06+500 To 07+100 Final Report 5 2

ROAD AND BUILDING
DEPARTMENT GUJARAT
Consultancy Service for Detailed Road Safety Audit
and its engineering solution of Vulnerable spots /
Black Spot for Dehgam Nandol Halisa Giyod Road
from Km 00+000 to Km 05+000 on SH – 192 in the
state of Gujarat
ROAD SAFETY AUDIT REPORT

(VOLUME-I)
DEHGAM GIYOD ROAD (Km 06+500 to Km 07+100)
CLIENT: CONSULTANT:
Road & Building Department McWAY Managements Ltd.
Government of Gujarat
January 2022
TABLE OF CONTENT
“Consultancy Service for Detailed Road Safety Audit and its engineering solution of Vulnerable spots / Black Spot
for Dehgam Nandol Halisa Giyod Road from Km 00+000 to Km 05+000 on SH – 192 in the state of Gujarat”
TABLE OF CONTENT
PAGE
TABLE OF CONTENT
No.
EXECUTIVE SUMMARY
CHAPTER 1: INTRODUCTION
1.1 Background 1
1.2 Road Safety Audit 1
1.3 Objectives of Road Safety Audit 2
1.4 Stages of Road Safety Audit 3
1.5 Introduction to black-spot and it’s measures 4
1.6 Road Safety Audit on Existing Road 5
1.7 Approach and Methodology 6
1.8 Organization of the Report 8
CHAPTER 2: ROAD SAFETY AUDIT
2.1 About Black Spot 10
2.2 Audit Team 11
2.3 Primary and Secondary Data collection and Analysis 11
2.3.1 Black Spot Location map 11
2.3.2 Base/Topographic Survey Map 12
2.3.3 Road Accident Data 12
2.4 Desktop Audit 14
2.5 Road Safety Audit 14
CHAPTER 3: TRAFFIC ANALYSIS
3.1 General 23
3.2 Classification of Vehicles and PCU Values 24
3.3 Traffic Analysis 25
3.3.1 Base Year Traffic 25
3.3.2 Traffic Growth Rate 29
3.3.3 VDF (Vehicle Damage Factor) 29
3.3.4 Design Life 29
3.3.5 Design Traffic (MSA) 29
3.4 Spot Speed 32
3.4.1 Radar Meter Method 32
3.5 Pedestrian count survey and Pedestrian behavior 32
3.6 Pavement Condition of Project Road 32
R & B Div, Gujarat

TABLE OF CONTENT
PAGE
TABLE OF CONTENT
No.
CHAPTER 4: DESIGN STANDARDS AND PROPOSAL
4.1 Road Design Standards 33
4.2 Design Speed 33
4.3 Right of Way (ROW) 33
4.4 Width of Carriageway 33
4.5 Camber/Cross fall 34
4.6 Horizontal Alignment 34
4.6.1 Radii of Horizontal Curves 34
4.6.2 Superelevation 34
4.6.3 Transition Length 35
4.6.4 Sight Distance 35
4.7 Vertical Alignment 36
4.8 Measurement Proposal 36
CHAPTER 5: COST ESTIMATE FOR RECTIFICATION OF BLACK SPOTS
5.1 Background 37
5.2 BOQ, Rate Analysis & Cost Estimate 37
5.3 Detailed Cost Estimate for Rectification of Blackspots 37
CHAPTER 6: RECOMMENDATION
6.1 Recommendation 38
R & B Div, Gujarat

LIST OF SYMBOLS & ABBREVIATIONS
RSA : Road Safety Audit
AAGR : Average Annual Growth Rate
ADT : Average Daily Traffic
CAGR : Compound Annual Growth Rate
CV : Commercial Vehicle
TrW : Three Wheeler
TW : Two wheeler
IRC : Indian Road Congress
MoRT&H : Ministry of Road Transport and Highways
LCV : Light Commercial Vehicle
HCV : Heavy Commercial Vehicle
LoS : Level of Service
PCU : Passenger Car Unit
CVPD : Commercial Vehicle per Day
RoW : Right of Way
SH : State Highway
TMC : Turning Moment Count
TMC : Traffic Management Committee
ESAL : Equivalent Standard Axle Load
MSA : Million Standard Axle
BOQ : Bill of Quantity
DPR : Detailed Project Report
VDF : Vehicle Damage Factor
LDF : Lane Distribution Factor
UP : Upward / UP Side
DN : Downward / DN Side
VAD : Vertical Alignment Distance
HAD : Horizontal Alignment Distance
ALPS : Alignment Plan and Longitudinal Section
ToR : Term of Reference
ATCC : Automatic Traffic Count and Classifier
R & B Div, Gujarat

“Consultancy Service for Detailed Road Safety Audit and its engineering solution of Vulnerable spots / Black Spot for
Dehgam Nandol Halisa Giyod Road from Km 00+000 to Km 05+000 on SH – 192 in the state of Gujarat”
EXECUTIVE SUMMARY
Executive Summary
Sr. No. Description Details
Consultancy Service for Detailed Road Safety Audit
and its engineering solution of Vulnerable spots /
1 Project Name Black Spot for Dehgam Nandol Halisa Giyod Road
from Km 00+000 to Km 05+000 on SH – 192 in the
state of Gujarat
00+100 to 00+590
2 Black Spot Location 06+500 to 07+100
13+500 to 13+950
Total Vehicles ADT
3 3946
(PCU per Day)
No of Accident on
4 Project Road 02
(Year 2018 to 2020)
Minor Accident: - 00
5 Type of Accident Grievous Injury /Major Accident: - 01
Fatal Accident: - 01
6 Measurement Proposal Short Term
R & B Div, Gujarat

INTRODUCTION
CHAPTER 1 INTRODUCTION
1.1 Background
Road accident death and injuries are global phenomena but more sever situation in mixed traffic
condition as prevailing on Indian roads and highways. In 2004, India has participated in plenary
meeting of the United Nations General Assembly and expressed concern about the large number
of fatalities in road crashes. Hence, MoRTH has constituted committee on Road Safety and
Traffic Management under chairmanship of Shri S. Sundar in 2005. As a part of TOR of this
committee, Union Cabinet approved National Road Safety Policy on 15.03.2010. Under this
policy, MoRTH has started to develop Highways adopting all Safety Engineering measures at
the time of design stage and pre-opening stage. However, a significant number of locations on
highways have remained prone to accidents, which has already been developed in one scheme
or the other. For improvement of such locations, Road Safety Cell (Engineering), MoRTH has
published office memorandum no. RW/NH/15017/109/2015/P&M (RSCE) dated 28-10-2015.
Based on these circular Black Spot is termed as: “Road Accident Black Spot-on Highway is
a stretch of about 500m in length in which either 5 road accidents (in all three years put
together involving fatalities/grievous injuries) took place during the last 3 calendar years
or 10 fatalities (in all three years put together) took place during the last 3 calendar years.”
Road & Building Department, Gujarat has decided to take up the development of black spot
locations in the State of Gujarat where the intensity of traffic has increased significantly and
there is a requirement of augmentation of capacity for safe and efficient movement of traffic.
The government of Gujarat is engaged in the development of Black Spots and in pursuance of
the above, M/s. MCWAY Management Limited has successfully been appointed to provide the
services as Safety Consultant for Road Safety Consultancy services for inspection, survey, and
preparation of design and estimate for permanent (Long term/Short term) remedial measures
for improvement of 193 Black spots in the state of Gujarat.
1.2 Road Safety Audit

Road Safety Audit is “a formal, systematic and detailed examination of a road by an
independent and qualified team of auditors that leads to a report of the potential safety concerns
in the project”.
The primary focus of RSA is safety while working within the context of the facility’s existing
mobility, access, surrounding land use, and/or aesthetics. RSAs enhance safety by considering
potential safety issues presented to all road users under all conditions (e.g., day/ night and
dry/wet conditions). By focusing on safety, RSAs ensure that potentially hazardous roadway
and roadside elements do not “fall through the cracks.”
R & B Div, Gujarat Page 1

RSA needs a team of independent and qualified auditors. Each auditor must be independent of
the project design, and each must be qualified in road safety engineering practices. Working as
a team of auditors (rather than as a single auditor working alone) means the mix of educational
backgrounds and experiences of the team leader and each member of the team increases the
likelihood all potential safety concerns will be identified and recorded in the final report.
Prevention is better than Cure
Road safety audit is a process of crash prevention; it aims to identify safety concerns in a road
design so they can be discussed, resolved, and the necessary changes can be made while they
still exist only as pencil lines on a piece of paper. By making changes early, at the design stage,
road safety initiatives can be built into new road projects, and the risk to future road users of
that road can be reduced.
Audits are proactive. They do not use crash data. They try to prevent the first crash from ever
happening on a new road. A road safety audit is not a black spot investigation. Black spot
investigations are reactive. Black spot programs aim to reduce crashes at a location. They rely
heavily on historical crash records to establish crash patterns at the location. These records
provide a view of the crash history and, with an experienced black spot investigator; low-cost
crash countermeasures can be developed and applied to reduce future crash frequency and/or
severity. Therefore, while a black spot investigation applies to an existing road that has police
crash data, a road safety audit is best undertaken before the road is built and with no crash
history to call on.
The audit team uses the same technical skills and knowledge as the black spot investigator but
applies these in a proactive, rather than a reactive, fashion. The skills and knowledge involved
in each may be the same, but the processes are quite different.
1.3 Objectives of Road Safety Audit

The primary objective of a road safety audit is to minimize the risk of crashes occurring on an
existing road/a new road project and to minimize the severity of any crashes that do occur or
are likely to occur.
The secondary objectives are following:
• To minimize the risk of crashes occurring on adjacent roads (especially at intersections).
• To recognize the importance of safety in road design so that the needs and perceptions of
all road users are met, and to achieve a balance between needs where they may be in
conflict.
• To reduce the long-term costs of a new road project, bearing in mind that unsafe designs
may be expensive (or at times even impossible) to correct at a later stage.

• To enhance the awareness of road safety engineering principles by all involved in the
process of planning, designing, constructing, operating, managing and maintaining roads
and highways.
• To advance the awareness of providing safe road schemes for non-motorized as well as
motorized road users.
1.4 Stages of Road Safety Audit

There are five stages of a road project at which a Road Safety Audit can be conducted:
Stage I: Feasibility Stage/Preliminary Design Stage

An audit on completion of the planning or feasibility study stage will examine features such as
design standards, route choice and continuity with the existing adjacent network, horizontal and
vertical alignments, cross-sections and interchange/intersection layouts which can help to
reduce costs and lost time associated with changes that may be brought during later audits.
Stage II: Detailed Design Stage

This audit stage occurs on completion of the detailed road design (the final DPR) but before the
preparation of contract documents. It includes geometric layout, road marking and signs,
signals, lighting, clearances to roadside objects and provision for vulnerable road users, which
can reduce the costs and disturbance associated with last minute changes that may otherwise be
brought about with a pre-opening audit.
Stage III: Construction Stage

During Construction Stage, it examines the safety of the traffic management plans for each
phase of construction of the large project. It also inspects the provisions for road safety at the
roadwork site during the construction period. Typical issues examined include the provisions
for pedestrian safety, advanced warning zones, adequate transition zone lengths, worker safety,
and effective numbers of reflective signs, safe delineation, credible speed limits, temporary
crash barriers, lighting and diversions.
Stage IV: Pre-Opening Stage

This audit involves a detailed inspection of the new road project immediately prior to its
opening. The new road, just before the contractor hands over the project should be audited
day/night and checked installation and visibility of signs, markings, delineation, lighting and
any other night-time/low light related issues.

Stage V: Safety Audit of Existing Roads
The audit of existing road aims to ensure that the safety features of a road are compatible with
functional classification of the road. It also aims to identify any feature that may develop that
over time into a safety issue. This safety issues found in these audits should be readily addressed
through simple and low cost maintenance practices. Use of crash data can cause the audit team
to focus more on the crash sites, possibly overlooking other high-risk locations. Road authority
should be clear in its objectives. If it wants a crash investigation, use crash data together with
the audit.
The audit team should prioritize its findings according to those that can most readily and cost-
effectively be treated. It makes easier for the road authority to undertake the recommended
treatments as per available budget.
1.5 Introduction to black-spot and it’s measures

The existing road may be a well-established road dating back a decade or it may be a recently
Road Accident Blackspot is a stretch of the National Highway of about 500m in length in which
either 5 road accidents (in all three years put together involving fatalities / grievous injuries)
took place during the last 3 calendar years or 10 fatalities (in all three years put together) took
place during the last 3 calendar years.
Based on-site inspection, preliminary survey, etc. the type of interventions required may be
identified and accordingly the action for taking corrective measures i.e., short-term measures
and long-term Measures may be initiated.
Depending upon the site condition/requirement the corrective measures may require Short
Term Measures only and, in some cases, Long Term Measures including Cautionary Measures
& / or Short-term Measures. The suggestive items/measures and guidelines to be followed for
rectifications of black spots are as under:
(a) Short term measures:
(i) Pedestrian facilities like Zebra crossings
(ii) Crash barriers/ railings
(iii) Solar light
(iv) Junctions’ improvement
(v) Road signs inter-alia speed limits sign, pavement/road markings, delineators, studs/cats eye.
(vi) Traffic calming measures including rumble strip
(vii) Repairing/maintenance of unsafe road/ appurtenance including filling of berms/shoulder

on National Highways

(viii) Restriction of certain types of vehicles, one-way streets, reversible lanes, bus lanes,
restriction on movement of different types of vehicles by time / by lane etc. especially in urban
areas.
(b) Long term measures:
Location of Black Spot Corrective/Remedial Measures
Shifting/ removal of these obstacles or providing other

Obstacles such as trees, poles,
safety measures including crash barrier etc. Further set
structure, etc. within the clear
back distance at all locations should invariably be
zone, encroachments etc.
achieved.
Flyover, underpasses, overpasses, junction improvement

At grade junction
etc.
Improvement of horizontal/vertical alignment/ curvature

Deficient geometry
or other safety measures including crash barrier etc.
Mix traffic Providing service lane, Footpath, crash barrier etc.
Distressed/ narrow Bridge

Reconstruction, rehabilitation/widening of the bridges
culvert
Crossing of
pedestrians/habitational area
Foot over bridge etc.
/school/ hospitals/educational
institute etc.
Animal cattle crossing Cattle pass/VUP, fencing etc.
Hill roads/ sharp curves Various safety measures including crash barriers
1.6 Road Safety Audit on Existing Road

The existing road may be a well-established road dating back a decade or it may be a recently
upgraded or rehabilitated road. The audit of existing road aims to ensure that the safety features
of the road are compatible with the functional classification of the road. It also aims to identify
any feature that may develop over time into a safety issue (such as tree blocking sightlines at
an intersection). The night–time inspection is important in this stage as it results in determining
the road safety issues for road users at night. The road safety audit on existing roads helps
identify unsafe, inconsistent, outworn, and outdated elements in the road environment. This
makes it especially useful when planning major maintenance or rehabilitation projects Road
Safety Audit on Existing Road.

