Chapter 4: Road Safety Audit for Junctions

Chapter 4

(iv) Space Separated Intersection/Grade Separated Intersections Table4.1 Types of intersections:

ROAD SAFETY AUDIT FOR JUNCTIONS

4.1 Introduction: Road Safety Auditing is a formal procedure involving independent assessment of the possibility of accidents and identification of improvement need in road design. It also attempts to predict safety performance of a road project. This process can be applied to new road construction schemes, highway layout alterations, maintenance schemes, traffic management schemes and the installation of any infrastructure within the highway. The most direct benefit from undertaking Road Safety Auditing is the prevention and/or reduction of casualties that might have occurred without RSA. The true benefit can only be determined by a detailed monitoring process at locations that have been subjected to Safety Auditing, which most infrastructure projects fail to undertake. The cost effectiveness of Road Safety Auditing is at present difficult to quantify due to the random nature of projects audited. The technique is still relatively new, however, over the whole-life span of a road scheme there must inevitably be considerable cost savings. 4.2 : Selection of type of intersection: Junction should be as simple as possible and designed to guide drivers safely through conflict points. Proven design, which have shown to work safely, and which are familiar to drivers should generally be used. The selection of the junction type to be adopted depends on the flows moving through that intersection. Minor roads crossing a major road should be avoided wherever possible and where space allows, existing crossings should be replaced by staggered junctions, or offset islands on the minor roads so that minor road traffic has to stop or slow down. Simple junction design and 'easy' geometry causes least problems. Junctions should be compatible with the type of road and with other junctions along the road to provide consistency. Care should be taken to have unambiguous signs and clearly marked lane segregation. Sight distances at junctions should be related to the speed of the relevant approach with stopping sight distance being provided in all cases. Generally intersections can be classified into following categories depending on the traffic conditions: (i) Uncontrolled Intersections at-grade (ii) Intersection with Priority Control

4.1
l (iii) Time separated intersection/Signalised Intersections at-Grade The choice of junction design and control should consider the following aspects:

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i)

Minimising the number of potential conflict points

ii) T-junctions have lower accident rates than cross roads iii) Multi arm junctions should be avoided iv) Ensuring adequate visibility and sight distances v) vi) Acute angles at Y or oblique junctions, which restrict forward and side visibility, particularly for the older driver, have greater accident potential Junctions must be visible and apparent to approaching traffic to avoid misleading visual impressions it may be necessary to reinforce their presence by use of supplementary signs and visual aids Make provision for turning traffic Channelisation at busy junctions to provide protected lanes for turning vehicles can reduce accidents, especially in the case of cross traffic movements. Restrict the number of gaps in the central reserve of dual carriageways to locations where right turns and U-turn can be affected more safety. Use of the most appropriate form of junction control to ensure optimum safety. Providing safe pedestrian and cyclist crossing points where pedestrian and cycle flows warrant it, through use of refuges and islands. Road Intersections occur in multiplicity of shapes. They can, however, be divided into seven basic forms T, Y, Scissor, Cross, Staggered, Staggered and skewed, and multiway. The relation of a particular shape is governed by the configurations and geometric of the intersecting arms. 4. Widen the bell mouth area Usually at a non-signalised the vehicles coming from minor roads to major road merges directly to heavy flow of traffic, thus causing traffic merging conflict zone. After auditing, this can be avoided by widening the bell-mouth area of the minor road and also introducing islands, placement of warning signal or traffic warden. 5. Split round about is converted into single round about 1. Restricting the parking of autos, etc. at Junctions. There is a widespread tendency, at present, of auto-rickshaws being parked on or alongside the roads, right at the junctions. This is presumably with a view to making the waiting autos readily visible to intending users in all directions. Such parking not only interferes with the free movement of vehicles negotiating the junction, but also affects the intervisibility between the traffic streams, both of which pose serous safety hazards. The above problems can be avoided if parking of autos, or any other vehicles for that matter, is totally prohibited for a distance of at least 50m from the road intersection. 2. 'Keep Left' Signs at Junctions At all unsignalled junctions having a central post or mini-island, 'Kept Left' signs (directional arrows) should invariably be displayed if vehicles are required to go round them. Whether vehicles in certain streams may be exempted from doing so will depend on local factors, like the relative importance of the intersecting roads, the location of the central post or island with respect to each of the roads and the adequacy of space around it for passing of traffic flows in opposing directions, without the risk of collision. 3. Introducing raised median and splitter islands:At most of the junctions, two-wheelers and other vehicles cross the road near the junction creating right turn conflict zone. This can be avoided by raising the median with provision of space for vehicles to wait before crossing and the median opening should be way from the junction. The conceptual diagram in shown in Figure . Acceleration and Deceleration lanes are used to aid the transition between the high speed of the major road and the low speed required in order to negotiate the junction. They enhance safety and reduce delay. Acceleration and Deceleration lanes allow all turning vehicles to speed up or slow down without impeding through traffic. Acceleration lanes are restricted to the nearside only, offside deceleration lanes may also be suitable to assist turning traffic at channelised priority and traffic signal controlled junctions. Drivers using acceleration lanes have a narrow angle of vision with the main road flow. Drivers merging in a stream of vehicles may have difficulty in watching both the front vehicle and the stream into which they are merging. Acceleration or deceleration lanes may be blocked by parked or stopped vehicles and this may force drivers out into the main stream.
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vii) viii) ix) x) xi)

