Dr. S. Velmurugan, CRRI - IRF India chapter

Design of Forgiving Roads on Inter-Urban 

Highways of India - Sharing of Experiences 

from Typical Road Safety Audit Studies on 

Indian Highways 

by 

Dr. S.Velmurugan 

Principal Scientist 

Traffic Engineering and Safety Division 

CSIR - Central Road Research Institute 

Technical Session III: Road Safety Engineering Measures for 

Urban & Rural Roads

PRESENTATION OUTLINE 

 

 

 

Background on International / National Road Crash Scene 

Road Safety Audit Process and Stages 

Sharing of Some Experiences drawn from Typical 

 

 

 

Detailed Design Stage RSAs 

Construction Stage Audits 

Pre-Opening Stage Audits 

 

Summary and Inferences 

2

Background on Road Crashes: An epidemic 

1.4 million people are killed and 50 million are injured 

worldwide per annum due to road crashes 

Developing countries account for 90% of the casualties 

It’s the leading cause of death of young people worldwide 

If unabated, the number of deaths will increase to 1.9 

million per annum (worldwide) by 2020 

The economic cost to developing countries amounts to 

around $100 billion a year 

3

Background: Road Crashes in India (Contd…) 

India has some unfortunate distinctions: 

‣Country with highest number of road crashes; 

Statistics of road crashes in 2011 is a whopping 

4,97,686 

Road crash-related fatalities; 1,42,485, in 2011 i.e. 

an average of one fatality per 3.5 road crashes 

The road crash-related cost amounts to 3% of our 

Gross Domestic Product (GDP) 

4

Background (Contd...) 

Total Number of Road Crashes, Fatalities 

and Person Injured during 2002 - 2011 

Source : Road Accidents in India (2011). New Delhi, Transport Research Wing, Ministry of 

Road Transport and Highways, Government of India. 

5

Number of Road Crashes per Lakh 

Population (1970-2011) 




6

Number of Road Crashes per Ten 

Thousand Vehicles (1970-2011) 




7


Number of Road Crashes per Ten Thousand 

Kms. of Road Length (1970-2011) 



8


Number of Road Crashes, Number of Persons Killed and 

Injured as per Type of Road (2002-2011) 

As per 2011 figures, the share of total road crashes on NHs and SHs is 

Source : Road 

30.1 

Accidents 

% and 

in 

24.6 

India 

% 

(2011). 

respectively. 

New Delhi, 

Similarly, 

Transport Research 

the share 

Wing, 

of 

Ministry 

road 

of 

Road Transport 

fatalities 

and 

on 

Highways, 

NHs is 

Government 

37.1 % whereas 

of India. 

SHs account for 27.4 % 

9


Road Crash Scenario on National / State Highways 

National Highways (NHs) and State Highways (SHs) 

constitute merely 5.4 % of the total Indian road network. 

Though the capacity of NHs being augmented by National 

Highway Development Program (NHDP); But sometimes, 

safety aspect is grossly overlooked in design and 

implementation. 

Source : Road Accidents in India (2011). New Delhi, Transport Research Wing, 

Ministry of Road Transport and Highways, Government of India. 

10

Number of Person Killed per Lakh 

Population (1970-2011) 


Persons killed per lakh of 

population jumped four-fold from 

2.7 in 1970 to 11.8 in 2011 



11


World Health Organization (WHO) has declared 

2011-2020 to be the Decade of Action for Road 

Safety with the following goal: 

Prevent five million road traffic deaths 

globally by 2020; India has rightly joined 

this endeavour 

12

Road Safety Audit Process and Stages: 

Two Basic Concepts of RSA 

Prevention Is Better Than Cure 

Safety audit seeks to minimize the risk of 

accidents occurring as a result of changes to the 

highway 

Drive, Ride, Walk in Safety 

Highlight the needs of Vulnerable Road Users (like 

Pedestrians, Cyclists and Two Wheelers)

Key RSA steps …. 

Select Audit Team 

Gather Information 

Commencement Meeting 

Closely Review Drawings / Site Inspection 

Write Report 

Closure Meeting 

Respond to Report

Stages of Road Safety Audit 

Feasibility Stage 

Preliminary Design 

Stage 

Detailed Design Stage 

Construction Stage 

Pre - Opening Stage 

Existing Road

Presentation Agenda 

Sharing of Some Experiences drawn 

from Typical Detailed Design Stage 

RSAs conducted on National 

Highways 

16

Design / Development Stage Audit Consider 

Geometrics, 

Alignments 

Intersection layouts 

Clear zone issues 

Signs / line marking 

Crash protection 

Traffic control 

Lighting …. and more

Typical Detailed Design Stage RSAs (Contd…) 

Since additional land is available 

for Junction Improvement, 

consider providing 20 m radius 

coupled with extending the Foot 

Path on either side up to urban 

development 

Depressed Median Provision 

proposed at the Intersection a Cause 

of Concern considering the Quantum 

of Pedestrian Crossing Manoeuvre 

Major Intersection leading to Suryapet Town 

at Km 133/450 on NH-9


Provision of Varying Median 

Width not advisable at the 

Intersection 

Major Intersection leading to Janagam Town 

at Km 133/950 on NH-9

Access from Service Road provided too close to the 

Intersection on NH-21 

• It conflicts with 

the Intersection 

influence area. 


