ADB TA 9604-NEP:

SASEC Highway Improvement Project –

Institutional Strengthening of Road Safety and
Gender Equality

ROAD SAFETY AUDIT REPORT

E-W Highway: From CH 0+000 to Ch 100+000 (existing road)

Kathmandu, 2021
 Road Safety Report/E-W Highway, 2021

ACKNOWLEDMENTS
The Road Safety Audit (RSA) for E-W highway has been conducted under a task of “ADB TA 9604-NEP: SASEC
Highway Improvement Project – Institutional Strengthening of Road Safety and Gender Equality”. It is our pleasure
to express the gratitude to the Project Directorate (ADB), DoR for providing the secondary data and coordinating
the other institutions for field activities. Road Safety Audit includes the prevailing road conditions and respective
road safety issues. Furthermore, it has recommended various alternative solutions for the resolving the existing
road safety issues along the Highway.
The entire team of the consultant would like to thanks to the PD Mr. Sushil Babu Dhakal, SDE Mr. Rakesh Mahrjan
and Rupak Rajbhandari and Engineer Ms. Manda Panta for their suggestions and technical support for the entire
project duration including the task of RSA.
The field observations and data collection has been carried out firmly on the basis of basic road safety principles
for a National Highway having the specific road user behaviors especially pedestrian and drivers. The team would
like to thank to the Provincial Traffic Police Offices for providing the road crash data within the respective authority.
The team would like to thank to the PWC and TMS Pvt. Ltd. for their logistics for field observation and technical
support for this assignment. We would like to thank the TL Dr. Parthamani Parajuli, DTL Er. Subhas Dhungel, Road
Safety Auditor (International) Mr. Jaswant Nandawani and Mr.Selvaraj Bala for their continuous support and
encouragement in each stage of the project.

Road Safety Auditors

…………………………………. …………………………….
Dr. Padma Bahadur Shahi Er. Anil Marsani

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 Road Safety Report/E-W Highway, 2021

Chapter 1. Introduction .......................................................................................................................................... 7

1.1 Background ................................................................................................................................................... 7
1.2 Road Safety Audit ......................................................................................................................................... 7
1.3 Objectives ..................................................................................................................................................... 7
1.4 Methodology ................................................................................................................................................. 8
1.5 Audit Team .................................................................................................................................................... 9
1.6 Safety Audit day and weather ..................................................................................................................... 10
1.7 Report content ............................................................................................................................................ 10
Chapter 2. Project introduction: E-W Highway ..................................................................................................... 11
2.1 E-W Highway Development ........................................................................................................................ 11
2.2 E-W Highway alignment .............................................................................................................................. 12
2.2.1 Major River Crossings ........................................................................................................................ 12
2.2.2 Major Urban Settlements ................................................................................................................... 12
Chapter 3. Road Safety Criteria and Risk assessment........................................................................................ 13
3.1 risk assessment and prioritization of recommendations ............................................................................. 13
3.2 Criteria and objects of road safety audit ..................................................................................................... 13
3.2.1 Classification of E-W Highway ........................................................................................................... 13
3.2.2 Traffic Speed ...................................................................................................................................... 14
3.2.3 Bridges and culverts ........................................................................................................................... 14
3.2.4 Prevailing road safety measures ........................................................................................................ 15
3.2.5 Major Junctions .................................................................................................................................. 15
3.2.6 Minor junctions ................................................................................................................................... 15
3.2.7 Access Roads .................................................................................................................................... 15
3.2.8 Urban and settlements ....................................................................................................................... 15
3.2.9 Road side Hazards ............................................................................................................................. 15
3.2.10 Road-user behaviour .......................................................................................................................... 16
Chapter 4. Filed Road safety audit ...................................................................................................................... 17
4.1 Bridges ........................................................................................................................................................ 17
4.2 Culverts ....................................................................................................................................................... 20
4.3 Urban area and Settlements ....................................................................................................................... 22
4.4 Major intersections ...................................................................................................................................... 26
4.5 Minor Intersections ...................................................................................................................................... 26
4.6 Access Roads ............................................................................................................................................. 29
4.7 Horizontal curves ........................................................................................................................................ 29
4.8 AUDIT FINDINGS ....................................................................................................................................... 29
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LIST OF FIGURES

Figure 1: E-W Highway (map shall be changed) .......................................................................................................... 12

Figure 2: A widely used stone masonry/concrete block at the bridge approaches ...................................................... 18
Figure 3: Schematic diagram of the bridge sites with the concrete blocks at the approaches ..................................... 18
Figure 4: Schematic diagram for the proposed RS measures for the bridges mentioned in the table Table 6 ............ 20
Figure 5: Hundrunge Culvert (CH 31+130) .................................................................................................................. 21
Figure 6: Typical RS measures recommended at culverts/small-bridges sites ............................................................ 22
Figure 7: Recommended layout of settlement or market area ..................................................................................... 25
Figure 8: Safer geometry of three leg intersection ....................................................................................................... 26
Figure 9: Safer geometry of Roundabout .................................................................................................................... 26
Figure 10: Itahari Intersection (CH 92+400) ................................................................................................................. 26
Figure 11: Charali Intersection (CH11+000) ................................................................................................................. 26
Figure 12: recommended geometry for a minor intersection (Three leg) ..................................................................... 27
Figure 13: Recommended alternative for Minor intersection (Three leg) ..................................................................... 27
Figure 14: recommended alternative for (Y-Junction) .................................................................................................. 28
Figure 15: improved alternative for Y-Junction ............................................................................................................. 28
Figure 16: Recommended layout for Access road ....................................................................................................... 29
Figure 17: recommendation for the improvement of vertical profile of side road ......................................................... 29

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LIST OF TABLES

Table 1: E-W highway section and year of construction .............................................................................................. 11

