This document summarizes an IRAP assessment of a 2.2km to 4.2km section of NH314 in Bankura district, West Bengal. The assessment found mixed star ratings of 1-5 for different road users, with most sections rated 2 stars for pedestrians and motorcyclists. Countermeasures proposed to improve safety included adding delineation, improving skid resistance, school zone signs, a separated path for bicyclists and pedestrians, and a median barrier. When modeled, these countermeasures increased the star ratings along one selected section to over 3 stars, improving safety for all road users.

1. Safety Evaluation of a Highway using IRAP
Design And Evaluation Of Transportation Facilities Lab Report
Prepared By
Pushp Raj (21CE62R05)
P.Tulasiram (21CE62R11)
SahilBhaleRao (21CE62R20)
TRANSPORTATION ENGINEERING
DEPARTMENT OF CIVIL ENGINEERING
INDIAN INSTITUTE OF TECHNOLOGY KHARAGPUR
March 2022

2. 1
TABLE OF CONTENTS
TOPICS PAGE NO
1. INTRODUCTION……………………………………………………………………………………………………..…….02
2. IRAP ASSESSMENTS IN INDIA………………………………………………………………………………………..03
3. DESCRIPTION OF THE STUDY CORRIDOR………………….…………………………………………………..04
4. BASIC ROAD ATTRIBUTES ISSUES……………………………………………………………………………..…..05
5. DECODED SHEETS FOR STAR RATING AND SRS……………………………………………………..…06-08
6. GRAPHICAL REPRESENTATION OF THE VARIATIONS IN THE SRS SCORES………………....09-11
7. COUNTERMEASURES……………………………………………………………………………………………….12-13
8. INFERENCE AND CONCLUSIONS…………………………………………….………………………………………14
.

3. 2
INTRODUCTION
Each year road crashes in India result in enormous levels of death and serious injury. 147,913
people were killed and over 470,975 were seriously injured in road crashes in India in 2017
(MoRTH 2018). With road traffic fatalities now the leading cause worldwide of death for
children and young adults of 5 to 29 years of age and 93 percent of road traffic deaths occurring
in low and middle-income countries (WHO 2018), key partners in global road safety have come
together in an attempt to tackle this public health crisis through accelerated investment in road
safety and by fundamentally changing the way we design, build and maintain road
infrastructure networks around the world.
The International Road Assessment Programme, iRAP, works in partnership with government
and nongovernment organizations to inspect high-risk roads and develop Star Ratings and Safer
Roads Investment Plans, provide training, technology and support that will build and sustain
national, regional and local capability and tracks road safety performance so that funding
agencies can assess the benefits of their investments (iRAP 2019a).
iRAP assessments have been used to star rate roads in 29 out 53 ESCAP member countries,
including India. This large scale of activity is consistent with the United Nations’ adoption of
targets that will see most travel occurring on roads rated 3-stars or better for all road users by
2030 (WHO, 2016). The Intergovernmental Agreement on the Asian Highway Network
encouraged the UN Member countries to ensure that new roads of the Asian Highway
network are 3-star or better for all road users and that more than 75 per cent of travel on
existing roads is 3-star or better for all road users (UNESCAP 2016).
iRAP, in partnership with the Ministry of Road Transport and Highways, National Highways
Authority of India, the World Bank, Bloomberg Philanthropies, Private Concessionaires and
State Governments has assessed over 17,000km of roads in India. The iRAP assessments in India
are conducted by the local programme, India RAP, which is hosted by the Asian Institute of
Transport Development (AITD) in Delhi with support from FedEx Express. India RAP draws on
local technical expertise and works to build capacity among local stakeholders (iRAP 2017).

