Road Safety Inspection Kohalpur - Harre - Ratna Highway

Government of Nepal
Ministry of Physical Infrastructure & Transport
Department of Roads
Road and Traffic Unit

Final Report
ROAD SAFETY INSPECTION

(Koholpur Harre Section of Ratna Highway)
Submitted by:
GRID CONSULT P. Ltd
224 Suruchi Marg, Shankhamul-34, Kathmandu

Tel:977-1-4784515/977-1-4784803
2015
Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)
TABLE CONTENT
Table Content ..................................................................................................................................................... i
Executive summary........................................................................................................................................... iv
Acknowledgement............................................................................................................................................. vi
CHAPTER 1.
INTRODUCTION........................................................................................................................ 1
Background ........................................................................................................................................................ 1
Road Safety Inspection ...................................................................................................................................... 2
Objectives of RSI ............................................................................................................................................... 3
Steps of RSI procedures .................................................................................................................................... 3
Scope of the work .............................................................................................................................................. 4
CHAPTER 2.
METHODOLOGY ....................................................................................................................... 5
Preparatory work at office .................................................................................................................................. 5

On-site field visit................................................................................................................................................. 5
Report preparation ............................................................................................................................................. 5
CHAPTER 3.
REVIEW OF ROAD SAFETY DOCUMENTS ......................................................................... 7
3.1 Road Safety Audit Manual ........................................................................................................................... 7

Road safety Note 2: Designing Safe side drains................................................................................................ 9
Road Safety Note 5: Delineation measures ....................................................................................................... 9
Road Safety Note 6: Safety Barriers ............................................................................................................... 10
Road Safety Note 7: Safety at bridges............................................................................................................. 10
CHAPTER 4.
BASIC TOPICS FOR ROAD SAFETY INSPECTION .......................................................... 11
CHAPTER 5.
ROAD SAFETY ISSUES OF THE HIGHWAY...................................................................... 13
Highway alignment:.......................................................................................................................................... 13
Road side features ........................................................................................................................................... 13
Road Cross-section ......................................................................................................................................... 14
Potential accident prone area along the Koholpur Harre ............................................................................... 14
residetial settlements and minor road crossings .............................................................................................. 21
Prioritized and accident locations along the Koholpur - HArre ......................................................................... 22
CHAPTER 6.
ROAD SAFETY RECOMMENDATIONS .............................................................................. 23
Safety at Bridge and culvert ............................................................................................................................. 23

Visibility at night ............................................................................................................................................... 24
Safety at the settlement: .................................................................................................................................. 25
Creating forgiving roads ................................................................................................................................... 26
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Field RSI observation and proposed safety measures .................................................................................... 27

CHAPTER 7.
BILL OF QUANTITY AND PRIORITY FOR IMPLEMENTATION................................. 28
CHAPTER 8.
CONCLUSIONS AND RECOMMENDATIONS .................................................................... 30
Conclusions ..................................................................................................................................................... 30
Recommendations ........................................................................................................................................... 30
REFERENCES ................................................................................................................................................ 32
APPENDICES .................................................................................................................................................. 33
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List of Figures
Figure 1 various stages of road safety actions................................................................................................... 3
Figure 2RSA Procedures (RSA Manual DOR) ..................................................................................................... 8
Figure 3 Road section with limited visibility at the Hairpin bend (CH 60+000) ............................................................ 14
Figure 4 Vehicle paring on the carriageway, creates hindrances for emergency vehicles .......................................... 15
Figure 5 Roadway width is not properly utilized .......................................................................................................... 15
Figure 6 Traffic calming method but not properly designed......................................................................................... 15
Figure 7 RSI team with army personnel at the checkpost ........................................................................................... 16
Figure 8 CH 35+600 curved section with vertical drop ................................................................................................ 16
Figure 9 CH 36+600 section with the vertical drop at the outward curve ................................................................... 17
Figure 10 Bridge at CH 37+500................................................................................................................................... 17
Figure 12 Curve at CH 47+000 ................................................................................................................................... 18
Figure 15 Babai Bridge CH 53+800 ............................................................................................................................ 20
Figure 16 Bridge at CH 54+600.................................................................................................................................. 20
Figure 17 Hairpin bend at CH 58+500......................................................................................................................... 20
Figure 18 The memory of the road accident victim at the Hairpin bend (CH 58+500)................................................. 21
Figure 19 Accident site at CH 68+000......................................................................................................................... 21
Figure 20 Traffic Sign at the small settlement (CH 23+800)........................................................................................ 22
Figure 32 Typical safety at bridge site .............................................................................................................. 23
Figure 33 Typical safety at settlement .............................................................................................................. 25
Figure 34Typical Cross-section of highway /settlement .............................................................................. 25
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EXECUTIVE SUMMARY
Road and Traffic Unit under the Department of Roads has initiated to conduct Road Safety
Inspection (Audit) for the existing Ratna Highway for the assessment of road safety scenario and to
identify the adequate road safety measures along this highway. The consultants team conducted
road safety inspection along with the close interaction with the Division Road Offices i.e.
implementing agency of the road safety inspection.
The RSA field audits were carried out with field trip from March 2015. During the road safety
audit, the team identified field specific road or traffic safety concerns and documented them into a
comprehensive database along with specific photographs. The RSA was carried out as per an
approved methodology and procedures developed during the project inception phase. The audit
was carried out in two stages. In the beginning, the RSA team focused on desk-study. Then, a field
examination of the highway section was carried out and the corresponding safety deficiencies with
appropriate remedial action items were documented. A brief RSA report summary was also
developed for each project and documented as part of the final report.
Based on the Audit outcome and the RSA database developed during the field audit, the team has
developed several typical safety design templates based on the road design and alignment
condition. Each typical template is then configured using a combination of traffic barriers, traffic
signage, delineator and pavement width at the curves. In total, the team proposed 1370 m length of
Gabions barriers at the curved sections of highway and 560 m length for bridge protection; 3950
m length of the road needed the Delineator post and about 456 m of the steel crash barriers. The
final report includes detail description of the installation procedures and specifications to those
safety items that are proposed by the RSA team.
During the RSA, the team documented some road construction and maintenance practices that
deemed highly deterrent to overall road safety and must need to be the part of regular safety
improvement program. Some of these notable items are (i) road surface maintenance practices
(ii) Bridge maintenance including railing maintenance (iii) Maintenance of shoulders (iv)
Maintenance of Gabion barriers (v) Maintenance of stone masonry parapet blocks.
The audit team prepared a priority list of safety items with three implementation time-line and
grouped them in following categories.
Short-term (starting immediately): are those typical outputs and recommendations that are
expected to bring immediate results to improve the overall road user safety and reduction
in accident. For Example, signage, road marking, etc.
Mid-term (starting within 1 year): are those physical interventions that are expected to
improve the system-wide road user safety, for example guard rails, gabions and widening
pavement at sharp-curves with visibility problem.
Long-term results (starting within 3 years): are those outputs that are expected to develop
the road safety awareness to provider (the agencies), drivers, emergency response
personnel, traffic police, as well as all road users. For example, education, enforcement,
safety campaign, etc.
The RSA team also developed a comprehensive RSA database identifying the relative location by
road Chainage for all proposed road safety items that need to be implemented.
The final report also offers some recommendations to improve the overall road safety.
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The key recommendations are:
In long term, Ratna highway must be upgraded into two lane highway. It would be safer for
increasing traffic in the future.
The RSA followed by road safety inspection (RSI) should be carried out on a regular interval
(every two to three years) to address road safety related issues;
At the location of sharp-curves where proper sight-distance/visibility cannot be achieved
due to hard-rocks or other terrain constraints, the pavement should be widen at the curve
to minimize heads-on collision. In addition, reflective tape/painting should be introduced at
this location to improve the night-time visibility.
The installation of road safety measures should be carried out under the close super vision
of traffic expert or engineer.
In addition to engineering solution, outreach and safety education program also need to be
adapted in parallel to physical intervention to road safety.
In addition to physical remedial actions to road safety, traffic law enforcement also needs to
be the integral part of long-term intervention to road safety. The promotion of safety
culture outside the engineering domain is anther vital part to enhance road safety.
Therefore, public awareness, educational measures and enforcement of rules should also be
taken as a part of complete road safety program..
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ACKNOWLEDGEMENT
This Final Report is prepared after the completion of Road Safety Inspection (RSI) of Koholpur
Surkhet section of the Ratna Highway. Road and Traffic Unit, Department of Roads awarded
consulting service to Grid Consult P. Ltd. This report contains the field information on all aspects
of Road Safety Audit (RSA) as well as RSI and recommendations for traffic safety improvement
along the existing highway section.
Grid Consul P. Ltd, the Consultant would like to extend its gratitude to Road and Traffic Unit,
Department of Roads for entrusting the assignment. The consultants' team would like to thanks to
Unit Chief Er. Binod Kumar Mauwar for his support during project period .Similarly, we would like
to appreciate Engineer Kiran Subedi for his technical support at the office as well in the field study.
The Consultant would like to extend the gratitude to the Chief of the Planning Division DDG Mr.
Umesh Jha for his supporting guidance before the field mobilization. Similarly, the team appreciates
the suggestions by SDE Ajay Mull during the meeting at DOR.
The consultants team conducted discussions with the DRO Chief, Nepalgunj SDE, Rajesh Yadav. The
team would like to highly appreciate SDE for his suggestions and support.
Similarly, team would like to appreciate all the offices of Traffic Police, public stakeholders and
other road users along the project road for their assistance on identifying specific issues of road
safety.
The last but not least, team would like to be glad for the technical and supporting staff of Grid
Consul P. Ltd. who have done remarkable assistance to complete the assignment.
GRID Consult P. Ltd.

Road Safety Inspection
2015
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Road & Traffic Unit
CHAPTER 1. INTRODUCTION
BACKGROUND
Road transport is one of the major sectors of national economy. Road transport is considered as
the fundamental platform for the development of other sectors of economy. Furthermore,
reliable, affordable, and safety are major objectives of the road transport service. Road safety is
related to the road traffic injuries which have been taken as the serious problem everywhere in
the world. The road accidents Road traffic injuries are the eighth leading cause of death globally,
and the leading cause of death for young people aged 1529. More than a million people die
each year on the worlds roads, and the cost of dealing with the consequences of these road
traffic crashes runs to billions of dollar considered as the s. Current trends suggest that by 2030
road traffic deaths will become the fifth leading cause of death unless urgent action is taken
(Global Status on Road Safety, 2012; WHO).
In this context, World Health Organization (WHO) has taken to carry out the global initiation for
road safety as: Decade of Action for Road Safety-2011 2020. Within this frame work, road
authorities are responsible to reduce road accidents in ach country. In these circumstances,
Nepal has formulated Road Safety Action Plan (2013 -2020).
In Nepal around 1700 people lose their life and around 3500 or more are seriously injured in
road traffic accidents in Nepal every year. The annual fatality rate is quite high even by
developing country standards. Road conditions, drivers' behaviour, and Vehicle characteristic
are main contributing elements for road accidents. Similarly, road safety awareness and
enforcement of traffic regulations play vital role for improvement of road safety. Critical road
geometry due to the hilly terrain and meandering river valleys, we are facing serious fatalities
after road accidents. The usual way to minimize the number of casualties and the severity is to
install proper road safety furniture such as crash barriers, marking and sign.
Department of Roads as the responsible agency for the design, construction and operation of
strategic road network has undertaken the challenges on this very urgent issue of the decade in
Nepal. Road & Traffic Unit (RTU) within the DOR has been striving to apply efforts on Road
Safety since 1994. This specialized unit is responsible for traffic engineering and road safety
activities. The unit has been investigating accidents and devising engineering counter measures.
In this regard, the Unit has published a number of Road Safety literatures relevant to the
national context. Similarly, it has conducted Road Safety Audit of some links of Strategic Road
Network.
Ratna Highway is only the link to the gigantic region (Whole Karnali River Basin and most of
the Bheri River Basin) to the E-W Highway. This link has enormous economic importance for
the overall development of the Region. Moreover, this link has administrative significance by
connecting the Regional Headquarter with the national network. However, the geometric
features of the initial planning and design are not adequate to meet the requirement of present
traffic. Moreover, the highway link should be improved for the consideration of safety,
convenience and the efficiency of the transport services along the route. Considering these
aspects DRO, Nepalgunj has started to widen the carriageway in several sections of the highway.
In these aspects, of highway and transport service, road safety is the major issues to undertake
by the concerned authorities. First of all, the highway needs to be assessed in terms of safety
features and efficiency of the transport services which is related to the vehicle operating cost.
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After carrying out the field observation consultants team was convinced the emergence of the
safety actions as well as the rehabilitation of the entire highway. Considering, these reality RTU
has formulated this assignment to conduct Road Safety Inspection along this Section of Ratna
Highway.
Grid Consult P. Ltd has been trusted to perform the Road Safety Inspection of KoholpurHarre section of the Highway. Consultant has completed assignment within the stipulated time
duration and with the plenty of effort for the quality reporting of the issue.
ROAD SAFETY INSPECTION