Table 2: Rehabilitation of E-W Highway sections ......................................................................................................... 11
Table 3: Criteria for risk assessment (IRC: 88-2019) ................................................................................................... 13
Table 4: Assigning the priority level for RS recommendations (IRC:88 -2019) ............................................................ 13
Table 5: ADT along the major sections along E-W Highway (source: www.dor.gov.np).............................................. 14
Table 6: List of bridge with the concrete block constructed at the approaches ............................................................ 18
Table 7: Risk assessment and priority of the recommended RS measures ................................................................. 20
Table 8: Culvert/small bridge sites identified along the E-W Highway ......................................................................... 21
Table 9: recommended road safety measures and risk assessment with the priority .................................................. 22
Table 10 Safety issues along the E-W Highway........................................................................................................... 29
Table 11: RSA findings and recommendation E-W Highway ....................................................................................... 30

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ABBREVIATIONS

RSA Road safety Audit

E-W Highway East West Highway

DoR Department of Roads

CH Chainage

ADB Asian Development Bank

IRC Indian Road Congress

TA Technical Assistance

VRU Vulnerable Road User

GPS Geographical Positioning System

SASEC South Asia Sub-regional Economic Cooperation

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CHAPTER 1. INTRODUCTION

1.1 BACKGROUND

‘Road Safety Audit (RSA)’ is one of the major aspects for the improvement of roadway conditions for the safe operation of
vehicular as well as pedestrian movement. It has great importance for the safety enhancement of the direct road users (drivers
and passengers) as well as road side communities. It is a safety performance examination of an existing road or a future road
by an independent audit team. It is generally done for each stage of the project cycle viz. Preliminary design, detail design,
pre-opening and operation and maintenance stages. The audit aims at finding of safety issues and recommending the
remedial measures for the concerned authorities. Road safety is conducted considering the all road users' prospective for the
recommending it safety measures with the priority on the basis of risk analysis for specific action to be implemented.
This RSA assignment for the E-W highway is aimed at the collection of prevailing road safety issues along E-W highway and
recommendations of various road safety measures for the specific problems identified along the highway. RSA has been
conducted for the existing road under operation and some sectors under construction.
The RSA report includes three separate chapters related to the issues of road safety audit. The bridges and culverts, road
side settlements including markets, road intersections, road surface conditions, horizontal as well as vertical alignment have
been taken as the major elements of the road infrastructure for safety assessment.
The RSA team has carried out filed identifications of major black based on the secondary data source i.e field crash records
of Traffic Police. Furthermore, the field has identified most suitable locations for the roadside service area/rest area.

1.2 ROAD SAFETY AUDIT

RSA is a global scale emerging issue for public health. As the transport and travel becomes one of the integral part of human
and economic activity, then the issues of safety becomes the urgent and take as most important. The world trend of the
casualties on the road has reached more than 1.35 million each year. Furthermore, it has been established that the overall
loss on the road accident accounts about 3 percentage of the GDP for many countries. Therefore, improving road safety is
taken as the step towards the saving life and economy.
Motorized vehicles as well as non-motorized vehicle users such as bicyclists and pedestrians use the transport infrastructure.
Transport infrastructure in general and especially road infrastructure influences the level of exposure and risk, to different
road users. Hence, safe movement of people is utmost important. As a result, people who commute via different modes need
safe environment. Road safety audit can identify various risk factors in urban and rural areas where remedial measures can
be applied.
RSA as defined by the AUSTROROAD (2002) is the formal examination of a future road or traffic project or an existing road,
in which an independent, qualified team reports on the project’s crash potential and safety performance.
The 'Manual on Road Safety Audit – IRC: 88-2019' defines the RSA is a formal, systematic and detail examination of a road
project by an independent and qualified team of auditors that leads to a report of potential safety concern of the project.
Similarly, the RSA can be highlighted as:
• A formal process (not just an informal check),
• Conducted by persons who are independent of the design,
• Conducted by persons with appropriate qualification, training and experience,
• An assessment of road safety issues in a road design, a Traffic Management Plan for road works, a newly completed
road scheme, or it can be the identification of safety concern on an existing road.

1.3 OBJECTIVES

The main objective of RSA during this consulting assignment is to be acquiring the relevant road side data of the E-W Highway
which is under operation. RSA is recommending the safety measures for specific identified in the field observation. Specific

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objective can be mentioned as below:

• To identify the safety concerns in of the E-W highway which is under operation and recommending proper safety
measures to be constructed or fixed,
• To examine the construction site (some section of E-W Highway) with respect to safety at work-zone,
• To identify the safety concerns in specific highway elements such as river crossing, horizontal as well as vertical
alignments, cross-sectional elements, road side settlements, road surface, and so on,
• To recommend the proper road safety measures as the solutions to the issues,
• To identify the suitable locations for the establishment of road side rest area,
• To identify the most common road crash locations (black spots) along the E-W highway.