A number of the safety issues found in these audits should be readily addressed through simple
and low–cost maintenance practices (that is, tree trimming, sign and line marking renewal, and
roadside hazard issues). As such, there are benefits in having maintenance crews trained in road
safety reviews so that they can apply their safety knowledge routinely during each shift. These
audit teams may not be independent of the existing road network, and they may not be able to
look at the road through the eyes of a first–time user, but they will be able to eliminate the more
obvious safety concerns. Also, the safety audit of existing roads revolves around the use of
crash data. Some auditors like to have access to Police crash data for the road they are auditing.
According to the auditors, it helps them to understand some of the proven safety issues along
the road. This can cause the audit team to focus too closely on the crash sites, possibly
overlooking other high–risk locations. Hence, it is suggested that the road safety audit on
existing roads should be done in conjunction with blackspot studies, not instead of them. It is
recommended that the audit should be done before looking at the accident records, so as not to
bias the findings. If the reviews identify a safety problem at a site that has no history of
accidents, the client should be cautious about ordering corrective actions.
The audit team should prioritize its findings according to those that can most readily and cost-
effectively be treated. It makes it easier for the road authority to undertake the recommended
treatments as per the available budget.
1.7 Approach and Methodology

This RSA report on Existing Road is the outcome of the physical inspection of the project
corridor. Prior to embarking on the RSA for this Project, it is worth reiterating the objectives
and modus operandi of road safety auditing, as outlined in the above document.
Road safety can be improved through two main approaches:

1. Traffic Crash Reduction - Existing hazardous locations can be systematically identified and
analysed and appropriate remedial measures implemented to eliminate or reduce the crash
risk at such locations.
2. Traffic Crash Prevention - Specific efforts can be adopted to prevent the development of
hazardous locations by systematically analysing of potential risks and eliminating those
that might make the road unsafe.

This report will review the safety measures during present circumstances that is Traffic Crash
Preventions and it will report potential hazards due to the non – compliance of safety norms.
Also, the recommendations/improvements suggested herein are based on the philosophy of
averting road accidents due to erroneous judgment of the drivers and to protect the vulnerable
road users getting involved in collisions. This includes, help of checklists (IRC: SP-88, IRC:
35, IRC:67, IRC: SP-55 and IRC:119, IRC: SP-73) for road signs, markings, crash protection
measures and conceptual junction design have been suitably utilized to ensure that problems
and situations that can affect the road safety at the desired stage of RSA have been taken into
consideration. The report, broadly, covers the following aspects of RSA:
1. Alignment
2. Road Side Hazards
3. Signs, Pavement Markings and Delineations
4. Vulnerable Road Users
5. Intersections
6. Lighting and Night–Time Issues

BLACK SPOT
PROVIDE BACKGRAOUND
INFORMATION
Black spot Location map with Chainages
Base map Preparation
DPR Copy / As Built Drawing of proposed
black spot stretch
Traffic Data (Midblock/TMC) if available
Accident Data for last 3 to 5 years
COMMENCEMENT MEETING
DESKTOP STUDY/ DOCUMENT

ASSESSMENT
SITE VISIT & DAY NIGHT ROAD PRIMARY AND SECONDARY

SAFETY AUDIT DATA COLLECTIONS
Chainagewise RSA with Rough sketches Black spot Location map with Chainages
to explain Safety situations Accident Data for last 3 to 5 years
Local Inquiries with Local residence, Pedestrian/ Animal Crossing observations
police and 108 Ambulance driver Speed Data sampling
Duly signed RSA Videography of Black spot Stretch
Report/Drawings/Estimate by Audit Team
COMPLETITION MEETING
SUPPLYMENTRY AUDIT REPORT

Client Observations Compliances
FINAL ROAD SAFETY AUDIT

REPORT
SITE IMPLEMENTATION
Figure 1: Approach and Methodology
1.8 Organization of Report

In accordance with the scope of work of road safety audit as mentioned above, the present report
on the road safety audit is hereby submitted.
The report comprises two volumes.
Report Volume - Road Safety Audit Report
Chapter 1 presents a background and history of black spots, road safety objectives, road safety
audit stages and approach and methodology.
Chapter 2 indicates a brief description of selected black spot, primary and secondary data
collections, road safety audit as per IRC: SP: 88-2019, and cost estimates for short measures
adopted for the selected black spot.
Chapter 3 contains a Traffic surveys analysis.
Chapter 4 proposes design standards and improvement proposals for rectification of Black
Spot for long-term measures.
Chapter 5 includes a Cost estimate of remedial measures for Dehgam Nandol Halisa Giyod
Road from Km 06+500 to Km 07+100.

“Consultancy Service for Detailed Road Safety Audit and its engineering solution of Vulnerable spots / Black
Spot for Dehgam Nandol Halisa Giyod Road from Km 00+000 to Km 05+000 on SH – 192 in the state of Gujarat”
MINUTES OF COMMENCEMENT MEETING
MINUTES OF COMMENCEMENT MEETING
Commencement Meeting held at Office of the Executive Engineer, Capital Project

Division No. 3, Sector 16, Gandhinagar-382016.
Dated:
Name of work: Consultancy Services for Detailed Road Safety Audit and its Engineering
solution of vulnerable spots/ Blackspots on various roads in state of Gujarat.
Name of Client: Superintending Engineer, R&B Circle, Ahmedabad.
Name of Safety Consultant: McWAY Managements Ltd., Gandhinagar

Following officers of District (R&B) Ahmedabad and Team member of RSA Consultant
McWAY Managements Ltd, Gandhinagar are present for attending a commencement meeting.
ATTENDEES
SR NO NAME DESIGNATION DEPARTMENT

1
2
4
5
6
9
10
11
12
13
R & B Div, Gujarat

ROAD SAFETY AUDIT
CHAPTER 2 ROAD SAFETY AUDIT
2.1 About Black Spot
Road and Building Department, Gujarat (the “Authority”) is engaged in the rectification of
various black spot identified in the state of Gujarat. Dehgam to Chhala Road consists of three
black spot, which is demanded to conduct Road Safety Audit for Permanent (Short/Long-term)
remedial measures. The road is start from Km 0/000 to Km 05/000. Three black spots are at
various chainage of km 00+100 to 00+590, 06+500 to 07+100 and 13+500 to 13+950 of SH-
192. This report is for Black Spot chainage Km 06+500 to Km 07+100.
Black Spot Start: Km 06+500 Black Spot End: Km 07+100

Black spot starts from Km 06+500 and ends at Km 07+100 on SH-192 passes through near
built-up area and open section. Intermediate Lane with Paved Shoulder at Km 00+00 to 05+000
of the project stretch of SH-192 provides connectivity between Dehgam to Chhala Road
through Gandhinagar district. It caters convenient way for daily routine movement of Cars and
truck carrying various agricultural commodities. All black spot is in Dehgam Chhala Road.
Hence, Road Safety Audit was conducted for permanent remedial measures considering it as
fifth stage audit i.e., existing road Audit. Hence, Road Safety Audit was conducted for
Short/Long-term measures considering it as fifth stage audit i.e., existing road Audit.
Black Spot Location: Km 06+800

Figure 2.1: Location Map – Black Spot Km 06+500 to Km 07+100
2.2 Audit Team

Professionals with many years of traffic & road safety assignments experience conducted Road
Safety Audit of selected black spot.
Team Leader: Ms. Vaishakhi Talati, Team Leader – cum Senior Road Safety Expert
Team Member:
Mr. Ashish Talati and Mr. Mahendrabhai Patel, Highway Design Engineer – cum – Road Safety Auditor
Mr. Sanjaybhai Sangani and Mr. Kishor Patel, Traffic Engineer – cum – Road Safety Auditor
Mr. Sanjay Suru and Mr. Bharatbhai Patel, Quantity Surveyor
Mr. Gemarbhai Chaudhary and Ms. Bhumika Joshi, Highway Design Specialist
2.3 Primary and Secondary Data Collection & Analysis

As per clause 3.4, IRC: SP: 88-2019, client has to provide all background information and
primary & secondary data to audit team. Audit team took background information of black spot
and some information was not available with authority/client, therefore audit team has collected
following primary and secondary data for Road Safety Audit.
2.3.1 Black Spot Location Map
Executive Engineer, R & B division, Gujarat has shown the black spot location with chainages
on 1st June, 2021.

2.3.2 Base /Topographic Survey Map
As Authority does not have base map/as built drawing of the black
spot stretch, Topography survey has been carried out between 25th
Oct, 2021 to 27th Oct, 2021 as per IRC: SP 19-2001, “Manual for
Survey, Investigation and Preparation of Road Projects”. The field
survey have been carried out by high precision instrument i.e.
Total Station. The data from the topographic surveys are available
in (x, y, z) format for use in a sophisticated digital terrain model
(DTM) by MX Road Software.
2.3.3 Road Accident Data
Three years’ accident data (2019-2020) of black spot was collected from Dehgam police station.
The accidents are classified according to the degree of serious injuries or death during the
crash/accident. The accident severity rating used by police is as follows:
1. Fatal Accident: A fatal accident is one where at least one fatality happened.
2. Grievous Injury Accident: A grievous injury accident is one where an injury requiring
hospitalization and reporting to police station.
3. Minor Injury Accident: A minor injury accident is one where injury requiring no
hospitalization/reporting to police station.
4. Non – Injury Accident: A non – injury accident is that in which only the vehicles were
damaged and nobody was injured during accident.

Accident data also includes details like Type of vehicles involved in accident, date, time of
accident, nearby landmark, location, etc.
Figure 2.2: Type and Number of Severities Every Year
Total No. Person Injured

Year
Minor Major Fatal
2018 0 0 0
2019 0 1 0
2020 0 0 1
From Figure 2.2, it can be seen from road accidents data over 3 years, death and serious injuries
are equal to normal injury through the project road.
Figure 2.3: Accident share by Light Condition
Figure 2.3 shows that 50-50% of the road accidents happened during day and night time in last
three years throughout project road. It can be seen that number of road accident during night
and day are similarly.
Figure 2.4: Year Wise Accident

Figure 2.4 shows that year wise accident through the project road. From figure it’s
conclude that in day-by-day accident increase is more accrued.
2.4 Desktop Audit

Desktop Audit was carried out in office before and after carrying out the inspections by base
drawing review, accident data analysis, marking of issues & possible safety concerns to be
checked on site and cross check with site and traffic conditions after audit.
2.5 Road Safety Audit

Road Safety Audit was conducted at Km 06+500 to Km 07+100 near village black spot with
following major observations.
1. Geometric Design of Road
2. Intersection
3. Roadside Hazards
4. Vulnerable Road Users (Pedestrians, bicyclists, two wheelers and three wheelers and
animal drawn carts)
5. Signs, Pavement Markings and Delineation
6. Drainage
7. Lighting and Night Time issues
8. Access to Property and Developments
9. Public Transport
10. Parking etc.
Table 2.1 and Table 2.2 shows risk assessment and priority level for suggested RSA
recommendations respectively.

Table 2.1: Risk Assessment Criteria
Severity Description Examples
Very High Multiple deaths are likely High speed, multi-vehicle crashes on
expressways, A bus collision at high speed with a
bridge abutment
High A death and/or serious High/medium speed vehicle/vehicle collisions.
injuries are likely High/medium speed collisions with a fixed
roadside object. Pedestrian crashes on rural
highways
Medium Minor injuries only are Low speed collisions, such as a three-wheeler
likely colliding with a bicyclist, a rear end crash in a slip
lane, or a pedestrian struck in a car park
Table 2.2: Priority Level for Recommendations
Priority Suggested Treatment Approach
Essential Where risk is assessed as Very high, the recommendation shall be

implemented “at any cost”
Highly Desirable Where risk is assessed as High, the recommendation shall be

implemented unless cost of remedial treatment is prohibitive and risk
can be reduced by an alternative measure
Desirable Where risk is assessed as Medium, the recommendation shall be

implemented if the safety concerns could not be mitigated even after
the implementation of the recommendation under “essential”, and
‘highly desirable’ priority levels for the same location and the risk
needs to be reduced further
From the site visit and analysis of accident data, Blackspot location is found near
chainage 06+800 due to the village on the existing road.

“Consultancy Service for Detailed Road Safety Audit and its engineering solution of Vulnerable spots / Black Spot for Dehgam Nandol Halisa Giyod Road from Km 00+000 to Km 05+000 on SH – 192
in the state of Gujarat”
Table 2.3: Road Safety Audit – 06+500 to 07+100 Black Spot
Sr. Safety Concerns and Audit Findings Recommendations Client

No. Response
Description Risk Description Priority
1 Geometric Design of Road
1.1 Design Speed High Provide traffic calming measures in the combination of Highly
The design speed of the black spot section is more than 80 Rubble strips and Warning signs, i.e., Speed Limit & Desirable
Kmph and direct access of vehicles from surrounding on the pavement markings to control the high speed of vehicles
project road witness the high accident rate as the section. at black spot locations within the Built-Up area.
1.2 Vertical alignment NA Good Practice. NA

The K-values for all vertical curve are acceptable for sight
distance in all valley and summit curves as per Table 6,
Clause No. 5.7.5, IRC: SP:23-1993.


No. Response
1.3 Horizontal Alignment NA Good Practice. NA
The radius of the horizontal curves provided at the
vulnerable–spot location is not less than the desired
minimum radii of horizontal curves as mentioned in Clause
No. 2.9.4, IRC SP 73.
1.4 Sight Distance NA Good Practice. NA
The desirable minimum sight distance of 360 m – 240 m for
a design speed of 100 kmph – 80 kmph, respectively, is
available on the vulnerable spot location as per Clause No.
2.9.6, IRC SP 73.
2. Roadside Hazards
A heap of dry wood sticks was observed on the side of the High The unwanted materials, such as a heap of dry wood sticks Highly
road. within the side of the road, shall be removed. Desirable


No. Response
3 Vulnerable Road Users (Pedestrians, bicyclists, two-wheelers and three-wheelers and animal-drawn carts)
3.1 The vulnerable road users were mainly observed at the High Traffic calming measures such as warning physical Essential
black spot location. warning signs for drivers and pedestrians, speed breakers,
rumble strip, transverse bar markings, provision of
pedestrian crossing, road signs and pavement markings
shall be provided as per IRC 99, IRC 67 and IRC 35.
Also, the coloured pavement shall be provided at

Intersections as per IRC 99.
4 Road Signs, Pavement Markings and Delineation
4.1 Road Sign Road signs such as mandatory, cautionary and informatory
Necessary mandatory, cautionary and informatory signs are signs shall be provided as per IRC: 67 – 2012 with
Highly
not observed/damaged at minor junctions. Absence of appropriate size and locations.
High Desirable
sufficient road signs, delineators etc., throughout the black
spot. In addition, installed signs spacing is not as per IRC
installation guidelines.


No. Response
4.2 Pavement Markings & Road Studs

Pavement markings and road studs are not provided on the Pavement marking should be provided as per the IRC:35-
road. 2015.
Road studs shall be provided as per IRC SP 84, as it helps
the road users during night–time.
Highly
High
Desirable
5 Lighting and Night Time Issues


No. Response
5.1 Street lighting on the identified black spot locations was not Provide adequate lighting on the black spot section as
observed. per IRC guidelines.
Highly
High
Desirable
6. Access to Property and Developments

6.1 All-access points along the project corridor are High The traffic calming measures shall be provided at all such Highly
dangerous due to direct vehicular and pedestrian traffic locations as per IRC: 99. The speed reduction can be Desirable
access. achieved with physical measures and psychological

measures.