Fig 4.2: Details of splitter islands

4.3 Safety measures and Practices suggested in road safety auditing In a split round about there will be a confusion among the drivers at what place to take right hand turn, thus creating conflict zones. After auditing the split roundabout may be converted into a single round about thus reducing the conflict zone. 6. Poor inter-visibility is removed after auditing The obstructions causing poor visibility are recommended to be removed after auditing. 7. Maintenance of pavement conditions in junctions The junction pavement condition has to be maintained properly. 8. Shifting of Bus stops depending on passenger dispersal pattern Location of bus stop can also play an important role in promoting road safety. Bus stops are to be located 75 m away from the intersection. 9. Integration of traffic circular plan with geometric design Many a time it is possible to integrate traffic circulation in geometric design. 10.Provision of deceleration lanes

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Chapter 4: Road Safety Audit for Junctions

Fig 4.3:

Table 4.2 : Minimum Acceleration lane lengths

Fig4.4: Typical lay out of deceleration and acceleration lane layout 11. Radius of entry curve: The radius of the entry curve also plays a role in controlling the speed of the junctions

Table 4.3: Minimum Decceleration lane lengths

Fig 4.5: Higher Speed design

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Carriageway Markings
Carriageway markings are a cheap and cost-effective way of reducing accidents. At junctions they provide and indication of priorities, and as centre or lane lines, they indicate the best line for vehicles to follow. White markings are generally advisory. Lane arrows are used on the approaches to traffic signalled junctions which lane should be used for turning and straight ahead movements. SLOW markings are often used on the approach to a hazard.

Continuous White Lines

Continuous which centre line markings must not be crossed and are generally used to prevent overtaking and reduce speeds in roads with poor visibility due to bends of the crests of hills. These are also used sparingly so that they are more effective and have more impact when they are used. There are criteria for the introduction of these markings based upon the speed of traffic and the visibility distances. It is also an offence to park in any section of road that is marked with continuous white line. Continuous white lines may only be crossed by traffic that is turning right.