1.4 METHODOLOGY

RSA for E-W highway was carried out as per the Manual on Road Safety Audit (IRC: SP: 88-2019). The field audit was
conducted by using the video camera (Dash CAM) with GPS sensor for the identification of road GPS coordinates on the
digital map. The audit team has possesses the appropriate safety gear as well as devices for taking photographs. The team
has conducted the field observation and collection of data for E-W highway as mentioned below:
a. Continuous video recording of the entire E-W Highway was carried out with the help of Vehicle mounted Dash Cam.
During the video recording on moving vehicle the team has simultaneously collected the following information as
below:
• Capturing the video of E-W Highway with continuous recording of: Geographical coordinates (GPS based),
vehicle speed, date and time (Nepal Standard time),
• Noting down the instant time (or GPS coordinates) of the major Kilometer stones (5-km posts) along the E-W
highway,
• Noting down the locations (with the help of the GPS) of bridges (river names) along the E-W Highway,
• Noting down the settlements, markets, cities and major places along the E-W Higwhay,
b. The RSA team has visited the provincial traffic police offices for the getting the road crash data. Further the team
has carried out discussions with the senior Traffic Police Officers on the specific road safety issues in respective
Provinces.
c. The RSA team has carried out the specific field measurement of some critical highway sections for the confirmation
of carriageway width, visibility, Highway clearances and so on,
d. The team has inspected and observed in detail (with photographs) sites of recent road crashes along the highway,
e. The team has met and talked with the DoR road maintenance employees (lines men) on the road safety issues on
their perspective and noted down the information.
f. The team has visited the consultant’s office of the “Kanchanpur-Kamala Road Improvement Project” and noted some
issues during the construction stage of the Highway,
g. The Team similarly taken field information on the major issues of the “Butwal – Naraghat Road Improvement Project”.
The various roads safety measures related to the "Work-zone” have been noted down for the reporting.
h. He team observed the traffic movement for the assessment of risk of vulnerable road users as well as other traffic
performances along the Highway,
i. The RSA team has inspected the road sections with the road sign (Information board) of “Accident Prone Zone” and
tried to identify the issues related to that attribute,
j. The RSA team has noted down the existing Road side Refresh Areas and probable locations for this purpose.
The general methodology for the Road Safety Audit was adopted as per the check list mentioned in the RSA manual. The
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safety requirement safety provisions were assessed against the various Standards and manuals; some of those are mentioned
as below:
• Nepal Road Standard,2070, Ministry of Physical Infrastructure and Transport, Department of Roads
• Nepal Urban Road Standards, 2076, Ministry of Urban Development
• IRC: SP: 88-2019: Manual on Road Safety Audit
• IRC: SP: 55-2014: Guidelines on Traffic Management in Work Zones
• IRC:79-2019: Recommended Practices for Road Delineators
• IRC:SP: 99-2013: Manual of Specifications and Standards for Expressways
• IRC: 99-2018: Guidelines for Traffic Calming Measures in Urban and Rural Areas
• IRC: 103-2012 Guidelines for Pedestrian facilities
• IRC: SP: 84-2019: Manual for Specifications for four Laning of Highways
• IRC: SP: 87-2013: Manual for Specifications for Six Laning of Highways
• IRC: SP: 90-2010: Manual for Grade Separators & Elevated Structures
• IRC:86:2018: Geometric Design Standards for Urban Roads and Streets
• IRC:119:2015: Guidelines for Traffic Safety Barriers
• IRC:35-2015: Codes of Practice for Road Markings
• IRC:67-2012: Codes of Practice for Road Signs
Field Audit was conducted in the formal and systematic way by considering all safety concerns of National Highway standards
and related engineering parameters. Each safety issues were noted down and respective photographs were taken for the
reference as well as evidence collection. The team members were firmly divided the field responsibility as well as report
preparation of the Audit.
The major concern of the Road Safety Audit is to consider the safety aspect with respect to the all road users for those
particular localities. The RSA process for this consulting service was carried in the following sequence:
• Team formation: the local consultant has arranges the supporting team for the field observation in consultation
with the National Road Safety Auditors.
• Orientation: orientation on the audit process and field issues has been discussed within the team of International
Consultant as well as Team Leader of the Project.
• Field preparation: arrangement safety gears and transport vehicles,
• Field Mobilization and calibrating the equipment: the field study was started from the Itahari (near to the
Biratnagar) and toward the East. The team has made an initial testing of the video captured data, location wise
references, vehicle speed and date and time of the instrument.
• Field observation and data collection: The team has started the formal observation and data collection from the
eastern point of the E-W Highway at Kakadvitta. The reference Chainage of the Kakadvitta was taken as the CH
0+000.
• Checking the daily work records: the team has firmly checked and kept the daily work progress accurately.
• Final and concluding glance: RSA team has revisited the issues noted down in the respective road sites and to
confirm the issues in consultation with the local people as well as the traffic police officers at those sites.
• RSA Report preparation: The draft report has been prepared and the discussed within the team and finalized for
the submission to the client.

1.5 AUDIT TEAM

The RSA audit team was comprised of the National Road Safety Auditors. Further the regular consultation was carried out
with the International Road Safety Auditor. Further the RSA field team has confirmed the format of data collection as well as
the report has been guided by the Team Leader and Deputy Team Leader. The team members are listed as below:
• Team Leader: Dr. Parthamani Parajuli
• Deputy Team Leader: Er. Subhas Dhungel

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• Road Safety Auditor (International): Mr. Jaswant Nadawani

• Road Safety Auditor (National): Dr. Padma Bahadur Shahi
• Road Safety Auditor (National): Er. Anil Marsani

1.6 SAFETY AUDIT DAY AND WEATHER

The RSA was conducted as part of the consulting service “ADB TA 9604-NEP: SASEC Highway Improvement Project –
Institutional Strengthening of Road Safety and Gender Equality”. The RSA was conducted for the E-W Highway. The field
study was carried out from 30 March 2021 to the 13 April, 2021. The weather of that duration was sunny with good visibility.
The field observation was carried out continuously for all days. Some sections were observed during the night time for
identification of the safety issues during the night time driving.

1.7 REPORT CONTENT

RSA report has been compiled with the following format and content in the Chapter as below:
• Chapter 1: Introduction
• Chapter 2: Project Information
• Chapter 3: Road Safety Issues: related to the Cross-Drainage works (Bridges and Culverts)
•

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CHAPTER 2. PROJECT INTRODUCTION: E-W HIGHWAY

2.1 E-W HIGHWAY DEVELOPMENT

E-W highway is major road corridor for Nepal. It connects the eastern border at the Kakadvitta to the western boarder at
Gaddachauki. The total length is about 1027 km. It has been constructed with the financial as well technical cooperation
of various countries in 1970s. It has been developed in the context of very initial stage of economic development of the
country. Therefore, the engineering aspect of this Highway has been adopted for the minimum traffic volume and
respective performances. Similarly, the design standards are not consistent along the highway corridor. Due to the
economic growth and higher travel demand after the 1990s, it has been upgraded separately for various years from 1990
to 2005. The E-W Highway can be divided as per their construction by the foreign assistance.

Table 1: E-W highway section and year of construction

Sections Length, Km Duration of construction Cooperation

Kakarvitta – Dhalkebar 258.21 1967 - 1974 India
Dhalkebar – Pathlaiya 109.00 1967 - 1972 USSR
Pathalaiya – Hetauda 29.02 1973 – 1982 USA
Hetauda - Narayanghat 77.00 1973 - 1982 USA
Narayanghat – Butwal 114.00 1969 - 1972 UK
Butwal – Kohalpur 237.00 1973 - 1985 India
Kohalpur -Banbasa 203.39 1973 - 1978 India

The rehabilitation of the E-W highway has been conducted for different sections as per the growth of traffic volume along
those sections. The rehabilitation was carried out as per the table below.