Recommendations 

•Provide access away from Intersections influence area .


Narrow span of the vehicular underpass on NH-21 

• Narrow vehicular 

underpass of 15.16m 

width for existing six 

lane divided 

carriageway road 

(30m ROW) is 

meeting the project 

road. 


• Span of the underpass shall be at least 28m so as to provide six 

lane divided carriageway or with 2.5m side walk and 2.0m median 

to take care of future traffic.

Pedestrian Crossing Facilities at Intersections 

on NH-21 

• Stop line and Pedestrian 

Zebra crossing not 

provided properly 

• Pedestrian desire line of 

crossing across the 

approach roads is not 

followed appropriately and 

is not integrated with stop 

line and zebra crossing 

markings etc. leading to a 

situation where pedestrians 

will try to cross at 

unauthorized places and 

put themselves to risk. 



• Straight movement along the slip roads can be integrated with that along 

the main road and extra conflicts may be avoided. Proper pedestrian 

management / circulation plan integrating with signal phasing be provided.


Too many conflicts at Intersections on NH-21 

• Too many 

conflicts created 

by joining of 

service lane at 

the junctions. 


• Merge service road with main road away from intersection influence area 

and allow only left turn of service road traffic at intersections.


• Pedestrian safety: Access 

to the Truck Lay Bye is 

provided at the intersection 

which can increase conflicts 

for the pedestrian traffic due 

to diverging traffic to Truck 

Lay Bye. 

• Truck Lay Bye shall be 

shifted by at least 100 m 

towards Vijayawada side. 

Minor Intersection leading to Cheekati Gudem Village at Km 123/240 on NH-9

Recommendations: The junction requires re-design. The signage system should be 

corrected . Pedestrian needs may be properly addressed by providing adequate signs, 

marking and clear walking space through the channelizing islands along with railing 

barrier to guide the pedestrians. 

Rotary Junction at Ch.6+082 at the start of 

NH-15 at Pathankot End 

Safety Issues: 

• Traffic volume and 

turning movement 

data it is not 

provided to 

appreciate the 

design. 

• Inappropriate 

weaving lengths 

and sight distances 

• The straight traffic 

movement too 

tangential


Recommended Deceleration Lane 

Recommended 

Acceleration Lane 

Recommended Island to control 

the unwanted movements from 

Minor Road 

Recommended Conceptual Design 

for a Typical Minor Junction (T-Type)


Recommended Conceptual Design for a 

Typical Four arm Intersection with Median 

Recommended 

Deceleration Lane 

Recommended 

Acceleration Lane 

Recommended 

Acceleration lane 

Recommended 

Deceleration Lane 

Recommended pocket lanes with 

50 m tamper and 30 m storage 

length for right turning traffic



from Typical Construction Stage RSAs 

conducted on National Highways 

28

Audits During Construction Stage Consider 

Crash Protection 

Delineations 

Traffic Control 

Traffic Management

Typical Construction Stage RSAs (Contd…) 

After Compliance 

Issues Raised during RSA 

On NH-9, Road Width is 

reducing due RUB, at Km 81/500; 

To provide Retro Reflective 

Strips on Steel Structure coupled 

with Sign Boards + Hazard 

Marker Sign + Restriction End 

Sign at the terminal point 

Photo 2.36: Completed



At Ch. 76.100, the embankment 

height seems to be more than 

3m; it needs to be checked and 

safety treatment to be provided 

accordingly using W-Beam 

MCBs or Concrete Guard Post 

as the case may be 

After Compliance: By 

providing Concrete Guard 

Rails after ascertaining 

Embankment height < 3 m 

31



Kamineni 

Hospital 

Intersection (near Km 89/0) 

on NH-9 is being improved 

as per the proposed 

Improvement Plan 


32



Km 100/500 Junction on NH-9 

leading to Nalgonda to be 

developed as per the Suggestion of 

CSIR-CRRI 


33



At Km 102/00, the Km Stone 

placement is away from the 

direction of travel on NH-9 


34



Due to the creation of such type 

of Rumble Strips, Right turning 

traffic resorting to the use of 

Wrong Lane on NH-9 - 

Suggested to create a 

Physical Island instead of 

Ghost Island to prevent such 

lawless movement 


35



Service Road Access near 

Km 215/00 on the RHS on 

NH-9 being provided with 

Guard Rail as per 3 rd report 

of Construction Stage Audit - 

To be fortified by posting 40 

Kmph as well 


36



Vedadri Temple Km 212/40- 

Lot of Pedestrian Movement 

is witnessed; Need for 

Posting of 40 Kmph Speed 

Limit on highway on NH-9 


37



Need for the Erection of 

Speed Breaker on the Cross 

Road at Km 212/400 and 

Development Parking Area 

for Autos at Vedadri 

Crossing on NH-9 


38




Improper Integration of 

MCB with CCB by leaving 

a Huge Gap at Km 

110/300 on NH-9




W-Beam Metal Crash Barriers 

(MCBs) recommended for 

erection at the median opening 

near habitation area on fast 

traffic side of the carriageway at 

Km 212/400 on NH-9 

40




W-Beam on the outer edge of 

curve where the slope of 

embankment is steeper than 

2H:1V, @ Km 135 (Near Sri 

Venkeshwara Engineering College) 

