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World Bank Document NATIONALHIGHWAYS AUTHORITY OFINDIA Northam Trunk Rt"e in Ancisrt hnt Xe-(Ra*p MMMurtnf) Grand Trunk Road Improvement Project Public Disclosure Authorized ConstructionPeriod Road Safety Plan T,unk Xt,!rsolumeVI - w \s ~mftr+nmTrunk Rout*6 in M.di*Wt Indi 'A.O_ W , E432 Volume 14 Public Disclosure Authorized *t-s-~~ m ~ ~~~~~~~~~*-4 - No,ttwnfTrunk Roadf (G.T-Road) fli.I %o v raAe"A Public Disclosure Authorized PropoGclTrunk Ra Networt k iiN,~~ ~ ~~~~~~~~~~~&ur~ ~ 200 (2007 A.D) 7}rUn 7 Propsed Public Disclosure Authorized FILE COP SouthAsia Pvt. Lt X.. f . i'Mr The IndependentReview of EnvironmentalAssessment and Consolidationof Environmental Assessment& ManagementPlans and ResettlementAction Plans consists of: VOLUMEI: ENVIRONMENTALIMPACT ASSESSMENT VOLUMEIA: ANNEXURESTO EIA VOLUMEII: INDEPENDENTREVIEW REPORT VOLUMEIII: AIR QUALITYASSESSMENT VOLUMEIV: NOISEQUALITY ASSESSMENT VOLUMEV: ROADLANDSCAPE AND TREE TRANSPLANTATION PLAN VOLUMEVI: CONSTRUCTIONPERIOD ROAD SAFETYPLAN VOLUMEVII: GAUTAMBUDDHA WILD LIFESANCTUARY Lea AssociatesSouth Asia Pvt. Ltd. NllewDelhi LeaAssociates New Delk TABLE OF CONTENTS 1. SAFETY PLANDURING ROAD CONSTRUCTION .. 11..................................... 1.1 OVERVIEW................................................ 1 1.2 OBJECTIVEOF CONSTRUCTIONPERIOD SAFETY PLAN................................................ 1 1.3 PROJECT ROAD . ................................ ........ ...... 2 1.4 ROAD USER SAFETY DURINGCONSTRUCTION .............................................. 4 1.5 CONSTRUCTIONSCHEDULE ............................................... 7 1.6 SAFETY OF WORKERSAT SITE ............................................... 11 1.7 REPORTINGSYSTEM ............... ................................ 13 1.8 QUANTIFICATION................................................ 13 1.9 CONCLUSIONSAND RECOMMENDATIONS ...................... ................14 I-ea Associates~Z7>oa2= oz~C 1. SAFETY PLAN DURING ROAD CONSTRUCTION 1.1 OVERVIEW The 1400km long NationalHighway-2 (NH-2) connectingDelhi with Calcutta is one of the most important high-densitycorridors in the country. The NH2 carries between 12,000 and 33,0000 passengercar units (PCUs) daily (1998 estimates), of which, a substantialpart (48% to 86%) of the traffic is goods traffic. The traffic volume on most of the sections is projectedto grow up to 40,000 PCUs between 2005-2010 AD and in some sections would be as high as 1,25,000 PCUs by 2015 AD. The existing highway is a two-lane carriageway,with traffic bottlenecks, various highway deficienciesas well as lack of proper facilities. To cater to such increasedhigh volume of traffic, there is an urgent needfor capacity augmentationof the highway. Capacity augmentation of the NH-2 is proposed under the Golden Quadrilateral Project (6500km highway joining Delhi, Mumbai, Chennai and Calcutta) of the National Highway DevelopmentProgramme (NHDP) of the Governmentof India (Gol). The widening of the NH-2 stretch betweenAgra and Dhanbad is being carried out by NHAI as part of the TNHP and GTRP, with assistancefrom the World Bank. The implementationof the contract packages to be taken up as part of TNHP has commenced (January 2001) and the GTRP implementationis to start by October 2001. This document'providesthe safety guidelines' to be adopted during construction period for the various contract packagesof GTRP. 1.2 OBJECTIVE OF CONSTRUCTIONPERIOD SAFETY PLAN Researchfrom other countries have indicatedthat accident rates are usually higher at roadwork sites and these accidents tend to involve more vehicles than are found normally operating sections of a network. Any constructionactivity causes interruptionto the normal flow of traffic. This becomes all the more serious when the construction traffic also mingles with the normal traffic. During both maintenanceand constructionwork it is importantto ensure as safe an operating environmentas possiblefor both workers and road users. Highwayconstruction activities requiretraffic to be movedthrough restrictedareas or diversions during construction operations. Detours and temporary control measures often create serious traffic hazards with resultant accidents. Specifications covering temporary traffic control measures need to prescribe in considerabledetail the respective responsibilitiesof the client and the contractor for road safety measures. During the constructionof roads, workers should follow the safety proceduresrelating to the plant they are operating, and during rehabilitation work or maintenance,where the road is still open to traffic, greatercare is needed. The objective of preparingthe safety plan is to provide a safe travel to the road users all the time of the day throughoutthe year and provide protectionto the ProjectWorkers when they are on the work. Obviously, it involves different situations on the highway including construction Specific traffic safety and management plans/ measures to be worked out during construction shall be worked out by the contractor (based on the guidelinesspelt in this report).The contractorshall carry out these