Road Safety Inspection (RSI) is a systematic, on-site review, conducted by road safety expert an
existing road or section of road to identify hazardous conditions, faults and deficiencies that
may lead to serious accidents. Road hazards and safety issues detected with this activity are
described in a written report, for which a formal response by the relevant road authority is
required. RSI is recognized as infrastructure safety management tool in several countries;
however, procedures for its practical implementation differ from country to country.
Description of activities under the RSI consists of a mixture of Road Safety Audit, ordinary road
maintenance inspection and black-spot intervention. The elements to be addressed in RSI
should be known risk factors for accidents or injuries. Inspections should be standardized and
designed to ensure that all elements included are assessed in an objective manner. The RSI
report should be standardized; its contents should include a description of detected safety
issues and of proposed corrective measures.
Road authorities must guarantee adequate levels of safety on existing roads. To reach this goal,
advanced road safety management considers not only traditional corrective measures due to
analyses of high risk sites but also the whole infrastructure life cycle itself. This includes
interventions to reduce the influence of hazards using general quantitative knowledge on
factors affecting the safety of road facilities.
At the planning stage, a Road Safety Impact Assessment (RIA) is performed to assess the impact
of plans on safety. This can be a new bridge that may or may not be intended to raise the safety
level; or the assessment of a wider scheme i.e. the plans for upgrading the safety level of a total
network or area.
At the design stage, a Road Safety Audit (RSA) is carried out to ensure that a new road schemes
operate as safely as possible for all road user groups. RSA consist of the examination of road
schemes at the different stages of project development (starting with the preliminary design),
before or shortly after a road is opened to traffic.
Once fully operational, the safety level of an existing road may be improved through several
types of procedures: Black Spot Management, Network Safety Management and Road Safety
Inspections.
Black Spot Management (BSM) consists of identification, analysis and treatment of black spots.
Black spots are defined as any location that has a higher expected number of accidents than
other similar locations as a result of local risk factors. Network Safety Management (NSM) is the
identification, analysis and treatment of hazardous road sections. Hazardous road section is any
section that has a higher expected number and severity of accidents than other similar road
sections, as a result of local and section based accident and injury factors. Road Safety
Inspection (RSI) is carried out to identify traffic hazards related to the road environment
characteristics and propose interventions to mitigate the detected hazards.
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Figure 1 various stages of road safety actions
OBJECTIVES OF RSI
Due to technological developments and new technical standards, existing road equipment may
become obsolete, its replacement being necessary. Once open to traffic, the road environment is
likely to be affected by interference due to developments not decided upon by road authorities;
this is especially relevant concerning roadside characteristics. These and others are hazardous
factors emerging during the lifecycle of a road itinerary and unforeseen in its early stages, i.e.
the planning and design stages. Tackling these hazards in order to raise the safety level of
existing roads and bring their standards to adequate consistency with the rest of the road
network is the main objective of RSI.
A secondary, complementary, objective may also be achieved by RSI: to maintain or restore the
original safety level of an existing road. However, it is recognized that several issues related to
this secondary objective are mainly achieved by means of regular road maintenance
inspections.
STEPS OF RSI PROCEDURES

RSI is conducted in the following sequence: Preparatory work in the office; on-site visit study;
RSI report and Remedial measures and flow up. Inspections should be standardized and
designed to ensure that all elements included are covered and are assessed in an objective
manner. In initial stages of implementation, check lists may be helpful.
Check lists for RSI should include the following core of recognized important elements:
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The quality of traffic signs, with respect to their need and to whether they are correctly
placed or legible in the dark.
The quality of road markings, in particular whether they are visible or are consistent
with traffic signs.
The quality of the road surface characteristics, in particular with respect to friction
(macro and micro-texture) and evenness.
The adequacy of sight distances and the absence of permanent or temporary obstacles
that prevent timely observation of the road or other road users.
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The presence of roadside traffic hazards, near the carriageway, such as trees, exposed
rocks, drainage pipes and culverts, steep high embankment slopes, etc.
Aspects of traffic operation, in particular if drivers speeds are adequate to local
conditions and to the function of the road. This also includes items such as the suitability
of the road to its function and the adequacy of space for current traffic and separation
between motorized and vulnerable road users.
For each element included in an inspection, a standardized assessment should be made by

applying the following categories:
The item represents a traffic hazard that should be treated immediately. A specific
treatment should then be proposed.
The item is not in a perfectly good condition or deviates slightly from current standards,
but no short term action is needed to correct it. Further observations are recommended.
The item is in good condition and in accordance with current standards.
The detail of the field check list is provided in the annex of the report.
SCOPE OF THE WORK

RSI for the Koholpur Harre (Ch 22+000 - 68+000) section of the Ratna Highway has been
initiated based on its functional importance and critical aspect of safety. Existing elements such
as road furniture, markings, signs, road-surface and side drains should be maintained for safe
and convenient traffic movement. The scope of the RSI should incorporate the evaluation of
these elements regarding safety. The recording the deficiency in safety aspect and
recommendation of remedial measures would be the general outline of the work.
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CHAPTER 2. METHODOLOGY
RSI of Koholpur Harre section of Ratna Highway will be conducted as per the existing
guidelines and best practices. Major steps for RSI methodology are as below:
PREPARATORY WORK AT OFFICE

Office work for the preparation of RSI mainly consists of: collection of relevant study report,
secondary data and finalizing the checklist for field observation. During the desk study of the
project the RTU was concerned for the relevant literature and documents on road safety. Based
on the existing practices a appropriate checklist was prepared for the on-site visit of the project
road. The road plan with the major settlements and indication of Chainage was prepared for
field work.
ON-SITE FIELD VISIT

The RSI team conducted field observation for RSI on the following principles:
Field observation:
The field observation was started from Kohalpur (CH 22+ 000) and ended at Harre (68+000).
The field observations were conducted based on the standard type of Check-list. The inspection
was carried out by car/walking in both directions on the link section under study, at day and at
night. The critical road sections and built-up areas as well as others were noted down in detail.
The road safeties from the all aspects of all road users have been considered. The expert
assessed events on the road and its environment without making reference to standards and
regulations: the visit was immediate and efficient, and concentrates on the safety issue from the
users point of view. RSI was field observation was carried out the movement of various types of
traffic flow including pedestrian. All the Road Safety issues and remarks have been recorded on
the basis of Kilometre based system of Chainage.
Stakeholder Consultation: During the on-site field study personnel from the Division Road
Office, traffic police and other road-side dwellers have been consulted for their expectation on
safety and crash scenarios/accident. The major initiatives on the Road safety by the
stakeholders have been recorded. At the same time, drivers and pedestrians (including school
children) had been asked on their concern on road safety. This activity was duly considered
during the recommendation of Road Safety measures and their respective priority.
REPORT PREPARATION
The on-site field observation with the checklist had been concluded by the recommendations of
Road safety measures. The priority and their Bill of Quantity (BOQ) of the proposed actions have
been prepared for their implementation. The typical drawings on safety barriers, location of
markings, signs have been prepared in detail. The Final report was prepared the basis of field
observation and engineering calculations of the recommended actions.
The RSI report at the final stage of the project will consist of four main parts and appendices
with maps, pictures and illustrations as necessary.
Part 1 includes details of the road or section/element of road being inspected as well as the
composition of the inspection team, date, times and conditions at the time of the inspection.
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Part 2 includes the outline and the background data obtained during the preparatory work in
the office and a description of the activities undertaken.
Part 3 describes the shortcomings or deficiencies which were found and an assessment of these
deficiencies. It should contain the completed investigation form and the documentation with
pictures. It is recommended to include these deficiencies and shortcomings into table form.
Part 4 contains the recommendations for countermeasures, from short to long term. The safety
effects of the measures should be taken into consideration.
Appendices - include illustrations, maps, tables and data from other sources and kinds (in
order to clarify the results, different kinds of illustrations including photos and sketches of
countermeasures). This section also includes the cost estimation based on the local unit rates
for the proposed safety measures.
Also, the efforts in respect of the time needed to realize the measures should be taken into
consideration to prepare challenging but realistic proposals. The team used the expert
experience and knowledge about the best practice and the local circumstances. The possible
outcome of the road safety inspection procedures is also dependent on the terms of RSI.
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CHAPTER 3. REVIEW OF ROAD SAFETY DOCUMENTS

During the desk study of the Road Safety Inspection project following documents were studied:
Methodological guide: Road Safety Guide; France, 2009

Road Safety Inspection Guidelines and Checklists; Baltik Sea Region, 2012
Checklists for interurban Highways: Annex to Road Safety Inspection Guidelines; 2009
England
Road Safety Inspection Scheme Review for European Countries; 2011
Road Safety Inspection Guidelines; National Road Authority; Irland, 2012
Road Safety Inspection Manual; Aberdeen City Council, UK, 2012
DOR publications on road safety and other safety guidelines were also reviewed during the desk
study of the project. Some of the safety related documents are as:
FHWA Road Safety Audit Guidelines, US Department of Transport, Federal Highway

Administration, 2006
Road Safety Audit Procedures for Projects, Guidelines, Transfund New Zealand,
November 2004
ADB. Road Safety Audit for Road Projects: an Operational Tool Kit, June, 2003.
ADB Road Safety Guidelines for Asian & Pacific Region: Guidelines for decision maker on
Road Safety Policy
DoR Road Safety Notes 2: Design of Safe Side Drains: November 1996
DoR Road Safety Notes 4: Road Safety Audit Manual, April, 1997
DoR Road Safety Notes 5: Delineation measures, March, 1997
DoR Road Safety Notes 6: Safety Barriers, July 1997
DoR Road Safety Notes 7: Safety at Bridges, July 1997
DoR Traffic Sign Manual, August 1997
TRL Over Seas Road Note 17, Road Safety Education in Developing Countries, Guidelines
for Good Practice in Primary Schools, 1997
RSI along the project road should be conducted as per the best practices implemented in other
countries. However, the following safety documents are use full to review for the RSI of the
existing road projects.
3.1 ROAD SAFETY AUDIT MANUAL

The document was published by the Department of Roads in 1997 and reprinted in July 2012. It
describes the basic concepts on Road Safety Audit (RSA), general procedure for RSA, principles
for designing the safer roads, and demonstrates the RSA checklists.
The scope of this RSA manual is limited to the checking the safety aspects of road schemes in
order to detect potential safety before the road open to traffic. The stages for the safety audit
mentioned are:
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Stage 1 Audit: Feasibility study

Stage 2 Audit: Draft design
Stage 3 Audit: Detailed Design
Stage 4 Audit: pre-opening
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RSA should be conducted for roads during and after the construction of road projects. This
manual does speak about the audit procedure for post construction stage roads. The procedure
for conducting RSA is given as shown in the figure below.
Steps for Road Safety Audit

The Steps
Responsibility of
Concerned DDG or Project Maneger in
consultation with the DG
Project referred to TESU for Audit
Project reports & Plans sent to TESU
Project Manager
Study Plans and inspect site
TESU
Hold commencement meeting with the

designers
TESU
Undertake the audit
TESU
Write audit Report

Submit to DG & Project Manager
TESU
Discuss and agree changes with DG and

Project Manager
TESU & Project Manager together with

DG
Hold completion meeting with Project

Manager and designers
Report on action to be taken is then sent to
design team, and the DG for final approval
Project manager
Follow-up
TESU & Project Manager & Project

implementation team
Figure 2RSA Procedures (RSA Manual DOR)
The major part of the RSA methodology the principles of safety audit are described as below:
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Consideration the needs of all road users

be thorough and comprehensive
be realistic and practical
Stick to road safety aspect
Check compliance with relevant standards and guidelines
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use a team of at least two auditors
The manual contains the basic design principles for safer roads in the context of Nepal. The
auditors as well as designers should have better understanding of how to go about safer roads.
The key principles are:
Designing roads for all road users