No. Response

TRAFFIC ANALYSIS
CHAPTER 3 TRAFFIC & PAVEMENT ANALYSIS
3.1 General
Traffic surveys, analysis and demand forecast are an important element of road project. Traffic
analysis and demand forecasting directly relates to several important aspect of road
infrastructure planning and design like lane width requirements, geometric design features,
pavement design, economic and financial analysis etc. Towards this, the consultant has
undertaken detailed traffic surveys and analysis for Pavement Design. Various steps followed
in this regard are described in the subsequent paragraphs.
Project Road starts from Km 00+000 and ends at Km 05+000 on SH-192 consists of three black
spot. Traffic Survey Conducted at chainage 06+800 for this black spot. Lane configuration of
the project stretch is of intermediate carriageway with paved shoulder. SH-192. It caters
convenient way for daily routine movement of Cars and truck carrying various agricultural
commodities. Figure 3.1 shows the Project corridor along with traffic survey location.
Figure 3.1: The Project Corridor – Dehgam Nandol Road

3.2 Classification of Vehicles and PCU Values
In order to convert recorded vehicles into a common scale, the Passenger Car Units (PCU)
equivalent factor as per IRC: 64-1990 has been adopted. The PCU equivalent factors adopted
are as given in Table 3.1.
Table 3.1: Classification of Vehicles Recommended PCU Equivalents Factors

Fast Moving Vehicle PCU Slow Moving Vehicles PCU
Two wheelers 0.5 Bicycle 0.5
Three wheelers, Auto Rickshaw 1.0 Cycle Rickshaw 2.0
Passenger Car (Jeep, Van) 1.0 Animal Drawn 6.0
Mini LCV/Tata Ace (Utility Jeep) 1.0 Hand Cart 3.0
Mini Bus 1.5
Bus School Bus 1.5
Govt. Bus and Private Bus 3.0
Light Commercial Vehicle (LCV) – 4-Wheeler 1.5
Light Commercial Vehicle (LCV) – 6-Wheeler 1.5
2 – Axle Truck 3.0
3 – Axle Truck 3.0
Trucks Multi Axle (4 to 6 Axle) &
4.5
HCM, EME
Over Sized (7 or more Axle) 4.5
Agricultural with Trailer 4.5
Tractor without Trailer 1.5

3.3 Traffic Analysis
3.4 Base Year Traffic
The base year traffic pattern is the primary input for checking existing level of service and
determination of traffic impact on pavement. Summary for Average Daily Traffic in PCU and
CVPD on 25.10.2021 to 27.10.2021 was conducted nearest railway crossing on project road
which is tabulated below in Table 3.2.
Design Service Volume as per IRC:64
Design Service Volume Design Service Volume
Type
(LOS-B) PCUs/day (LOS-C) PCUs/day
Single Lane Roads 2000 2800
Intimidated Lane Roads 6000 8400
2 Lane with 1.5m ES 15000 21000
2 Lane with 1.5m PS 17250 24150
4 Lane with 1.5m ES 35000 49000
4 Lane with 1.5m PS 40000 56000
Table 3.2: Summary for Average Daily Traffic in PCU and CVPD
Vehicle Type/Location At CH: - 06+800
2Wheeler. 2361
Motorized Vehicles (Passenger)
Auto Rickshaw (Passenger) 286

Auto Rickshaw (Goods) 77
Car/Jeep/Van 683
TATA Ace, Utility Jeep 53
Mini Bus 0
School Bus 0
Govt. Bus and Private Bus 8
Non-Motorized
Bicycle 50
Vehicles
Cycle Rickshaw 0
Animal Drawn Vehicles 2
Hand Cart 0
LCV 4 Tyre 96
Motorized Vehicles
LCV 6 Tyre 21
(Goods)
2-Axle Truck 21
3-Axle Truck 78
Multi Axle (4 to 6 Axle) & HCM, EME 89
Over Sized (7 or more Axle) 0
Vehicle Type/Location At CH: - 06+800
Agricultural Tractor with Trailer 157
Agricultural Tractor without Trailer 17
Car/Jeep with Red Light (VIP Car) 0
Toll Exempted
LCV/Mini Bus 0
Vehicles
2 Axle/Bus 0
3 Axle 0
Multi Axle (4 to 6 Axle) & HCM, EME 0
Total Vehicles ADT (No.) 3999
Total Vehicles ADT (PCU/Day) 3946
Commercial Vehicles for Pavement Design ADT (No.) 114

As per above table CVPD is 314 for evaluation of MSA. The following portion provides
detailed traffic and important observations about traffic pattern along the project corridor. The
data collected during traffic surveys was entered into the computer for further analysis.
Figure 3.2 (a): Combine Graph of Motorized and Non-Motorized Vehicles
➢ Average Passenger vehicles, compositions on project road for 2W (59.07%) has the
highest share followed by Car, jeep, Van (17.09%) & Auto Rickshaw (Passenger)
(7.16%) and With Trailor Tractor (3.93%) of the total traffic.
Figure 3.2 (b): Graph of Motorized Vehicles

➢ Without Trailor has the lowest share of 0.43% on the project road.
➢ Non-motorized vehicles have a very small share in the total vehicular composition on
the project road.
➢ Peak time defined from below graph No. of vehicles vs Hour of day, it’s concluded that
maximum vehicle movement accrues on 10:00 AM to11:00 PM and 6:00 PM to 7:00
PM.
Figure 3.2 (c): Graph of Peak Hour Timing
Figure 3.2 (d): Graph of Non-Motorized Vehicles

3.5 Traffic Growth Rate
For estimating the cumulative traffic expected to use the pavement over the design period, it is
necessary to estimate the rate at which commercial traffic will grow over the design period. As
per Clause 4.4.2 of IRC:37-2018, in absence of data for estimation of annual growth rate of
commercial vehicles or when the estimated growth rate is less than 5 percent, a minimum annual
growth rate of 5% should be used for commercial vehicles for estimating the design traffic.
3.6 VDF (Vehicle Damage Factor)

Traffic loading on highway pavements is a heterogeneous combination of different types of
vehicles, carrying a wide spectrum of wheel loads. It is very much essential to convert this
heterogeneous traffic to an equivalent homogenous traffic in terms of a chosen standard vehicle.
One means of achieving this objective is the use of Equivalent Standard Axle Load (ESAL)
factors. Axle load surveys for commercial vehicles were carried out to establish Vehicle
Damage Factor (VDF) for pavement design. Since, lighter vehicles have a very small equivalent
standard axle load value and less damaging effect, these vehicle types were excluded in the axle
load survey. IRC: 37-2018 suggests indicative VDF from different traffic volume in absence of
field axle load survey.
Table 3.3: Indicative VDF Values in Absence of Field Surveys

Sr. Traffic Volume Indicative VDF
No (No. of Commercial Vehicles/Day) Rolling /Plain Terrain Hilly Terrain
1 0-150 1.7 0.6
2 150-1500 3.9 1.7
3 More than 1500 5.0 2.8
3.7 Design Life

As per 2/4-laning manual and clause 4.3.1 clause IRC 37-2018, the project road is to be
designed for minimum design period of 20 years without any stage construction. Flexible
pavement for new pavement design or widening & strengthening of pavements for National
Highway, State highways & Urban Roads. Stage construction shall not be permitted.
3.8 Design Traffic (MSA)
The design traffic is considered in terms of the cumulative number of standard axles (in the lane
carrying maximum traffic) to be carried during the design life of the road. The design traffic
expressed in terms of the Million Standard Axles (MSA), for which the pavement must be
designed to withstand the repeated impact of traffic loads over the service life of the pavement.
The cumulative numbers of axles during the design period (ESAL) is calculated using the
following equation:

(1 + r ) − 1
n
ESAL= A x 365 x x LDF x VDF

r
Where,
ESAL = Cumulative numbers of standard axles to be catered for in the design
in terms of MSA
A = Operating Year AADT /Initial traffic in year of completion in terms of
commercial vehicle per day
r = Annual growth rate of a given commercial Vehicle
n = Design life in year
LDF = Lane Distribution Factor
VDF = Vehicle Damage Factor
The cumulative numbers of standard axles have been calculated assuming that the project will
be opened to traffic in the year 2024. For intermediate lane road, Lane Distribution Factor 0.75
and indicative VDF as shown in Table 3.3 is used for determination of MSA.
The year of Initial traffic count is 2021 and considering 1.5 years as construction period.
Considering a Construction period of 1.5 Years & Design Life of 20 years of Design Period
from the COD) the Design MSA is worked out at the end of 21.5 years. The above equation is
used for evaluation MSA for design of pavement which is calculated in the following Table
3.4.

Table 3.4: Evaluation of Million Standard Axles (MSA)
Symbol Description of Parameters Value Units

Cumulative number of Standard axles to be catered for
N= 11.93 MSA
the design period of 20 years
Initial traffic in the year of completion of Construction
A= in terms of the number of Commercial Vehicles Per Day 338 Nos.
(CVPD) (IRC:37-2018, pg. no. 17, Cl:4.6.1)
Lane Distribution Factor (IRC:37-2018, pg. no. 17,
L= 0.75
Cl:4.5)
Intermediate-lane Carriageway --
D= Directional Distribution Factor 0.5
Vehicle Damage Factor (VDF) (IRC:37-2018, pg. no.
F= 3.9
16, Cl:4.4.6)
n= Design Life in years (IRC:37-2018, pg. no. 14, Cl:4.3.1) 20 years
Annual growth rate of commercial vehicles in decimal
r= (e.g., for 5 percent annual growth rate, r = 0.05) (IRC:37- 5% percent
2018, pg. no. 14, Cl:4.2.2)
P= Number of Commercial vehicles as per last count 314 Nos.
Number of years between the last count and the year of
x= 1.5 years
completion of construction (Construction period)
Therefore, adopted design traffic for design period of 20 years plus 1.5 years of construction is
11.93 MSA.

3.9 Spot Speed
Speed is an important transportation consideration because it relates to safety, time, comfort,
convenience, and economics. Spot speed studies are used to determine the speed distribution of
a traffic stream at a specific location. The data gathered in spot speed studies are used to
determine vehicle speed percentiles, which are useful in making many speed-related decisions.
Spot speed data are gathered using three methods: (1) stopwatch method, (2) Radar meter
method and (3) Pneumatic Road tube method. The stopwatch method is the least expensive and
least accurate of the methods. Consultant have adopted stopwatch method for spot speed survey
and analysis.
Speed percentiles are tools used to determine effective and adequate speed limits. The two
speed percentiles most important to understand are the 50th and the 85th percentiles. The 50th
percentile is the median speed of the observed data set. This percentile represents the speed at
which half of the observed vehicles are below and half of the observed vehicles are above. The
50th percentile of speed represents the average speed of the traffic stream. The 85th percentile is
the speed at which 85% of the observed vehicles are traveling at or below. This percentile is
used in evaluating/recommending posted speed limits based on the assumption that 85% of the
drivers are traveling at a speed they perceive to be safe.
3.10 Radar Meter Method

A radar meter is a commonly used device for directly measuring speeds in spot speed studies.
This device may be hand-held, mounted in a vehicle, or mounted on a tripod. A radar meter
requires line-of-sight to accurately measure speed and is easily operated by one person. If
traffic is heavy or the sampling strategy is complex, two radar units may be needed.
Figure 3.3: Spot Speed Survey

Different sized vehicles and the detection of the observation vehicle may affect radar
readings. Large vehicles such as trucks and buses send the strongest return signal to the radar
meters and as a result smaller vehicle may not be detected. If there is a presence of large
vehicles, the observer may need to record the speeds of vehicles that are alone. Also, some
vehicles are equipped with radar detectors to warn them that a radar unit is operating in their
vicinity. Drivers will slow down when warned by a detector. It is not unusual for other drivers
to slow down also. This slowing will affect the study results.
Key Steps to a Radar Meter Spot Speed Study: -
➢ Select proper location and placement of radar meter.

➢ Determine an appropriate selection strategy.
➢ Record observations on radar meter spot speed study data form.
➢ Generate frequency distribution table and determine speed percentiles.
Select Proper Location and Placement of Radar Meter: -
Proper placement of the radar meter at the study area is critical. The positioning of the radar
unit is determined by the capabilities of the radar unit. The least accurate position, which
often results in no readings at all, is obtained when the meter is aimed at a 90-degree angle
to the roadway centreline.
Data Collection: -
Consultant have conducted spot speed survey on project road and summary of Spot Speed
Study Distribution is tabulated in below Table and graph.

SPOT SPEED ANALYSIS
LOCATION Dehgam chhala Road Section -1
Date 25-10-2021 Ch 06+500 to Ch 07+100 Km
WEATHER SUNNY TIME 2 P.M. TO 3 P.M.
TYPE OF ROAD Intermediate Lane(5.5m) SH-192
MEASUREMENT TECHNIQUE Doppler Radar Method
Types of Vehicle Truck & Bus
Sr No Speed(km/h) Sr No Speed(km/h) Sr No Speed(km/h)
1 59 41 28
2 58 42 37
3 45 43 66
4 55 44 33
5 44 45 62
6 46 46 31
7 53 47 36
8 51 48 63
9 61 49 27
10 29 50 58
11 37
12 35
13 64
14 55
15 42
16 46
17 49
18 58
19 44
20 45
21 57
22 42
23 52
24 55
25 47
26 65
27 51
28 47
29 56
30 44
31 55
32 42
33 38
34 39
35 35
36 45
37 55
38 48
39 42
40 45
Minimum
27
Speed
Maximum
66
Speed
SPEED %FREQUEN %CUMMULATIVE

MID SPEED FREQUENCY
RANGE CY FREQUENCY (fx)
(x) (f)
Kmph (%f) (%c.f)
10--20 15 0 0 0 0
20-30 25 3 3 3 75
30-40 35 9 9 12 315
40-50 45 17 17 29 765
50-60 55 15 15 44 825
60-70 65 6 6 50 390
70-80 75 0 0 50 0
Σf 50 Σfx 2370
AVERAGE
SPEED := Σ f.x /Σf 47.4 Kmph
60
65, 50 75, 50
50 55, 44
40
CUMMULATIVE
FREQUENCY
45, 29
30
20
35, 12
10
25, 3
15, 0
0
0 10 20 30 40 50 60 70 80
SPEED IN Kmph
20
18 45, 17
16 55, 15
14
FREQUENCY
12
10 35, 9
8 65, 6
6
4 25, 3
2 15, 0 75, 0
0
0 10 20 30 40 50 60 70 80
SPEED IN Kmph
From frequency Distribution curve Model speed= 45 Kmph
Therefore the most preferred speed at which maximumProportion of 2-wheeler travel is
the model speed 45 Kmph
From Cummulative frequency Distribution curve
Upper Speed ie 85th Percentile Speed= 48 kmph
Lower Speed ie 15thPercentileSpeed= 28 kmph
Design Speed ie 98thPercentile Speed= 53 kmph
Median Speed ie 50th Percentile Speed= 39 kmph
SPEED
RANGE MID SPEED (v) (q) (q.v.) (q/v)
Kmph
10--20 15 0 0 0
20-30 25 3 75 0.12
30-40 35 9 315 0.257142857
40-50 45 17 765 0.377777778
50-60 55 15 825 0.272727273
60-70 65 6 390 0.092307692
70-80 75 0 0 0
Σf = Σqv = Σ q/v =
50 2370 1.1199556
Space mean speed (Vs.) (Σ q/v) / (Σf) = 0.022399112 Kmph