4. 3
IRAP ASSESSMENTS IN INDIA
Some 17,000km of national, state and city roads have been star rated in Assam, Andhra Pradesh,
Delhi, Gujarat, Haryana, Karnataka, Kerala, Maharashtra, Rajasthan, Tamil Nadu, Telangana and
Uttar Pradesh. The assessment results, which are summarized in Figure 4, show that most travel
occurs on roads rated 1- or 2-stars for all road users, although the percentage of road rated 3-stars
or better tends to be better for vehicle occupants than for motorcyclists, pedestrians and
bicyclists. The reasons for these results – and a significant reason for the level of trauma on
Indian roads - include that 95 percent of the roads where pedestrians are likely to use the road
have no formal footpaths and 55 percent of the roads where traffic is traveling at 80km/h is
undivided - a key risk factor in head-on crashes.
Figure 1-Summary Results for 17000km of Highways on the basis of Star Rating
The iRAP assessments also show that with targeted investment in safety countermeasures,
thousands of deaths and serious injuries would be prevented. At the largest scale, an investment
of INR 32,000 crores in treatments such as traffic calming, footpaths, pedestrian crossings, paved
shoulders and intersection enhancements would prevent 10 lakh deaths and serious injuries over
20 years.

5. 4
DESCRIPTION OF STUDY CORRIDOR
To help improve the star ratings of national and state highways assessed - and therefore reduce
risk - Safe Demonstration Corridors have become a regular feature of road projects.in this study
the study corridor is of NH314 Bankura district West Bengal and the studied chainage is 2.2Km
to 4.2Km. The iRAP assessments of the corridors are undertaken were undertaken before any
upgrades based on a comparison between the baseline and Counter measure improvements the
safety of the corridor is improvement
Figure 2: The chainage studied for iRap assessments in Bankura District

6. 5
BASIC ROAD ATTRIBUTES ISSUES
a) Unprotected rigid safety barrier end:-
Although safety barrier should have gradual curvature moving away from vehicular lane;
even though if providing curvature is not possible then we should at least replace rigid
barrier by deformable barrier which can have less impact on motorcyclists if somehow
accident occurs
b) Rumble strips: -
To alert distracted or drowsy drivers that they are leaving the roadway or crossing the
centerline of the road as when road stretch is straight for a long distance then there is
chance of eye fatigue so unconscious is natural.
c) Street lightings: -
High quality illumination ensures clear visibility and road safety.
d) Delineations: -
The role of delineators is to provide visual assistance to drivers about alignment of the
road ahead, especially at night.
e) Unsignalized with no protected turn lane:-
As there is no traffic signals so chances of conflicts increase as vehicles on through lane
will have no idea about vehicles on turning lane and vice versa.
f) Pedestrian crossing facilities: -
If signalized crossing is not possible then at least marked crossing (zebra marking, ladder
marking e.tc) should have been provided.
g) Speed management /traffic calming: -Installing physical speed reducing measures, such
as road narrowing, roundabouts and road humps.so that vehicle speed should be uniform
and prevent over speeding.
h) Road signs: -
There should be Regulatory, Warning and Informatory signs present. What we could
observe that even before the school there was no sign which alerts the driver before he
reaches school proximity. So sudden rush in students during school break might cause
unavoidable accident.

7. 6
DECODED SHEETS FOR STAR RATING AND SRS
The data which is compiled through road surveys that collect digital images of the road using
high-resolution cameras as it is driven. After the images are collected, now we have to code them
as per the guidelines instructed by iRAP considering the following attributes without errors like
Errors Perception, Interpretation, and Response; which replicate safety of (i) vehicle occupant, (ii)
motorcyclist, (iii) pedestrian and (iv) bicyclist
1) Mid-Block Attributes
2) Roadside Attributes
3) Intersections
4) Flow characteristics
5) VRU Facilities
6) Area type and Land use

8. 7

9. 8

10. 9
GRAPHICAL REPRESENTATION OF THE VARIATIONS IN THE SRS
SCORES
Graphical representation of the variations in the SRS scores with the longitudinal road
profile:
The iRAP assessments performed on the study corridor of 2Km (2.2Km-4.2Km) showed a mixed
rating of 1-5 for different road users like Pedestrians, Bicyclists, Motorcyclists, Vehicle users.
The following session describes the variation in ratings along the stretch of corridor.
Vehicle users:
The graph describes that in the study corridor 5 star rating has been given for 3 stretches 2.5-
2.5,2.8-2.9,3.1-3.2 which indicates this stretches are less prone to accidents.2 Star rating has
been given for four stretches which should be mainly focus for upgradation.
Figure3: Graphical representation of the variations in the SRS scores and Star Rating for Vehicle
Occupants
Motorcyclists:
The graph describes that in the study corridor 5 star rating has been given for 2 stretches 2.5-2.5,
2.8-2.9which indicates this stretches are less prone to accidents for motorcyclists.1 Star rating
has been given for 1 stretches which should be major and immediate upgradation should be done
as shown.
0
1
2
3
4
5
6
0
5
10
15
20
25
2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 4 4.1
Star
Rating
SRS
Chainage(Km)
Vehicle Occupants
SRS
Star Rating