Provide a clear & consistent message to the driver
Encouraging appropriate speeds and behaviour
Reducing conflicts
Making allowance for the bad or impaired driver
Creating a forgiving road
ROAD SAFETY NOTE 2: DESIGNING SAFE SIDE DRAINS

Side drains as major part of road cross section especially in hill road it has significant role for
overall life cycle of the road structure as well as the safety. This Safety Note describes mainly
four aspects related to the side drain.
Discharge calculation
Safety aspect
Maintenance aspect
The safety aspect of the side drain has been highlighted in the document are as:
the design of drains should be such that any vehicle which falls into them should remain
upright
it should be as little damage as possible
be capable of being easily recovered
ROAD SAFETY NOTE 5: DELINEATION MEASURES

The delineating devices give the driver visual clues as to where the road is going. They can have
great safety benefits. Road Safety Note (RSN) explains the advantages of delineation and their
types and recommendations for the proper allocation for safety. Different types of delineation
measures mentioned in the RSN are:
Centre and edge lines

Post delineator
Confidence blocks
Earth filled bitumen drums
Dimensions, spacing and other requirements on delineation measures have been elaborated in
the context of Nepal.
The application of chevron signs, reflective road studs are more popular for delineation
measures. The technical standards of chevron sign and road reflectors have been mentioned
with their installation requirement in this RSN.
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ROAD SAFETY NOTE 6: SAFETY BARRIERS

The design principle of forgiving roads is to install the appropriate barrier to prevent vehicle
from running off the road way. This Technical Note helps to determine the necessary of safety
barrier along the roads and to plan appropriate and cost-effective safety barriers as dictated by
site conditions. The warrants for safety barriers are:
To protect vehicles from falling down a slope

To protect vehicles from hitting road side object
To prevent out-of-control vehicles from crossing over the central median.
Types of barriers can be shown as:
Semi rigid barriers

Steel beam barriers
Gabion barriers
Rigid barriers
Random rubble masonry barriers
plum-concrete barriers
RCC barriers
This safety note is very import for the treatment of black spot along the project roads. This
safety note gives the idea on barrier type, specifications, installation schemes and maintenance
strategy. The cost comparison of different types of barrier is provided here in the note.
However, the cost should be revised as per the project site and as per present market price of
construction materials and labour charge.
ROAD SAFETY NOTE 7: SAFETY AT BRIDGES

The Road Safety Note-7 describes special safety measures to be applied at the bridge sites. The
`frequency of accidents is higher at bridge sites therefore it should be treated with more care
from the safety point. All the components such as bridge approach and structural elements of
bridge should be taken care. Provision of pedestrian walking, signage, marking is most
important safety aspect at bridges.
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CHAPTER 4. BASIC TOPICS FOR ROAD SAFETY INSPECTION

The following key topics relating to the road should be investigated during a RSI. The general
checklist for field observation has been developed as per the following elements of the road
section:
Function
Is the road responding to its function in the network (does it have mixed functions, are speeds
limits appropriate, are there any impacts from land use development, problems with accesses
roadside facilities and properties)?
Cross section
Is the road cross section width and separation appropriate (is the number of lanes sufficient for
the traffic using it including cycling and walking if available?), is the marking sufficient, what are
the surface conditions, are the shoulders adequate, is drainage from the road adequate, and is
the pavement in a suitable condition, what is the solution for separation of vulnerable road
users and is it adequate to the terms?
Alignment
Is the alignment consistency regarding the curve design, are sight distances adequate? Is the
existing speed limit adequate for the horizontal and vertical elements of the alignment? Are
there sufficient overtaking possibilities? Is the alignment consistent and easily recognized by
the road users? Or full of surprises for the drivers?
Special attentions need to be drawn to terrain character transition sections on the roads (flat to
hilly)
Intersections
Are intersections appropriate for the traffic volumes, level and form of traffic engineering (for
example intersection type - is there traffic signals and are they sufficient?). Can pedestrians
safely cross the road? Are there local accesses to private properties and railway crossings? Are
there sufficient space and acceleration/deceleration lanes?
Vulnerable road user needs
This topic includes the needs of pedestrians, bicyclists and powered two-wheelers. These issues
are important because of the often serious consequences of their accidents. Furthermore, it is
realistic to take account of that the number of bicyclist and powered two wheelers will be
changed (often increased) in the next years.
Traffic signing, marking and lighting
Is the signing and marking appropriate and clear, is lighting adequate or is it needed? Have
appropriate speed limits been signed appropriately (start, end, height, location)? Is prohibition
of overtaking for trucks, buses, etc. appropriately designed and located? Can the signs be clearly
recognized? Is a reduction in speed when approaching the intersection assigned to the correct
place and properly designed? Is signing logical and consistent? Do all signs and markings
correspond without any contradictions? Is the road sufficiently illuminated? Is there a need to
have illumination? Is the lighting of special situations (transition zones, changes in cross section
suitably designed?
It would be useful to use the unified and standardized approach of traffic signalling and road
marking on European road network, especially on sections which are close to state boarders, in
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order to make the travelling more homogeneous and understandable for the road users on
international routes. It is understandable that national standards could differ from each other.
Here the RSI could take account these differences and highlight the need of explanatory
information.
Roadside features and passive safety installations
This complex of questions includes the safety related question about engineering structures,
like obstacle along the road, bridges and other features and about the passive safety
installations? Are there any features within the safety zone? Are passive safety installations set
up at the required locations? Have masts, abutments, supporting walls, bridge railings etc. been
safeguarded? Are there at bridges sufficient passive safety installations, are there properly
connected with the guardrails along the road?
Public and private services, service and rest areas, public transport
How an access is performed to services such as schools, hospitals, supermarkets, restaurants
etc. RSI should also look at parking and loading facilities as well as public transport facilities e.g.
bus stops. Is there sufficient and safe space and access for passengers?
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CHAPTER 5. ROAD SAFETY ISSUES OF THE HIGHWAY

HIGHWAY ALIGNMENT:
Traffic flow rate along the Ratna-highway may be considered as the moderate. Most of the
section of the highway passes hilly terrain. At the start of the section, the Kohalpur
Intersection is located in the Terai terrain. This place is one of the major intersections on the EW Highway. The overall highway alignment of the study section of highway follows along hill
slopes climbing to the hill pass. The alignment of study section of the highway i.e from Koholpur
to Harre can be characterized as:
From Kohalpur (CH 22+000) to Hattisar (CH 35+000) is plain terrain with the
settlement. The alignment can be characterized mainly the straight alignment with rear
horizontal curves. The vertical alignment is smooth and has minimum gradient along
this part of the highway. Pedestrian safety is only the main risk along such settlements.
The highway does not have any dangerous vertical drops on the road side and other
serious road side hazards.
Hattisar (35+00) Deurali (CH 45+000) section is hilly alignment with the ascending
gradient. It has several sharp horizontal curves. The entire section of the highway is
along the forest area. Therefore, Pedestrian safety is not the issues to be considered
along the entire section of the highway. Narrow road width, sharp horizontal curve, and
dangerous vertical drops on the valley side are major concern for the safety along this
section.
From Deurali (Ch45+000) to Babai river (CH 53+000): This section is similar in the
geometric nature but with the descending gradient. Sharp horizontal curves, narrow
width, valley-side vertical drops are major safety issues for the road section. The section
of the Highway is relatively unsafe alignment. The combination of curvature and the
steep gradient makes more complication to the traffic movement. All the the rivercrossing structure are located on the curved path os the highway. It also may become
the cause of severe road accident. Therefore, bridge sites, curved sections have been
specially considered during the road safety Inspection.
From Babai river to Harre (CH 68+000): This part the highway again starts with the
ascending gradient. The entire section also has several horizontal curves with the
slightly higher gradient which is the general observation of the alignment. The major
issues for the road safety are similar as in the previous section of the highway. The road
alignment is very critical in terms of its limited visibility due to the winding geometry.
ROAD SIDE FEATURES

Road pavement elements as well as road-side structures constitute the overall physical
environment. These elements should be designed and constructed with the due consideration of
traffic safety. The pavement conditions should have of uniform geometry for better and safe
driving conditions. The road side structures such as retaining walls, road-side delineation,
cross-drainage railings, traffic signposts, side drains should be constructed after some
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clearances (clear-zone). The roadside trees and bushes should be regularly trimmed-off for the
better visibility.
ROAD CROSS-SECTION
Road cross-section is one of the importance factors for the safety. The major issue for this
Highway is the narrow road width. The carriageway is not sufficient for passing provision of
two vehicles. Therefore, the shoulder width is being converted in to the carriageway.
Furthermore, the road section at the bridge sites is critical due to the limited path for
negotiating the curve. The Figure below shows the critical width for the highway.
Figure 3 Road section with limited visibility at the Hairpin bend (CH 60+000)
POTENTIAL ACCIDENT PRONE AREA ALONG THE KOHOLPUR HARRE

During the field visit and survey consultants team conducted interactions with various
stakeholders. Traffic Police Kohalpur has provided the following information on the most
dangerous sections. Similarly, DRO, Nepalgunj has instructed to consider the critical section of
highways. Some of the hazardous Highway sections are described as below. As per the nature of
the alignment, there are various critical locations along the highway section.
Bardia National Park (BNP) Army Check-post (CH 33+000): The check post is located on the
straight part of the highway and in the forest area. All the traffic including motorcycles are
obliged to register here in the check post. It creates traffic congestions for peak hours as well as
rises the risks of incidence. The traffic calming measures are arranged by the Nepal Army
themselves. However, such check post should be specifically designed with the due
consideration of road safety. These cases are always complained by the general people and
passengers.
RSI team discussed on the road safety matters and on the traffic volume along this highway. As
per their record on the 26th March, 2015 there were 577 vehicles and 360 motorcycles recorded
at the check-post. This record does not include the government vehicles. They record vehicle
registration number, drivers name, license number, origin, destination time and type of the
freight. These traffic recording by the army could be useful for road network planning by the
DoR. Various photographs at the BNP Army Check-post are shown below.
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Figure 4 Vehicle paring on the carriageway, creates hindrances for emergency vehicles
Figure 5 Roadway width is not properly utilized
Figure 6 Traffic calming method but not properly designed
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Figure 7 RSI team with army personnel at the checkpost
Hattisar (CH 35+100 and 35+600): Alignment from 35+000 to 36+000 is relatively critical
section of the highway. Sudden curve after the down gradient has severe impact to the vehicle
movement. Past accident records has also been discussed with the length workers at the site.
Consultants team recommended the crash barriers at both sections. The pohograph is shown in
the figure below.
Figure 8 CH 35+600 curved section with vertical drop
CH 36+600 horizontal curve: The section of the highway is also abrupt curve and high vertical
drop on the road-side creates the danger for traffic movement. It has been recommended to
install the crash barriers at this section as well.
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Figure 9 CH 36+600 section with the vertical drop at the outward curve
Bridge at CH 37+500: the bridge site is located just on the middle of the horizontal curve. It creates the narrow
space for passing vehicles which may cause the accident just at the approaches of the bridge.
Figure 10 Bridge at CH 37+500
RSI team recommended the bridge approach protection and signage at the bridge.
Hairpin Bend at CH 41+200: Hairpin bend at this section has very limited visibility, which
could be improved by the clearance of some trees and some earthwork. Further more, the
section is recommended to provide the gabion barriers at the outer side of the curve.
Bridge at CH 42+800: it has also bridge at the curve which is to improve as typical bridge
safety measures. The site is shown in the Figure below.
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Bridges at CH 45+600 and CH 45+700: These two bridges are located on the curved path of
the highway alignment. Bridge protection measures are recommended for both bridges.
Landslide section of the highway CH 46+800: Unstable hill slope and debris and rock fall is
the very frequent and chronic problem for this highway. Before thinking on the safety measures
this section should be stabilized by the vegetation as well as slope protecting structures.
However, this area should have warning signage on the both approaches.
Curve at CH 47+000: The section has retaining walls on the vertical drop on the valley-side of
the highway. The parapet blocks are not enough to protect the erring vehicle. It is recommended
to install gabion walls on the valley side and make some clearances (tree as well as bush
cuttings) for enhancing the visibility on the hill-side of the highway.
Figure 12 Curve at CH 47+000
Bridge at CH 50+700: The Bridge is also located on the hill-side curve. However, this bridge
site is relatively easy approaches and roadway width. After the bridge the road cross section is
on the box cutting. There is the main safety problem on the visibility. The high box cutting types
of the section is located on the fragile hill slopes. RSI team recommends that the right-side
should be cleared to enhance visibility. The bridge is shown in the Figure below:
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Bridge at CH 52+000: The bridge is located just on the horizontal curve. Deep vertical drop
both side of the bridge is creating danger for the vehicles moving at high speed. The typical
bridge approach protection work is recommended at this site.
Babai Bridge CH 53+800: The one of the long bridge along the Ratna highway is nicely
maintained in terms of railing painting and its carriageway. However, the bridge should be
protected by the typical bridge safety measures.
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Figure 15 Babai Bridge CH 53+800
Bridge at CH 54+600: this is the only bridge with the damaged railings by the road accident. As
per the discussion with the length workers there were two road accidents to damage the whole
right-side railing. The figure is shown below.
Hairpin bend at CH 58+500: the hairpin bend has limited visibility. The bend should be
improved by the extra widening at the curve as well as clearing the bushes and earth masses at
the curve. The curve should be properly provided by the signage. Due to the visibility there had
been several minor accidents at the loop. There can be seen the memory of the person killed by
road accident in the photograph below.
Figure 17 Hairpin bend at CH 58+500