Time mean speed (Vt) (Σqv) / (Σf) = 47.4 Kmph
Standard deviation(S2) Vs. (Vt -Vs)= 1.061216189
SPOT SPEED ANALYSIS
Date 25-10-2021 Ch 06+500 to Ch 07+100 Km
Types of Vehicle 2-Wheeler
1 25 41 38 81 46
2 44 42 43 82 49
3 55 43 52 83 55
4 45 44 41 84 56
5 45 45 59 85 50
6 36 46 27 86 35
7 41 47 42 87 50
8 34 48 36 88 58
9 60 49 46 89 59
10 48 50 55 90 61
11 36 51 66 91 42
12 41 52 43 92 41
13 66 53 47 93 42
14 49 54 46 94 53
15 55 55 48 95 47
16 47 56 35 96 40
17 45 57 47 97 49
18 52 58 32 98 56
19 39 59 43 99 45
20 42 60 52 100 42
21 42 61 34
22 32 62 42
23 42 63 65
24 68 64 38
25 42 65 43
26 51 66 41
27 44 67 40
28 58 68 57
29 48 69 41
30 69 70 50
31 48 71 48
32 25 72 32
33 54 73 45
34 42 74 47
35 35 75 31
36 41 76 49
37 46 77 44
38 66 78 45
39 49 79 54
40 55 80 42
Minimum
25
Speed
Maximum
69
Speed

MID SPEED FREQUENCY
(x) (f)
Kmph (%f) (%c.f)
10--20 15 0 0 0 0
20-30 25 3 3 3 75
30-40 35 17 17 20 595
40-50 45 53 53 73 2385
50-60 55 20 20 93 1100
60-70 65 7 7 100 455
70-80 75 0 0 100 0
Σf 100 Σfx 4610
AVERAGE
120
65, 100 75, 100
100 55, 93
80 45, 73
CUMMULATIVE
FREQUENCY
60
40
35, 20
20
15, 0 25, 3
0
0 10 20 30 40 50 60 70 80
SPEED IN Kmph
60
45, 53
50
40
FREQUENCY
30
55, 20
20 35, 17
10 65, 7
25, 3
15, 0 75, 0
0
0 10 20 30 40 50 60 70 80
SPEED IN Kmph
SPEED
Kmph
10--20 15 0 0 0
20-30 25 3 75 0.12
30-40 35 17 595 0.485714286
40-50 45 53 2385 1.177777778
50-60 55 20 1100 0.363636364
60-70 65 7 455 0.107692308
70-80 75 0 0 0
100 4610 2.254820735

SPOT SPEED ANALYSIS
Date 25-10-2021 Ch 06+500 to Ch 07+100 Km
Types of Vehicle Car
1 48 41 32 81 38
2 58 42 69 82 70
3 54 43 56 83 41
4 55 44 72 84 52
5 68 45 65 85 45
6 52 46 78 86 51
7 55 47 74 87 42
8 51 48 37 88 54
9 61 49 62 89 61
10 65 50 62 90 58
11 79 51 52 91 59
12 80 52 44 92 68
13 36 53 46 93 74
14 41 54 59 94 45
15 42 55 51 95 66
16 65 56 68 96 61
17 49 57 44 97 71
18 58 58 45 98 30
19 44 59 69 99 48
20 57 60 77 100 55
21 65 61 48
22 42 62 69
23 62 63 47
24 55 64 57
25 56 65 69
26 55 66 48
27 67 67 58
28 58 68 65
29 57 69 41
30 54 70 58
31 66 71 65
32 69 72 54
33 75 73 55
34 66 74 57
35 77 75 53
36 45 76 62
37 51 77 43
38 43 78 70
39 46 79 60
40 53 80 66
Minimum
30
Speed
Maximum
80
Speed

MID SPEED FREQUENCY
(x) (f)
Kmph (%f) (%c.f)
10--20 15 0 0 0 0
20-30 25 1 1 1 25
30-40 35 4 4 5 140
40-50 45 23 23 28 1035
50-60 55 34 34 62 1870
60-70 65 28 28 90 1820
70-80 75 10 10 100 750
Σf 100 Σfx 5640
AVERAGE
120
75, 100
100 65, 90
80
CUMMULATIVE
FREQUENCY
55, 62
60
40 45, 28
20
35, 5
15, 0 25, 1
0
0 10 20 30 40 50 60 70 80
SPEED IN Kmph
40
55, 34
35
30 65, 28
25 45, 23
FREQUENCY
20
15
75, 10
10
35, 4
5 25, 1
15, 0
0
0 10 20 30 40 50 60 70 80
SPEED IN Kmph
SPEED
Kmph
10--20 15 0 0 0
20-30 25 1 25 0.04
30-40 35 4 140 0.114285714
40-50 45 23 1035 0.511111111
50-60 55 34 1870 0.618181818
60-70 65 28 1820 0.430769231
70-80 75 10 750 0.133333333
100 5640 1.847681208

3.11 Pedestrian count survey and Pedestrian behaviour
Traffic accidents involving pedestrians have become a major safety problem in most of the
developing countries like India due to rapid urbanization, increase in vehicular growth and lack
of adherence to traffic regulations by both drivers and pedestrians. The existing roads design
does not provide adequate facilities for pedestrians and hence, there exists a constant conflict
between the pedestrians and the vehicles in sharing the limited space available on a road. At
intersections, pedestrian crossing behaviour is even more complex since the vehicles have very
little response time to control the vehicles, particularly in urban areas.
Different parameters like age, gender, crossing patterns, crossing times, waiting times and
crossing speeds of pedestrians, speed and types of vehicles and vehicular flows are used for the
analysis.
The past study analysis shows that majority of the pedestrians chooses one-step crossing after
signal installation since they get sufficient gap to cross the road during the red phase of the
signal provided for vehicles.
During the survey consultant have obverse that there is pedestrian crossing movement on the
blackspot location.
3.12 Pavement Condition of Project Road
Pavement condition survey was carried by visually
inspection means of the existing pavement. The data
collected by Pavement Condition survey covers the
following aspects such as Longitudinal Cracking,
Transverse Cracking, Alligator Cracking, and Block
Cracking with Severity of Cracking & details on
Rutting, Ravelling, Pot Holes & Bleeding, and Edge
Break & Edge Drops etc. The overall pavement
condition of the project road is good.

DESIGN STANDARDS AND
PROPOSAL
CHAPTER 4 DESIGN STANDARDS AND PROPOSAL
4.1 Road Design Standards
In general, the standards mentioned in ‘Manual’, IRC Codes, MoRT&H specifications for road
and bridge works and circulars as applicable to national highways will be referred. Here, the
required geometry shall be designed and achieved in accordance with IRC: 73 – 1980 –
‘Geometric Design Standards for Rural (Non – Urban) Highways’ and adequate safety
provisions are made. At black spot locations, the existing road geometrics are improved to the
extent possible within the given right of way and proper road signs and safety measures are
provided.
4.2 Design Speed

For National Highways and State Highways in plain & rolling terrain, the ruling design speed
shall be 100 kmph and minimum design speed shall be 80 kmph, as per Clause No. 5.1, IRC:
73 – 1980. Here, the design speed achieved is 100 kmph and the details of speed achieved
throughout the horizontal alignment for the same is presented in HAD of ‘Drawing Volume for
Draft Detailed Project Report (Volume II)’.
4.3 Right of Way (ROW)

A Minimum Right of Way (ROW) for the project road section shall be 30-60 m as per Clause
No. 6, IRC: 73 – 1980. The details of ROW for the project road section (with design chainage)
is tabulated in Table 4.1.
Table 4.1: Details of ROW

Sr. Design Chainage (in km) ROW
No. From To (in m)
1. 06+500 07+100 24 mt.
4.4 Width of Carriageway

The configuration of the existing carriageway is the intermediate road with Paved Shoulder
both side configuration, that is, the width of the carriageway is 5.5 m including the paved
shoulder. As mentioned, this blackspot is part of the short-term having direct access to the
project road. So based on accident records observed and Design Service Volume as per IRC
64-1990 less than 35000 PCUs/ day on this black spot, so this stretch is to be required short
term measurement only.

4.5 Camber/Crossfall
As per Clause No. 6, IRC: 52 – 2019, the crossfall on straight sections of road carriageway,
paved shoulders and paved portion of median shall be 2.5 percent for bituminous surface and
2.0 percent for cement concrete surface. The crossfall for earthen shoulders on straight portions
shall be at least 0.5 percent steeper than the slope of the pavement and paved shoulder subject
to a minimum of 3.0 percent.
4.6 Horizontal Alignment
The geometric design shall conform to IRC: 73 – 1980 – ‘Geometric Design Standards
for Rural (Non-Urban) Highways’. All horizontal curves shall consist of circular
portion flanked by spiral transitions at both ends.
4.6.1 Radii of Horizontal Curves nm
As per Clause No. 9.4 of the IRC: 73 – 1980, the desirable minimum radii and absolute
minimum radii of horizontal curves for the project stretch for various classes of terrain shall be
as indicated in Table 4.4.
Table 4.4: Radius of Horizontal Curves

Plain Terrain Rolling Terrain
Ruling Absolute Ruling Absolute
Classification
Minimum Minimum Minimum Minimum
(in m) (in m) (in m) (in m)
National Highways
360 230 230 155
and State Highways
Major District Roads 230 155 155 90
Other District Roads 155 90 90 60
Village Roads 90 60 60 45
For the project road, a minimum of 360 m radius shall be provided for the main carriageway.
At locations where there are site constraints, a radius of 230 m will be used with suitable speed
restrictions to accommodate the alignment within the ROW. For the main carriageway not
requiring any super elevation, a radius of 2000 m or more shall be provided.
4.6.2 Super elevation
As per Clause No. 9.3.1 of the IRC: 73 – 1980, super elevation shall be restricted to a maximum
of 5%, if the radius is more than desirable minimum and urban settlement and it shall be limited
to 7%, if the radius is less than desirable minimum radius.

4.6.3 Transition Length
IRC: 73 – 1980 – ‘Geometric Design Standards for Rural (Non-Urban) Highways’, suggests
that the length of the transition curve should be the larger of the two values arrived at on the
basis of the following two criteria, viz, rate of change of centrifugal acceleration and rate of
change of super elevation. The values given in the IRC: 73 – 1980 are obtained from the
criterion of rate of change of centrifugal acceleration, with a pavement width of 7.00 m. Hence,
values should be suitably calculated for the project road based on the road width and rotation
axis. However, for a pavement width of 6.50 m or more (from the median edge to the edge of
the paved shoulder) as is the case for the project road, the transition length computed on the
Clause No. 9.5.2 (ii) of IRC: 73 – 1980, the rate of super elevation shall not be steeper than 1
in 150 for roads in plain and rolling terrain. The minimum transition length indicated for
different horizontal curve radii and speed for rolling terrain shall be as given in Table 17, Clause
No. 9.5.3, IRC: 73 – 1980 and that for mountainous terrain shall be as given in Table 6.9, Clause
No. 6.8.4, IRC: 52 – 2019.
4.6.4 Sight Distance
Visibility is an important requirement for safety on roads. For this, it is necessary that sight
distance of sufficient length is available to permit drivers enough time and distance to control
their vehicles to avoid accident.
The safe stopping sight distance and intermediate sight distance for divided carriageway for
various design speeds are given in Table 4.5. For the project road stretch, where existing road
is to be followed and at the locations where there are site constraints, safe stopping sight
distance shall be adopted.
Table 4.5: Design Values of Sight Distance for Various Speeds

Speed Design Values (in m)
(in kmph) Stopping Sight Distance Intermediate Sight Distance
20 20 40
25 25 50
30 30 60
35 40 80
40 45 90
50 60 120
60 80 160
65 90 180
80 130 240
100 180 360

The details of the horizontal alignment for the project road section is presented as ‘Horizontal
Alignment Details (HAD)’ in below table.
Table 4.6: Horizontal Alignment Details (HAD)

Sl. Hand
Transition Circular Circular Extra
Chainage Radius Speed Delta Lc Shift Es Ts e of
No. Length Start End widening
Curve
m m m m m kmph Deg. m m m m % LHS RHS
1 6757.693 1078.485 0 6725.38 6789.984 100 3°25'54" 64.604 0 0.48 32.31 NR Left Nil Nil
2 6969.710 1094.579 0 6929.984 7009.419 100 8°12'54.4" 79.435 0 2.82 78.61 NR Right Nil Nil
4.7 Vertical Alignment

On the main carriageway, the length of the vertical curve shall not be less than 60 m. For grade
separated interchange gradient shall not be steeper than 2.5%. A vertical curve of 60 m shall be
adopted when maximum grade change is up to 0.5% to avoid kink in the vertical alignment
design. The vertical alignment should provide for a smooth longitudinal profile. Grade changes
shall not be too frequent as to cause kinks and visual discontinuities in the profile. In this regard,
directions given in IRC: 73 – 1980 should be kept in view.
Table 4.7: Vertical Alignment Details (VAD)

Length Design
Algebraic Design
of Grade Grade Speed Distance
Chainage Elevation Difference K- Curve Speed
Sr. No. Vertical in Out at Between
(M) (M) in Grade Value Type at ISD
Curve (%) (%) SSD PVI (M)
(%) (M)
(M) (M)
1 6500.00 100.096 - - 0.61 0.61 - Crest 100.0 100.0 -
2 6554.83 100.433 60.00 0.61 -1.05 1.66 36.145 Crest 100.0 100.0 54.83
3 6610.00 99.856 45.00 -1.05 0.52 1.57 28.662 Valley 100.0 100.0 55.17
4 6663.33 100.135 60.00 0.52 -0.59 1.11 54.054 Crest 100.0 100.0 53.33
5 6740.00 99.686 60.00 -0.59 0.38 0.97 61.856 Valley 100.0 100.0 76.67
6 6794.22 99.890 40.00 0.38 1.37 0.99 40.404 Valley 100.0 100.0 54.22
7 6920.00 101.616 60.00 1.37 0.25 1.12 53.571 Crest 100.0 100.0 125.78
8 7090.00 102.048 - 0.25 - 0.25 - - 100.0 100.0 170.00
4.8 Measurement Proposal
Based on accident records observed on this black spot & even as per traffic plying on
the corridor as per the traffic data. Hence, short-term measures is proposed for this black
spot from Km 06+500 to Km 07+100.

