1.Safety Evaluation of a Highway using IRAP 1 (2).pdf
- 1. Safety Evaluation of a Highway using IRAP Design And Evaluation Of Transportation Facilities Lab Report Prepared By Pushp Raj (21CE62R05) P.Tulasiram (21CE62R11) SahilBhaleRao (21CE62R20) TRANSPORTATION ENGINEERING DEPARTMENT OF CIVIL ENGINEERING INDIAN INSTITUTE OF TECHNOLOGY KHARAGPUR March 2022
- 2. 1 TABLE OF CONTENTS TOPICS PAGE NO 1. INTRODUCTION……………………………………………………………………………………………………..…….02 2. IRAP ASSESSMENTS IN INDIA………………………………………………………………………………………..03 3. DESCRIPTION OF THE STUDY CORRIDOR………………….…………………………………………………..04 4. BASIC ROAD ATTRIBUTES ISSUES……………………………………………………………………………..…..05 5. DECODED SHEETS FOR STAR RATING AND SRS……………………………………………………..…06-08 6. GRAPHICAL REPRESENTATION OF THE VARIATIONS IN THE SRS SCORES………………....09-11 7. COUNTERMEASURES……………………………………………………………………………………………….12-13 8. INFERENCE AND CONCLUSIONS…………………………………………….………………………………………14 .
- 3. 2 INTRODUCTION Each year road crashes in India result in enormous levels of death and serious injury. 147,913 people were killed and over 470,975 were seriously injured in road crashes in India in 2017 (MoRTH 2018). With road traffic fatalities now the leading cause worldwide of death for children and young adults of 5 to 29 years of age and 93 percent of road traffic deaths occurring in low and middle-income countries (WHO 2018), key partners in global road safety have come together in an attempt to tackle this public health crisis through accelerated investment in road safety and by fundamentally changing the way we design, build and maintain road infrastructure networks around the world. The International Road Assessment Programme, 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 and tracks road safety performance so that funding agencies can assess the benefits of their investments (iRAP 2019a). iRAP assessments have been used to star rate roads in 29 out 53 ESCAP member countries, including India. This large scale of activity is consistent with the United Nations’ adoption of targets that will see most travel occurring on roads rated 3-stars or better for all road users by 2030 (WHO, 2016). The Intergovernmental Agreement on the Asian Highway Network encouraged the UN Member countries to ensure that new roads of the Asian Highway network are 3-star or better for all road users and that more than 75 per cent of travel on existing roads is 3-star or better for all road users (UNESCAP 2016). iRAP, in partnership with the Ministry of Road Transport and Highways, National Highways Authority of India, the World Bank, Bloomberg Philanthropies, Private Concessionaires and State Governments has assessed over 17,000km of roads in India. The iRAP assessments in India are conducted by the local programme, India RAP, which is hosted by the Asian Institute of Transport Development (AITD) in Delhi with support from FedEx Express. India RAP draws on local technical expertise and works to build capacity among local stakeholders (iRAP 2017).
- 4. 3 IRAP ASSESSMENTS IN INDIA Some 17,000km of national, state and city roads have been star rated in Assam, Andhra Pradesh, Delhi, Gujarat, Haryana, Karnataka, Kerala, Maharashtra, Rajasthan, Tamil Nadu, Telangana and Uttar Pradesh. The assessment results, which are summarized in Figure 4, show that most travel occurs on roads rated 1- or 2-stars for all road users, although the percentage of road rated 3-stars or better tends to be better for vehicle occupants than for motorcyclists, pedestrians and bicyclists. The reasons for these results – and a significant reason for the level of trauma on Indian roads - include that 95 percent of the roads where pedestrians are likely to use the road have no formal footpaths and 55 percent of the roads where traffic is traveling at 80km/h is undivided - a key risk factor in head-on crashes. Figure 1-Summary Results for 17000km of Highways on the basis of Star Rating The iRAP assessments also show that with targeted investment in safety countermeasures, thousands of deaths and serious injuries would be prevented. At the largest scale, an investment of INR 32,000 crores in treatments such as traffic calming, footpaths, pedestrian crossings, paved shoulders and intersection enhancements would prevent 10 lakh deaths and serious injuries over 20 years.