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Figure 18 The memory of the road accident victim at the Hairpin bend (CH 58+500)
Steeper gradient at CH 68+000 and curved section: the straight potion with the steeper
gradient may cause the accident on the road. There is a monument on the memory of the road
accident victim as in the figure shown below:
Figure 19 Accident site at CH 68+000
RSI team recommends the delineation and gabion barriers as well as proper signage for the
safety improvement along this section.
RESIDETIAL SETTLEMENTS AND MINOR ROAD CROSSINGS

Rantna Highway from the CH 22+000 at Kohalpur to CH 33+000 and Chisapani Army Checkpost (BNP) has sparsely located village settlements. At some sections are some minor
intersections with village road. Road safety concerns along such area are the pedestrian safety
and visibility of curved portion during night driving. The delineation measures are
recommended by the RSI team along this section of the highway. Further more, proper signage
have been recommended in those locations. Local initiations for the road safety have been noted
down by the team. The sign post made by the villagers is shown in the figure below.
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Figure 20 Traffic Sign at the small settlement (CH 23+800)
PRIORITIZED AND ACCIDENT LOCATIONS ALONG THE KOHOLPUR - HARRE

RAI team after the field observation decided the very urgent locations to be improved for road
safety these locations and typical safety measures have been mentioned in the Annex III. These
locations are as:
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Road signage: most of the critical locations are provided with the traffic signs. However,
the signs such as Chevron Sign, Bridge name plate, Narrow Bridge signs have been
recommended by the RSI team.
Road safety issues related to the Bridge sites are taken into the first priority to be
improved along the study section of highway. The details of the typical road safety
measures at bridge sites are given in the ANNEX IV.
Delineation measures: the study road section has several sections to be improved for the
proper delineation for night as well as day time driving. The details are shown in the
ANNEX III.
Sharp curves to be improved for visibility: These locations along the study highway are
relatively lower in number. These sections are shown in the Annex III of the report.
Village Settlements: road safety issues along the road-side settlements are
recommended to implement on the phase wise.
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CHAPTER 6. ROAD SAFETY RECOMMENDATIONS

The Road Safety Audit of the study road concludes with the recommendations of road safety
measures based on the various issues as mentioned in the above chapters. RSI team has
proposed various road safety countermeasures depending upon the site conditions and traffic
characteristics. All the recommendations have been referred to the Chainage system of the
Highway. Highway address is useful in terms of Chainage for its implementation. However, onsite implementation should be guided by the engineer during the field installation of the
measures.
SAFETY AT BRIDGE AND CULVERT

In general, bridges and culvert have restriction on the width. This creates the possibility of
conflicting situation between opposite vehicle, vehicle and pedestrians. Moreover, the location
of bridges and culverts at the horizontal curve, are very prone to the accident. The typical safety
at bridges recommended in this study is as:
Approach protection of bridge using crash barriers (gabion or steel beam barriers):
Most of the bridges along the Highway section have been protected with the construction of
gabion barriers. However, most of them have been damaged and are needed to be repaired.
Similarly, in some places the layout is not proper for these barriers. Therefore, the Road Safety
Audit team suggested to repair reconstruct of these barriers. The typical layout of the bridge
site safety is given in the figure below.
.
Figure 21 Typical safety at bridge site
Bridge/culvert railing:
Well maintained railing of bridge/culvert is valid prerequisite for road safety. Bridge
Railings along the Ratna Highway from Koholpur to Harre have been found firmly painted
and maintained in many places. Only one bridge railing has been damaged by the road
accident at CH 54+600. However, after having more traffic volume and night time driving in
future there would be possibility of many accidents at those bridge sites. Therefore, bridge
site safety should be promptly started.
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Marking and delineation:
Pavement marking may guide the drivers along the bridge axis. The barrier line along the
bridge and is extension beyond the bridge length would be helpful for channelizing the
traffic flow and it would avert collision. Delineator Post with reflector unit would guide the
drivers during night driving.
Painting/marking of Kerb:
The kerb provides the barrier to the pedestrian walkway on the bridges. However, it may
create hazard to the vehicle if it is not visible from the safe distance. Therefore, all kerbs
should be painted with the Black and white inclined strips for the whole length. Especially
the end sections of the kerb should be clearly visible from the safe distance.
Speed reduction at bridge site
Most of the bridges are located on the horizontal curve with the restricted visibility.
Therefore speed reduction measures are very effective safety action. The speed can be
reduced by installation of warning sign before reaching to the bridge approaches. Further
construction of rumble strip is also effective measures for the reduction of speed.
Rumble Strips: are a proactive safety measures to prevent road accidents. Primarily they are
used to alert drivers who are drifted out of the travel lane. Rumble strips work by producing
audible rumbling along with noticeable vibration when a vehicles tire rolls over the strips,
improving the opportunity for a safe recovery.
The rumble strips to be provided on the audited roads span over the whole pavement width.
These are 25 mm thick elliptical strips of asphalt at 200 mm interval. The strips are provided in
sets of 15 strips.
Construction method: 50 mm thick and 200 mm wide planks are laid flat across the pavement at
50 mm interval. Hot and dense bituminous pre-mix is poured brimming into the gaps between
the wooden blocks and is hand tamped. Next the wooden blocks are removed and the strips of
the pre-mix are further compressed to shape. When the strips are a bit cooler, the set of strips is
rolled with a 1MT roller. The process is repeated to create a set of 15 strips. Another set is
created at 25 m distance is required.
Bridge name plate: it is informative sign for the driver with the span length it provides
the name of the river or bridge.
Narrow bridge sign: if the roadway is relatively narrower than usual width, the sign of
narrow bridge is installed before the bridge approach.
Bridge nameplate: All bridges should have the name of the stream and the span length.
VISIBILITY AT NIGHT
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Cats' eye (Road):

Cats' eye (Road) is the reflective marking specially for night time driving. The cat's eye is
a retro-reflective safety device used in road marking and was the first of a range of
raised pavement markers. It consists (in its original form) of two pairs of reflective glass
spheres set into a rubber dome, mounted in a cast-iron housing. This is the kind that
marks the centre of the road, with one pair of cat's eyes showing in each direction. A
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single-ended form has become widely used in other colours at road margins and as lane
dividers.
Bridge/culvert railing/object marking:
The bridge/culvert railings are functioning in two ways: first as the delineation of traffic
movement and second in the case of any incident they protect vehicle from falling down
into the river. Therefore, they should have distinctive visible surface in the
surroundings.
SAFETY AT THE SETTLEMENT:

Road side ettlements along the Ratna Highway are village type settlements. These settlements
must be considered for pedestrian safety by providing proper signage and by the construction
of footpath as well as bus-stops. At the densely populated areas pedestrian crossing facility with
the proper signage should be maintained. Typical safety at settlement is given in the figure
below.
Figure 22 Typical safety at settlement
Construction of bus bay/parking lane:
Vehicle standing on the carriageway is one of the major causes of the accident along the
highway settlement. It may obstruct the vision of both pedestrian and another moving
vehicle. Therefore, bus-bay should be constructed along the highway settlement. The size
(length and width) depends upon the settlement size and traffic volume. The road should be
widened at least three meter along the settlement length for the purpose of parking lane
cum bus-bay purpose.
Figure 23Typical Cross-section of highway /settlement
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Construction of footpath:
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It is the most effective way of protecting the pedestrian moving parallel to the highway
alignment. The sharing of carriageway between pedestrian and vehicular traffic is alarming
regarding traffic safety. Therefore, depending upon the traffic flow and pedestrian
concentration separate footpath should be recommended in this study. The footpath should
have raised level separated by the kerb stone.
Rumble strips:
Construction of rumble strip is aimed at the reducing the speed by alerting the driving
approaching to the settlement area. Furthermore, it would warn the drivers for careful
driving.
Covering the side drains:
Open side drains create hazard to the vehicle as well as pedestrian movement. The limited
road width can be widened by covering the open channel shaped side drains. It may give
more space to the vehicular traffic or walking space for pedestrian.
Marking and signage:
Pavement marking with barrier line and proper sign is recommended for the typical safety
along the built-up area along the highway section. Each settlement should have the speed
reduction sign.
CREATING FORGIVING ROADS

Most of the road accidents along hilly terrain are of roadway run-off type. The single vehicle
accident is very severe for the highways in Nepal. RTA accident statistics show that most of the
dangerous accidents happen after the vehicle roadway run-off type of accident in hilly roads in
the country. The principle of safety road design should incorporate the forgiving section of
highway. Any drivers loosing the vehicle control after avoiding the collision or during the overspeeding should have the last chance of retaining this vehicle with the minimum effect to any
crash barriers. RSI team recommends the following suitable barrier types along the KaohalpurHarre Section of Ratna Highway.
Gabion barrier:
Gabion barriers are very effective and at the same time are economic, easy to construct and
maintain. However they do not look neat and modem like other types. Gabion safety barriers are
useful against all roadway run-off type accidents. These barriers have been tested and proved to
be effective in stopping large vehicles, including loaded trucks. However as they only 'give' on
impact but do not redirect the impacting vehicle, there can be a lot of damage to the vehicle and
occupants if it is travelling very fast. At the sharp curved section of the road, gabion barrier is
recommended for safety. However, the space for the placement of gabion section should have
sufficient and it should have good anchorage with the ground.
Stone masonry confidence block/wall:
The most of the sections with the Retaining wall on the valley side has been provided with the
stone masonry parapet blocks. These blocks are functioning as the barrier, confidence or
delineating measures. However, the structurally these blocks are not capable to withstand
vehicle hit. Therefore, most of the existing parapet blocks have been damaged due to the vehicle
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hit. Therefore, depending upon the availability of the budget, these blocks should be replaced by
the steel beam crash barrier.
Steel beam crash barrier:
This is the most common and modern type of barrier used for the protection of vehicle from
rolling down or throwing away the carriageway. The major objective of such types of barrier is
to reduce the severity of any accident. It works by resolving the kinetic energy possessed by an
impacting vehicle into components in three dimensions: vertical, parallel to the rail and
perpendicular to the rail. The perpendicular and vertical components are dissipated through
bending and crushing of various parts of the vehicle, the beam, plus the support posts and the
ground in which they are standing. It is a fairly sophisticated system and the design,
manufacture and installation should be left to specialists with the necessary skills and
experience. If not properly designed and installed the barrier may be ineffective or even
hazardous.
FIELD RSI OBSERVATION AND PROPOSED SAFETY MEASURES

The Road safety issues along the project road and their preliminary proposals for the safety
have been provided in the annex of this report.
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CHAPTER 7. BILL OF QUANTITY AND PRIORITY FOR

