PROINTEC S.A.

MINISTRY OF TRANSPORTS, LOUIS BERGER SAS

CONSTRUCTIONS AND TOURISM
Avda. de Burgos, no. 12, Dinicu Golescu Blvd., no. 38, Tour Mercure III - 55 BIS, Quai
28036, Madrid - Spain Bucharest - Romania de Grenelle, 75015, Paris -
France.

Road Safety Report

Draft

MARACINENI LOCATION
BS NO. 12
DN 2 Km 115+100 – 116+100

Version 1.0

16/07/2007

Produced by PROINTEC& LOUIS BERGER Consortium

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Document presentation

Table of Contents

1 BLACK SPOT n 12...............................................................................................................3

2 ACCIDENTS DATA AND INFORMATION......................................................................4

3 DATA ANALYSIS................................................................................................................10

4 DESCRIPTION OF THE SITUATION............................................................................13

5 SAFETY DIAGNOSIS .......................................................................................................17

6 MAIN PROPOSED SOLUTIONS.....................................................................................18

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1 BLACK SPOT n 12
Although it is an early phase to present the solutions for the BS, by client request, the
Consultant is presenting in this paper one scenario as possible solution in solving the BS no.
12 located at the entrance in Maracineni village between km 115+100 and 116+100 of DN2.

1.1 Location
County: Buzau
Village: Maracineni
Road: National Road 2 (DN2)
Km 115+100 – 116+100
AADT: 15898
Section Type: two x two lanes road
Typology: Maracineni is located along the DN2 some kilometers N-E of Buzau.

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2 ACCIDENTS DATA AND INFORMATION

The main analysis for this location and the typology of accidents are presented in this chapter.
Following are shown the accidents and the traffic data from NAR.
Data From List of BS (NAR)

Regional National Start End Accident Seriously

Nr. crt. Judet Fatalities AADT
Directorate Road Kilometre Kilometre number injured

12 BUCHAREST Buzau 2 115+100 116+100 12 4 9 15898

The safety analysis of the LV is carried out on the base of the Accident Data Base and takes
into consideration the ranges of years between 2001 – 2006 and the distances between km
115+100 – 116+100.

Data From Accidents Database

Location Data BUCHAREST

Judet Buzau
Location
National Road DN2 Bucharest – Buzau –Bacau-Suceava

Cumul. dist. (m)

from Km 115+100
to Km 116+100

distance Km 1+000

Accidents Data per Year

Year Accidents Dead Seriously injured
2 1 2
2001
2 0 2
2002
2 1 1
2003
1 0 1
2004
3 1 2
2005
2 1 1
2006

Total 12 4 9

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Accident Data per Km

Cumul. dist. (m) Accidents Seriously injured Dead
115100 1 1 0
115100 1 0 1
115100 1 1 0
115150 1 1 0
115150 1 0 1
115200 1 1 0
115250 1 1 0
115400 1 2 0
115500 1 0 1
115850 1 1 0
115950 1 1 0
116100 1 0 1
9 4

The following diagrams highlight the annual trends of accidents and the location of the more
dangerous places along the considered section.

The causes of the accidents are shown into the following table.
The columns extracted from the database give for each accident information about:
 the location and the periods:
 the general causes and typologies of the accident:
 the actual characteristics of the section – lanes, shoulders, type of pavement:
the elements of road safety – situation of lighting, paved, road marking and signaling.