Fig 4.6: Lower speed design 12. Signs and markings: Warning signs and markings are used to give advance notice of a potential hazard ahead or any unexpected feature of the road geometry. They are of particular use where a design element is sub-standard, such as on a bend, on high speed road or on the approach to junction. If all desirable geometric standards are met, then warning signs should be largely unnecessary except to warn of special features such as pedestrian crossings, and other potentially hazardous locations. Signs and markings are frequently absent, missing from their poles, worn or illegible. A recurring problem with signs is their being obscured, either by permanent features such as street furniture and vegetation or by parked vehicles and, on dual carriageways, by moving vehicles in the nearside lane. Signs can themselves obscure other features and may be visually intrusive from an environmental point of view. Too many signs can detract from their objective by overloading the driver with information leading to confusion, or to a situation where the driver ignores some signs. Signs may not be visible at night because of poor illumination, lack of regular maintenance or continuous power supply. In urban areas the lowest edge of any traffic sign should not be lower than 2.1 m from the pavement when posted on footpaths/side walks. In rural areas the clear height of sign from the edge of the pavement should be 1.5 m. For advance direction signs on rural roads, the letter size may vary from 8 to 15 cm. In urban areas the letter size should be from 8 to 10 cm.

13. Channelisation: Channelisation by means of road markings, raised kerbs, traffic islands and bollards, can be used to guide vehicles along a specific path on the approach to and/or exit from a junction. The benefits of this are that movements are simplified, less confusion arises and the number of conflict points are minimised. Traffic islands have the added benefit of providing a refuge for pedestrians crossing the road. They also provide a convenient location for street furniture such as signs, street lighting and drainage covers. Channelisation guides the driver through the conflict points, provides safe areas for him to stop while making a manoeuvre and reduces conflicts between different flows. Physical channelisation has the disadvantage of reducing the available road width which may be critical at the approach to certain junctions. The presence of a raised kerb, island or bollard can form a hazard. Particular problems may occur when a central reserve is installed over a short section which includes a T junction. Good, clear signs need to be provided with channelisation, otherwise conflicts could be made worse by forcing uncertain drivers to make an early lane choice, without adequate directional information. If the wrong lane is selected, some drivers will attempt to rejoin their route by making undesirable or illegal manoeuvres.

Junction Signs
Proper regulatory control, advance warning, and directional guidance are required to avoid driver expectancy related problems. Signs should be located where they have maximum visibility for road users but a minimal likelihood of even momentarily obscuring pedestrians as well as motorcyclists and bicyclists, who are the most vulnerable of all intersection users. Signing needs are different for urban and rural applications and for different types of intersections. Guide signs are important in providing drivers with proper navigational information. This is especially true at roundabouts where out-of-direction travel may disorient unfamiliar drivers. Advance destination guide signs should be used in all rural locations and in urban/ suburban areas where appropriate. The sign should be either a destination sign using text or using diagrams. The designer needs to balance the need for adequate signing with the tendency to use too many signs.

Fig 4.7: General types and shapes of islands

Corner or Directional Island:

Corner or directional island should be of sufficient size to be readily identified and visible. For an island to be clearly seen it must have an area of at least 4.5 m2 in urban areas and 7 m in rural areas and should usually be bordered with painted raised kerbs. Smaller areas may be defined by pavement marking. Accordingly triangular islands should not be less than 3.5 m and preferably 4.5 m on a side after rounding of curves. They should be offset from normal vehicle path by 0.3 to 0.6 m.

Junction Markings:
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Centre or Divisional Islands

Center islands should be proceeded by a clearly marked or constructed natural area of not less than 1.5 sec travel time at approach speed. It should be offset by about 1.5m to 3m from edge of main carriageway and suitably offset from approach centerline based on the track diagram of all turning movements. It should not be less than 1.2 m wide and 6 m length.