IMPLEMENTATION
The Road safety Audit has finalized the total quantity of the road safety measures as given in the
table below. The implementation of these measures depends upon the resource availability and
severity of the location. The recommended traffic safety measures have been assumed as the
ultimate for the present level of traffic and expected level of vehicle performances and existing
technologies. Moreover, road safety level should be assessed before and after implementation of
some measures. Given the limited resources and time constraint of the implementation they can
be prioritized on the following criteria.
Checking and correction of existing location and orientation of all road signs.
Maintaining the existing delineation posts and erecting the proposed delineators.
Repair/maintenance of existing parapet blocks on the curved section of the road.
Confirm the night visibility by the installation of cat's eye or reflector marking.
The places where the past accidents were occurred should be treated by the installation
of crash barriers.
Potential critical locations (sharp curves, culverts without barriers/railings) should be
treated by the construction of gabion barrier or steel beam crash barrier.
Safety at bridges should be done as per the typical design mentioned above.
Replacement of old parapet blocks on the top of retaining walls by steel beam crash
barrier.
There are many narrow culverts without railing should be treated by installation of
railings or barriers.
Widening the paved surface along the settlement areas for parking and passing vehicles:
construction of bus bay; construction of footpath and cover the drainage etc.
The road alignment at critical locations such as should be improved in the long term
plan. These works are aimed at the alignment correction by nose cut at the curved
section.
Summary of bill of quantities is shown in the table below.
Appendix VI: Summary of Quantities

S/N Particulars
General Road Safety measures
2
Gabion barrier, m
3
Steel beam crash barrier, m
4
Delineator posts
Bridge safety measures
Gabion crash barrier at approaches (1x1
meter section)
4
Steel crash barrier at approaches
5
Railing construction
6
Railing Repairing
7
Kerb marking (B43)
8
Railing Paintng
9
10 Barrier line marking (F6)
11 Lane line marking (F5)
12 Hazard line marking (F&)
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Unit Quantity
m
m
m
Remarks
1370.00
180.00
3950.00
R-m
R-m
R-m
R-m
R-m
R-m
R-m
R-m
R-m
560.00
276.00
20.00
46.00
1336.00
1336.00
1930.00
0.00
1080.00
Road & Traffic Unit
Appendix VI: Summary of Quantities

S/N Particulars
13 Edge marking (F9)
14 Bridge name plate Sign (C29)
15 Narrow bridge (B35)
16 Rumble strip
17 Speed limit sign (A22)
Delineator posts: As per side condition
18 Spacing of 3-5m
General traffic Signs
32 Traffic Sign Right turn (B-10)
33 Hairpin bend (B-11)
34 Traffic Sign S-curve (Right)
35 Traffic Sign S-curve (Left)
Side road sign (B3)
36 Traffic Sign Chevron (single) B-13/1
37 Traffic Sign Chevron (Large 3) B-13/3
Pavement marking
38 Barrier line marking (F6)
39 Lane line marking (F5)
40 Hazard line marking (F&)
41 Edge marking (F9)
Unit Quantity
R-m
nos.
nos.
R-m
nos.
R-m
Remarks
6060.00
34.00
26.00
0.00
2.00
0.00
Nos.
Nos.
Nos.
Nos.
nos.
Nos.
Nos.
102.00
8.00
2.00
2.00
8.00
2.00
16.00
R-m
R-m
R-m
R-m
1930.00
43990.00
1080.00
6060.00
Note:
The quantity calculated above is the total needed for the Road safety
Delineator post number is obtained by dividing the length by the spacing
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CHAPTER 8. CONCLUSIONS AND RECOMMENDATIONS

CONCLUSIONS
Road Safety Audit as well as Road Safety Inspection is the regular activities for the betterment of
road safety situation. Moreover, it unveils the safety deficiencies along with the consideration of
all road users. This study at the stage of final reporting has come to the following conclusions:
The existing traffic safety measures and performance:
Roadway width od the highway was found very critical for the freely passing of two
vehicles. It creates the traffic hazards as well as severe accidents. The initiations by DRO
Nepalgunj the strengthening of shoulders will be only the temporary solutions. In long
term, Highway should be upgraded by the construction of at least two lane road of
minimum seven meter width.
Most of the places traffic signs are found properly maintained. However, the numbers
are insufficient. Traffic sign erection task should be properly monitored for the correct
position. The inaccurately installed traffic sign convey the wrong information to the
driver creating the traffic hazards. Old and incorrect signs should be removed. Location
and orientation of all the signs should be checked and corrected as per the Traffic Sign
Manual.
The accident sites found during the field observation were due to the poor visibility at
the curved section of the road. Therefore visibility improvement should be considered
for annual maintenance of the road.
Severe curves along the alignment have been identified and should be properly dealt
with the recommended safety measures.
Village settlements are found not severe places along this section of highway. Because
most of the highway passes through the BNP.
Safety at bridges could be improved by repairing or placing the crash barriers at the
bridge approaches.
Additional safety recommendations as mentioned in the study can be implemented on
priority and available resources based.
RECOMMENDATIONS
On the basis of above RSA process consultant cam to the following recommendations:
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In long term, Ratna highway must be upgraded into two lane highway. It would be safer
for increasing traffic in the future.
The RSA followed by road safety inspection (RSI) should be carried out on a regular
interval (every two to three years) to address road safety related issues;
At the location of sharp-curves where proper sight-distance/visibility cannot be
achieved due to hard-rocks or other terrain constraints, the pavement should be widen
at the curve to minimize heads-on collision. In addition, reflective tape/painting should
be introduced at this location to improve the night-time visibility.
The installation of road safety measures should be carried out under the close super
vision of traffic expert or engineer.
In addition to engineering solution, outreach and safety education program also need to
be adapted in parallel to physical intervention to road safety.
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In addition to physical remedial actions to road safety, traffic law enforcement also
needs to be the integral part of long-term intervention to road safety. The promotion of
safety culture outside the engineering domain is anther vital part to enhance road
safety. Therefore, public awareness, educational measures and enforcement of rules
should also be taken as a part of complete road safety program.
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REFERENCES
1. Methodological guide: Road Safety Guide; France, 2009
2. Road Safety Inspection Guidelines and Checklists; Baltik Sea Region, 2012
3. Checklists for interurban Highways: Annex to Road Safety Inspection Guidelines; 2009
England
4. Road Safety Inspection Scheme Review for European Countries; 2011
5. Road Safety Inspection Guidelines; National Road Authority; Irland, 2012
6. Road Safety Inspection Manual; Aberdeen City Council, UK, 2012
7. FHWA Road Safety Audit Guidelines, US Department of Transport, Federal Highway
Administartion, 2006
8. Road Safety Audit Procedures for Projects, Guidelines, Transfund New Zealand,
November 2004
9. ADB. Road Safety Audit for Road Projects: an Operational Tool Kit, June, 2003.
10. ADB Road Safety Guidelines for Asian & Pacific Region: Guidelines for decision maker on
Road Safety Policy
11. DoR Road Safety Notes 2: Design of Safe Side Drains: November 1996
12. DoR Road Safety Notes 4: Road Safety Audit Manual, April, 1997
13. DoR Road Safety Notes 5: Delineation measures, MArch, 1997
14. DoR Road Safety Notes 6: Safety Barriers, July 1997
15. DoR Road Safety Notes 7: Safety at Bridges, July 1997
16. DoR Traffic Sign Manual, August 1997
17. TRL Over Seas Road Note 17, Road Safety Education in Developing Countries, Guidelines
for Good
Page 32
Grid Consult
Road & Traffic Unit
APPENDICES
Appendix I: Checklist for on-site field study
Appendix II: Highway Plan of Project Road
Appendix III: Field RSI Observation and proposed Road Safety measures (crash
barriers)
Annex IV: Field RSI Observation and Cross drainage structures
Annex V: Field observation and Traffic Signs
Annex VI: Summary of quantity
Annex VII: Photographs
Page 33
Grid Consult
Road & Traffic Unit
Function, Operating elements and surrounding
Characteristics
Appendix 1. Checklist
On-Site Visit Check List

Project: Raod Safety Audit of Koholpur - Harre Section of Ratna Highway
No
Question
Yes/No
Is there any information available about previous RSI?
Are there any available issues from accident data?
Are there specific traffic composition characteristics to be taken into consideration (e.g. pedestrians in through road
sections)?
Are special measures required for particular groups e.g. for young people, older people, sick people, phycally
handicapped or blind people?
Is the design of the road according to its function and hierarchy in the network?
What is the road environment look like (e.g. build up areas with mixed traffic)?
Is access to abutting properties and agriculture appropriate for road safety along the inter urban section, are they
safe?
Are there any parallel ways to be used by special vehicles (like carts and farm equipment)?
Is there anywhere accumulation of road elements such as curves + hilltops + intersections etc?
10
Are there specific measures taken (e.g. traffic islands and lane shifts) at the entrance of settlements and towns? Is the
transition form a built-up to a rural road from an illuminated road appropriately designed?
11
Are speed limits required and applied in the best way? Have suitable measures been taken
to ensure that speed limits are obeyed?
to ensure that speed limits are obeyed?
for example by narrow crest curves?
12
Is overtaking sight distance in an acceptable way of the road section ensured?
13
Is slow and non motorized traffic separated from fast and heavy traffic (e.g. separate facilities)?
14
Do we realize the change of functions and characteristics early enough (orientation sight)?
100 km/h 300 m ahead
80 km/h 200 m ahead
Cross section
60 km/h 120 m ahead

15
Is stopping sight distance guaranteed along the entire section? (for 100km/h= 170 m, 80 km/h =110 m, 60 km/h=65 m,
long fall = 0%)
16
Is overtaking sight distance in an acceptable percentage (about at least 20%) of the road section ensured? (for 100
km/h 300 m ahead, for 80 km/h 200 m ahead, for 60 km/h 120 m ahead)
Is the cross section appropriate to the function?
Does the road surface provide the required grip over the long term where small radii occur?
Are there any doubts regarding the surface grip because of excess bleeding or polished components?
Is the surface even and free from grooves, ruttings, potholes?
Is the surface free from short or long waves?
Is there sufficient drainage for the road and its surrounding?
Is there sufficient superelevation in curves, long fall and diagonal fall in the case of the change of the direction of the
cross fall?
Is the cross fall in straight sections constant?
What is the medium width of the road shoulders?
10
Are there stable shoulders (like hard shoulders or gravel shoulders?
11
Are the shoulders and the carriageway at the same level?
12
Have sufficient measures been taken on cutting slopes to prevent falling material (e.g falling rock)?
13
Is stopping sight obstructed, for example by narrow crest curves?
14
Is narrowing of the carriageway required and, if so, designed in such a way to ensure traffic safety?
15
Have suitable measures been taken to ensure that speed limits are obeyed?
16
Have the needs of public transport and its users been taken into consideration?
Page 1 of 6
Comment
Characteristics
Alignment
Intersections

No
Question
17
Is slow and non motorized traffic separated from fast and heavy traffic (e.g. separate facilities)?
18
Is there a median? Does it have a safe design, e. g. safety barrier or sufficient width to prevent head on collisions?
19
Are there any bottlenecks? If so, are they properly signed?
20
Do curves with small radii have an enlarged width of the pavement?
21
Does the embankment or obstacles beside the road require passive safety intallations?
Is the existing speed limit adequate for the horizontal and vertical elements of the alignment?
Is sight obstructed, for example by safety barriers, fences, road equipment, parking areas, traffic signs,
landscaping/greenary, bridge abutments, buildings?
Is visibility in curves ensured?
Are there sufficient overtaking possibilities?
Has the uphill sector a passing lane for overtaking slow traffic?
Has the passing lane a sufficient length in order to insure that the vehicles can overtake and return safely?
Are arrester beds necessary in downhill sections (depend on the percentage of heavy truck and the gradient)?
Are there hidden dips in the vertical alignment?
Yes/No
Is the alignment consistent and easily recognized by the road users? Or full of "surprose" for drivers?
10
Are changes (surprises) indicated by transitions like signing, points of fixation?
11
Are the outside of the curves framed parallel and consistent?
12
Are the insides of curves free from side obstructions (lateral clearance)?
13
Are there optical illusions?
Are the intersections perpendicular?
Is the main direction clearly recognizable? And if so, Is the right of way clearly recognizable?
Are the movements guided clearly and easily to understand? Are traffic flows guided by marking?
Are the auxiliary lanes or tapers for left, right and Uturning movements large enough?
Is the intersection fully visible and recognizable in time from al approaches for different driver eye height cars, trucks,
motorcycles, bicycles, etc and are the required sight triangles clear?
Does the ambient lighting present any special requirements (e.g iritation for traffic signals)?
Is sight obstructed at intersections, for example by safety barriers, fences, road equipment, parking areas, traffic sign,
bridge abutments, buildings?
Are type and design of the intersections suitable for the function and traffic volume of the intersecting roads?
Is pedestrian/cyclist routing at intersections adapted to the actual conditions and clearly marked and signposted?
10
Are all approaches equipped with pedestrian and bicycle crossings?
11
Is the transition safely designed if footpaths and cycle paths end on a intersection or road or are directed cross the
roads?
12
Have suitable measures been taken to ensure that speed limits are obeyed?
13
Is a reduction in speed required in the direction of the intersection? And are there transitions for speed reductions on
the minor road?
14
Does the obligation to yield right of way need to be reinforced (e.g. using repetition)?
15
Are pedestrian crossings clearly marked? Is each section equipped with signals?
16
Are the crossings for pedestrians and bicyclists provided with low kerbs?
17
Are the type and spacing of different crossing installations coordinated ?
18
Are refuges large and wide enough for crossing pedestrians and bicyclists to stand and wait?
19
Are the islands above the level of the carriageway (curbed islands? Or only made by markings?
20
Is there a danger of underestimating speed and overstimating distance of crossing vehicles?
21
Are the islands clearly visible and of a suitable design?
Page 2 of 6
Comment
Characteristics
Round about
Traffic Signals
Service and Rest Area