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year Data Acc. Drum Artera

Buc-Urz-Buzau- Judet In Localitate Localitate Deplasament Sens Reper Distanta Reper
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2002 04.11.2002 20:05 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA MARACINENI 115100 Ascendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2005 21.11.2005 20:00 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA MARACINENI 115100 Descendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2005 04.11.2005 20:00 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA MARACINENI 115100 Ascendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2006 20.09.2006 20:00 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA MARACINENI 115150 Ascendent trecere pietoni 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2006 16.12.2006 18:15 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA MARACINENI 115150 Ascendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2005 20.11.2005 18:50 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA MARACINENI 115200 Ascendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2002 03.09.2002 06:30 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA MARACINENI 115250 Ascendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2001 08.08.2001 04:00 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA VADU PASII 115400 Ascendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2001 12.03.2001 19:00 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA VADU PASII 115500 Ascendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2003 15.12.2003 20:00 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA MARACINENI 115850 Ascendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2004 16.11.2004 18:00 DN2 Suceava-Siret-
Buc-Urz-Buzau- BUZAU DA MARACINENI 115950 Ascendent 0
Rim.Sarat-Focs-
Bacau-Roman-Falt-
2003 10.10.2003 19:00 DN2 Suceava-Siret- BUZAU DA MARACINENI 116100 Ascendent 0

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3 DATA ANALYSIS

For each LV site two parameters are used for the data analysis:
 Annual Accident Rate (AR):
 Number of Deaths per hectometer.
The calculus of this rates have been carried out considering the number of the accident and
the number of Deaths indicated on the NAR list but taking the length from the database (see
the graph of dangerous section).
The table shows the Rates and the values used for the calculus.
Indicator reference to 2001 – 2006
BS N. 12
Accident Rate Annual accident rate values ( AR )
(106 * A) / 0,4135
AR =
365 * ADT * L * t
Accident A 12

Daily Traffic ADT 15898

lengtht of branch L (Km) 1.0

t (years) t 5
Fatalities per hectometer = 0.120
(Dead / L )/ t 0,08

Dead D 4

L (length) L (hm.) 1000

t (years) t 5

In the next figures, the accidents rate, injuries rate and the death rate from Romania are
presented.

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Figure Accidents rate, injuries rate and the death rate in Romania (source: Romanian National
Police Department)

Figure Vehicle rate in Romania (source: Romanian National Police Department)

Table 2 Mortality rate in Europe (data source: HFA db 2003)

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Figure Mortality caused by road accidents in Europe (data source: HFA db 2003)
Although some actions were taken by the Romanian authorities, the death rate in the last
years is quit high (please see above Figure) and is on the first place in Europe with 12,81 rate
(Table 2 and Figure). But the sever injuries as consequence of the transportation of the
dangerous good increased the last 3 years with almost 40%. Moreover, the accidents rate on
the national roads or highways located outside of the cities areas is double that in the cities
neighbourhood areas. Most of them from these are with heavy vehicles that transport
dangerous goods.
Based on national economical development and the political integration in EU in 2007, the
road transport will continue to grow with 8-10% per year till 2015. If the accidents rate
caused by the transportation of the dangerous goods will follow the same rate, in some years
the number of injuries will increase tremendous.
The social costs of the traffic accidents in 2003 were estimated at over 350 million euro
(about 2 % from PIB), representing the losing of human lives, the expenses for re-covering of
the people with physical handicaps, as well as those for financial prejudice.

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4 DESCRIPTION OF THE SITUATION

The on-site visit allowed to understand the main safety issue related with this BS12 located
along the DN2, on N-E of Buzau.
a. LAYOUT OF THE ROAD SECTION – ALIGNMENT
The layout and the alignment of the road section show road intersected with the local roads.

b.TRAFFIC AND MOBILITY SITUATION

There are problems due to the high presence of heavy traffic and to the high speed of traffic.

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c. SITUATION CONDITIONS OF THE CARRIAGGEWAY AND SHOULDERS

The pavement of the road is in a fair condition but with shoulders only partially paved. On
the other hand, there is some small presence of rutting and deformations due to the presence
of heavy traffic.

d. CONDITIONS OF THE S & M AND SAFETY BARRIER

Signaling and Marking are unsatisfactory, in particular during night and bad weather
conditions.

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e. CONDITIONS OF THE LIGHTING

The lighting is existing in the center of village but unsatisfactory in the other part of the
village.

f. PRESENCE AND CONDITIONS OF INTERSECTIONS OR JUNCTIONS

The main junction within the BS is the junction between DN2 and the local road to Lopatari.