11. 10
Figure 4: Graphical representation of the variations in the SRS scores and Star Rating for
Motorcyclists
Pedestrians:
The graph describes that in the study corridor 5 star rating has been not given most of the
stretches are given 2 star which indicates this stretches are more prone of accidents for
Pedestrians.1 Star rating has been given for 1 stretches which should be major and immediate
upgradation should be done. Interestingly it was also found no score and rating for stretch2.2-
2.3Km and 2.6-2.7Km due to lack of pedestrian’s data.
Figure5: Graphical representation of the variations in the SRS scores and Star Rating for
Pedestrians
0
1
2
3
4
5
6
0
5
10
15
20
25
30
2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 4 4.1
Star
Rating
SRC
Chainage(Km)
Motorcyclists
SRS
Star Rating
0
0.5
1
1.5
2
2.5
3
3.5
0
20
40
60
80
100
120
2.2 2.4 2.6 2.8 3 3.2 3.4 3.6 3.8 4
Star
Rating
SRC
Chainage(Km)
Pedestrians
SRS
Star Rating

12. 11
Bicyclists:
The graph describes that in the study corridor 5 star rating has been not given for the stretches.
Other sections have a rating of 3 Star. Thus it shows upgradation should be done considering the
Bicyclists such as separate lanes, proper delineation etc.
Figure 6: Graphical representation of the variations in the SRS scores and Star Rating for
Bicyclists
0
0.5
1
1.5
2
2.5
3
3.5
0
10
20
30
40
50
60
2.22.32.42.52.62.72.82.9 3 3.13.23.33.43.53.63.73.83.9 4 4.1
Star
Rating
SRC
Chainage(Km)
Bicyclists
SRS
Star Rating

13. 12
COUNTERMEASURES
In this study countermeasures are to be drawn to improve the following section so that the
remedies can be installed to observe the Improvements in star Ratings and SRS values finally
developing a section with greater than 3 stars for safer corridor throughout the stretch.
Figure 5: Section of the study corridor of chainage 3Km - 3.1Km
The following countermeasures have been adopted to improve the section finally a raise in the
star ratings along the chainage 3.0Km-3.1Km.
1) Providing an adequate Delineation which acts as driving aids for Vehicle occupants
2) Improving the skid resistance of roads by adequate sealing the surface of Pavements.
3) Providing the school zone warning sign for alerting the drivers and safety of vulnerable road
users
4) Proving shared use path for bicyclists and pedestrians which should be separated at least 1m
from main traffic.
5) Providing a physical median of width less than 1m for safety of vulnerable road users.

14. 13
The following figure illustrates the increase in star rating and SRS if above countermeasures are
installed.

15. 14
INFERENCES AND CONCLUSIONS
This paper has inferred performing the iRAP across the chainage 2.2-4.2Km on NH314 Bankura
district West Bengal. As being National Highway the road was a 2 lane undivided roadway
which major reason for reduce in Star Rating across the study corridor, it has found that a
serious immediate measures need to be carried out to improve the Majority of the sections for
increasing the safety level for Vehicular and Vulnerable users.
1) The Majority of road sections has observed a rating of 2 Star for Pedestrians which causes
risk during crossing and moving along the road
2) Some of sections also observed a 2Star rating which leads to runoff and head on crashes
which need to be addressed to improve the safety level for Motorcyclists.
3) As the aim is to improve the star rating to above and it was observed 3 star rating for
Bicyclists but still it is necessary to improve the road side facilities as a separated paths from
highway due to uninterrupted flow for Vehicular users
Conclusions
From the inferences few countermeasures were suggested with the intention of addressing the
selected Screenshot section to improve the Star rating addressing the Vehicular and Vulnerable
road users. Providing adequate delineation, improving adequate skid resistance, Providing
separated lane for Bicyclists, Providing school zone warning signs and providing a median for
separating the to and fro traffic. Finally resulting a Star rating of more than 3.