COST ESTIMATE FOR
RECTIFICATION OF BLACK
SPOTS
CHAPTER 5 COST ESTIMATE FOR RECTIFICATION OF BLACK SPOTS
5.1 Background
For rectification of black spots certain cost will be required which necessitates an estimation
for various improvement and safety features are provided. Cost estimates are based on the
detailed engineering designs and detailed drawings presented in drawing volume.
5.2 BOQ, Rate Analysis & Cost Estimate

The Bill of Quantities (BOQ) of the various items is based on the Schedule of Rates, State
Highway Circle Ahmedabad for the Year 2015 -16 (here abbreviated as SOR).
5.3 Detailed Cost Estimate for Rectification of Blackspots

Detailed Rectification estimate is presented in Annexure 5.1 (Abstract Sheet) and a summary
of Cost is given below in Table 5.1.
Table 5.1: Summary of Cost Abstract
Consultancy Service for Detailed Road Safety Audit and its engineering solution of
Vulnerable spots / Black Spot for Dehgam Nandol Halisa Giyod Road from Km 06+500
to Km 07+100 on SH – 192 in the state of Gujarat
Total Amount
ti Bill Description
(in ₹)
1 Road Works
Traffic Signs, Road Markings and Other Road
A ₹ 2,73,600.74
Appurtenances
2 Total Civil Cost ₹ 2,73,600.74
3 Add Contingency Charges @ 3% ₹ 8,208.02
4 Quality Control Charges @ 1% ₹ 2,736.01
5 Work Chare Establishment Charges @ 3% ₹ 8,208.02
7 Total Project Cost ₹ 2,92,752.79
8 Total Project Cost (In Roundup) ₹ 2,92,800.00
Hence, the Total Civil Cost of the improvement of the Black Spot named Dehgam
Nandol Halisa Giyod Road from Km 06+500 to Km 07+100 on SH-192 in the state
of Gujarat is ₹2.73 Lakhs.

RECOMMENDATION
CHAPTER 6 RECOMMENDATION
6.1 Recommendation
➢ Provide traffic calming measures in a combination of Rubble strips and Transverse

Bar markings along with Warning signs i.e., Speed Limit & pavement markings to
control the high speed of vehicles at blackspot location.
➢ Provide studs to allow adequate visibility along with warning signs.
➢ All the intersections shall be developed as priority junction, that is, priority control
stop sign with stop marking on minor road traffic having direct access. All signage
shall be installed as per priority junction.
➢ Cutting of trees or Small Plantation is required for the visibility of vehicles.
➢ Provide hazard marker signs for Paved Shoulder traffic movement at all existing &
proposed structure locations.
➢ Providing zebra crossing with studs allow adequate visibility along with warning
signs for approaching driver to see a pedestrian waiting to cross road.
➢ To illuminate at existing condition provision of Median Marker on black spot
location.
➢ Provide signage as per the standards specified in IRC: 67-2012.
➢ Provide traffic calming measures with speed zones at black spot locations as per IRC:
99-2018.
➢ Provide No parking sign and apply strict enforcement for no on-road parking of
vehicles.
➢ Based on accident records observed on this black spot & even as per traffic plying
on the corridor as per the traffic data. Hence, short-term measures is proposed for
this black spot from Km 06+500 to Km 07+100.

“Consultancy Service for Detailed Road Safety Audit and its engineering solution of Vulnerable spots / Black Spot for
Dehgam Nandol Halisa Giyod Road from Km 00+000 to Km 05+000 on SH – 192 in the state of Gujarat”
REFERENCES
• IRC: 11-2015 Guidelines for Traffic Safety Barriers Recommended Practice for Design and
Layout of Cycle Tracks
• IRC: 35-2015 Code of Practice for Road Markings
• IRC: 65-2017 Guidelines for Planning and Design of Roundabouts
• IRC: 67-2012 Code of Practice for Road Signs
• IRC: 73-1980 Geometric Design Standards for Rural (Non-Urban) Highways
• IRC: 79-2019 Recommended Practice for Road Delineators
• IRC: 82-2015 Code of Practice for Maintenance of Bituminous Roads Surfaces
• IRC: 87-2011 Guidelines for Formwork, False work and Temporary Structures for Road Bridges
• IRC: 86-2018 Geometric Design Standards for Urban Roads and Streets
• IRC: 92-2017 Guidelines for the Design of Interchanges in Urban Areas
• IRC: 99-2018 Guidelines for Traffic Calming Measures in Urban and Rural Areas
• IRC: 103-2012 Guidelines for Pedestrian Facilities IRC: 119-2015
• IRC: SP:41-1994 Guidelines on the Design of At-Grade Intersections in Rural and Urban Areas
• IRC: SP:55-2014 Guidelines for Traffic Management in Work Zones
• IRC: SP:73-2018 Manual of Specifications and Standards for Two Lanning of Highways with
Paved Shoulders
• IRC: SP:84-2019 Manual of Specifications and Standards for Four Lanning of Highways
• IRC: SP:87-2019 Manual of Specifications and Standards for Six Lanning of Highways
• IRC SP: 88-2019 Manuals on Road Safety Audit
• IRC: SP:90-2019 Manual for Grade Separators and Elevated Structures
• IRC: SP:91-2010 Guidelines for Road Tunnels
• IRC: SP:99-2013 Manual of Specifications and Standards for Expressways
R & B Div, Gujarat

ANNEXURE
ANNEXURE - 1
Details of accidents
recorded during last 3
Years
Details of accidents recorded during last 3 Years
Project Road :
Policestation:- Dehgam Road Type - State Highway District : Gandhinagar BlackSpot ID: Sr No. 5
NO OF PERSON NO OF PERSON NO OF PERSON

SR. DEATH/FATAL SERIOUS INJURED NORMAL INJURED Vehicle Type Involved in
Date Time ACCIDENT LOCATION ACCIDENT'S SHORT INFORMATION
NO Accidents
M F M F M F
Sr. NO 2 : Dehgam-Nandol-Halisa-Giyod Chhala Road 0/00 to 5/00 (23.225109, 72.808057) (Near Sanoda Village)
23.220897807022183,
1 09-11-2019 14:00 72.80975007509555 Serious Injury 1
(Nilkanth Mahadev Javana road par)
23.22489462539801,
2 30-06-2020 19:30 72.80825173956451 Fatal 1
(Opposite Sanoda Primary School)
ANNEXURE - 2
Average Daily Traffic
(ADT)
Annexure 3: Average Daily Traffic (ADT) at Km 17+000
Location: Dehgam Nandol Road
PCU 0.5 1 1 1 1 1.5 1.5 3 0.5 2 6 3 1.5 1.5 3 3 5 5 4.5 1.5 1 1.5 3 3 4.5 Total
Fast Moving Passenger Vehicles Slow Moving Vehicles Fast Moving Goods Vehicles Toll Exempted Vehicles
Bus Trucks Agriculture Car Mini 2 Axle 3 Axle MAV
Tractors Bus/LC
V
L POLICE POLICE POLICE POLICE POLICE
C CAR/ / / / / Ve
V AMBUL MILITA MILITA MILITA MILITA hic
L ( M
2 3 ANC E / RY / RY / RY / RY / Vehicles les
Vehicle Type Scooter / motor Auto Rickshaw Car/Jeep/ TATA Animal Drawn Hand C 6 A
Auto Rickshaw (Passenger) Bicycle Cycle Rick. Ax Ax Over With POSTA POSTA POSTA AMBUL AMBUL (No.) (P
Cycle (2 Wheeler.) (Goods) /Van Ace,Utilitty Jeep Veh. Cart V - V(
le le Sized (7 With Out L L/ L / ON ANCE / ANCE / C
Mini Bus School Bus Bus (4- w 4-
Tr Tr or more Trailer Traile ON GOVT POSTA POSTA U)
wh h 6A
uc uc axle) r GOVT DUTY L/ L/
eel e xle
k k DUTY ON ON
er) e ) GOVT GOVT
l DUTY DUTY
e
r
Day 1 (UP) 1194 124 22 371 20 0 0 2 17 0 1 0 51 10 7 36 48 0 75 12 0 0 0 0 0 1990 1947
Day 2 (UP) 1180 122 20 375 22 0 0 3 12 0 1 0 48 11 10 35 45 0 70 10 0 0 0 0 0 1964 1906
Day 3 (UP) 1188 127 70 365 14 0 0 2 20 0 3 0 53 14 11 42 52 0 61 14 0 0 0 0 0 2036 1993
Average (UP) 1187 124 37 2701 19 0 0 2 16 0 2 0 51 12 9 38 48 0 69 12 0 0 0 0 0 1997 1949
Directional Distribution (%) (UP) 50% 44% 49% 396% 35% 0% 0% 30% 33% 0% 100% 0% 53% 55% 44% 48% 54% 0% 44% 69% 0% 0% 0% 0% 0% 50% 49%
Location :
PCU 0.5 1 1 1 2 1.5 1.5 3 0.5 2 6 3 1.5 1.5 3 3 4.5 4.5 4.5 1.5 1 1.5 3 3 4.5 Total
Fast Moving Passenger Vehicles Slow Moving Vehicles Fast Moving Goods Vehicles Toll Exempted Vehicles
Bus Trucks Agriculture Car Mini 2 Axle 3 Axle MAV
Tractors Bus/LC
V
L
POLICE POLICE POLICE POLICE POLICE
C CAR/ / / / / Ve
L ( M
ANC E / RY / RY / RY / RY / Vehicles les
2 3
Vehicle Type Scooter / motor Auto Rickshaw Car/Jeep/ TATA Animal Drawn Hand C 6 A
Auto Rickshaw (Passenger) Bicycle Cycle Rick. Ax Ax Over With POSTA POSTA POSTA AMBUL AMBUL (No.) (P
Cycle (2 Wheeler.) (Goods) /Van Ace,Utilitty Jeep Veh. Cart V - V(
Mini Bus School Bus Private Bus (4- w 4-
wh h 6A
GOVT DUTY L/ L/
uc uc axle) r
eel e xle
DUTY ON ON
k k
er) e ) GOVT GOVT
l DUTY DUTY
e
r
Day 1 (DN) 1165 159 41 313 35 0 0 4 34 0 0 0 46 11 9 39 45 0 91 7 0 0 0 0 0 1999 2029
Day 2 (DN) 1170 160 35 310 30 0 0 5 35 0 0 0 42 10 12 40 40 0 80 4 0 0 0 0 0 1973 1948
Day 3 (DN) 1185 165 42 315 38 0 0 7 32 0 0 0 48 8 15 43 38 0 94 5 0 0 0 0 0 2035 2068
Average (DN) 1173 161 39 2701 34 0 0 5 34 0 0 0 45 10 12 41 41 0 88 5 0 0 0 0 0 2002 2015
Directional Distribution (%) (DN) 50% 56% 51% 48% 65% 0% 0% 70% 67% 0% 0% 0% 0% 45% 56% 52% 46% 0% 56% 31% 0% 0% 0% 0% 0% 50% 51%
Location :
PCU 0.5 1 1 1 1 1.5 1.5 3 0.5 2 6 3 1.5 1.5 3 3 4.5 4.5 4.5 1.5 1 1.5 3 3 4.5 Total
FAST PASSENGER VEHICLES Slow Moving Vehicles Toll Exempted Vehicles
Bus Trucks Agriculture Mini
Tractors Car Bus/LC 2 Axle 3 Axle MAV
V
L POLICE POLICE POLICE POLICE POLICE
C CAR/ / / / / Ve
L ( M
ANC E / RY / RY / RY / RY / Vehicles les
Vehicle Type Scooter / motor Auto Rickshaw Car/Jeep/ TATA Animal Drawn Hand 2 3
Auto Rickshaw (Passenger) Bicycle Cycle Rick. C 6 A
Cycle (2 Wheeler.) (Goods) /Van Ace,Utilitty Jeep Ax Ax Over With POSTA POSTA POSTA AMBUL AMBUL (No.) (P
Veh. Cart V - V(
Mini Bus School Bus Private Bus (4- w 4-
wh h 6A
GOVT DUTY L/ L/
uc uc axle) r
eel e xle DUTY ON ON
k k
er) e ) GOVT GOVT
l DUTY DUTY
e
r
Day 1 (UP+DN) 2359
283 63 684 55 0 0 6 51 0 1 0 97 21 16 75 93 0 166 19 0 0 0 0 0 3989 3958
Day 2 (UP+DN) 2350
282 55 685 52 0 0 8 47 0 1 0 90 21 22 75 85 0 150 14 0 0 0 0 0 3937 3839
Day 3 (UP+DN) 2373
292 112 680 52 0 0 9 52 0 3 0 101 22 26 85 90 0 155 19 0 0 0 0 0 4071 4042
ADT (No.) 2361 286 77 683 53 0 0 8 50 0 2 0 96 21 21 78 89 0 157 17 0 0 0 0 0 3999

ADT (PCU) 1180 286 77 683 53 0 0 23 25 0 10 0 144 32 64 235 402 0 707 26 0 0 0 0 0 3946 3946
Composition by Vol. (%) 59.03
7.14 1.92 17.08 1.33 0.00 0.00 0.19 1.25 0.00 0.04 0.00 2.40 0.53 0.53 1.96 2.23 0.00 3.93 0.43 0.00 0.00 0.00 0.00 0.00 100
Composition by PCU (%) 29.91
7.24 1.94 17.31 1.34 0.00 0.00 0.58 0.63 0.00 0.25 0.00 3.65 0.81 1.62 5.96 10.19 0.00 17.90 0.66 0.00 0.00 0.00 0.00 0.00 100
SALIENT FEATURES No. PCU %