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g. LATERAL DITCHES AND RESTRICTION OF THE VISIBILITY OF THE

CARRIAGEWAY
A lateral unprotected ditch is present on one side of the road (dangerous for both vehicles and
pedestrians). In some areas doesn’t exist any ditch and the water during the rain season is on
the road.

H.PEDESTRIAN CROSSING
In front of the junction with a local road there is an unsignalised pedestrian crossing.

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5 SAFETY DIAGNOSIS
5.1 DESCRIPTION OF THE SITUATION
The on-site visit allowed to understand the main safety issue related with this place.
There are three main subjects to be treated and resolved:
1. the junction between DN2 with the local road to Lopatari
2. the bus stops
3. the pedestrian crossings.
The existing situation is illustrated in the next paragraph.

5.2 Junction
The DN2 intersects with local roads in different types of junctions.
The scenario is also affected by the following elements:
a. high presence of heavy traffic on DN2 to/from to Bucharest
b. difficult transitions between two adjacent road segments having different
characteristics, which may surprise the drivers and cause errors
c. inappropriate geometric characteristics for operating speeds: insufficient sight
distances
d. in some areas don’t exist drainage ditches and during the raining season the
water is on the road
e. there are only painted markings and not plastic markings; this cause low
visibility especially during the darker seasons of the year and makes regular
road woks necessary for repainting.

5.3 Pedestrian crossings

As was presented a marked and signalised pedestrian crossing is existing near the junction. In
other areas don’t exist pedestrian crossings.

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6 MAIN PROPOSED SOLUTIONS

6.1 Junction
Taking into consideration the limited amount of space available at this place a possible
solution could be based on the improvement of the existing topology.
In the annexed scheme the details about this proposal are presented Furthermore other
improvements that should be included are:
a. new pavement and paved shoulders on DN2
b. re-design with new layout of the junctions between DN2 and the local roads to
Lopatari
c. new design for the bus stop along DN2 with a dedicated bus bay
d. integrative signals and markings before the junction (rubber noise bands,
flashing signals as notice, etc…)

6.2 Pedestrian crossings

Different kinds of solutions should be implemented in parallel as follows:
a. add new crossings, in order to better satisfy the pedestrian crossing demand
b. improvement of the lightning system, with dedicated lights at each crossing
c. integrative signals and markings before the each crossing and between them
(rubber noise bands, flashing signals as notice, etc…)
d. add crossings in the Shop area, etc.
e. installation of on-demand traffic light systems

6.3 Other improvements

Different other solutions should be implemented in the area to improve the safety
conditions, as follows:
a. eliminating the small irregularities that were observed on DN2
b. add signs with maximum speed below 50 km/h
c. add signs about crossing and parallel agricultural paths
d. add specific equipment for people with disabilities at the pedestrians
crossings areas
e. improve the possibility to turn left/right on the local road without to affect the
traffic from the opposite direction
f. use of high reflecting and skid resistant plastic markings
g. add signs about crossing and parallel agricultural ways
h. define/create lanes/paths for bicyclists, where possible, without to affect the
road conditions

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i. add specific equipment for people with disabilities at the pedestrians

crossings areas
j. must be used only high reflecting and skid resistant plastic markings
k. the main road shall be free from roadside trees and some poles for electricity
l. develop a transition between 4 lanes and 3 lanes where is the case.

6.4 Operations
Following are shown the safety treatment under consideration. The safety treatment are
divided in two main operation categories, diffused and punctual operations.
• diffused operation are referred to the full extension of the studied section;
• punctual operation are referred to short sections and specific points inside of the
studied section

A. DIFFUSED OPERATIONS

Code Type of Action

A.1.1 Pavement rehabilitation
A.1.4 Improvement of Signaling and Marking
B.2.2 Improvement of the lighting system

B. PUNCTUAL OPERATIONS

Code Type of Action

B.2.1 Improvement of the intersection
B.2.1 Improvement of the pedestrian crossing
A.1.2 Bus Stop rehabilitation / New Bus Stop

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Annex

1. PHOTO INTER-GIS (A3)

2. PRESENT SITUATION
3. DESIGN SOLUTION

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