- 5. 4 DESCRIPTION OF STUDY CORRIDOR To help improve the star ratings of national and state highways assessed - and therefore reduce risk - Safe Demonstration Corridors have become a regular feature of road projects.in this study the study corridor is of NH314 Bankura district West Bengal and the studied chainage is 2.2Km to 4.2Km. The iRAP assessments of the corridors are undertaken were undertaken before any upgrades based on a comparison between the baseline and Counter measure improvements the safety of the corridor is improvement Figure 2: The chainage studied for iRap assessments in Bankura District
- 6. 5 BASIC ROAD ATTRIBUTES ISSUES a) Unprotected rigid safety barrier end:- Although safety barrier should have gradual curvature moving away from vehicular lane; even though if providing curvature is not possible then we should at least replace rigid barrier by deformable barrier which can have less impact on motorcyclists if somehow accident occurs b) Rumble strips: - To alert distracted or drowsy drivers that they are leaving the roadway or crossing the centerline of the road as when road stretch is straight for a long distance then there is chance of eye fatigue so unconscious is natural. c) Street lightings: - High quality illumination ensures clear visibility and road safety. d) Delineations: - The role of delineators is to provide visual assistance to drivers about alignment of the road ahead, especially at night. e) Unsignalized with no protected turn lane:- As there is no traffic signals so chances of conflicts increase as vehicles on through lane will have no idea about vehicles on turning lane and vice versa. f) Pedestrian crossing facilities: - If signalized crossing is not possible then at least marked crossing (zebra marking, ladder marking e.tc) should have been provided. g) Speed management /traffic calming: -Installing physical speed reducing measures, such as road narrowing, roundabouts and road humps.so that vehicle speed should be uniform and prevent over speeding. h) Road signs: - There should be Regulatory, Warning and Informatory signs present. What we could observe that even before the school there was no sign which alerts the driver before he reaches school proximity. So sudden rush in students during school break might cause unavoidable accident.
- 7. 6 DECODED SHEETS FOR STAR RATING AND SRS The data which is compiled through road surveys that collect digital images of the road using high-resolution cameras as it is driven. After the images are collected, now we have to code them as per the guidelines instructed by iRAP considering the following attributes without errors like Errors Perception, Interpretation, and Response; which replicate safety of (i) vehicle occupant, (ii) motorcyclist, (iii) pedestrian and (iv) bicyclist 1) Mid-Block Attributes 2) Roadside Attributes 3) Intersections 4) Flow characteristics 5) VRU Facilities 6) Area type and Land use
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- 10. 9 GRAPHICAL REPRESENTATION OF THE VARIATIONS IN THE SRS SCORES Graphical representation of the variations in the SRS scores with the longitudinal road profile: The iRAP assessments performed on the study corridor of 2Km (2.2Km-4.2Km) showed a mixed rating of 1-5 for different road users like Pedestrians, Bicyclists, Motorcyclists, Vehicle users. The following session describes the variation in ratings along the stretch of corridor. Vehicle users: The graph describes that in the study corridor 5 star rating has been given for 3 stretches 2.5- 2.5,2.8-2.9,3.1-3.2 which indicates this stretches are less prone to accidents.2 Star rating has been given for four stretches which should be mainly focus for upgradation. Figure3: Graphical representation of the variations in the SRS scores and Star Rating for Vehicle Occupants Motorcyclists: The graph describes that in the study corridor 5 star rating has been given for 2 stretches 2.5-2.5, 2.8-2.9which indicates this stretches are less prone to accidents for motorcyclists.1 Star rating has been given for 1 stretches which should be major and immediate upgradation should be done as shown. 0 1 2 3 4 5 6 0 5 10 15 20 25 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 4 4.1 Star Rating SRS Chainage(Km) Vehicle Occupants SRS Star Rating