Passenger Vehicles 3414 2249 85.4%
Goods Vehicles 534 1663 13.3%
Toll Exempted Vehicles 0 0 0.0%
Slow Moving Vehicles 52 35 1.3% Tollable Vehicles ADT (NO.) ADT(PCU)
Average Daily Traffic (ADT) 3999 3946 100.0% 3999 3946
ANNEXURE - 3
Details BOQ
&
Summary of Cost
Consultancy Service for Detailed Road Safety Audit and its engineering solution of
Vulnerable spots / Black Spot for Dehgam Nandol Giyod Road from Km 06+500 to Km
07+100 on SH-192 in the state of Gujarat
Total Amount
Item Bill Description
(in ₹)
1 Road Works
A Traffic Signs, Road Markings and Other Road Appurtenances ₹ 2,73,600.74
2 Total Civil Cost ₹ 2,73,600.74
3 Add Contingency Charges @ 3% ₹ 8,208.02
4 Quality Control Charges @ 1% ₹ 2,736.01
5 Work Chare Establishment Charges @ 3% ₹ 8,208.02
7 Total Project Cost ₹ 2,92,752.79
8 Total Project Cost (In Roundup) ₹ 2,92,800.00
Consultancy Service for Detailed Road Safety Audit and its engineering solution of Vulnerable spots / Black
Spot for Dehgam Nandol Giyod Road from Km 06+500 to Km 07+100 on SH-192 in the state of Gujarat
SUMMARY OF COST
Sr. No. Particulars Amount % of Cost Crore
1 Traffic signs, Road markings and other road appurtunences 2,73,601 100.0% 0.0274
Total Civil Cost 2,73,601 100.0% 0.0274
Annexure 5.1: ABSTRACT SHEET - HIGHWAY
Ref. to SOR
2015-16 SOR 2015-
Sr. No. Description of the Item Unit Qauntity Total Amount
(Vadodara 16 Rates
Division)
Cautionary Warning Sign :-Providing and fixing sign boards made out of 2mm
aluminium sheet / 4mm ACP (Aluminum composite Panel); size 90 x 90 x 90 cms.
equilateral triangle as per design of IRC-67-2012. Pre treated with phospheting process
& acid etching; coated with one coat of epoxy primer and two coats of best quality
epoxy paint ;reflectorised with Micro Prismatic Grade retro refiectivesheeting of Type-
11 as per ASTM D-4956 and latest M.O.S.T.Specifications; 3.6mtr long stand post of
75 x 75 x 6mm / 65NB Circular MS Pipe as required and frame fabricated from suitable
1 26092C size iron angle of 35 x 35 x 3mm; painted with bestquality epoxy coatings in black and Nos. 4 5185 20740
white bends. The details of symbol foreach board shall be as per theinstruction of
engineer in charge. The fixing at site shall be in 1:2:4 CC blockof size 45 x
45 x 60 Cms. for each leg.including excavation, curing etc.complete under the
supervision of engineer in charge. A warranty for 10 years for the Retro reflective
sheeting from original manufacturer & a certified copy of 3 year outdoor exposure test
report from third party test lab for the product offered shall be submitted by contractor.
(A) Class-C Type-11 Retro Reflective sheeting.
Hazard Marker Sign :-Providing and fixing sign boards made out of 1.5mm aluminium
sheet / 3mm ACP (Aluminum composite Panel); size 90x30 cms. rectangular as per
design of IRC-67-2012. Pre treated with phospheting process & acid etching; coated
with one coat of epoxy primer and two coats of best quality epoxy paint ;reflectorised
with Micro Prismatic Grade retro refiectivesheeting of Type-11 as per ASTM D- 4956
and latest M.O.S.T.Specifications; 1.8mtr long stand post of 75 x 75 x 6mm / 65NB
Circular MS Pipe as required and frame fabricated from suitable size iron angle of 35 x
2 26102C 35 x 3mm; painted with bestquality epoxy coatings in black and white bends. The Nos. 0 3848 0
details of symbol foreach board shall be as per the instruction of engineer in charge.
The fixing at site shall be in 1:2:4 CC blockof size 45 x 45 x 60 Cms. for each
leg.including excavation, curing etc.complete under the supervision of engineer in
charge. A warranty for 10 years for the Retro reflective sheeting from original
manufacturer & a certified copy of 3 year outdoor exposure test report from third party
test lab for the product offered shall be submitted by contractor. (A) Class-C Type-11
Retro Reflective sheeting.
Regulatory / Mandatory Sign :-Providing and fixing sign boards made out of 2mm
aluminium sheet / 4mm ACP (Aluminum composite Panel); size 60 cms Dia Circle as
per design of IRC-67-2012. Pre treated with phospheting process & acid etching;
coated with one coat of epoxy primer and two coats of best quality epoxy paint
;reflectorised with Micro Prismatic Grade retro refiectivesheeting of Type-11 as per
ASTM D- 4956 and latest M.O.S.T.Specifications; 3.6mtr long stand post of 75 x 75 x
6mm / 65NB Circular MS Pipe as required and frame fabricated from suitable size iron
3 26094C angle of 35 x 35 x 3mm; painted with bestquality epoxy coatings in black and white Nos. 4 4620 18480
bends. The details of symbol foreach board shall be as per the instruction of engineer in
charge. The fixing at site shall be in 1:2:4 CC blockof size 45 x 45 x 60 Cms. for each
Retro Reflective sheeting.
Ref. to SOR
2015-16 SOR 2015-
(Vadodara 16 Rates
Division)
Road Stud supplying of molded twin shanks raised pavement markers made of
polycarbonate and ABS moulded body and reflective panels with micro prismatic lens
capable of providing total intr=ernal reflection of the light entering the lens face shall
support a load of 1635 kgs. tested in accordance to ASTM D 4280tYPE h and
SOR/1018/7 compling to specification of category A of MORTH Circular No RW /nh/33023/10-97 -
DO III Dt. 11.06.1997. The height, width and length shall not exceed 20 mm and 130
15/c-1 Part
4 mm with minimum reflective area of 13 sqm on each side and the slope to the base shall Nos. 198 361 71478
File 26162 be 35+/- 5 degree. The Total height of the marker including shank should not be more
A than 50mm. The strength of detachment of the intergated cylindrical shanks from the
body is to be minimum value of 500kgf. Fixing will be by drillling holes on the road for
the shanks to go inside, without nails and epoxy resin based ashesive as per
manufactures recommendation and the color of the marker should be as per IRC 35-
2015 and as directed by Engineer in charge. (Shoulder Stud & Traffic Lane Stud)
Road Marking with hot applied thermoplastic paints with reflectorisinf glass beads on
bitumen surface providing and lying a hot applied thermoplastic compound 2.5 mm
thick including reflectorising glass beads @ 250gms per sqm area, thickness of 2.5mm
is excluding of surface applied glass beds as per IRC:35-2015. The finished surface to
SOR/1018/7
be level , uniform and free from streaks and holes. Zebra patta/bump patta lane/centre
5 15/c-1 Part Sqm. 298.80 296 88444.8
line line/edge line/cut patta. The white color marking should provide limiance
File 26161 coefficent on cement road shall be min 130 mcd/m2/lux and Asphalt road shall be min
100 mcd/m2/lux during the service life during the day time. he marking should meet the
performance criteria for ninght time reflectivity, wet reflectivity and skid resistance as
mentioned in section-15 of IRC 35-2015.
Centre line Marking (LM02 - 3 M mark + 6 m gap of 150mm Width)