on NH-9 

41




Need for the parapet walls of 

the Concrete Crash Barriers 

(CCBs) to be in flush at Km 

115/000 to Km 114/000 on 

NH-9 

42



At Kattangur minor 

junction improvement as 

per Independent Engineer / 

Safety Consultant and 

Observations on NH-9 

After Compliance



Improvement of Eenadu 

Junction recommended by 

CSIR-CRRI and Independent 

Consultants on NH-9 

After Compliance




Need for the proper access 

development from the Service 

Road to the 

Project Road at Janagaon 

Intersection on NH-9



Series of Chevron Sign 

and W-Beam MCB 

missing at 158.000 on 

NH-9 

After Compliance



from Typical Pre-Opening Stage RSAs 

conducted on National Highways 

47

Pre Opening Audits Consider .. 

Previous audit issues 

Roadside crash protection 

Correctness of signs/markings 

The users view ….. and more



Absence of OHM near Km 

56/00 on the LHS on NH-9 


49


Typical Pre-Opening Stage RSAs (Contd…) 

Restriction End Sign only after 

RUB; 80 Kmph Speed Limit Sign 

shall be in place after a distance 

of 100m on NH-9 


50


Typical Pre-Opening Stage RSAs (Contd…) 

Religious Structure Sign to 

be placed up front at about 

100 m from the 'Side Road' i.e. 

Kashimpet on NH-9 

After Compliance


Typical Pre Opening Stage RSAs (Contd…) 

Road Marking at the 

Junction not completed as 

per the approved drawing 

on NH-9 

After Compliance



Need for the Erection of 

series of Concrete Posts on 

the Service Road as located 

on Embankment on NH-9 

After Compliance



Clustering of Signs at 

Km 221/500 makes it not 

Comprehensible and 

also Absence of Mixing 

Zone Road Markings at 

the end of the project 

highway becoming two 

lane bi-directional 

carriageway on NH-9 

After Compliance



Need for the relocation of 

‘STOP Sign’ at the 

Nawabpeta Bypass End Point 

on the RHS from the centre 

of the Island to Edge of the 

Island + Directional Road 

Marking + Speed Hump on 

NH-9 

After Compliance



SDBC required to be done 

on Service Road at 

Chillakallu as the same need 

to be used for Through 

Traffic movement; till ROB 

completion; 

Speedy Closure of Open 

Storm Water Drains near 

ROB under Development at 

Chillakullu on RHS on NH-9 

After Compliance



Sign Board not as per 

IRc-67 (2012) near 

Chillakullu VUP 

Crossing on the RHS on 

NH-9 

After Compliance



Road Crash due to Over 

Speeding of Vehicle in spite 

of FORTIFYING the 

Horizontal Curve with 

Series of Chevron Signs on 

the RHS on NH-9 

Road Crash due to 

Over Speeding 

during day time 

and Dozing Off by 

the driver on the 

Straight Corridor - 

Tyre Skid Marks 

reflect the same

To summarize - Action Plan for Indian Roads 

• RSA should be carried out at all stages including 

planning, design, construction and operation, 

for all highways and the recommendations 

should be duly implemented. 

• However, there appears to be little concrete action 

on the ground except for audit of selected 

Expressways / NHs / SHs projects 

• Even where the RSA has been done, the 

recommendations of the audit do not appear 

to have been implemented except a few.

To summarize - Action Plan for Indian Roads (Contd…) 

• Unfortunately, the road maintenance is limited to fixing 

pot-holes and clearing of drainage facilities and plantation 

without replacing the missing / dilapidated traffic signs, 

guard rails, road markings and other safety features 

essential to create a safe road network. 

• In addition, safety measures incorporated in the road 

design of highways based on the RSA carried out at 

different Stages of Audit (esp. Design Stage) are frequently 

deleted with a view to reducing the overall cost of 

projects. 

• This defeats the basic aim of design of road to tackle 

road safety issues from the beginning and obviate future 

problems.

To conclude, 

Making roads easier to use, self-enforcing and 

more forgiving is highly cost-effective. To 

achieve that we need to factor the following: 

• Safety-conscious design standards 

• Conduct of RSA and their implementation for 

new projects / expansion projects /existing roads. 

• Treatment of crash ‘black spots / hotspots’ (Lack 

of authentic road crash data with proper reference 

to the chainage sometimes makes it harder to 

identify those spots)

Thank You. 

Any Queries Please!

Dr. S. Velmurugan, CRRI - IRF India chapter

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