Table 2: Rehabilitation of E-W Highway sections

Sections Rehabilitation projects Completion year

Kakarvitta – Belbari Third Highway/ODA 1998
Belbari - Chauharwa ADB/RNDP 2005
Chauharwa - Pathalaiya SRIP/ADB 1996
Pathalaiya - Hetauda SRIP/ADB 1997
Hetauda - Narayanghat RNDP PBMC 2005
Narayanghat - Butwal UK 1995
Buwal - Kohalpur PM, SRIP 1995
Kohalpur - Banbasa ADB/RNDP PBMC 2005

Presently, increased traffic volume along this highway has justified the further upgrading of this highway. Therefore,
Kanchanpur – Kamala (about 87 Km length) and Narayanghat – Butwal (about 114 Km) has under construction for
upgrading to four lane with divided carriageway.
The RSA team has visited the entire length of the E-W Highway for RSA. However, this report is mainly prepared for the
existing highway in operation except those sections under construction. However, field notes have been prepared for

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those sections (Under construction) as the Work-zone safety consideration.

Figure 1: E-W Highway (map shall be changed)

2.2 E-W HIGHWAY ALIGNMENT

E-W Highway is major transport corridor in the southern part of the country. The alignment mainly passes through the
plain land (Terai). The alignment …....
2.2.1 Major River Crossings
2.2.2 Major Urban Settlements

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CHAPTER 3. ROAD SAFETY CRITERIA AND RISK ASSESSMENT

3.1 RISK ASSESSMENT AND PRIORITIZATION OF RECOMMENDATIONS

Various road safety measures have been recommended for specific road safety issues. The risk assessment and the
prioritization have also been mentioned in the report. The risk is defined as the likelihood (frequency) of an event times
the consequences (severity) of that event. The risk category and the prioritization are mentioned in the table below:

Table 3: Criteria for risk assessment (IRC: 88-2019)

severity description Examples

Very high Multiple deaths are likely High speed, multi-vehicle crashes on the expressway. A bus collision
at high speed with a bridge abutment

High A death and/or serious High/medium speed vehicle-vehicle collisions. High/medium speed
injuries are likely collision with fixed roadside object. Pedestrian crashes on rural
highway

Medium Minor injuries only are Low speed collisions, such as a three wheeler colliding with bicyclist,
likely a rear end crash in a outer lane or a pedestrian struck in a car park.

The priority of the recommended safety measures is an important for the implementing agency. The priority is generally
based on the risks assigned to that issue. The general priority assigning shall be carried out on the basis of the following
approaches.

Table 4: Assigning the priority level for RS recommendations (IRC:88 -2019)

Priority Suggested Road Safety Measures

Essential Where risk is assessed as very high , the recommendation shall be

implemented “at any cost”

Highly Desirable Where risk is assessed high, the recommendation shall be implemented unless
cost of remedial measures is prohibitive. And risk can be reduced by an
alternative measures

Desirable Where risk is assessed as medium, the recommendation shall be implemented

if the safety concerns could not me mitigated even after the implementation of
recommendations under essential and highly desirable priority levels for the
same locations and the risk needs to be reduced further.

3.2 CRITERIA AND OBJECTS OF ROAD SAFETY AUDIT

3.2.1 Classification of E-W Highway

E-W Highway is National Highway connecting the Bhittamod (Mechi Bridge: the Eastern boarder point) and Gadda
Chauki (the Western boarder point). The technical class is considered as Class II (two lane road). The new National
Highway of Class II in plain terrain could be designed for the 100 kmph. However, the operating speed has been limited

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to the to the 60 kmph along the non-urban sections, 40 kmph along the market areas and 20 kmph along the critical road
sections narrow bridges and sharp curves. The Average Daily Traffic (ADT) for this Class II road is 5000 – 2000 PCU.
The traffic volume along this Highway in the Eastern part is relatively higher than in the Western part. The ADT (PCUs)
for 2018/019 is given in Table 5.

Table 5: ADT along the major sections along E-W Highway (source: www.dor.gov.np)

S/N Traffic Count Station ADT, PCUs

1 Charali East 13443
2 Damak West 18661
3 Itahari East 30495
4 Koshi barriage East 9340
5 Lahan East 18138
6 Dhalkebar East 15666
7 Pathlaiya East 12450
8 Narayanghat West 20718
9 Butwal West 19131
10 Bhalubang West 6952
11 Kohalpur East 6067
12 Attaraia East 27189
3.2.2 Traffic Speed
Drivers tend to drive relatively in higher speed in the plain area. Traffic speeds along E-W highway greatly vary depending
on the roadside environment and the road structures. The speed along the non-urban sections of highway is relatively
higher than the speeds along the settlements. Similarly, speed is lower at the bridge and culverts sites due to the width
of the bridges and limited clearances along the approaches. Therefore, the safety issues and recommendations have
been made on the basis of the anticipated speeds along the highway sections. Furthermore, the risk assessment is also
concluded on the basis of speeds.
The critical sections for the speed management are the urban locations where the local traffic and pedestrian flow is
relatively high. The speed management strategy shall be started form the identification of maximum safe speed for that
particular location. The maximum limit of the operating speed shall be posted at those sections.
3.2.3 Bridges and culverts
In general, bridges and culverts are narrow than the normal roadway width. The roadway width for two lane highway is
comprised of paved carriageway, shoulder, and strip of clearance. The limited clearance creates hindrances to the
driver’s maneuvers. Especially, the driving along the bridge approaches and over the bridge structure is critical due to
the following issues which shall be considered for the recommendations of safety measures:
• Bridge width and the width of approaches,
• Separate walkway for pedestrian movement,
• Conditions of railings,
• Presence of road signs, marking and object marking,
• Transition from approach to the bridge,
• Presence of barriers and other safety measures and their appropriateness,
• Bridge surface conditions,
• Presence of object hazards (if any)
• Height of bridge embankment

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• Horizontal alignment (presence of curves and safety barriers).