Pedestrian Refuge Island

Refuge islands should not be located so as to create a hazard for motor vehicles. The design of the island should be carefully planned so that a raised island will not constitute a hazard in the carriageway. The refuge should be provided with vertical curbs which should be suitably reflectorised and illuminated.

f) g) h) i) j) k) 3 a) b) c) d) e)

Cycle track Drainage Pavement condition Islands/Refuges/channelisers Shoulders Others Checklist for Environment Encroachment by hawkers, shopkeepers Advertisement Plantation of trees Presence of construction materials on pavement side Others

14. Common Area Markings: 4.5.1 . Check List for design and geometrics: To promote night time safety, an intersection must be visible from the stopping sight distance. In addition to the warning signs posted before the intersection, common area markings on the pavement must also be adopted. 4.4 Approach for Road Safety Auditing: The road safety audit survey is attempted using the Videography survey. The traditional procedure of the road safety audit survey is by physical inventory where the check lists are used for auditing. Vehicle mounted with Video camera is allowed to move on all the important corridors in the area. The advantages of Videography survey are listed below. 1. The spatial and temporal information can be captured in video 2. The data capturing using video allows for continuous recording of the field data and human errors can be avoided. 3. This survey provides a quick and efficient way of data collection. 4. The physical static features as well as the dynamic characteristics of the road and traffic can be obtained. 5. Videography survey promotes frame wise analysis of the data which aids in implementation of audit schemes 4.5 Check list for safety auditing at intersections Checklists provide guidelines for identifying remedial measure needed to overcome hidden safety hazards. Due to inadequate planning or inappropriate designs or weak operational controls many avoidable accidents might be occurring. These problems can be overcome if a systematic and vigorous process of safety checking is carried out. For the purpose of road safety auditing checklists have been prepared under a number of heading, such as design, operations, traffic and pedestrian movement. Table 4.4: Types of Check Lists: Sl. No. 1 A a) b) c) 2 a) b) c) d) e) Type of Checklist Checklist for design and geometrics At grade intersections Priority controlled intersections Cross intersection Round about / Rotary Checklist for road side furniture/facilities Traffic signs/markings Traffic control/signals Lighting Parking/bus stop Pedestrian facilities Table 4.5 : Check list for Priority Controlled intersections: Sl. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Single lane) Is the intersection observed by vertical or horizontal curvature? If so can advance warnings signs, or "Slow" markings on road etc. be used to warn approaching motorist Is skid resistance and road texture appropriate for expected speeds Whether the design is made to minimize the conflict points Whether the intersection is on sharp standards Is the spacing minimum between the Intersections too low Whether the intersections contains more conflict points, so that signal control can be introduced in that particular intersection. Is lane width adequate for all types of vehicles? Is the presence of the intersection easily detectable at a distance from all directions? Are traffic islands located properly to protect or guide traffic? Is the angle of intersection for T-Type and Y-Type correct? (Should be 90 degrees, but up to 60 degrees are permissible) Are gaps in central islands of sufficient size to store waiting/turning traffic? Are swept paths for large vehicles provided? Are acceleration and deceleration lanes necessary, and if provided do they have adequate radii and capacity? Is cross fall and drainage satisfactory? curves which is not allowable according to Item to be checked Is the approach width at the junction sufficient for the vehicles to turning? (Min. 5.5m for

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Will there be a high proportion of heavy vehicles using the junction and if so, is there adequate provision? Do you need to increase the number of lanes on the approaches? Is the design adequate? Does the volume of traffic at the intersection exceed the design capacity? Is the pedestrian traffic more? If so, whether facilities are provided for their safety? Is the radii of turning lane sufficient for the vehicles to turn easily (Min. 15m for right turns & 30m for left turn) Whether the volume of left turning vehicles heavy? If so, whether the design of turning lane is according to IRC standards (three-centered compound curve should be provided with 45-1545m radius) If storage lane is provided, is length sufficient (Min. 130m including taper) If speed change lanes are provided, is length sufficient (Min. 330m for acceleration lane & 150m for deceleration lane) Is the sight distance provided at the intersection sufficient? Is the intersection designed for the largest vehicle with occasional traffic of large unit vehicles Is sufficient right of way provided for the future expansion of the intersection Is super elevation provided at the turning lanes Whether Give WAY OR STOP Sign is provided to control traffic on minor road Is their sufficient sight distance available? If Signal is provided, whether the vehicles on minor road has to wait for a long time/Redesign of cycle time is necessary or not? Is there any provision for the vehicles on the minor road to violate the rules? Whether angle of crossing is less than 60o ?