No
Question
22
Are all approaches to roundabouts radial to the centre? Is the design suitable to ensure a low speed level and support
the right of way?
23
23 Is there a sufficient deflection to ensure an appropriate speed when passing the roundabout?
24
Is the central island of the round about shaped as a hill?
25
Is the through-visibility effectively stopped by the round about and the hill?
26
Is the central island of the roundabout free of fixed obstacles which could be reached by vehicles?
27
In the case of a high number of powered two wheelers: ensure the road surface an sufficient grip?
28
Is a low speed level supported by constructional measures and by way of marking?
Is the stopping line correlated with the traffic signal so that the signal can be seen?
Have any turning movements been excluded from signal control? If so, is traffic management safe?
Are traffic signals easily recognizable, are there repeating/double signals?
In areas with bicyclists: Have bicyclists' requirements been considered (e.g. foute through the intersection)?
In areas with bicyclists: Are stop lines for motorists set back for the benefit of bicyclists?
In areas with pedestrian traffic: Are all approaches equiped with pedestrian and cycle crossing?
In areas with pedestrian traffic: Are pedestrian crossings clearly constructed? Is each section equipped with signals?
Are exclusive green phases provided for pedestrians and bicyclists where necessary?
In areas with pedestrian traffic: Can pedestrians cross the road in one go? Is the green time sufficient?
10
In areas with pedestrian traffic: If there is no exclusive pedestrian phase, is a leading pedestrian interval provided?
11
In areas with pedestrian traffic: Are phase offsets required for pedestrians and bicyclists within the running cycle?
12
Are the type and spacing of different crossing installations coordinated ?
13
Are the signals are affected at dawn/dusk by direct sunlight?
14
Are advanced warnings provided for traffic signals that cannot be seen in time?
15
Have the locations for the signals been selected correctly ?
16
Does the existing road lighting lead to conflicts in recognizing the yellow indication?
17
Is access from abutting properties affected and, if necessary, included in signal control?
18
Are risks avoided for a see through effect by highlighting the nearest signal?
19
Are the traffic signals properly situated so that they can be distinguished by each particular traffic flow?
20
Are there any additional signs correlated with the traffic signals to show the direction to which that traffic signal is
referring to?
21
Is the visibility of the traffic signal ensured on a sunny day?
22
Is the stopping line correlated with the traffic signal so that the signal can be seen?
23
Are signals covered/ obstructed (e.g. by traffic signs,lighting masts, plants traffic jams?
Are service and rest areas and parking facilities on both sides of the road? In case not, are there left turn lanes?
Are there deceleration and acceleration lanes or tapers at the entrance and exit?
Is the number of the parking areas for parking for pasenger vehicles, trucks and buses sufficients?
Are the dimensions of the parking areas sufficient for prking for passenger vehicles. Trucks and buses?
Are areas for busses and passenger cars separated from the truck trafic?
Are the layout and cross section of the service or rest are appropriate for the different traffic movements? And if so Is
layout suitable in access areas to and from?
Is the layout in such a way, that vehicles are running at the appropriate speed?
Are the parking areas physically separated from the carriageway (guardrail, kerb, green area atc)?
Are there safe footpath connection to restaurants, rest rooms etc?
Yes/No
Page 3 of 6
Comment
Characteristics
Needs of Vulnerable Road Users
Needs of motocyclists

No
Question
10
Have measures been taken to ensure safe access for rescue vehicles/maintenance vehicles/fire service?
11
Are sufficient parking areas provided to minimize illegal parking on foothpaths and on the carriagway with the
corresponding preventive rest areas?
12
Is sight obstructed by parking areas or by illegally parked vehicles?
Are stops easily and safe accessible to pedestrians (combination with pedestrian crossing, crossing help,footpath
connections etc?
Are the bus stops signposted and detectable by the drivers? Is reconciliability from a longer distance guarrenteed?
Are the bus stops situated outside of the carriageway where appropriate?
Are the queuing areas for waiting passengers sufficient?
Is sight obstructed, for example by safety barriers, fences, road equipment, parking areas, traffic signs,
landscaping/greenary, bridge abutments, buildings?
In the case of bicycle pathes: Is cyclist routing safely designed in the area near public transport stops?
Is lighting required? And if so, is it appropriately desinged?
Are the pedestrian crossings located where most required by pedestrian traffic?
Have pedestrian crossings been appointed in such a way that collective use is guarrenteed and the road will not be
crossed at other points?
Is there a risk of pedestrian underpasses and bridges being bypassed? Are suitable measure in place?
Are further crossing aids required?
Are areas for waiting pedestrians and cyclists sufficient?
Are refuges large and wide enough for crossing pedestrians and bicyclists to stand and wait?
Is two-way visual contact ensured between pedestrians and motorists?
Are the pedestrian ways physically separated by kerb stones, barriers or greenery?
Are the pedestrian crossings signposted and detectable by the drivers?
11
Are the islands clearly visible and properly placed?
12
Is lighting provided where necessary?
13
Are dimensions and pavement suitable?
14
Have cyclists' requirements been considered (e.g. route across central refuges, bottlenecks)?
15
Is the visibility for motorised traffic adequate to see cyclists along the roads?
16
Are parked vehicles obstructing the visibility of the road user regarding cyclists?
17
Are points where cyclists cross intersecting roads provided with low curbstones?
18
Is right of way clearly defined at points where cyclists come into contact with eachother or with motorized traffic?
19
Is it clear to the motorist whether he is crossing a oneway or two-way cycle path?
20
Are advanced warnings in place for features that cannot be seen in time?
Are motorbikes a remarkable percentage of the traffic?
Have devices or objects that might destabilize a motorcycle been avoided on the road surface?
Is the road side clear of obstructions where motorcyclists may lean into curves?
Will warning or delineation be adequate for motorbikes?
Have barrier kerbs been avoided in high speed areas?
In areas more likely to have motorcyclists run off the road is the roadside forgiving or safety shielded?
Have appropriate speed limits been signed appropriately (start, end, height, location)?
Are there speed limitations ahead of intersections and build up areas and in through road sections?
Is the visibility of the road course assisted by edge delineation?
Is sight obstructed by the traffic or by the signs?
Yes/No
Page 4 of 6
Comment
Characteristics
Traffic signing,
Marking
Lighting

No
Question
Yes/No
Is prohibition of overtaking for trucks, buses, etc. appropriately designed and located? Are there warning sign ahead of
the intersection prohibiting overtake?
Can the signs be clearly recognized and read (size of sign)? And do the signs confirm conventions of Genava and
Vienna?
Are there more than 2 different traffic signs at one place?
Is a reduction in speed when approaching the intersection assigned to the correct place and properly designed?
10
Is signing logical and consistent? Does it show the right of way clearly?
11
Is signing for service and rest areas clear?
12
Could greenery lead to safety problems if the vegetation grows(e.g. as a result of covered road sign)?
13
Are signs located in such a way as to avoid restricting visibility from approaches or intersecting roads?
14
Are signs retro reflecting or are they illuminated at night? In day light and darkness, are signs satisfactory regarding
visibility?
15
Are the additional information panels uniform?
16
Are there misunderstanding or misguiding traffic signs or additional information panels?
17
Is readability ensured at the required distance? Are there background problems?
18
Where needed have signs been located above the carriageway?
19
Do the signs have a dimension according to the type of road?
20
Are the signs provided with protective edges?
21
Are the signs at a uniform position, compared to the pavement?
22
Are the sign masts and foundations sufficiently protected against collisions?
23
Do the traffic signs including their supports have a sufficient passive safety by: low mass? Breakway structure? Are
they beyond safety zones?
24
Do delineators have a break away structure?
Do all signs and markings correspond without any contradictions?
Are the road markings clear and recognizable?
Have old markings/signs been completely removed (phantom markings)?
Are the markings in a parallel line to the edge of the road surface?
Marking continued 5 Are the markings appropriate for the function and category of road?
Are the markings likely to be effective under all expected conditions (day, night, wet, dry, fog, rising and setting sun)?
Is the obligation to yield right of way enforced by marking according to the one enforced by signing?
Is the road sufficiently illuminated? Is there a need to have illumination?
Is the stationary lighting appropriate?
Is the lighting of special situations (transition zones, changes in cross section) suitably designed?
Does the existing road lighting lead to conflicts in recognizing the yellow indication?
Does lighting need to be changed so that crossing pedestrian are clearly visible?
Is contrast lighting required at the intersection?
Does the ambient lighting present any special requirements (e.g iritation for traffic signals)?
Can the stationary lighting cause problems in recognizing the traffic signs or alignment of the road?
Are the lighting masts situated outside of the safety zone or properly protected?
10
Is stationary lighting at intersections/service and rest areas properly situated?
Are there any features within the safety zone?
afety installations
100 km/h 9 m
80 km/h 6 m
Page 5 of 6
Comment
Road side features and passive safety installations

Characteristics
Civil Engineering Structures
Other Obstacles
Passive Safety
Installations

No
Question
Yes/No
60 km/h 3 m
2
Is there a milage system and is it proper signposted?
Is there any vegetation along the road?
Are there trees?
Are tree trunks free of scars from accidents?
Does the greenery or will the growth of greenery lead to future safety problems?
Does the greenery and type of planting preclude irritations to the road users (e.g. alignment)?
Is sight obstructed by the planting? Is good visibility ensured at the intersction?
Is visual contact motorist-pedestrian-bicyclist restricted by greenery?
10
Does vegetation protect the road from natural disasters like land slide etc?
11
Is the vegetation along the road old and could lead to safety problem?
12
Does road side vegetation guide the drivers in curves continously?
13
Does it obstruct the visibility on the road course (lateral clearance?
14
Is the vegetation monotonous? Or does it help to avoid a monotonous character of road?
Is reconcilability from a longer distance guaranteed?
Are passive safety installations set up at the required locations
Are parapets and overpasses at a safe distance from the road?
Have masts, abutments, supporting walls, bridge railings etc been safeguarded?
Are there at bridges sufficient passive safety installations, are there properly connected with guardrails along the
road?
Have cyclists' requirements been considered (e.g. separate cyclist facilities?
Is the drainage system a linear obstacle with deep ditches in the safety zone?
Are the constructions of culverts obstacle like?
Are there tunnels in the road section?
11
Is the vertical clearance of under overpasses guaranteed?
What is the distance of the road directional signing to the obstacles?
Are the light poles to be considered as an obstacle (steel, concrete construction)?
Are there unprotected supports for other cables than lighting in the obstacle-free zone?
Are traffic signs (other than road directional signs) to be considered as dangerous obstacles?
Are there unprotected advertisement boards or other fixed obstacles outside the safety zone are they avoidable or
safeguarded?
Are fixed obstacles avoidable, set up at sufficient distances or safeguarded (mast, abutments, supporting walls, bridge
railing trees etc?
Have passive safety installations been set up at the required location?
Are all road safety barriers in place and safely located so that they are not obstacles themselves?
Is the length of any guardrail adequate?
Is the guardrail correctly installed, regarding: - End treatments- anchorages - post spacing= post depth- ?
Are barriers placed so that they dont restrict visibility?
Page 6 of 6
Comment
Chainage
Legend
E
kohalpur_to_surkhet
25+000
24+000
23+000
22+000
Project: Road Safety Audit

( Kohalpur To Harre)
0.5
Kilometers
0 0.125 0.25
Chainage
Legend
E
kohalpur_to_surkhet
28+000
E 27+000
25+000

26+000
0.5
Kilometers
0 0.125 0.25
Chainage
Legend
E
kohalpur_to_surkhet
31+000
28+000
29+000