During the field observation the RSA team has assessed the above mentioned factors for the Audit. The safety
recommendations for this criterion have been developed on the basis of risk associated to the above factors.
3.2.4 Prevailing road safety measures
The RSA for the existing road shall be focused on the functioning of the prevailing road safety measures implemented
in the past. These measures subjected to the assessment of suitability, method of installation, maintenance after the
incidence and others. Therefore, all the safety feature along the E-W highway such as crash barrier, delineation
measures, marking, signage, speed control measures (rumble strips/bar markings, and road humps etc.) and other
measures had been considered for the improvement of the prevailing safety threat.
The recommendations on the existing RS measures were mainly consists of corrections, repair works, remove of the
damaged features and reinstall the new.
3.2.5 Major Junctions
The major junctions along the E-W highway are located at the densely populated cities. These major junctions are:
Charali, Birtamod, Damak, Urlabari, Itahari, Dhalkebar, Pathalaiya, Hetauda, Narayanghat, Butwal, Kohalpur, and
Attaria. During the RSA these major junctions have been reviewed for their geometry and the traffic conflicts. The
recommendations would be focused on the proper design while upgrading the E-W highway at those locations. The
traffic most of these intersections are located in the highly populated areas (urban areas) therefore, the disturbance of
the local traffic is major challenge for the highway traffic regarding the safety as well as the delay.
3.2.6 Minor junctions
There are huge numbers of the minor intersections along the E-W highway. In this category, RSA team has subjectively
divided those intersections at which E-W highway meets with the cross roads having two or more traffic lanes. These
are also generally located at the urban area. The major RSA criteria for these intersections are the number of conflicts
of traffic stream and the geometry of the intersection. Similarly, these intersections are generally considered as the
priority junctions to manage the local traffic.
3.2.7 Access Roads
The traffic flow along the E-W highway is severely interrupted by the merging traffic stream from the access road.
Thousands of access roads are feeding the E-W Highway without having the proper access management. In other words,
highway traffic is facing severe problem of safety as well as delay due the unmanaged access. The RSA has considering
this issue for the safe emerging to the highway traffic. The major concern while field audit was taken as the visibility
obstruction to the access road and the geometry of such access roads.
3.2.8 Urban and settlements
Densely populated urban areas are severely facing the problem of traffic management along highway. The undefined,
parking of local as well as long route traffic, pedestrian movement, market activities are to be assessed during the RSA.
The availability of traffic control measures, pedestrian facilities, construction of frontage road, parking lots, bus-stops and
other issues have been taken as the criteria for the RSA.
The minimum safety measures to be recommended in the RSA are closely related to intensity of traffic volume along the
highway, and the local traffic, density of market activities and the existing RS measures. Similarly, roadside or on the
road hazards are very common along the settlement areas which shall be taken care for safety recommendations.
3.2.9 Road side Hazards
Any object or features within the roadway or within the clear-zone is considered as the road-hazard. The manmade
features or structures or the other roadside features (such as vertical drops more than three meters) are the general
examples of the hazardous objects which shall noted down and treated for ensuring the safety. These hazard objects
generally shall be warned or protected or removed for the safety depending on the prevailing traffic speed at that location.
The highway structures such as any objects installed at the bridge approaches and bridge railings, culvert parapet wall,

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side drains, trees just near to the carriageway, electric poles, utility poles and structure and others are mainly considered
for the safety assessment.
3.2.10 Road-user behaviour
Road users are major objects of the RSA process. The major objective of the RSA is to consider the risk of road traffic
movement for all road users. The drivers can be considered as major component within the road-user domain. The role
of the driver shall be taken as an important factor for traffic safety and management. Drivers’ understanding on the road
and roadside features shall be clear and it shall not create any confusion for his decision to control the vehicle and
maneuver. Therefore, all the road safety measures shall be recommended based on the drivers’ perspective. In other
words, these measures shall encourage the driver to adopt the prevailing road environment and take actions for safety
provision.
Similarly, pedestrians and cyclists are taken as the major domain for road and traffic movement within the urban or
human settlements. The facilities and provisions for pedestrian or cyclist are after neglected in many cities and villages
along the highway in Nepal. The conflicts for among the vehicular traffic and pedestrian including cyclist are one of the
major issues for road safety. Therefore, any initiatives for the improving the safety in urban and other settlement areas
shall be focused on the movement and pattern of the pedestrian and cyclist.
The RSA issues and recommendations in an urban and settlements are mainly focused on the reduction of conflicts
among the pedestrian, bicyclist and motor vehicles. Therefore, RSA team has tried to incorporate these important
aspects of the road safety issues for the road-user friendly traffic environment along the E-W highway.

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CHAPTER 4. FILED ROAD SAFETY AUDIT

RSA team has consolidated the Road Safety Audit report as per the specific road safety issues. The common issues
have been categorized in terms of the problem and priority of improvement. The specific road safety measures have
been recommended for particular issues.
The Highway Chainage (references system) has been considered and taken from the GPS coordinates of the instant
video images. All the issues have been explained with the evidence of the photographs with the reference. The issues
have been described as below:

4.1 BRIDGES

The river crossing span length more than 6.0 m is considered as bridge. Most of the bridges with the length of 15 m have
been provided with the typical types of bridge railing (precast concrete frames).
Bridges along E-W highways have been found one of the major issues of road safety. Generally, bridges are narrow
than the roadway embankment. Most importantly, the transition sections (approach road section) between roadway
embankment and bridge railing were not safely constructed in the initial design. However, latter the bridge approaches
were found critical locations regarding the vehicle hit/crash. These locations (bridge approaches) mostly found damaged
due to vehicle hit along the E-W highway. Department of Roads has been considered these problems and it has managed
to provide some typical road safety measures for most of the bridge approaches. These road safety measures are mainly
consisting of crash barriers, gabion walls, concrete blocks, concrete walls and as well as delineation posts. However,
the scenario of safety along the bridge approaches is still alarming and these are most accident prone areas along this
highway.
The major reason behind this safety issue is the bridge (carriageway) width, roadway width, lack of sufficient clearances
at the approach. The available clearance is not sufficient for the design speed. The speed restriction before bridge
location has not been properly considered and maintained. Furthermore, the visibility of the bridge approaches is poor
in terms of drivers, stopping sight distance. Furthermore, the clearance for the passing of heavy vehicles along the bridge
is not sufficient. Furthermore, the most of the bridges do not have raised kerb or footpath for pedestrian movement. The
common road safety issues can be highlighted in the following issues as:
a) Bridge approaches with concrete/masonry blocks: the concrete/stone masonry blocks covered with the mortar
are resembling the hazardous objects at the bridge approach, because these blocks are placed within the clear
zone of the carriageway. These blocks have been put on the shoulder, which could be used for the emergency
strips for the vehicular as well as passenger movement. Furthermore, these blocks have been aligned with the
edge of the carriageway. In fact these blocks are increasing the psychological length of the bridge. Therefore,
these blocks are considered as the stiff non-continuous concrete barrier which is not safer for vehicle hit. The
figure below is a representative for number of hundreds of bridges in the eastern part of the E-W highway. The
major issues at the bridge sites can be highlighted as:
b) The total carriageway width of the bridges is 7.0 m for two way movement. Further the small (generally 20 cm
wide) of kerb has been provided on both sides for the delineation (or for protection of bridge railing). These
kerbs are also narrowing the carriageway. Such a limited width along the bridge creates the restriction
overtaking, movement of pedestrian as well as bicycles. The higher the speed along the bridge requires more
clearance.
c) Approaches confined by the concrete blocks also creates the limitation for driver’s maneuver and reducing the
safety gap with the opposite traffic movement. The bridges in the Terai region are generally constructed over

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the river embankment. These river embankments are generally aligned with the relatively higher roadway
embankments. These high embankments are also creating the unsafe movement for vehicular as well as
pedestrian movement.

Figure 2: A widely used stone masonry/concrete block at the bridge approaches

The schematic diagrams for these typical bridge sites are represented by the below figure.

River

Bridge railing and kerb

concrete/masonry blocks

Bridge railing and kerb

River

Figure 3: Schematic diagram of the bridge sites with the concrete blocks at the approaches

The safety recommendations for such bridges are listed as below. These shall be categorized on the basis of risk
and priority for the implementation. These types of bridge and existing approach conditions have been identified in
the bridge sat the following locations.

Table 6: List of bridge with the concrete block constructed at the approaches

S/N Chainage Bridge/River Name Span, m Remarks

1 1+500 Kali Khola 26.40
2 3+440 Pali 49.60
3 5+460 Ninda Khola 318.60
4 6+520 Timai 66.20
5 7+840 Nagardubba 35.20

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S/N Chainage Bridge/River Name Span, m Remarks

6 8+080 Dhukure 10.70
7 8+930 Hadiya 49.60
8 10+670 Phulbasa 49.50
9 13+480 Deuniya 26.30
10 14+760 Rekha 35.00
11 17+720 Aaduwa 35.00
12 21+530 Ghagra 35.00
13 22+950 Biring 399.20
14 26+380 Surunga 33.40
15 29+530 Kankai 702.00
16 31+950 Sukhani 1 6.30
17 32+330 Sukhani 2 6.10
18 32+530 Sukhani 3 7.20
19 34+090 Jharana-1 33.00
20 34+470 Jharana-2 33.00
21 35+230 Dudhe - 2 33.00
22 36+030 Satasi 34.95
23 39+840 Kamal 128.00
24 41+950 Kerakha 50.00
25 45+910 Geuria 20.70
26 47+990 Ratuwa 585.00
27 51+850 Betani 33.10
28 54+750 Mawa 128.47
29 55+100 Mawa Branch 16.55
30 57+550 Bakra 319.00
31 58+440 Solti 85.50
32 60+480 Sanjhora 64.28
33 63+630 Pathariya 16.70
34 64+940 Dans 94.50
35 65+620 Morangi 38.00
36 69+930 Chisang 1 40.00
37 70+330 Chisang 2 130.70
38 76+330 Betna 13.00
39 78+250 Lohendra 385.20
40 79+460 Lalbhitti 33.08
41 80+570 Sukuna Paini 21.50
42 80+680 Sukuna 64.26
43 82+190 Jharana 20.00
44 84+660 Madhyali 10.00
45 86+270 Malati 8.70
46 87+920 Gachhiya 171.20
47 91+050 Budhi 128.40
48 91+970 Tengra 33.60
49 93+030 Kheti 9.70
50 97+750 Pakali 15.50
51 99+740 Chatara Canal 21.60

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The safety issues identified in the above mentioned bridge-sites are recommended to provide with the specific
safety measures ar shown in the figure below:
2 sets of Transverse Bar
making (IRC: 35-2015)
2 sets of Transverse Bar
making (IRC: 35-2015)
River

Bridge railing and kerb

Barrier Line Marking

Edge Line marking

Bridge railing and kerb

Crash Barrier Crash Barrier

(Minimum of 24 m River (Minimum of 24 m
length) length)

Figure 4: Schematic diagram for the proposed RS measures for the bridges mentioned in the table Table 6

The recommended RS measures for the typical bridge sites have been assessed in terms of the safety risk and priority
for the implementation as mentioned below.