- 11. 10 Figure 4: Graphical representation of the variations in the SRS scores and Star Rating for Motorcyclists Pedestrians: The graph describes that in the study corridor 5 star rating has been not given most of the stretches are given 2 star which indicates this stretches are more prone of accidents for Pedestrians.1 Star rating has been given for 1 stretches which should be major and immediate upgradation should be done. Interestingly it was also found no score and rating for stretch2.2- 2.3Km and 2.6-2.7Km due to lack of pedestrian’s data. Figure5: Graphical representation of the variations in the SRS scores and Star Rating for Pedestrians 0 1 2 3 4 5 6 0 5 10 15 20 25 30 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 4 4.1 Star Rating SRC Chainage(Km) Motorcyclists SRS Star Rating 0 0.5 1 1.5 2 2.5 3 3.5 0 20 40 60 80 100 120 2.2 2.4 2.6 2.8 3 3.2 3.4 3.6 3.8 4 Star Rating SRC Chainage(Km) Pedestrians SRS Star Rating
- 12. 11 Bicyclists: The graph describes that in the study corridor 5 star rating has been not given for the stretches. Other sections have a rating of 3 Star. Thus it shows upgradation should be done considering the Bicyclists such as separate lanes, proper delineation etc. Figure 6: Graphical representation of the variations in the SRS scores and Star Rating for Bicyclists 0 0.5 1 1.5 2 2.5 3 3.5 0 10 20 30 40 50 60 2.22.32.42.52.62.72.82.9 3 3.13.23.33.43.53.63.73.83.9 4 4.1 Star Rating SRC Chainage(Km) Bicyclists SRS Star Rating
- 13. 12 COUNTERMEASURES In this study countermeasures are to be drawn to improve the following section so that the remedies can be installed to observe the Improvements in star Ratings and SRS values finally developing a section with greater than 3 stars for safer corridor throughout the stretch. Figure 5: Section of the study corridor of chainage 3Km - 3.1Km The following countermeasures have been adopted to improve the section finally a raise in the star ratings along the chainage 3.0Km-3.1Km. 1) Providing an adequate Delineation which acts as driving aids for Vehicle occupants 2) Improving the skid resistance of roads by adequate sealing the surface of Pavements. 3) Providing the school zone warning sign for alerting the drivers and safety of vulnerable road users 4) Proving shared use path for bicyclists and pedestrians which should be separated at least 1m from main traffic. 5) Providing a physical median of width less than 1m for safety of vulnerable road users.
- 14. 13 The following figure illustrates the increase in star rating and SRS if above countermeasures are installed.
- 15. 14 INFERENCES AND CONCLUSIONS This paper has inferred performing the iRAP across the chainage 2.2-4.2Km on NH314 Bankura district West Bengal. As being National Highway the road was a 2 lane undivided roadway which major reason for reduce in Star Rating across the study corridor, it has found that a serious immediate measures need to be carried out to improve the Majority of the sections for increasing the safety level for Vehicular and Vulnerable users. 1) The Majority of road sections has observed a rating of 2 Star for Pedestrians which causes risk during crossing and moving along the road 2) Some of sections also observed a 2Star rating which leads to runoff and head on crashes which need to be addressed to improve the safety level for Motorcyclists. 3) As the aim is to improve the star rating to above and it was observed 3 star rating for Bicyclists but still it is necessary to improve the road side facilities as a separated paths from highway due to uninterrupted flow for Vehicular users Conclusions From the inferences few countermeasures were suggested with the intention of addressing the selected Screenshot section to improve the Star rating addressing the Vehicular and Vulnerable road users. Providing adequate delineation, improving adequate skid resistance, Providing separated lane for Bicyclists, Providing school zone warning signs and providing a median for separating the to and fro traffic. Finally resulting a Star rating of more than 3.