30+000
0.5
Kilometers
0 0.125 0.25
Chainage
Legend
E
kohalpur_to_surkhet
31+000

32+000
33+000
34+000
0.5
Kilometers
0 0.125 0.25
Chainage
Legend
E
kohalpur_to_surkhet
35+000

34+000
36+000
E 37+000
38+000
39+000
E 40+000
0.5
Kilometers
0 0.125 0.25
Chainage
Legend
E
kohalpur_to_surkhet
E 45+000
44+000
E 37+000
E 46+000
38+000
E
48+000
E 41+000

43+000
42+000
E 40+000
51+000
0.5
Kilometers
0 0.125 0.25
Chainage
Legend
E
kohalpur_to_surkhet
E 46+000
47+000
49+000
50+000

E
48+000
51+000
57+000
52+000
E 55+000
53+000
0.5
54+000
E 56+000
Kilometers
0 0.125 0.25
Chainage
Legend
E
kohalpur_to_surkhet
65+000
64+000
67+000
E 66+000
E
63+000
62+000
60+000

E 61+000
59+000
E
E 58+000
57+000
E 56+000
0.5
Kilometers
0 0.125 0.25
Chainage
Legend
E
kohalpur_to_surkhet
65+000
69+000
68+000

67+000
E 66+000
63+000
E70+000
62+000
71+000
72+000
0.5
Kilometers
0 0.125 0.25
Annex III: Field RSI Observation and proposed safety measures ( Koholpur to Harre)
(Note: Chainage mentioned here is the commencement of the roadside features or safety measures. Chainage and other dimensions mentioned here are tentative
only)
Chainage
Proposed safety measures
Road safety
Proposed safety
S/N
Description
Photo
RCC
Guard
issues
measures
From
Traffic sign
DP, m
Gabion
reference
barrier
Rail
1
22+000
Up to 413 Koholpur Junction
Junction
improvement
2
22+200
414 ,415
Existing delineator post
Painting of DP and
200
height increase, DP
Right side
3
23+000
418, 419 Straight Portion
DP Both Side
100
4
23+300
420, 421 Settlement area, Local intersection
DP Right side
Side Road
2
300
Right Sign
5
23+500
422
Straight Portion
DP Both side
100
200
6
23+600
423,
Culvert, Damaged railling
Bridge Railing Bridge Railling Repair ,
Maintenance and
424,425, 426
and Bridge
approach
installation of DP BS
Maintenance
7
23+800
427
Settlement area,small road one side
Sign post Placement Side Road
2
Right Sign
8
23+900
428
Culvert
9
24+000
429
KM post
10
24+100
430
Culvert
11
24+200
431
Horizental Curve
DP Both side
Turning Sign
2
200
12
24+400
433
Straight Portion
13
24+600
434, 435 School area
DP RS, Jebra Crossing
100
14
24+900
436
Chock , Settlement area
15
25+000
437
KM post
16
25+200
438 ,439 Way to Kausilanagar, Army
Jebra Crossing
Side Road
2
Training Centre near intersection
Left Sign
17
25+300
440 - 448 Road Width = 7m, Kausila Nagar (
Army training Centre)
18
25+500
449
Straight Portion
DP Both side
100
19
25+700
450, 451 Culvert
DP Both side
200
20
25+900
Up to 454 Bridge
21
26+000
455, 456 KM post, Straight Portion
DP Both side
200
22
26+300
457
Straight Portion
23
26+400
458
Settlement area
24
26+700
459-465 Jethi Nala Bridge, No effective DP(
Jethi Nala Bridge
200
Drum type and height is also not
Railing repair, DP Both
sufficient)
side
25
27+000
466
KM post
26
27+300
467
Straight Portion
27
27+400
468
Straight Portion , Existing DP
DP Both side
100
28
27+900
469
Straight Portion
29
28+000
470
KM post
30
28+100
471
Straight Portion
DP Both side
300
31
28+400
472, 473 Culvert , Curve Starting
DP Both side
200
32
28+600
474, 475, Culvert , Horizental Curve, Existing
DP Both side
200
476
Delineator post
33
28+800
477-479 Two culerts near to each other
Turning Sign
2
Side Road
2
34
29+000
480, 481 Gaver , side road at left, Straight
Portion
Left Sign
35
29+400
482
Straight Portion
36
29+600
Straight Portion
483
37
29+800
484
Straight Portion
Straight Portion, Existing both side
38
29+900
DP
DP Both side
200
485
39
30+000
486
KM post
40
30+200
487
Naubasta chock
41
30+400
488
Culvert
Bridge width = 7m, Chyama (Ratna
42
30+700
Rajmarg), Settlement area
489-498
43
30+800
44
45
499, 500
Public Veri yatayat committee

Checking Counter
501
KM post , Curve Starting with

Delineator post
Shoulder Repair
31+000
31+200
502-504
46
31+300
47
31+500
48
49
50
51
52
53
31+600
31+800
32+000
32+200
32+400
32+600
505
506
507, 508
509
510
511
512
513
Mankhola Bridge
Sufficient bridge
approach required
Culvert
Settlement area
Nepalgunj Medical College Chock
Chock improvement
KM post
Straight Portion
Straight Portion
Check post sign
Page 1 of 4
only)
Chainage
Road safety
Proposed safety
S/N
Description
Photo
RCC
Guard
issues
measures
From
Traffic sign
DP, m
Gabion
reference
barrier
Rail
Separate Check post
54
32+900
Stop should be
designed and
implemented.
Check post(Chisapani post)
55
33+300
DP Both side
200
527
Straight Portion
56
33+600
528
Straight Portion
57
33+800
529
Straight Portion
58
34+000
530
KM Post
59
34+300
531
Straight Portion
Curve Start , Existing Delineated
Painting of DP and
60
34+900
post
reduce spacing
Chevron Sign
1
532
Pavement width= 6m, 4m+ 1m
Gabion barrier at outer
61
35+000
edge
40
534-536 shoulder
62
35+100
DP Right side.
Chevron Sign
1
100
537
Hattisar , Curve Start
Sufficient Parapet wall
63
35+200
height above pavement
Straight portion , Existing Parapet
should maintainted
538, 539 wall
64
35+600
Existing Parapet wall , Straight area
Gabion barrier
30
541
20
65
35+700
Chevron Sign
1
542
Curve
66
35+800
Turning Sign
2
Curve
Gabion barrier at right
67
35+900
side
544
Curve , Existing Parapet wall
20
68
36+000
Turning Sign
2
545
KM post
69
36+200
Culvert , Existing Parapet wall
546
70
36+600
547
71
36+800
548
Straight Portion
72
37+000
Straight portion, Culvert , KM Post
Chevron Sign
1
549
Culvert, Bridge, No any bridge
Bridge approach should
73
be constructed
Chevron Sign
1
37+500
Up to 553 approach
74
37+700
554
Existing DP at large spacing
75
38+000
555
Straight portion , KM post
76
38+300
556, 557 Straight - Curve
Chrevron
77
38+700
Sign RS
1
558
Curve
78
39+000
559
KM post
79
39+200
Turning Sign
2
560
Curve
80
39+300
Turning Sign
2
561
Curve
81
39+600
562
82
39+900
563
83
40+000
84
40+300
Turning Sign
2
Curve
85
40+500
Turning Sign
2
86
40+600
Turning Sign
2
Gabion Barrier at outer
87
40+900
edge
565
Curve
50
88
41+000
566
straight portion
Gabion Barrier at right Hair pin
89
41+200
side
bend sign
2
568
Hairpin bend
30
90
41+500
570
Curve
91
41+700
571
Curve
92
41+900
Turning Sign
2
572
Straight-Curve
93
42+000
Curve
94
42+200
Curve
42+300
S-Curve sign
2
S-Curve
95
42+400
573
Culvert
Gabion Barrier at Left
96
42+500
side
574
Curve
200
97
42+800
be constructed on both
side
Chevron Sign
2
575, 576 Bridge, No bridge approaches
98
43+200
DP Left side
Turning Sign
2
100
577
Curve
99
43+400
Turning Sign
2
100
43+700
DP Left side
100
101
44+000
Turning Sign
2
578
KM post
102
44+300
Turning Sign
2
580
Straight Portion
103
44+600
Curve , Deurali ( Bardiya Start)
Turning Sign
2
581
104
44+900
583
Culvert
105
45+000
584
KM post
106
45+300
Gabion barrier
Turning Sign
2
Curve
30
45+500
Turning Sign
2
107
45+600
Painting of DP
Turning Sign
2
585-587
Curve, Existing DP
108
45+700
side
Chevron Sign
1
588
Bridge
109
46+000
Turning Sign
2
Page 2 of 4
only)
Chainage
Road safety
Proposed safety
S/N
Description
Photo
RCC
Guard
issues
measures
From
Traffic sign
DP, m
Gabion
reference
barrier
Rail
110
46+050
Gabion barrier
Turning Sign
2
Curve, Existing DP
30
111
46+100
Gabion barrier
Chevron Sign
1
591
Curve
20
112
46+300
Turning Sign
2
592
Curve
113
46+600
Gabion barrier
593
Landslide area
20
46+950
Turning Sign
2
Curve
114
46+800
594 , 595 Landslide area
115
47+000
Crash barrier
40
596 , 597 Curve, KP post
116
47+100
Crash barrier,
117
47+400
Delineator post
Turning Sign
2
100
40
118
47+400
Turning Sign
2
Curve
119
47+700
Painting of DP
601
Existing DP
120
47+800
121
48+100
side
602, 603 Bridge , Jogi khola
122
48+400
Turning Sign
2
Curve ,Box Cut
123
48+500
604
124
48+600
Turning sign
2
608
125
49+000
Turning sign
2
609
Curve
126
49+300
610
Curve
49+400
Turning sign
2
Curve
127
49+500
Curve
128
49+700
Chevron Sign
1
Curve
129
49+900
Turning Sign
2
130
50+100
Gabion Barrier
Turning Sign
2
Curve
40
131
50+300
Repair Parapet Gabion Barrier
Curve
20
132
50+400
50
133
50+450
50
134
50+500
S-Curve sign
2
611
S-Curve
135
50+700
be constructed on both Turning Sign
2
side
613, 614 Bridge, Kyuban khola
136
51+000
616
137
51+100
Gabion Barrier
20
138
51+150
Gabion Barrier
20
139
51+400
Gabion Barrier
Curve
40
140
51+500
Turning Sign
2
Curve
141
51+600
Gabion Barrier
Chevron Sign
1
Curve
30
142
51+900
Turning Sign
2
Curve
143
52+000
side
618, 619 Bridge , KM post, Rato mate khola
144
52+100
105433
Chevron Sign
1
Curve , landslide area
145
52+200
105616
Curve
146
52+400
Turning Sign
2
105943
Curve
147
52+600 110014, 110025Bridge, Mauri khola
Bridge approaches
Turning Sign
2
148
52+900
Gabion Barrier
30
Curve , Babai Ratna Rajmarg Sign
149
53+000
post
110136
53+200
Curve
Turning Sign
2
150
53+400 110144, 110314Babai Bazzar
151
53+500
113104
Branch Bridge
113228,
152
53+600
113404,
113406
Babai Bridge
153
54+000
Km post
154
54+300
Turning Sign
2
Curve
54+500
Turning Sign
2
Curve
155
54+800
Parapet height above
Culvert , Low height Parapet
pavement should be
Turning Sign
2
sufficient
156
54+900
Gabion barrier
30
157
55+500
4
photos(1138
Railling repair and
Bridge, Raillings are damaged and
52, 113922,
contruction of bridge
no existing bridge approaches
114041,
approaches.
114042)
158
56+000
1144333,
114406,
114408,
114431
Landslide area
Page 3 of 4
only)
Chainage
Road safety
Proposed safety
S/N
Description
Photo
RCC
Guard
issues
measures
From
Traffic sign
DP, m
Gabion
reference
barrier
Rail
159
56+050 3 Photos(
114438,
114439,
114442)
Bridge, Curve, Thulo kakkare khola
Bridge approaches
160
57+000
115223
Km post
161
57+500
Curve
Gabion barrier at left
162
57+900
side
Curve
20
163
58+000
115522
Curve Start
Curve Portion , Existing DP not in
DP with Proper size and
164
58+200
proper size and spacing
specing
115649
Hairpin bend
165
58+500
sign
2
115656
Hairpin bend
166
58+600
115826
Death spot( Accident Spot)
167
58+800
Crash barrier
30
115850
Existing Parapet
Gabion barrier and DP
168
59+000
Both side.
100
50
Straight portion
Hairpin Bend
169
59+900
sign
2
Hairpin bend
170
60+000
Hairpin bend
171
61+000
621, 622 Curve
172
61+700
623
Straight portion
173
61+900
side
624-626 Bridge , No bridge approaches
174
62+000
627
KM post
175
62+050
Turning Sign
2
Existing Parapet , Curve
176
62+500
Curve , Bridge , No bridge
side
628, 629 approaches, Dharbas khola
177
62+700
630
178
63+000
631
179
64+000
633
KM post
180
64+300
Turning sign
2
Curve
Hairpin Bend
181
64+600
sign
2
635
Hairpin bend
182
65+000
Gabion barrier
Hairpin bend
30
183
65+500
Delineator post
100
Curve
184
65+900
Gabion barrier
Turning Sign
2
636
Curve
30
185
66+000
Landslide area, KM post
186
66+300
637
Straight portion , DP BS
187
66+600
Gabion barrier
Curve area
80
188
66+700
Gabion barrier
Curve Portion
70
189
66+900
Gabion barrier
638
Curve Portion
400
190
67+000
KM post
191
67+500
639
192
67+900
Delineator post
150
193
68+000
Km Post , Accident Area
194
68+300
Curve area
195
68+600
Crash barrier
Turning Sign
2
40
Curve
196
68+800
Harre Check Post
197
69+000
640
KM post
Total
3950
180
1370
Page 4 of 4
Railing Repairing
Kerb marking (B43)
Railing Paintng
Barrier line marking (F6)
Lane line marking (F5)
Hazard line marking (F7)
R-m
Rumble strip (Set)
Speed limit sign (A22)
Delineator posts: As per