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

Whether the intersection is on sharp curves which is not allowable according to standards Is the spacing minimum between the Intersections too low Whether the intersections contains more conflict points, so that signal control can be introduced in that particular intersection. Is lane width adequate for all types of vehicles? Is the presence of the intersection easily detectable at a distance from all directions? Are traffic islands located properly to protect or guide traffic? Is the angle of intersection for T-Type and Y-Type correct? (Should be 90 degrees, but up to 60 degrees are permissible) Are gaps in central islands of sufficient size to store waiting/turning traffic? Are swept paths for large vehicles? Are acceleration and deceleration lanes necessary, and if provided do they have adequate radii & Capacity? Is cross fall and drainage satisfactory? Will there be a high proportion of heavy vehicles using the junction and if so, is there adequate provision? Do you need to increase the number of lanes on the approaches? Is the design adequate? Does the volume of traffic at the intersection exceed the design capacity? Is the pedestrian traffic more? If so, whether facilities are provided for their safety? Is the radii of turning lane sufficient for the vehicles to turn easily (Min. 15m for right turns & 30m for left turn) Whether the volume of left turning vehicles heavy? If so, whether the design of turning lane is according to IRC standards (three-centered compound curve should be provided with 4515-45m radius) If storage lane is provided, is length sufficient (Min. 130m including taper) If speed change lanes are provided, is length sufficient (Min. 330m for acceleration lane & 150m for deceleration lane) Is the sight distance provided at the intersection sufficient? Is the intersection designed for the largest vehicle with occasional traffic of large unit vehicles? IS sufficient right of way provided for future expansion of the intersection? Is super elevation provided at the turning lanes?

21 22 23 24 25 26 27 28 29 30 31 32

Table 4.6 : Check list for Cross intersections Sl. No. 1 2 3 4 5 uncontrolled Is the approach width at the junction sufficient for the vehicles to turning? (Min. 5.5m for Single lane) Is the intersection observed by vertical or horizontal curvature? If so can advance warnings signs, or "Slow" markings on road etc. be used to warn approaching motorist Is skid resistance and road texture appropriate for expected speeds Whether the design is made to minimize the conflict points Item to be checked Which is more suitable for the particular cross intersection? Signal control or rotary or

22 23 24 25 26 27 28

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Table 4.7 : Check list for Rotaries and Round abouts: Sl. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Items to be checked Is the mini roundabout visible at the stopping sight distances for the actual traffic speeds on all approaches? Are warning signs required? Is any flaring at the junction needed? Is the visibility of signs obscured by permanent objects (trees, lamp columns, signs etc) in the footway? Are repeat checks needed during peak/off peak traffic conditions and during day/darkness? If yes repeat the checks. Is island in best location to cater for maximum number of bus passengers? Are extra wide lines and double studs required to complete successfully with overseal bonding and hence cause traffic to deflect? Check vertical and horizontal alignments to ensure refuge is visible form whichever is the greater of the stopping sight distances at actual traffic speed Does the volume of traffic exceed the maximum capacity of 3000 vehicle/hour? Whether the radius of round about at the entry is according to IRC standards (20-35m for rural areas & 15-25 meter urban areas? Whether the exit radius is more than entry radius (1 -2 times entry radius)? Whether the radius of central island is greater than radius at entry (1.33 times) Whether the waving length is according to IRC standards? Is width of carriageway at exit and entry sufficient? Width of non-weaving & weaving sections is sufficient or not? Is the round about located on level ground? Whether Cycle track is necessary? Whether flashing signals are provided to warn about pedestrian and cyclists crossings at rotary legs? Whether slow moving vehicles like bullock carts cause traffic congestion?