Edge Marking (LM24 - Cont. of 150mm Width)
Stop Line Marking
(4 nos on Project Road * 3.5)
Yellow Stop line Undivided 4 lane (8+500 to 9+400)
Transverse Bar Marking
(6 nos on Project Road * 6 marking in 1nos * 2coat for achive 5 mm height)
Pedestrian Crossing
(2 nos on Project Road * 8 marking in 1nos) (BM02)
Village name/ Bump Ahed sign :-Providing and fixing sing boards made out of 2mm
aluminium sheet; size 90 x 60cms. rectangle as as per the design of IRC-67-1977 pre
treated with phospheting process & acid etching; coated with one coat of epoxy primer
and two coats of best quality epoxy paint; reflectorised with retro refiective sheeting as
per latest M.O.S.T. Specifications; Letters and numerals should be as per IRC-30-1968,
6 26101B 3.1m long (2 nos) stand post and frame fabricated from suitable size iron angle of 50 x Nos. 0 5694 0
50 x 5mm painted with best quality epoxy coatings in black and white bends. the details
of symbol or inscription / numerals for each board shall be as per the instruction of
engineer in charge. The fixing at site shall be in 1:2:4 CC block of size 45 x 45 x
60cms. for each leg. including excavation curing etc. complete under the supervision of
engineer in charge.(B) High Intensity Grade
Ref. to SOR
2015-16 SOR 2015-
(Vadodara 16 Rates
Division)
STOP Sign :-Providing and fixing sign boards made out of 2mm aluminium sheet /
4mm ACP (Aluminum composite Panel); size 90 cms Octagone as per design of IRC-
67-2012. Pre treated with phospheting process & acid etching; coated with one coat of
epoxy primer and two coats of best quality epoxy paint ;reflectorised with Micro
Prismatic Grade retro refiectivesheeting of Type-11 as per ASTM D-4956 and latest
M.O.S.T.Specifications; 3.6mtr long stand post of 75 x 75 x 6mm / 65NB Circular MS
Pipe as required and frame fabricated from suitable size iron angle of 35 x 35 x 3mm;
7 26095C Nos. 2 7846 15692
painted with bestquality epoxy coatings in black and white bends. The details of symbol
foreach board shall be as per theinstruction of engineer in charge. The fixing at site
shall be in 1:2:4 CC blockof size 45 x 45 x 60 Cms. for each leg.including excavation,
curing etc.complete under the supervision of engineer in charge. A warranty for 10
years for the Retro reflective sheeting from original manufacturer & a certified copy of
3 year outdoor exposure test report from third party test lab for the product offered shall
be submitted by contractor. (A) Class-C Type-11 Retro Reflective sheeting
Give Way Sign :-Providing and fixing sign boards made out of 2mm aluminium sheet /
4mm ACP (Aluminum composite Panel); size 90 x 90 x 90 cms. equilateral triangle as
per design of IRC-67-2012. Pre treated with phospheting process & acid etching;
coated with one coat of epoxy primer and two coats of best quality epoxy paint
ASTM D-4956 and latest M.O.S.T.Specifications; 3.6mtr long stand post of 75 x 75 x
8 26097C angle of 35 x 35 x 3mm; painted with bestquality epoxy coatings in black and white Nos. 0 5185 0
bends. The details of symbol foreach board shall be as per theinstruction of engineer in
Retro Reflective sheeting
Median Marker: Providing and fixing of flexible Median Marker that are made of
tough, high impact resistant, injection-molded, thermoplastic body with property of
flexibility to provide hign durability. The dimension of flexible medial marker should
not exceed 18cm height (including shank height), 12.5 cm in width, 0.65 cm in
thickness and shank depth shall be 3.4 cm, The body structure shall be rounded at all its
corner and edges. The plastic used for molding the flexible median marker should
survive impact load of 5 kg continuously for 750 timesvat room temp.\erature. The logo
SOR/1018/7
of the manufacture shall be embossed on either side of the body in the injection
9 15/c-1 Part Nos. 172 284.00 48848
molding process. The median marker shall have flame like shaped body with,
File 26164 fluorescent yellow color retro reflective sheeting of size of less than 90 cm square, with
fully reflective micro pristmic cube corners as its retro-reflective elements as per IRC
67 2012 and ASTM D4956-09 type XI specification reflective value. The retro-
reflective sheeting shall be one or both sides of the flexible median marker and shall be
edge protected with no exposed edges which will prevent edge lifting, vandalism,
sheeting damage, etc. The flexible median marker shall be fixed by a combination of
epoxy adhesieve and grouting as recommended by manufacturer and Enginner in charge
Providing and Fixing of Rumble Strips of Premix Bitumious Materials having 300 mm
wide and 3 mm thick inculding using black trap graded aggregate , Bitumen VG - 30
Grade with mixing at rate of 5.5 % of total mix weight , having density of mix 2.4
Market
10 laying the same on road side with rolling, cleaning the surface with air blower etc Rmt 33 100.00 3300
Rate complete as directed by Engineer incharge.
Consider 6 rumble strip for 1 spot per lane
Ref. to SOR
2015-16 SOR 2015-
(Vadodara 16 Rates
Division)
Direction (Junction) Sign :-Providing and fixing sign boards made out of 2mm
aluminium sheet / 4mm ACP (Aluminum composite Panel); size 244x122 cms.
rectangular as per design of IRC-67-2012. Pre treated with phospheting process & acid
etching; coated with one coat of epoxy primer and two coats of best quality epoxy paint
ASTM D-4956 and latest M.O.S.T.Specifications; 4.0mtr long (2 Nos.) stand post of 75
x 75 x 6mm / 65NB Circular MS Pipe as required and frame fabricated from suitable
11 26098C size iron angle of 50 x 50 x 5mm; painted with bestquality epoxy coatings in black and Nos. 0 30150.00 0
white bends. The details of symbol foreach board shall be as per theinstruction of
engineer in charge. The fixing at site shall be in 1:2:4 CC blockof size 45 x 45 x 60
Cms. for each leg.including excavation, curing etc.complete under the supervision of
engineer in charge. A warranty for 10 years for the Retro reflective sheeting from
original manufacturer & a certified copy of 3 year outdoor exposure test report from
third party test lab for the product offered shall be submitted by contractor. (A) Class-C
Type-11 Retro Reflective sheeting
Chevron Sign:- Providing and fixing sign boards made out of 1.5mm aluminium
sheet/3mm ACP (Aluminum composite Panel); size 60x50cm asper design of IRC-67-
2012. Pre treated with phospheting process and acid etching ; coated with one coat of
epoxy primer and two coats of best quality epoxy paint; reflectorised with Micro
Prismatic Grade retro refiectivesheeting of type-11 as per ASTMD-4956 and latest
M..S.T. Specificaiton; 3.3 mtrlong stand post of 75 x 75 x6mm/65N8 Circular MS Pipe
SOR/1018/7 as required and frame fabricated from suitable size iron angle of 52 x 50 x 5mm;
12 15/c-1 Part painted with best quaity epoxy coating in black and white bends. the details of symbol Nos. 0 4722.00 0
File 26170 or inscription/numerals for each board shall be as per the instructio of engineer in
charge, The fixing at site shall be in 1:2:4 CC block of 45 x 45 x 60 cms.for each leg
including excavation,curing etc. complete under the supervision of engineering in
charge. A warranty for 10 year for the retro reflective sheeting from originaa
manufacture & a certified cop of 3 year outdoor exposure test report from third party
test lab for product offered shall be submitted by contractor. (A) Class-C-Type-11 retro
Reflective Sheeting.
Providing and Laying of bituminous concetre mix speed breaker as per detail drawing
inculding using Tack coat at a rate of 2.5 kg./10smt, graded machine crush aggregate
with 5.50% bitumen VG-30 grade by weight of total mix as per MORTH specification
Market inculding mixing of Asphlat with B.T. Aggregate in continous batch mix plant
13 CuM 1.89 3501.55 6617.938904
Rate transporting same , spreading by paver finisher and consolidation with pair of 8 tonne to
10 tonne vibratory roller to achive desire density inculding cleaning the existing surface
with air compressor, cost of using of all required tools batch mix plant , all required
machinery equipment, fire wood, oil, Diesel, etc complete as directed
Facility Informatory Sign :-Providing and fixing sign boards made out of 2mm
aluminium sheet / 4mm ACP (Aluminum composite Panel); size 80 x 60 cms
rectangular as per design of IRC-67-2012. Pre treated with phospheting process & acid
14 26093C angle of 35 x 35 x 3mm; painted with bestquality epoxy coatings in black and white Nos. 0.00 6234.00 0
Retro Reflective sheeting
Total (A) Traffic signs, Road markings and other road appurtunences ₹ 2,73,600.74
Annexure 5.2: MEASUREMENT SHEET - HIGHWAY
Sr. No. Description of the Item No. Length Width Thickness Unit Total Quantity
1 2 3 4 5 6 7 8
Cautionary Warning Sign :-Providing and fixing sign boards made out of 2mm aluminium
sheet / 4mm ACP (Aluminum composite Panel); size 90 x 90 x 90 cms. equilateral
triangle as per design of IRC-67-2012. Pre treated with phospheting process & acid
1 angle of 35 x 35 x 3mm; painted with bestquality epoxy coatings in black and white 4 Nos. 4
charge. The fixing at site shall be in 1:2:4 CC blockof size 45 x
45 x 60 Cms. for each leg.including excavation, curing etc.complete under the supervision
of engineer in charge. A warranty for 10 years for the Retro reflective sheeting from
original manufacturer & a certified copy of 3 year outdoor exposure test report from third
party test lab for the product offered shall be submitted by contractor. (A) Class-C Type-
11 Retro Reflective sheeting.
Hazard Marker Sign :-Providing and fixing sign boards made out of 1.5mm aluminium
design of IRC-67-2012. Pre treated with phospheting process & acid etching; coated with
one coat of epoxy primer and two coats of best quality epoxy paint ;reflectorised with
Micro Prismatic Grade retro refiectivesheeting of Type-11 as per ASTM D- 4956 and
latest M.O.S.T.Specifications; 1.8mtr long stand post of 75 x 75 x 6mm / 65NB Circular
MS Pipe as required and frame fabricated from suitable size iron angle of 35 x 35 x 3mm;
2 0 Nos. 0
foreach board shall be as per the instruction of engineer in charge. The fixing at site shall
be in 1:2:4 CC blockof size 45 x 45 x 60 Cms. for each leg.including excavation, curing
etc.complete under the supervision of engineer in charge. A warranty for 10 years for the
Retro reflective sheeting from original manufacturer & a certified copy of 3 year outdoor
exposure test report from third party test lab for the product offered shall be submitted by
contractor. (A) Class-C Type-11 Retro Reflective sheeting.
1 2 3 4 5 6 7 8
Regulatory / Mandatory Sign :-Providing and fixing sign boards made out of 2mm
aluminium sheet / 4mm ACP (Aluminum composite Panel); size 60 cms Dia Circle as per
Micro Prismatic Grade retro refiectivesheeting of Type-11 as per ASTM D- 4956 and
3 4 Nos. 4
foreach board shall be as per the instruction of engineer in charge. The fixing at site shall
contractor. (A) Class-C Type-11 Retro Reflective sheeting.
Road Stud supplying of molded twin shanks raised pavement markers made of
polycarbonate and ABS moulded body and reflective panels with micro prismatic lens
capable of providing total intr=ernal reflection of the light entering the lens face shall
support a load of 1635 kgs. tested in accordance to ASTM D 4280tYPE h and compling
to specification of category A of MORTH Circular No RW /nh/33023/10-97 - DO III Dt.
11.06.1997. The height, width and length shall not exceed 20 mm and 130 mm with
4 minimum reflective area of 13 sqm on each side and the slope to the base shall be 35+/- 5 198 Nos. 198
degree. The Total height of the marker including shank should not be more than 50mm.
The strength of detachment of the intergated cylindrical shanks from the body is to be
minimum value of 500kgf. Fixing will be by drillling holes on the road for the shanks to
go inside, without nails and epoxy resin based ashesive as per manufactures
recommendation and the color of the marker should be as per IRC 35-2015 and as
directed by Engineer in charge. (Shoulder Stud & Traffic Lane Stud)
1 2 3 4 5 6 7 8
Road Marking with hot applied thermoplastic paints with reflectorisinf glass beads on
bitumen surface providing and lying a hot applied thermoplastic compound 2.5 mm thick
including reflectorising glass beads @ 250gms per sqm area, thickness of 2.5mm is
excluding of surface applied glass beds as per IRC:35-2015. The finished surface to be
level , uniform and free from streaks and holes. Zebra patta/bump patta lane/centre line
5 298.80
line/edge line/cut patta. The white color marking should provide limiance coefficent on
cement road shall be min 130 mcd/m2/lux and Asphalt road shall be min 100 mcd/m2/lux
during the service life during the day time. he marking should meet the performance
criteria for ninght time reflectivity, wet reflectivity and skid resistance as mentioned in
section-15 of IRC 35-2015.
Centre line Marking (LM02 - 3 M mark + 6 m gap of 150mm Width) 0 0 0.15 Sqm.
Edge Marking (LM24 - Cont. of 150mm Width) 1 1200 0.15 Sqm.
Stop Line Marking
0 0 0.15 Sqm.
(4 nos on Project Road * 3.5)
Yellow Stop line Undivided 4 lane (8+500 to 9+400) 0 0 0 Sqm.
Transverse Bar Marking
72 5.5 0.3 Sqm.
(6 nos on Project Road * 6 marking in 1nos * 2coat for achive 5 mm height)
Pedestrian Crossing
0 0 0.5 Sqm.
(2 nos on Project Road * 8 marking in 1nos) (BM02)
Village name/ Bump Ahed sign :-Providing and fixing sing boards made out of 2mm
aluminium sheet; size 90 x 60cms. rectangle as as per the design of IRC-67-1977 pre
treated with phospheting process & acid etching; coated with one coat of epoxy primer
and two coats of best quality epoxy paint; reflectorised with retro refiective sheeting as
per latest M.O.S.T. Specifications; Letters and numerals should be as per IRC-30-1968,
6 3.1m long (2 nos) stand post and frame fabricated from suitable size iron angle of 50 x 50 0 Nos. 0
x 5mm painted with best quality epoxy coatings in black and white bends. the details of
symbol or inscription / numerals for each board shall be as per the instruction of engineer
in charge. The fixing at site shall be in 1:2:4 CC block of size 45 x 45 x 60cms. for each
leg. including excavation curing etc. complete under the supervision of engineer in
charge.(B) High Intensity Grade
1 2 3 4 5 6 7 8
STOP Sign :-Providing and fixing sign boards made out of 2mm aluminium sheet / 4mm
ACP (Aluminum composite Panel); size 90 cms Octagone as per design of IRC-67-2012.
Pre treated with phospheting process & acid etching; coated with one coat of epoxy
primer and two coats of best quality epoxy paint ;reflectorised with Micro Prismatic
Grade retro refiectivesheeting of Type-11 as per ASTM D-4956 and latest
M.O.S.T.Specifications; 3.6mtr long stand post of 75 x 75 x 6mm / 65NB Circular MS
Pipe as required and frame fabricated from suitable size iron angle of 35 x 35 x 3mm;
7 2 Nos. 2
foreach board shall be as per theinstruction of engineer in charge. The fixing at site shall
contractor. (A) Class-C Type-11 Retro Reflective sheeting
Give Way Sign :-Providing and fixing sign boards made out of 2mm aluminium sheet /
4mm ACP (Aluminum composite Panel); size 90 x 90 x 90 cms. equilateral triangle as
per design of IRC-67-2012. Pre treated with phospheting process & acid etching; coated
with one coat of epoxy primer and two coats of best quality epoxy paint ;reflectorised
with Micro Prismatic Grade retro refiectivesheeting of Type-11 as per ASTM D-4956 and
8 0 Nos. 0
1 2 3 4 5 6 7 8
Median Marker: Providing and fixing of flexible Median Marker that are made of tough,
high impact resistant, injection-molded, thermoplastic body with property of flexibility to
provide hign durability. The dimension of flexible medial marker should not exceed 18cm
height (including shank height), 12.5 cm in width, 0.65 cm in thickness and shank depth
shall be 3.4 cm, The body structure shall be rounded at all its corner and edges. The
plastic used for molding the flexible median marker should survive impact load of 5 kg
continuously for 750 timesvat room temp.\erature. The logo of the manufacture shall be
embossed on either side of the body in the injection molding process. The median marker
9 172 Nos. 172
shall have flame like shaped body with, fluorescent yellow color retro reflective sheeting
of size of less than 90 cm square, with fully reflective micro pristmic cube corners as its
retro-reflective elements as per IRC 67 2012 and ASTM D4956-09 type XI specification
reflective value. The retro-reflective sheeting shall be one or both sides of the flexible
median marker and shall be edge protected with no exposed edges which will prevent
edge lifting, vandalism, sheeting damage, etc. The flexible median marker shall be fixed
by a combination of epoxy adhesieve and grouting as recommended by manufacturer and
Enginner in charge
Providing and Fixing of Rumble Strips of Premix Bitumious Materials having 300 mm
wide and 3 mm thick inculding using black trap graded aggregate , Bitumen VG - 30
Grade with mixing at rate of 5.5 % of total mix weight , having density of mix 2.4
10 laying the same on road side with rolling, cleaning the surface with air blower etc 6 5.50 Rmt 33
complete as directed by Engineer incharge.
Consider 6 rumble strip for 1 spot per lane
1 2 3 4 5 6 7 8
Direction (Junction) Sign :-Providing and fixing sign boards made out of 2mm aluminium
Micro Prismatic Grade retro refiectivesheeting of Type-11 as per ASTM D-4956 and
latest M.O.S.T.Specifications; 4.0mtr long (2 Nos.) stand post of 75 x 75 x 6mm / 65NB
Circular MS Pipe as required and frame fabricated from suitable size iron angle of 50 x
11 0 Nos. 0
50 x 5mm; painted with bestquality epoxy coatings in black and white bends. The details
of symbol foreach board shall be as per theinstruction of engineer in charge. The fixing at
site shall be in 1:2:4 CC blockof size 45 x 45 x 60 Cms. for each leg.including
excavation, curing etc.complete under the supervision of engineer in charge. A warranty
for 10 years for the Retro reflective sheeting from original manufacturer & a certified
copy of 3 year outdoor exposure test report from third party test lab for the product
offered shall be submitted by contractor. (A) Class-C Type-11 Retro Reflective sheeting
Chevron Sign:- Providing and fixing sign boards made out of 1.5mm aluminium
sheet/3mm ACP (Aluminum composite Panel); size 60x50cm asper design of IRC-67-
2012. Pre treated with phospheting process and acid etching ; coated with one coat of
epoxy primer and two coats of best quality epoxy paint; reflectorised with Micro
Prismatic Grade retro refiectivesheeting of type-11 as per ASTMD-4956 and latest
M..S.T. Specificaiton; 3.3 mtrlong stand post of 75 x 75 x6mm/65N8 Circular MS Pipe as
required and frame fabricated from suitable size iron angle of 52 x 50 x 5mm; painted
12 0 Nos. 0
with best quaity epoxy coating in black and white bends. the details of symbol or
inscription/numerals for each board shall be as per the instructio of engineer in charge,
The fixing at site shall be in 1:2:4 CC block of 45 x 45 x 60 cms.for each leg including
excavation,curing etc. complete under the supervision of engineering in charge. A
warranty for 10 year for the retro reflective sheeting from originaa manufacture & a
certified cop of 3 year outdoor exposure test report from third party test lab for product
offered shall be submitted by contractor. (A) Class-C-Type-11 retro Reflective Sheeting.
1 2 3 4 5 6 7 8
Providing and Laying of bituminous concetre mix speed breaker as per detail drawing
inculding using Tack coat at a rate of 2.5 kg./10smt, graded machine crush aggregate with
5.50% bitumen VG-30 grade by weight of total mix as per MORTH specification
inculding mixing of Asphlat with B.T. Aggregate in continous batch mix plant
13 0 3.5 3 0.0750 2.4 1.89
transporting same , spreading by paver finisher and consolidation with pair of 8 tonne to
10 tonne vibratory roller to achive desire density inculding cleaning the existing surface
with air compressor, cost of using of all required tools batch mix plant , all required
machinery equipment, fire wood, oil, Diesel, etc complete as directed
Facility Informatory Sign :-Providing and fixing sign boards made out of 2mm aluminium
sheet / 4mm ACP (Aluminum composite Panel); size 80 x 60 cms rectangular as per
Micro Prismatic Grade retro refiectivesheeting of Type-11 as per ASTM D-4956 and
14 0 Nos. 0
RATE ANALYSIS No.1
Providing and Fixing of Rumble Strips of Premix Bitumious Materials having 300 mm wide and 3 mm thick inculding using black trap
graded aggregate , Bitumen VG - 30 Grade with mixing at rate of 5.5 % of total mix weight , having density of mix 2.4 laying the same
Item
on road side with rolling, cleaning the surface with air blower etc complete as directed by Engineer incharge
Consider Length of Rumble Strip 10.00 Rmt

Length in
Sr.No. Description Nos. Rate/Rmt. Total
Rmt.
1 Material 1 10 70 700
Bituminous Concrete Mix Material on site
@Rs 70.oo /Rmt (MR)
2 Labour Charge
Spreading on site including carting,rolling cleaning etc 1 10 30 300
@Rs 30.oo /Rmt (MR)
Total (1+2) 1000
Rate for 1 Rmt (Total/10) 100
RATE ANALYSIS No.2
Item
Providing and Laying of bituminous concetre mix speed breaker as per detail drawing inculding using Tack
coat at a rate of 2.5 kg./10smt, graded machine crush aggregate with 5.50% bitumen VG-30 grade by weight of
total mix as per MORTH specification inculding mixing of Asphlat with B.T. Aggregate in continous batch
mix plant transporting same , spreading by paver finisher and consolidation with pair of 8 tonne to 10 tonne
vibratory roller to achive desire density inculding cleaning the existing surface with air compressor, cost of
using of all required tools batch mix plant , all required machinery equipment, fire wood, oil, Diesel, etc
complete as directed
For 1.00 M. T.
Sr.No. Nominal Size Qty Rate Amount
1 Aggregate 19mm to 13.2mm 0.07 744.46 52.11
2 Aggregate 13.2mm to 9.5mm 0.07 756.26 52.94

6 Filler 0.013 448.26 5.83
0.66 434.91
A. Cost of Aggregate
945 x 434.91 / 1000 410.99 ( A )
B. Cost of Asphalt for Tack coat

(i) Fot Tack Coat @ 2.5 kg/10smt 1 / 0.03 x 2.4 13.88889
1 Mt. material cover area 13.88 x 2.50 / 10 3.47 (B)
C. Asphalt for mixing 55 kg/MT
55 x 48640.17 / 1000 2675.21 ( B )
D. Cost of labour
(Ch. 26036, P. 238) 1 x 398.00 398.00 ( C )
Total A+ B + C+ D Rs 3501.55 /MT

Rate Analysis For Road Materials
Avg. Lead For Quarry Avg. Lead For ASPHALT
Quarry Site 2.00 Koyali Refinery To Project Road 7.00
Avg. Lead to Site 62.00 Project Road to BS Location 41.00
Total 64 Km Total 48 Km
Effective Lead (48-15) 33 Km
Rate at Rate for Remaning Amount = Total = (Col-

Sr. Name of Lead in Net Lead
Material average quary site Unit first 5 km km = (Col - Rate Rs. (Col-10 x 7 + Col -9 +
No. quarry km km
Rs. Rs. 6) - (5 km) Col-11) Rs. Col-12) Rs.
1 2 3 4 5 6 7 8 9 10 11 12 13
1 Aggregate 22.4 mm to 2.36 mm Sevaliya 64 Km 293+274/2 64 Km 283.50 Cmt 106.54 59 Km 5.60 330.40 720.44
It no -4 (II+v) pg no -1
2 Asphalt VG-30 Koyali 48 Km 33 Km 48217.00 MT 263.01 28 Km 5.72 160.16 48640.17
3 Metal 13.2 mm to 22.40mm / 12mm 64 Km (413+390)/ 49 Km 401.50 Cmt 106.54 44 Km 5.38 236.72 744.76
It no 4 (III+IV) pg-1 2
4 Metal 19mm to 26.50mm 64 Km (413+390)/ 49 Km 401.50 Cmt 106.54 44 Km 5.38 236.72 744.76
It no 4 (III+IV) pg-1 2
5 B.T Grit 5.6 to 11.2mm/4.75mm to 64 Km (390+274)/ 49 Km 332.00 Cmt 106.54 44 Km 5.38 236.72 675.26
13.2mm Size /6 mm to 12mm 2
It no 4 (IV+VI) pg-1
6 B.T Grit 2.8 to 5.6mm /2.36mm to 64 Km 49 Km 274.00 Cmt 106.54 44 Km 5.38 236.72 617.26
4.75mm Size
It no 4 ( vi ) pg no -1
7 Stone Dust 64 Km 49 Km 105.00 Cmt 106.54 44 Km 5.38 236.72 448.26

It no -15 pg no -1
ROADS & BUILDING DEPARTMENT,GUJARAT
CONSULTANCY SERVICE FOR DETAILED ROAD SAFETY AUDIT AND ITS ENGINEERING
SOLUTION OF VULNERABLE SPOTS / BLACK SPOT FOR DEHGAM NANDOL HALISA GIYOD
ROAD FROM KM 00+000 TO KM 05+000 ON SH – 192 IN THE STATE OF GUJARAT
BLACK SPOTS FOR DEHGAM NANDOL HALISA GIYOD ROAD