Table 7: Risk assessment and priority of the recommended RS measures

Safety issues Risk Recommendations Priority

Proper pavement marking (as Essential
• Clearance (limited
shown in the Figure 4.
width of carriageway
and shoulder in the Road signs (speed limit, bridge Essential
approaches) name plate)
• Pedestrian Hazard objects marking Essential
movement over the Very High
bridge
Transverse bar marking Essential
• Concrete blocks are
hazardous objects
(placed in the Crash barrier along the Essential
shoulders) approaches (removing the
• High embankment at concrete blocks)
the approaches Delineator posts
Essential

4.2 CULVERTS

In this category, the bridges (span more than 6.0 m) are also taken for the considerations. These culverts and small
bridges are also taken for the crash prone sites. The horizontal clearance outer side of the carriageway is sufficient.
However, vertical drop at the up/down stream drop are potential hazardous roadsides. Furthermore such sites shall be
properly delineated or provided with the crash barriers. The typical culvert/bridge site is shown in Figure 5. The safety
issues at these sites can be described as:

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• adequate clearance (from the edge of the carriage) is available,

• parapet walls (height less than 40 cm) have been provided in the up and down stream side of the carriageway,
• delineation measures have not been provided,
• vertical drop at the up/down stream of the culvert,
• proper sign have not been provided.

Figure 5: Hundrunge Culvert (CH 31+130)

These sites are treated by the providing the crash barriers (as an alternative the delineations) with the proper signage
and marking. The typical measures are shown in Figure 6. Culverts/small bridge sites along the E-W highway were
identified as in the table below.

Table 8: Culvert/small bridge sites identified along the E-W Highway

S/N Chainage Bridge/River Name Span, m Remarks

1 10+640 Raspandi 7.10
2 31+130 Hundrunge 16.30
3 32+830 Bhalu khola 24.20
4 35+170 Dudhe 1 15.00
5 36+640 Jhiljile 5.75
6 42+250 Chyangri 6.70
7 52+510 Dhardhare 16.25
8 54+150 Bhutre 6.67
9 74+530 Chisang Bhangabari 45.40 Damaged bridge railing
10 84+960 Mada 6.60
11 87+170 Trijuja Ganeshpur 7.00
12 95+950 Devi Khola 6.70

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Stream

Wing wall
Culver parapet wall

Crash barrier
shoulder

Culvert parapet wall

Wing wall
Stream

Figure 6: Typical RS measures recommended at culverts/small-bridges sites

Table 9: recommended road safety measures and risk assessment with the priority

Safety issues Risk Recommendations Priority

Proper pavement marking (as Essential
• culvert parapet are
shown in the Figure 6
not protected,
Road signs (speed limit, Essential
• vertical drop at the culvert/bridge name plate)
up/down stream side
is prone to the Crash barrier along the approaches Essential
vehicle fall Very High
(removing the concrete blocks)
• proper signage and
Delineator posts with hazard
road marking is not Essential
marking (alternative to the crash
provided
barrier)
• delineation is not
provided

4.3 URBAN AREA AND SETTLEMENTS

E-W highway as the major transport corridor in the country it has been aligned through the major markets and settlement
in the Terai. Furthermore, most of the markets and settlements have been developed after the construction of the
Highway. Most of the settlements have been developed as Municipality. These areas are taken as the major challenge
Highway corridor performance in terms of higher mobility. It is expected that the important National Highway shall be
operated with higher speed for the greater mobility and efficiency of the transportation system. Therefore the issues of
the higher mobility and the risk for crash are confronting along these settlements or markets areas.

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Safety issues along the areas can be taken as the conflicts between local transportation modes, pedestrian traffic, as
well as bicycles. Furthermore, business activities and market areas age generating more and more ocal traffic which
could create the hindrances to the through traffic movement along the highway. The general safety issues for such
locations are identified as:
• Local traffic especially three wheelers: three wheelers are creating the conflicts with the highway traffic by
parking along the highway, crossing the highway without prioritized intersections, merging to the highway from
the local roads, moving along the highway with the slower speed along the highway.
• Pedestrian traffic: higher volume of pedestrian along the highway and crossing the highway are very prone to
the road crash. The lack of proper walkway along market area, adequate crossing (Zebra Crossing) are notable
safety issues along these settlements. Furthermore, pedestrian behavior and lack of awareness of safety and
traffic rules are resulting the highway fatality rates with the involvement of pedestrian along the highway.
• Local bus and freight vehicles: the local public transport including the freight traffic serving the locality are also
taken as one of the major hindrances for highway movement. Lack of proper bus-stops and loading and
unloading market commodity at the unspecified road sites creating the severe road crash. These vehicles create
serious hindrances to the through movement and prone to the accident.
• Business activity within the Right of Way (RoW): most of the market areas without the frontal roads (service
lane) are greatly disturbing the highway traffic. The business activities related to the production of local
(consumables) such as rice mills, vegetable collection stations, milk collections, and other market activities are
creating the very unsafe situations for the highway traffic. Furthermore, there are several Hat-Bazar areas are
located within the Right of Way. Sometimes these Hat-bazar areas are covering the both sides of the highway.
Even though such hat-bazar are organized once in a week, the highway traffic could meet such locations
everyday within the distance of about 50 km. These disturbances to the highway traffic are very confronting the
highway speed and performance of the overall transport services.
• Parking the local traffic (buses and Trucks): most of the market areas and settlements do not possesses
separate parking facility outside the RoW. The local public transport parking for stoppage and for waiting the
operating schedule are occurring within the RoW or within the highway carriageway are creating the very high
risk for the through traffic.
• Drivers’ distraction: densely populated market areas are generating many kinds of public gathering events such
as cultural as well as social activities. In other words, highway RoW is the place of public gathering for any
purpose. These events create travel impedance for through traffic. Furthermore, these are creating the very
unfavorable driving environment for highway drivers, which could result a serious road crash.
• Long-route bus stops and bus-parks: Most of the big markets have been managed the long-route bus stops
along the highway carriageway or within the RoW. Similarly, the bus-parks for such log-route buses have been
constructed adjacent to the highway. The intercity bus terminal and traffic management are very sensitive for
the passenger boarding and unloading. Most of the operators are taking the passengers just from the highway
carriageway. These conditions are creating the safety threat.
• Side drains: the major market areas have already constructed the covered side drains, which are safe practices
for the traffic movement. However, small village along the highway and market fringes do not have the covered
drains. The open side drains of any size and shape are not desirable from the safety perspective. In fact, open
side drains are very common safety threat for highway traffic.
• Traffic/security posts: the Nepal Police (Traffic Police) have established a non-engineering obstacle for traffic

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movement. In fact, such traffic/police posts for the purpose of security checking are creating significant delay to
the through traffic. The temporary type of non-standard barriers without any prior warning signs could result the
crash incidents. The numbers and type design shall be standardized for such establishments. Otherwise, these
are against the highway traffic and transport performance and quality of service. They cause the delay to the
long route traffic at the same time creating the unsafe barriers along the major highway corridor.