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

Is advance signing adequate? Are road markings satisfactory? Whether the pavement markings are clearly visible? Whether the width of markings are according to the standards (ie. 0.1 m) Whether the gaps between the segments are according to the standards? (ie. 3.0 m at the approaches of intersection)? Whether the turn markings are provided at the intersections? Whether the stop lines are clear in the signalized intersection? Whether the edge line markings are provided clearly to indicate the carriageways of rural roads? Whether the markings made in the kerb stone is clearly visible? Whether road side physical obstructions such as walls, precluding hills etc. are marked for visibility? What changes to the existing road markings and signs are required? Have all lining arrangements for the previous layout been completely removed? Do you need a resurface? Are the advance direction signs needed? Will the chasing arrows signs sufficient? Are formal give-ways needed from the outset? Do the road markings enhance the deflection? Are any of the signs likely to be temporarily obscured?

Table 4.9 : Checklist for Traffic Control/ Signals Sl. No 1 Items to be checked Are primary signals visible from stopping sight distance for the actual traffic speed? If not would long poles help? Are overhead signals needed? Are advance warning signs required? 2 3 Are approach speeds too high? If so would warning signs or speed control measures be appropriate? Are signals immediately visible to anyone joining the road near to the junction (from side road or private access)? Are there obstructions such as trees , lamp columns, signs, post boxes, bus stops, 4 telegraph poles, etc. in the nearside footway to prevent approaching drivers from seeing the primary signal? 5 Could there be problems with the visibility signal phase at sunrise or sunset?

4.5.2. Check list for road side furniture / facilties: Table 4.8 : Check List for Traffic Signs and Markings: Sl.No 1 Description Are signs and lighting columns located properly?

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6 7 8 a) b) c) d) 9 a) b) c) d) 10 11 12 13 14 15 16

Whether accesses to private properties will be affected by the signal provision? Is there any need of offsetting signal poles, bollards, traffic signs etc. near the junction? Are there too many Red signal Violations? If yes ,check Should distance plates be fitted to advance warning signs? Would a center refuge (with extra signals) help? Is synchronization of signals necessary? (Poor linking leads to violations) Can the cycletime period be extended to reduce the risk of collisions? Is Right Turning-Off signal phase causing accidents? If so, check Are the secondary signals located properly? Would close associated secondary help? Could the right turn-off be separately signaled? Would an early cut-off help? Should the right turn be banned by traffic police? Can the signal settings be changed to accommodate other high risk movements? Whether the traffic sign board mentioning the intersection, is placed before the approaches of intersection Whether the speed limit sign board is placed? Whether the No Parking sign boards are kept near the intersection? If the traffic flow is heavy, signal can be introduced? Is the traffic sign broads is clearly visible at both day and night? Whether the reflector markers are kept at the sides of channelisers and roundabouts? So that the drivers can identify it from a long distance of about 150 m. Is there a clearly defined stop/give way line? Is it positioned right up to the edge of the

Table 4.11 : Checklist for Pedestrian facilities ItemNo 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Is every part of it signalized? Do stop lines need setting back? Do routes fit the pedestrian desires or are guardrails required to channelise pedestrians? If no pedestrian phase, check if "Free left-turn" phase could conflict with pedestrians? Is there an all red to vehicles phase for pedestrians? When does it come up in the cycle}? What is the maximum time a pedestrian could wait to use this phase? Are pedestrians signals visible for all parts of crossing route? Are islands on the pedestrian route large enough to accommodate all pedestrians? Can islands be widened? Do the signal settings favour pedestrians? Could the junction be simplified by one-ways, closures, etc., to allow pedestrians higher proportion of green time? Do close associated secondary signals cause problems for pedestrians? Would additional pedestrian signals help? Are carriageway warning/ messages for pedestrians needed? Does the lighting need changing to silhouette pedestrians during crossings? Does the lighting illuminate footways adjacent to crossing places? Can drivers see pedestrians on refuge clearly? Will approaching drivers' vision of pedestrians in the footways opposite refuges be obstructed by trees, lamp columns, signs etc.? Will their vision of pedestrians on the refuges be obscured by the poles, bollards, signs etc., is high visibility guard rail or sight gap fencing needed? Are there gullies on the pedestrian crossing routes? Are there dropped kerbs on the footways at crossings and either dropped kerbs or a gap in the refuge's construction? Does the lighting of bollards and any signs on refuges detract from the conspicuity of pedestrians? Items to be checked Are the pedestrian crossing routes clearly marked and continuous from the footway to opposite footway?