plans after the approvalof the Engineer. ConstructionPenod Road Safety Plan Grand TrunkRoad ImprovementProject zones, lane closure, traffic diversions, construction activity etc. This document incorporates requirementsfor suchsituations. The guidingprinciples for safetymeasures shall include: (i) Warning to the drivers unambiguouslyand sufficiently in advance of the situationon the highway; (ii) Providingclear demarcationfor movementof vehicles; (iii) Providing devices to guide the drivers and their movements through constructionzones/lane closures/traffic diversions etc. (iv) Protectionto ProjectWorkers on work site. Safety of the Road Users and Project Workers is of paramount importance on the Project Highway and will be the responsibilityof the contractorduring the construction period including extensionthereof, if any. 1.3 PROJECT ROAD This section presents salient characteristics of the GT Road including traffic volume, existing RoW, road inventory,accidents and safety conditions. 1.3.1 TRAFFIC The average daily traffic along GT Road ranges from the maximumof 32000 PCUs to as low as 11000 PCUs in different sections (see Table 1). By and large, traffic on most packagesvaries between 15,000to 20,000 PCUs. Table 1: AverageDaily Traffic (PCUs),1998 Package Section/Station Station ADT AADT Chainage IA Agra - Tundla 207 32,100 32,742 Tundla - Firozabad 223 19,756 20,151 Firozabad- Shikohabad 247 18,759 19,697 IB Shikohabad- Sirsaganj 264 13,733 14,420 Sirsaganj- JaswantNagar 279 9,932 10,429 Jaswant Nagar- Etawah 307 15,055 15,958 IC Etawah- SaraiAjitmal 347 18,212 19,305 IB Near LML factoryon Kanpur bypass 4 17,997 NA Near RoB on Kanpurbypass 16 23,483 NA Police station - Maharajpur 20 13,924 NA IVA km 317.000- km 318.748 NA NA 20,703 Varanasibypass NA NA 10,959 km21.000 - km70.000 NA NA 15,759 IVC km 115.000-km 134.000 NA . NA 18,317 VB Barhi NA 11,083 NA Barakatta NA 11,738 NA Source:Compiled From DPRof PackagesIA, IB, IC, 11B,IVA, IVC, VB,NHAL 1.3.2 RIGHT OF WAY Analysis of RoW along GT Road reveals a highly varied picture. Over 50% of the total length has an averageRoW width of 40-45m (nearly 203km)followed by 22% with 30-35m RoW. A substantialportion of the length,i.e., about 17.5% has a liberal RoW of about 60m or more (Table2). Lea Associates 2~ ConstructionPeriod Road Safety Plan Grand Trunk Road ImprovementProject Table 2: Distributionof Right of Way, 1988 Right of Way (RoW) Length (km) %age Less than 20m 0.53 0.10% 20m to 25m 0.27 0.1% 25m to 30m 0.60 0.1% 30m to 35m 88.40 22.0% 35m to 40m 9.18 2.3% 40m to 45m 202.99 505% 45m to 5sm 10.50 2.6% 50m to 55m 18.80 4.7% 55m to 60m 63.31 15.8% 60m to 65m 3.40 0.8% More than 65m 3.60 0.9% Total 100.00% Source:Compiled From DPR of PackagesIA, I, IC,118, IVA, IVC, VS, NHAI. In Package IIB, particularstretches where the RoW gets too narrow are between chainage 16.000 to 16,300 near Rooma, between chainage 20.800 to 21.000 near Maharajpur and between chainage 33.400 to 36.000 near Purwamir. In Package IVA, a similar narrow section is between chainage 45.9000 to 46.4000. Similarly, in Package IVC, between chainage 114.000 -127.000 and another for 200m between 131.100 and 131.300, RoW remains between 30 and 35m. In such stretches temporary acquisitions may be required during constructionstage. 1.3.3 CROSS SECTION The carriageway on the existing highway is uniformly 7m with completely absent or very narrow paved shoulderwidth varying from 0.5 to 1.5m. Earthenshoulders are sometimes as wide as 2.5m but with limited usability due to the level differencewith the carriageway brought about by erosion. Typical embankment height varies from 1.5m to 2.5m. For limited lengths, it goes up to 15m such as in Package 1IBand 4A. Table 3 provides a summaryof existing cross sectionaldetails for GTRP. Table 3: Existing Cross Sectiondetails Package Paved Carriageway Shoulder Earthen Shoulder EmbankmentHeight (m) Width (m) Width (m) Width (m) Typical and maximum values I-A 7 0 to 1.5 1 to 2.5 6-2.5 I-B 7 C 2 to 2.5 6-2.5 I-C 7 C 2.5 6-2.5 Il-B 7 Unpaved2.5 1 10,12 IV-A 7 1.5 0.5 15.1 IV-C 7 1.5 0.5 1.5 9.5 V-B 7 1.5 (partly) 1.0-2.5 2.0, 8.0 SoLrce:Compiled From OPR of PackagesIA. IB. IC.IIB IVA,IVC, VB. NHAi Lpa Associates 3 ConstructionPeriod Road Safety Plan Grand TrunkRoad ImprovementProject 1.3.4 ROAD INVENTORY Package IA has maximumnumber of intersectionswith a total of 136 minor and five major intersections. On an average, each package has about 100 minor and 2 to 5 major intersections spread all over the stretch. In all, GTRP part of NH2 has to negotiatefive railway crossings and five ROBs. Further, there exist a total of 8 major bridges and 23 minor bridges, which either need replacement,duplication or major repairs(see Table 4). Table 4: Road Inventory No. of major No. of minorNo. of Minor No. of bridges (>60m or bridges (<60 - No. of Railway Package Major intersections intersections culverts span length >30 individual ROBS Level m) Span <30 m) Crossing I-A 5 136 109 1 6 1 1 I-B 3 117 90 0 3 0 1 I-C 1 96 86 0 2 0 0 I1-B 5 131 61 3 4 2 2 IV-A 4 96 2 0 IV-C 2 84 0 I V-B 2 104 approx.
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