side condition Spacing of 35m
13
14
15
R-m
nos.
R-m
nos.
Narrow bridge (B35)
12
R-m
Edge marking (F9)
Bridge name plate Sign (C29) nos.
11
R-m
R-m
R-m
R-m
R-m
R-m
10
320
60
100
22
22
R-m
R-m
24
Bridge Length
Gabion crash barrier at

approaches (1x1 meter
section)
Steel crash barrier at
approaches
11
Unit
Itta Nala
Bridge(25+900)
Particulars
S/N
Jethi Nala Bridge

(26+700()
0
320
60
100
0.0
22.0
22.0
0.0
0.0
0.0
24.0
11
320
60
100
0.0
0.0
0.0
48.0
320
60
100
0.0
120.0
120.0
60
Mankhola Bridge
(31+200)
Page 1 of 2
0.0
52.0
52.0
26.0
0.0
0.0
24.0
Chayma khola
Bridge(30+700)
26
320
60
100
0.0
52.0
52.0
0.0
0.0
24.0
24.0
Man khola
Hattisar(37+500)
26
320
60
0.0
40.0
40.0
0.0
0.0
24.0
24.0
100
20
Bridge (42+800)
15
Man Bridge 2 (45+700)

0
320
60
100
Appendix IV: Road safety counter measures at Bridges and Culverts

Koholpur - Harre Section of Ratna Highway
0.0
0.00
30.0
30.0
0.0
0.0
0.0
48.0
Bridge (45+700)
0
320
60
100
32
0.0
0.00
64.0
64.0
0.0
0.0
24.0
24.0
Jogi khola Bridge

(48+100)
0
320
60
0.0
0.00
100
46.0
46.0
0.0
0.0
0.0
24.0
23
0.0
320
60
0.00
100
48.0
48.0
0.0
0.0
24.0
24.0
23
Thado khola Bridge

(50+700)
Railing Repairing
Kerb marking (B43)
Railing Paintng
Hazard line marking (F7)
Rumble strip (Set)
Delineator posts: As per

side condition Spacing of 35m
13
14
15
R-m
nos.
R-m
nos.
Narrow bridge (B35)
12
R-m
Edge marking (F9)
Bridge name plate Sign (C29) nos.
11
R-m
R-m
R-m
R-m
R-m
R-m
R-m
R-m
10
R-m
Bridge Length
Gabion crash barrier at

approaches (1x1 meter
section)
Steel crash barrier at
approaches
Unit
Particulars
S/N
Ratmare khola
(52+000)
0
320
60
0.0
0.00
100
42.0
42.0
0.0
0.0
24.0
24.0
21
0.0
0.00
320
60
100
46.0
46.0
0.0
0.0
0.0
48.0
Mauri Khola Bridge

(52+600)
23
48.0
48.0
0
0
580
60
0.0
0.00
230
446.0
446.0
0.0
0.0
30.0
30.0
223
Babai Bridge (53+600)
Page 2 of 2
0.0
0.00
320
60
0.0
0.0
0.0
48.0
100
24
Sabanga khola
(53+500)
Quantity
Bridge (54+600)
0
360
60
0.0
0.00
100
40.0
40.0
20.0
20.0
24.0
24.0
20
Sano khahare Khola

Bridge (55+500)
0
320
60
0.0
0.00
100
50.0
50.0
0.0
0.0
24.0
24.0
25
92.0
92.0
0.0
0.00
320
60
0.0
0.0
30.0
24.0
100
46
Dry Khola Bridge

(56+050)
Appendix IV: Road safety counter measures at Bridges and Culverts

Koholpur - Harre Section of Ratna Highway
brideg (61+900)
44.0
44.0
0.0
0.00
320
60
0.0
0.0
24.0
30.0
100
22
0.0
0.00
320
60
100
54.0
54.0
0.0
0.0
24.0
20.0
Dharbas Khola Bridge

(62+500)
27
0.0
2.0
0.0
26.0
34.0
6060.0
1080.0
0.0
1930.0
1336.0
1336.0
46.0
20.0
276.0
560.0
678
Total Qty.
Annex V: Field RSI Ratna Highway ( Koholpur to Harre)
Chainage
23+300
23+800
24+200
25+200
28+800
29+000
Description
(Traffic Signs)
B-10
B11
B12
B13
B3
Right Left Right Left Right Left Single Tripple Right Left
Settlement
2
2
Settlement
Curve
Way to Kausilanagar,
Army Training
Centre near
intersection
Curve
Gaver , side road at
left, Straight Portion
2
1
34+900
35+100
35+700
35+800
37+000
37+500
38+700
39+200
39+300
40+300
40+500
40+600
41+200
41+900
42+300
42+800
43+200
43+400
44+000
44+300
44+600
45+300
45+500
45+600
45+750
46+000
46+100
46+300
46+500
46+950
47+400
48+400
48+600
49+000
Curve Start , Existing

Delineated post
Curve
Curve
Curve
Culvert , KM Post
Bridge, No any
bridge approach
Curve
Curve
Curve
Curve
Curve
Curve
Hairpin bend
Curve
1
1
1
1
1
1
1
1
1
1
1
S- curve
Curve
1
1
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve, Existing DP
Curve
Curve
Landslide area
Curve
Curve
Curve
Curve
Curve
1
1
1
1
Page 1 of 2
Annex V: Field RSI Ratna Highway ( Koholpur to Harre)
49+400
49+700
49+900
50+100
50+500
50+700
51+500
51+600
51+900
52+100
52+400
52+700
53+200
53+300
54+300
54+500
54+800
55+100
57+000
58+200
58+500
58+800
59+700
59+900
60+900
61+800
62+050
62+500
62+800
62+850
64+300
65+000
65+800
67+000
68+500
68+800
Curve
Curve( Chevron
sign)
Curve
Curve
S- curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Hairpin bend
Curve
Curve
Hairpin bend
Curve
Curve
Curve
Curve
Curve
Curve
Curve
Hairpin bend
Curve
Curve
Curve
Curve
Total
(Traffic Signs)
1B-101
B11
B12
B13
1
B3
2
1
1
1
1
1
51
51
Page 2 of 2
16
Annex VI: Summary of Quantities

S/N
Particulars
2
Gabion barrier, m
3
Steel beam crash barrier, m
4
Delineator posts
Bridge safety measures
Gabion crash barrier at approaches (1x1
4
meter section)
5
Steel crash barrier at approaches
6
7
Railing Repairing
8
Kerb marking (B43)
9
Railing Paintng
10
11
12
Hazard line marking (F&)
13
Edge marking (F9)
14
Bridge name plate Sign (C29)
15
Narrow bridge (B35)
16
Rumble strip
17
Delineator posts: As per side condition
18
Spacing of 3-5m
General traffic Signs
32
Traffic Sign Right turn (B-10)
33
Hairpin bend (B-11)
34
Traffic Sign S-curve (Right)
35
Traffic Sign S-curve (Left)
Side road sign (B3)
36
Traffic Sign Chevron (single) B-13/1
37
Traffic Sign Chevron (Large 3) B-13/3
Pavement marking
38
39
40
Hazard line marking (F&)
41
Edge marking (F9)
Unit Quantity Remarks

m
m
m
1370.00
180.00
3950.00
R-m
R-m
R-m
R-m
R-m
R-m
R-m
R-m
R-m
R-m
nos.
nos.
R-m
nos.
R-m
560.00
276.00
20.00
46.00
1336.00
1336.00
1930.00
0.00
1080.00
6060.00
34.00
26.00
0.00
2.00
0.00
Nos.
Nos.
Nos.
Nos.
nos.
Nos.
Nos.
102.00
8.00
2.00
2.00
8.00
2.00
16.00
R-m 1930.00
R-m 43990.00
R-m 1080.00
R-m 6060.00
Note:
The quantity calculated above is the total needed for the Road safety
Delineator post number is obtained by dividing the length by the spacing
Photographs 1
Annex VII
Photographs (Kohalpur to Harre)
Photographs 2
Annex VII
Photographs 3
Annex VII
Photographs 4
Annex VII
Photographs 5
Annex VII
Photographs 6
Annex VII
Photographs 7
Annex VII
Photographs 8
Annex VII
Photographs 9
Annex VII
Photographs
10
Annex VII
Photographs
11
Annex VII
Photographs
12
Annex VII
Photographs
13
Annex VII
Photographs
14
Annex VII
Photographs
15
Annex VII
Photographs
16
Annex VII
Photographs
17
Annex VII
Photographs
18
Annex VII
Photographs
19
Annex VII
Photographs
20
Annex VII
Photographs
21
Annex VII
Photographs
22
Annex VII

Road Safety Inspection Kohalpur - Harre - Ratna Highway

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Road Safety Inspection Kohalpur - Harre - Ratna Highway

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Government of Nepal

Ministry of Physical Infrastructure & Transport

Road and Traffic Unit

ROAD SAFETY INSPECTION

224 Suruchi Marg, Shankhamul-34, Kathmandu

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

Preparatory work at office .................................................................................................................................. 5

REVIEW OF ROAD SAFETY DOCUMENTS ......................................................................... 7

3.1 Road Safety Audit Manual ........................................................................................................................... 7

BASIC TOPICS FOR ROAD SAFETY INSPECTION .......................................................... 11

ROAD SAFETY ISSUES OF THE HIGHWAY...................................................................... 13

ROAD SAFETY RECOMMENDATIONS .............................................................................. 23

Safety at Bridge and culvert ............................................................................................................................. 23

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

Field RSI observation and proposed safety measures .................................................................................... 27

BILL OF QUANTITY AND PRIORITY FOR IMPLEMENTATION................................. 28

CONCLUSIONS AND RECOMMENDATIONS .................................................................... 30

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

The key recommendations are:

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

GRID Consult P. Ltd.

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

ROAD SAFETY INSPECTION

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

Figure 1 various stages of road safety actions

STEPS OF RSI PROCEDURES

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

For each element included in an inspection, a standardized assessment should be made by

SCOPE OF THE WORK

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

PREPARATORY WORK AT OFFICE

ON-SITE FIELD VISIT

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

CHAPTER 3. REVIEW OF ROAD SAFETY DOCUMENTS

Methodological guide: Road Safety Guide; France, 2009

FHWA Road Safety Audit Guidelines, US Department of Transport, Federal Highway

3.1 ROAD SAFETY AUDIT MANUAL

Stage 1 Audit: Feasibility study

Road & Traffic Unit

Road Safety Inspection/Ratna Highway (Koholpur-Harre Section)

Steps for Road Safety Audit

Project referred to TESU for Audit

Project reports & Plans sent to TESU

Study Plans and inspect site

Hold commencement meeting with the

Undertake the audit

Write audit Report