17 18

main carriageway to maximize the view of the emerging driver but without exposing emerging traffic to danger? In the case of signalized intersections, whether the waiting time of vehicles is more?

Table 4.10 : Checklist for Parking/bus stops SL.No 1 2 3 Item to be checked Is vehicle parking controlled or prohibited at intersections carrying large volumes of traffic? Have suitable bus and Para-transit stopping places been provided at safe locations? Do the bus stops at safe locations provided from the intersection (at least 75m from intersection)

18

Table 4.12: Check List for Drainage: SL.No 1 2 Whether drainage is provided? Whether they are in good condition? Item to be checked

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3 4

Is drainage cover provided Is the drainage maintained properly?

Table 4.14 : Checklist for Shoulders Item No. 1 Is the shoulder provided? Are shoulders in good condition? Are shoulders maintained properly? Is width of shoulders according to IRC specification? (Min. 2.5 m) Are the levels of shoulders and pavement same? 2 3 4 5 Item to be checked

Table 4.13 : Checklist for Refuges and Channalisers Item No. 1 2 3 4 5 6 7 8 9 10 11 12 pedestrian use)? Have bus stops / shelters to be moved away from or parking to be banned near to refuges? Can turning traffic get past the refuge easily? Will accesses to private properties nearby be made unsafe or difficult to use? Are the bollards, traffic signs etc. on the refuge lit adequately? Will their vision of pedestrians on the refuges be obscured by vehicles waiting to turn right, or by the bollards,, lollipop and any signs? Are there dropped kerbs on the footways opposite and either dropped kerbs or gaps in the refuges construction? Whether the channelisers are provided at the entrance and exit of the intersections Whether kerbs provided in the channelisers are at suitable height (15 to 21 cm high) Whether the vegetation in the channelisers is over grown causing difficulties to traffic movement? Whether the using of Channelization really reduces the conflict point in that area? Whether refuge islands are provided for pedestrians with in the channelisers where it is necessary? (necessary for wide road) Are the islands be readily identified and visible? Whether the area of islands is according to IRC standards? Whether sufficient offset is provided from the normal vehicle path for the channelisers Whether the size of the island is sufficient to enable placement of traffic control devices? Whether the ends of the islands are according to IRC Standards? Whether the shape of the refuge islands will conform to natural vehicle path? Item to be checked Is the road covered by speed limit? Is the road wide enough to accommodate a 1.5m refuge (preferably 2.0m for

Table 4.15 : Checklist for Encroachment SL.No 1 2 Item to be checked Do street traders encroach onto footpath forcing pedestrians onto the road? Is the footpath narrow forcing heavy pedestrian to move into the road?

Table 4.16 : Checklist for Advertisement SL.No 1 Item to be checked Is the sign board obscured or difficult to see due to excessive advertising bill boards and other signs? 4.6 : Safety audit for Junctions in Cantonment: The road safety audit report of the following junctions has been given 1. Secunderabad Club Gate Junction 2. Bowenpally Market Junction 3. Mastan Caf Junction Junction 4. Ordinance Road Junction 5. Tadbund Junction 6. Tivoli Junction 7. Tirumalagiri Junction 8. Bapuji Nagar Junction 9.Bowenpally Junction 10. Aoc Junction 11. Balamurai Junction 12. Diamond Junction 13. Lothukunta Junction 14. E-Seva Junction

13 14 15 16 17 18 19

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The location of Junctions in the municipality is enclosed in Fig 4.8 below

Fig 4.8 : Major Junctions in Cantonment region

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