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Recommended layout for a settlement and market area:

Built up/urban area

RoW Line RoW Line 2 Sets of Transverse Bar
making (IRC: 35-2015)
Frontage road (parking space)
Outer Separator
E-W Highway
E-W Highway
Outer Separator
Frontage road (parking space)
2 Sets of Transverse Bar making
(IRC: 35-2015) RoW Line RoW Line
Built up/urban area
Pedestrian Walkway Pedestrian Walkway

Parking Bays

Figure 7: Recommended layout of settlement or market area

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4.4 MAJOR INTERSECTIONS

Major intersections were observed mainly for the conflicting movements and impacts on the smooth traffic operations for
the Highway traffic.

Figure 8: Safer geometry of three leg intersection Figure 9: Safer geometry of Roundabout

Figure 10: Itahari Intersection (CH 92+400) Figure 11: Charali Intersection (CH11+000)

4.5 MINOR INTERSECTIONS

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Figure 12: recommended geometry for a minor intersection (Three leg)

Give way Sign

Road Sign
(Side road Right)

Road Sign (Side road Right)

Figure 13: Recommended alternative for Minor intersection (Three leg)

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Give way Sign

Road Sign (Side road left)

Road Sign
(Side road left)

Figure 14: recommended alternative for (Y-Junction)

Give way Sign

Road Sign (Side road left)

Road Sign (Side road Right)

Figure 15: improved alternative for Y-Junction

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4.6 ACCESS ROADS

Road Sign (Side road left)

Give way Sign

Road Hump

Road Sign (Side road Right)

Figure 16: Recommended layout for Access road

Providing flat gradient

for side road

Main Road Cross-section

Improvement of Side Road vertical Profile
(Safe practice)

Side Road vertical Profile

(Unsafe practice)

Figure 17: recommendation for the improvement of vertical profile of side road

4.7 HORIZONTAL CURVES

4.8 AUDIT FINDINGS

The safety audit has been carried out and the problems identified are classified under three heads. Each situation under
these categories will be presented in the following formats as per IRC SP 88:2019. Details of the audit findings are shown
in Table 10.

Table 10 Safety issues along the E-W Highway

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Table 11: RSA findings and recommendation E-W Highway

S/N Descriptions Risk Recommendations Priority Client's

Response

1 SIGHT DISTANCE

1.1 • Sight distance is inappropriate due to tree-branches overhanging on Very • Trimming of seasonal tree branches should be done Essential
carriageway just before in various curved road sections, jungle areas, High to provide the clear sight distance to the road user
• Install warning road sign

2 Cross Section

2.1 Cross sections of E-W highway can be differentiated as: Very • Cross section shall be improved at Essential
High urban/settlement areas
• Normal section in embankment,
• Cross section at Bridge approaches
• Cross section at Bridges
• Cross sections at Culverts
• Cross section at Settlement/Urban areas

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S/N Descriptions Risk Recommendations Priority Client's

Response

3 ROAD SURFACE

3.1 High • Highly

desirable

3.2 • Medium • Desirable

3.3 • Medium • Desirable

4 ROAD SIDE HAZARDS

4.1 Very • Essential

High

4.2 • Medium • Desirable

4.3 High • Highly

Desirable

4.4 • Very • . Essential

High

4.5 • Very • Essential

High

4.6 • Very • Essential

High

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S/N Descriptions Risk Recommendations Priority Client's

Response

5 DRAINAGE

• High • Drainage channel to be covered. Highly

Desirable

6 SIGNS, PAVEMENT MARKINGS & DELINEATION

• High • Highly
Desirable

7 VULNERABLE ROAD USER’S

• High • Highly
Desirable

8 ROAD SAFETY BARRIER

High • The safety barrier to be provided as per IRC SP Highly

88:2019 Desirable

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3.2 • Faded road marking. Very • The road markings like central and edge lines are Essential
High to be marked.
• No chevron signs for curved portion of loop.
• Chevron signs for medium/ slow speed continuous
• Road Studs are not installed.
on the curve to be installed
• Absence of advance informatory sign board, and speed limit at the • Road studs along the central and edge lines to be
starting point. installed. (for the edge lines 50 mm from the
marking and central lane markings with studs)
• Informatory sign boards and speed limit at the
starting point is to be installed.

3.3 • Gore area marking along with studs are missing at the merging area. Very • Gore area marking along with bollard to be provided. Essential
• Pedestrian facility provided is not maintained. High • Zebra crossing with road studs must be maintained
with refuge area

4 Roadside hazards

4.1 • Insufficient length of pedestrian fencing over the railway lines area. Very • The fencing shall continue over the complete length Essential
• No fencing above the railway lines on the flyover. High of flyover which is coming on railway lines on both
sides of flyover.
• Retro reflective marking is to be installed on the
fencing

4.2 • Uneven footpaths. Very • The footpaths are to be paved or levelled for Essential
• The height of signboards on the footpath is very low. High uninterrupted walking.
• Hooks protruding out of the footpath surface. • The height of signboards shall be 2.1m min from
footpath level

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• Hooks and remains of signboards on the footpath

are to be removed.

4.3 • Broken Footpath Very • Footpath shall be repaired Essential

• Damaged Interchange parapet wall High • Parapet wall shall be repaired and

5 Bus stop Issues

• 3 lanes plus 2 lanes at merging in 3 lanes creating bottle neck due the • Bus lay bye can be given separate shifting the
absence of lane balancing issues. bus stop on the rear side as per standards.
• There is no bus lay bye space marked near the bus stop. The curve for turning
of bus is not sufficient so buses come in the middle of road after turn and
pedestrians come on road for bus.
• Traffic congestion during peak hours

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