing safety barrier
45+800 Provide Chevron Sign on both approach 2
46+200 Provide steel barrier for length of (50+30+30 = 110
110m) within the small inteval
47+600 Provide delineating post for first 200m @ 3m 130
spacing & for next 300m @5m Spacing
48+800 Repair 30m Steel barrier and Provide 10m steel 40
barrier in the centre
49+200 Replace 60m steel barrier 60
49+500 Provide Delineating post for 400m @ 3m spacing on 140
right side
50+400 Repair Gabion wall for 30m 30
Provide delineating post on the approach of bridge 100
for 50m on both side of both approach @ 1m
50+800 Repair Gabion wall for 30m and provide delineating 35 30
post @3m spacing for 100m
51+800 Provide Steel barrier for 30m + 30m nearby two 60
places
52+400 Provide Three sign Chevron 1
25

52+500 Provide Three sign Chevron 1
54+200 Provide Steel Crash barrier for 40m 40
54+300 Provided Steel Crash Barrier for 30m instead of 30
concrete barrier
56+100 Provide Steel barrier on both approach for 30m on 60
both side of Charaudi Khola
Provide Delineating post for 200m @ 3m spacing 70
57+800 Provide Steel barrier for 30m + 20m within small 50
segment of 50m (KRISHNABHIR)
57+900 Replace weak railing (Provide Strong one)
58+500 Provide steel barrier in seven places of 30m each, 210
i.e. total of 210m within the next 400m
60+000 Provide 60m steel barrier on right side 60
61+000 Fill the blank Kilometer Post
62+000 Provide 200m NJ type barrier nearby the toll booth 20
of MAJHIMTAR
62+400 Provide better railing
Provide Delineating post for 100m @ 5m spacing 20
63+400 Replace gabion for 30m 30
63+800 Replace the damaged steel for 15m 15
64+200 Insert Steel barrier for 60m 60
64+800 Re-insert gabion for 50m 50
66+000 Replace the steel barrier for 150m 150
26

67+400 Provide the steel beam barrier for length of 250m 250
instead of existing barrier
68+500 Replace the gabion for 100m 100
68+700 Fisling Bazar, Provide Zebracrossing and Busbay at
suitable place
70+100 Provide steel beam barrier for 100m 100 Accident Site
71+400 Provide steel beam barrier for 150m 150
Provision of Chevron is must 2
72+600 Provide 60m steel beam barrier on both side and 120 200
delineating post for 50m @ 1m spacing on both
approach of CHUM KHOLA
73+100 Provide Steel barrier for 50m at Dahaki Khola 50
74+500 Replace steel barrier for 60m length 60
75+900 Cover the site on right side by Steel barrier for 50m 50 Accident site
Provide delineating post for 100m on right side @ 35
3m spacing
78+300 Poor Railing
79+800 Provide steel barrier on approach for 50m 50
Proper railing is must
Proper delineating measures is must for 100m @ 2m 50
spacing
80+900 Provide gabion on both approach of Nagdi Khola for 200 20
5m on both side along with delineating post for 50m
on both approaach @1m spacing
81+000 Provide steal barrier for 100m 100 Accident Site
TOTAL 2735 1540 310 300 40 11
27
28
8. CONCLUSIONS AND RECOMMENDATIONS
8.1 Conclusions
The study has concluded with the recommendation of road safety measures at the locations of previous road
accident and potential risk sections. These type of activities shall be carried out on the regular interval for the
road sections. Moreover, the study unveils the safety deficiencies along with the consideration of all road users.
This study at the stage of final reporting has come to the following conclusions:
The existing traffic safety measures and performance:
The conditions of road signage installed have not been properly maintained. Effective sign such as
Chevron Sign shall be posted at the sharp curves. The inaccurately installed traffic sign convey the
wrong information to the driver creating the traffic hazards. Location and orientation of all the signs
should be checked and corrected as per the Traffic Sign Manual.
Most of the accident sites (roadway run-off types) can be seen by breaking the stone masonry parapet
blocks. Therefore, these parapet blocks should ultimately be replaced by steel crash barriers or gabion
barriers as per the site conditions.
Safety at settlements could be improved by the construction of additional roadway lane for parking lane
or bus bay with the proper signage and pavement marking. Rumble strips may help drivers to select the
proper speed and be alert along the settlement area.
Safety at bridges could be improved by repairing or placing the crash barriers at the bridge approaches.
Additional safety recommendations as mentioned in the study can be implemented on priority and
available resources based.
29
9. REFERENCES
1. Methodological guide: Road Safety Guide; France, 2009
2. Road Safety Inspection Guidelines and Checklists; Baltik Sea Region, 2012
3. Checklists for interurban Highways: Annex to Road Safety Inspection Guidelines; 2009 England
4. Road Safety Inspection Scheme Review for European Countries; 2011
5. Road Safety Inspection Guidelines; National Road Authority; Irland, 2012
6. Road Safety Inspection Manual; Aberdeen City Council, UK, 2012
7. FHWA Road Safety Audit Guidelines, US Department of Transport, Federal Highway Administartion,
2006
8. Road Safety Audit Procedures for Projects, Guidelines, Transfund New Zealand, November 2004
9. ADB. Road Safety Audit for Road Projects: an Operational Tool Kit, June, 2003.
10. ADB Road Safety Guidelines for Asian & Pacific Region: Guidelines for decision maker on Road Safety
Policy
11. DoR Road Safety Notes 2: Design of Safe Side Drains: November 1996
12. DoR Road Safety Notes 4: Road Safety Audit Manual, April, 1997
13. DoR Road Safety Notes 5: Delineation measures, MArch, 1997
14. DoR Road Safety Notes 6: Safety Barriers, July 1997
15. DoR Road Safety Notes 7: Safety at Bridges, July 1997
16. DoR Traffic Sign Manual, August 1997
17. TRL Over Seas Road Note 17, Road Safety Education in Developing Countries, Guidelines for Good
30
APPENDICES
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Black spot identification / Naubise Munglin Section of Prithwi Highway