FROM KM 06+500 TO KM 07+100
VOLUME-II
CLIENT : CONSULTANT:
ROADS & BUILDING DEPARTMENT,

GOVERMENT OF GUJARAT MCWAY MANAGEMENTS LIMITED
Plot No.1055, Sector 2/D, Gandhinagar
JANUARY - 2022
Ch. 7094.1 M
Ch. 7070 M
Ch. 7040 M
Ch. 7010 M
Ch. 6980 M
Ch. 6830 M
Ch. 6860 M
Ch. 6800 M
Ch. 6890 M
Ch. 6770 M
Ch. 6950 M
Ch. 6920 M
Ch. 6740 M
Ch. 6710 M
Ch. 6680 M
M
Ch. 6650
M
Ch. 6620
M
Ch. 6590
Ch. 6830 M
Ch. 6860 M
Ch. 6800 M
Ch. 6770 M
Ch. 6740 M
Ch. 6710 M
Ch. 6680 M
M
Ch. 6650
M
Ch. 6620
M
Ch. 6590
Ch. 6530 M
Ch. 6560
Ch. 6500 M
PROJECT : CLIENT : CONSULTANT: SCALE : DRAWING TITLE :
ROADS & BUILDING DEPARTMENT, R0
CONSULTANCY SERVICE FOR DETAILED ROAD SAFETY GOVERNMENT OF GUJARAT ..\MCWAY.PNG
AUDIT AND ITS ENGINEERING SOLUTION OF VULNERABLE
SPOTS/BLACK SPOTS FOR DEHGAM NANDOL GIYOD ROAD MCWAY MANAGEMENTS LIMITED
A3
FROM KM 6+500 TO KM 07+100 IN THE STATE OF GUJARAT Plot No.1055, Sector 2/D, Gandhinagar
TO DAHEGAM HIP No: TO GIYOD
1/8
E: HIP. Ch: 0+476.542 HIP No: 7/3 HIP. Ch: 6+969.71
276844.372
R: N: 2564474.498 E: 275640.643 N: 2570275.388
35
Lc: Ls: 0 R: 1095 Ls: 0
50.1
Delta: Side: RIGHT Lc: 79.4 Side: RIGHT
83.847
Es: Shift(s): 0.00 Delta: 8.215 Shift(s): 0.00
12.04
V: Ts: 31.43 Es: 2.82 Ts: 78.61
65
Ew(LHS): NI e: 4.00% V: 65 e: NR
L
Ew(RHS): NIL Ew(LHS): NIL Ew(RHS): NIL
PT: 7+009.42
Mid: 6+969.70
EP: 7+093.49
BP: 6+500.00
PC: 6+929.98
PT: 6+789.98
PC: 6+640.58
Mid: 6+665.28
Mid: 6+757.68
PT: 6+689.99
PC: 6+725.38
HIP No: 7/2 HIP. Ch: 6+757.693
E: 275728.058 N: 2570082.209
1078 Ls: 0
R:
64.6 Side: LEFT
Lc:
Delta: 3.432 Shift(s): 0.00
0.48 Ts: 32.31
Es:
65 e: NR
V:
NIL Ew(RHS): NIL
Ew(LHS):
5-2_CL PROFILE
104
102
100
Datum
99
Road Edge Level
Ground Level
Vertical Geometry
Horizontal Geometry
Chainage

CONSULTANCY SERVICE FOR DETAILED ROAD SAFETY GOVERNMENT OF GUJARAT
SPOTS/BLACK SPOTS FOR MCWAY MANAGEMENTS LIMITED A3
DAHEGAM-NANDOL-HALISA-GIYOD FOR KM. 0+000 TO 5+000 Plot No.1055, Sector 2/D, Gandhinagar
IN THE STATE OF GUJARAT
VADODARA PADARA
80
X X
Y Y
Table 15.1 The sizes and Dimension of Cautionary and their Siting Distances
Distance of
side Border Clear visibility
Design speed Size sign from
(mm) (mm) Distances (m)
hazard (m)
Up to 50 Kmph Small 600 45 45 45
51 - 65 Kmph Medium 750 60 60 45 - 110
66 - 80 Kmph Normal 900 70 70 110 - 180
> 80 Kmph Large 1200 90 90 180 - 245

R0
Consultancy Service for Detailed Road Safety Audit and its Road & Building Department,
engineering solution of Vulnerable spots / Black Spot for Government of Gujarat ROAD SIGN
Dehgam Nandol Halisa Giyod Road from Km 00+000 to Km MCWAY MANAGEMENTS LIMITED A3
05+000 on SH – 192 in the state of Gujarat Plot No.1055, Sector 2/D, Gandhinagar
VADODARA PADARA
50 50 2 m 2 m 3.5 m 3.5
m
Table 14.4 The sizes and Dimension of Mandatory and Regulatory Signs
Regulatory
Mandatory Signs
Signs
Design speed Size
Diameter Diameter Border Oblique Font Size
(mm) (mm) (mm) Bar (mm) (mm)
In conjunction
with traffic light 300 35 35 75
Up to 65 Kmph
Signal
Small 600 600 50 50 100
66 - 80 Kmph Medium 750 750 60 60 125
81 - 100 Kmph Normal 900 900 75 75 150
> 100 Kmph Large 1200 1200 100 100 225

R0
Consultancy Service for Detailed Road Safety Audit and its Road & Building Department,
engineering solution of Vulnerable spots / Black Spot for Government of Gujarat ROAD SIGN
Dehgam Nandol Halisa Giyod Road from Km 00+000 to Km MCWAY MANAGEMENTS LIMITED A3
श्श्श्श X x
UPPER CASE LOWER CASE
XXXX श्श्श्श IMAGINARY TEST TILE
Truck XXXX HINDI LETTERS FROM 'HINDI7' FONT
Lay-by श्श्श्श
HINDI LETTERS FROM TRANSPORT
MEDLUM FONT Toll Booth Ahead
श्श्श्श श्श्श्श TRUCK LAY-BY
I-5
XXXX
XXXX XXXX ARROWS FROM TRANSPORT
MEDLUM FONT
XXXX
WIDTH OF ROUTE SYMBOL (W)
6s/w FOR NH/SH/URBAN ROADS
i.e 1s/w = 1 OF LOWERCASE "x" HEIGHT
4 4s/w FOR MDR
2 1/2 s/w FOR VILLAGE ROADS
XXXX
MAP TYPE ADVANCE DIRECTION SIGN
(SHOULDER MOUNTED)
I-1
ADVANCE DIRECTION SIGN
(SHOULDER MOUNTED)
श्श्श्श Weigh Bridge Ahead I - 23
XXXX
73 WEIGH BRIDGE AHEAD
i.e 1s/w = 1
4 OF LOWERCASE "x" HEIGHT
I - 28
श्श्श्श
XXXX
10
XXXX
XXXX
06
REASSURANCE SIGN
I-2
श्श्श्श श्श्श्श
श्श्श्श XXXX XXXX
XXXX WIDTH OF ROUTE SYMBOL (W)
8s/w FOR NH/SH/URBAN ROADS
4s/w FOR MDR
ADVANCE DIRECTION SIGN 2 1/2 s/w FOR FOR VILLAGE ROADS
ON ROUNDABOUT (SHOULDER MOUNTED)

I - 24
250m
श्श्श्श WIDTH OF CHEVRON (W) श्श्श्श
1 LINE OF TEXT = 3.5s/w
SHOULDER MOUNTED SIGN IN ADVANCE OF XXXX 2 LINES OF TEXT = 4s/w

3 LINES OF TEXT = 4.5s/w
4 LINES OF TEXT = 5s/w XXXX
GRADE SEPARATED JUNCTION
I - 27
PLACE IDENTIFICATION SIGN DIRECTION SIGN
I-3 I-4
Consultancy Service for Detailed Road Safety Audit and its GOVERMENT OF GUJARAT
INFORMATORY SIGNS
engineering solution of Vulnerable spots / Black Spot for
MCWAY MANAGEMENTS LIMITED TYPICAL DRAWINGS
Dehgam Nandol Halisa Giyod Road from Km 00+000 to Km A3
R0 05.08.21 ISSUED FOR APPROVAL
JAROD KHOKHARIYA
PROJECT :
Consultancy Service for Detailed Road Safety Audit and Its CLIENT : Exicutive
2nd
Vastrapur, Engineer,Ahmedabad(R&B)
floor, CNear
Block,
SarkariVasahatVastrapur,
Multi storied Building, Division Ahmedabad CONSULTANT: SCALE : DRAWING TITLE : R0
Engineering
Vadodara-Padara-Jambusar
23+200 in theSolution
state of of
Gujarat
Vulnerable
Road from
spots/Black
Km 22+200spots
to Km
for Phone/
Drive inFax
Road,
: 079-27910001.
Ahmedabad – Gujarat MCWAY
Plot MANAGEMENTS
No.1055, LIMITED
Sector 2/D, Gandhinagar A3
NH
EXIT RAMP ENTRY RAMP ENTRY IN EXIT OF SERVICE 753-A
SERVICE ROAD ROAD
500m 500m
ETC
GUJARAT
SH
08
1km
श्श्श्श श्श्श्श श्श्श्श श्श्श्श श्श्श्श

XXXX XXXX , XXXX XXXX XXXX
श्श्श्श श्श्श्श श्श्श्श

XXXX XXXX , XXXX श्श्श्श श्श्श्श श्श्श्श
XXXX 10 XXXX 50 , XXXX 125
2Km XXXX
X X
Section X - X
PLAN
XXXX PLAN
ELEVATION

R0
Consultancy Service for Detailed Road Safety Audit and its
ROADS & BUILDING DEPARTMENT, INFORMATORY SIGNS
engineering solution of Vulnerable spots / Black Spot for
Dehgam Nandol Halisa Giyod Road from Km 00+000 to Km GOVERMENT OF GUJARAT MCWAY MANAGEMENTS LIMITED TYPICAL DRAWINGS
A3
R0 05.08.21 ISSUED FOR APPROVAL
A A
PLAN
BARS WITH HEIGHT OF 15 mm & GAP WIDTH OF 1000 mm
Apporach Speed Bar Marking Distance (d1, d2, d3 & d4)

(Kmph) (Number Of TM08) From Hazard
SECTION A-A Up to 50 kmph 1 Set d1=50m
51 to 65 kmph 2 Set D1=50, d2=80m
RUMBLE STRIP (NOT TO SCALE)
66 to 80 kmph 3 Set D1=50, d2=80, d3=120m
81 to 100 kmph 4 Set D1=50, d2=80, d3=120, d4=180m
Run on fillet
Design and of Hump
Radius Radius
Existing Asphalt Layer
DETAILS OF TRANSITION
CROSS SECTION (X-X)
Recommended Radii and Chord
Lengths, Circular Humps (Assumed
Rise=10 cm
Desired Speed Chord
Length
RUN ON FILLET 30 kmph 3.7 m
35 kmph 5.0 m
40 kmph 6.5 m
50 kmph 9.5 m
GEOMETRIC DESIGN
TYPICAL DETAIL OF PEDESTRIAN CROSSING &

RUMBLE STRIP
Ch. 6680 M
Ch. 6710 M
Ch. 6740 M
Ch. 6650 M
Ch. 6770 M
Ch. 6620 M
Ch. 6800 M
Ch. 6590 M
Ch. 6830 M
Ch. 6860 M
Ch. 6890 M
Ch. 7094.1 M
Ch. 6920 M
Ch. 6950 M
Ch. 7070 M
Ch. 7040 M
Ch. 6980 M
Ch. 7010 M
Ch. 6680 M
Ch. 6740 M
Ch. 6710 M
Ch. 6650 M
Ch. 6770 M
Ch. 6620 M
Ch. 6800 M
Ch. 6590 M
Ch. 6830 M
Ch. 6560 M
Ch. 6530 M
Ch. 6860 M
Ch. 6500 M
CONSULTANCY SERVICE FOR DETAILED ROAD SAFETY GOVERNMENT OF GUJARAT
SPOTS/BLACK SPOTS FOR DEHGAM NANDOL HALISA MCWAY MANAGEMENTS LIMITED A3
GIYOD CHHALA ROAD FROM KM 0+000 TO KM 5+000 IN THE Plot No.1055, Sector 2/D, Gandhinagar
STATE OF GUJARAT

06+500 To 07+100 Final Report 5 2

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06+500 To 07+100 Final Report 5 2

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ROAD AND BUILDING

ROAD SAFETY AUDIT REPORT

R & B Div, Gujarat

R & B Div, Gujarat

R & B Div, Gujarat

R & B Div, Gujarat

1.2 Road Safety Audit

R & B Div, Gujarat Page 1

Prevention is better than Cure

1.3 Objectives of Road Safety Audit

The secondary objectives are following:

• To minimize the risk of crashes occurring on adjacent roads (especially at intersections).

R & B Div, Gujarat Page 2

1.4 Stages of Road Safety Audit

Stage I: Feasibility Stage/Preliminary Design Stage

Stage II: Detailed Design Stage

Stage III: Construction Stage

Stage IV: Pre-Opening Stage

R & B Div, Gujarat Page 3

1.5 Introduction to black-spot and it’s measures

(a) Short term measures:

(i) Pedestrian facilities like Zebra crossings

(ii) Crash barriers/ railings

(iii) Solar light

(iv) Junctions’ improvement

(vi) Traffic calming measures including rumble strip

(vii) Repairing/maintenance of unsafe road/ appurtenance including filling of berms/shoulder

R & B Div, Gujarat Page 4

(b) Long term measures:

Location of Black Spot Corrective/Remedial Measures

Shifting/ removal of these obstacles or providing other

Flyover, underpasses, overpasses, junction improvement

Improvement of horizontal/vertical alignment/ curvature

Mix traffic Providing service lane, Footpath, crash barrier etc.

Distressed/ narrow Bridge

Animal cattle crossing Cattle pass/VUP, fencing etc.

1.6 Road Safety Audit on Existing Road

R & B Div, Gujarat Page 5

1.7 Approach and Methodology

Road safety can be improved through two main approaches:

R & B Div, Gujarat Page 6

R & B Div, Gujarat Page 7

DESKTOP STUDY/ DOCUMENT

SITE VISIT & DAY NIGHT ROAD PRIMARY AND SECONDARY

SUPPLYMENTRY AUDIT REPORT

FINAL ROAD SAFETY AUDIT

Figure 1: Approach and Methodology

1.8 Organization of Report

Report Volume - Road Safety Audit Report

R & B Div, Gujarat Page 9

Commencement Meeting held at Office of the Executive Engineer, Capital Project

Name of Client: Superintending Engineer, R&B Circle, Ahmedabad.

Name of Safety Consultant: McWAY Managements Ltd., Gandhinagar

SR NO NAME DESIGNATION DEPARTMENT

R & B Div, Gujarat

Black Spot Start: Km 06+500 Black Spot End: Km 07+100

Black Spot Location: Km 06+800

R & B Div, Gujarat Page 10

Figure 2.1: Location Map – Black Spot Km 06+500 to Km 07+100