3. REVIEW OF ROAD SAFETY DOCUMENTS...............................................................................................7

4. BASIC TOPICS FOR ROAD SAFETY INSPECTION................................................................................11

5. ROAD SAFETY ISSUES OF THE HIGHWAY............................................................................................13

6. ROAD SAFETY RECOMMENDATIONS....................................................................................................17

7. BILL OF QUANTITY AND PRIORITY FOR IMPLEMENTATION...............................................................22

8. CONCLUSIONS AND RECOMMENDATIONS...........................................................................................29

RAPID Engineering Services Pvt. Ltd.

1.2 Identification of Black-spot

Figure 1 various stages of road safety actions

1.3 Objectives of RSI

1.4 Steps of RSI procedures

1.5 Scope of the work

1.6 Preparatory work at office

1.7 On-site field visit

1.8 Report preparation

3. REVIEW OF ROAD SAFETY DOCUMENTS

Methodological guide: Road Safety Guide; France, 2009

1.9 Road Safety Audit Manual

Stage 1 Audit: Feasibility study

Figure 2RSA Procedures (RSA Manual DoR)

Consideration the needs of all road users

Designing roads for all road users

1.10 Road safety Note 2: Designing Safe side drains

1.11 Road Safety Note 5: Delineation measures

Centre and edge lines

1.12 Road Safety Note 6: Safety Barriers

To protect vehicles from falling down a slope

Semi rigid barriers

1.13 Road Safety Note 7: Safety at bridges

4. BASIC TOPICS FOR ROAD SAFETY INSPECTION

Vulnerable road user needs

Traffic signing, marking and lighting

Roadside features and passive safety installations

5. ROAD SAFETY ISSUES OF THE HIGHWAY

5.1 Highway alignment:

5.2 Road side features

5.3 Damaged crash barriers

Figure 3: Damaged Crash barrier (CH 49+000)

5.4 Potential accident prone area along the Naubise - Munglin

Figure 4 Gnesh Khola (2+980)

Figure 5 Khahare Khola (12+200)

Figure 6 Malekhu Khola Bridge

Figure 7 Chiraudi Khola Bridge

6. ROAD SAFETY RECOMMENDATIONS

6.1 Safety at Bridge and culvert

Figure 8 Typical safety at bridge site

Marking and delineation:

Speed reduction at bridge site

6.2 Visibility at night

Driving with the help of street lighting is

6.3 Safety at the settlement:

Figure 9 Typical safety at settlement

Construction of bus bay/parking lane:

Figure 10Typical Cross-section of highway /settlement

Covering the side drains:

Marking and signage:

6.4 Creating forgiving roads

Stone masonry confidence block/wall:

Steel beam crash barrier:

6.5 Field RSI observation and proposed safety measures

7. BILL OF QUANTITY AND PRIORITY FOR IMPLEMENTATION

Recommended Road Safety Measures

Recommended Road Safety Measures