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Introduction to RoadSafety Auditing (RSA)
Paul Hillier ARRB Group Ltd
Day 1 (Friday 9 November 2012)
Transport Community of Practice
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ARRB Group & your presenter
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ARRB Group Ltd
Formerly Australian Road Research Board
50 years old in 2011 Not for profit, government owned
250+ staff
Trusted advisor to Australian road authorities Research of national importance for
which member authorities have a common need
Safety, traffic management, road design, parking,
transport economics, asset management,pavements, road surfacing
International developed & developing countries
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ARRB Members
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http://www.nt.gov.au/7/30/2019 [T6] ARRB Introduction to Road Safety Audit Training - Day 1
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The program for Day 1
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Day 1 (of 2)
There will be 3 sessions:An introduction to RSA (1300hrs 1400hrs)
RSA 101 (1400hrs 1445hrs)
Break RSA 101 (1500hrs - 1530hrs)
Risks / hazards: their management &mitigation (1530hrs 1655hrs)
Wrap up & Day 2 preview (1655hrs - 1700hrs)
CLOSE
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Objectives of training
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Training objectives
The training will provide / cover:
Context - how RSAs fit into the overall road safety effort
Awareness of what an RSA is and costs / benefits
Knowledge how to conduct an RSA & manage risk
Application how this fits with ADB cycles & initiatives
Experience - through both case studies & exercises
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Style
Practical focus
Using visual e.gs & case studies wherever possible
Mixed audience not all engineers, different
experience and needs, but trying to providesomething useful for everyone even if just a recap
Active participation (especially group exercises)
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Session 1 an introduction to
RS Auditing
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Day 1, Session 1 An introduction to RSA
A practical introduction to risks / hazards
How do we define a risk/hazard in simple terms?
How network managers find out about risks on
their network and where RSA fits in
The Safe System and RSA
ADB interest in RSA
Cost / benefits of RSA Any questions?
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An Introduction to Road
Related Risks and Hazards
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What did we learn?
Keep it simple!
Dont be afraid to say the obvious - what you see
First impressions often very important
Use your experience as a road user
Establish who the primary road users are
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How Road Network Managers
Find Out About Risks andHazards On Their Networks
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What has been successful?
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What has been successful?
ROAD
SAFETYAUDIT
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Where does RSA Fit Into The
Safe System Approach?
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Five pillars for a Safe System approach
Roadsafetymanagement
Safer userbehaviour
Buildsaferroads
Buildsafervehicles
Improvepost-crash
care
www.who.int/roadsafety/decade_of_action/
Decade Action Plan
A Safe Road System
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RSA in the Safe System
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Specific ADB Interest in
Road Safety Auditing
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Specific ADB interest in RSA
Outlined in multiple documents:
Safety on the Roads Joining Forces to Save Lives(signatory, Nov 2009)
Collaboration of seven (7) development banks (inc. ADB)
Safe System (systematic) approach
Four broad categories of action, one of which isimplementing safety approaches in the planning, design,
construction, operation and maintenance of road infrastructureprojects
and includes:
ensuring that safety is integrated in all phases. (as above)
promote the adoption of good practice, proactive approaches to improve
the safety of road infrastructure including the use ofroad safety audits,road safety inspections and road safety impact assessments
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Specific ADB interest in RSA
Mainstreaming RS in ADB Operations - Action Plan
(Jan 2012) + associated presentation by Oleg Tonkonojenkov
Identifies the being of 129 measures in 10 different areas of roadsafety including road safety audits
Identifies issues in delivery of ADB road projects, mainly related to
lack of systemic approach and specifically:implementation of road safety support is often less effective because of
limitations in thedesignof components and insufficient use of availabletools such as road safety audits
Key action areas includestrengthening ADB internal road safety
capabilities, including provision of more detailed guidance and ToRneeded by operations staff
Action Plan 2012 inc. training in RSA and iRAP
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Specific ADB interest in RSA
ADB Supported Road Safety Actions
(presentation by Jeff Miller ADB, Mar 2012)
On-going and future activities identified in detail
Many individual locations, plus regional actions (e.g.Improving Road Safety in ASEAN)
Road Safety Action Plan (RSAP) 7 key areas
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Specific ADB interest in RSA
Road Safety Action Plan (April 2012)
road safety audits reduce annual fatal
and injury crash frequency
Integration of road safety into the project cycle
Mainstreaming road safety
ADB established a funded Road Safety Group
Implementation of road safety measures
Adopting existing (successful) tools and processes
Structured Action Plan (first 2-3 years focus on capacity building,including RS management and engineering)
Towards stand alone road safety investment in all projects
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Specific WB interest in RSA
World Bank also encouraging RSA:
Most recently - press release 29 September 2012Road Safety Audits Can Improve Road Safety
Refers to WB case study from China Strengthening theUse of RSA by Deng, Jordan and Goodge (Aug 2012)
Five action steps recommended: Develop a comprehensive national audit standard
Improve the technical guidelines for RSA
Develop provincial RSA policies
Provide training on RSA to project managers and auditors
Establish an accreditation system
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The Benefits and Costs of
Road Safety Auditing
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Benefits of RSA (1)
safer new highways through crash prevention and
crash severity reduction safer road networks
more uniform road environment that is more easily
understood by road users reduced whole of life costs
providing one component of local and state crash
reduction targets a reduced need to modify new schemes after they
are built
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Benefits of RSA (2)
eventual safety improvements to standards
and procedures
more explicit consideration of traffic mix andthe safety needs of vulnerable road users
the encouragement of other personnel inroad safety
better understanding and documentation ofroad safety engineering
5353
f di i d d i
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Cost of auditing road designs
For a large scale project, typically 4-10% of theroad design costs (but can be much less)
Which is typically about 0.5% oftotal projectcosts for larger projects
the cost of rectifying any inadequacies dependson how early in the design process they areidentified and the consequent amount of
redundant design time..
The earlier the better !
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C d i h h f h ?
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Compared with the cost of crashes?
Hard to quantify..India estimates cost offatals = US$65bn per year??
iRAP use 70 x GDP/person In Australia the monetary cost of road traffic incidents on a public road
(cost to society) are often taken as:
Fatal = AUD$ 2.4 million
[Approx 1,400 deaths of Australias roads per annum]
(Profound impairment $ 3.82 million)
Serious Injury $ 0.214 million
(BITRE, 2008. $ in 2006 equivalent)
Also think of the many other components to that cost !! (not just $$)
Prevention is definitely better than cure!
C B fi
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Cost Benefits
Lots of studies!e.g. for findings from existing RSA:
analysis of a range of existing RSAs indicated BCRs
of implementing the proposed actions between 2.4:1and 84:1
BCRs of individual proposed actions 0.003:1 and
460:1 over 78% of all proposed actions had BCRs > 1.0
(Source: AustRoads Report prepared by ARRB Ap-R209 2002)
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C t B fit
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Cost Benefits
Another example, on average: 36:1 benefit for design stage audits
6:1 benefit for existing road audits
(ref. within World Bank paper by Deng et al. 2012)
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Any Questions?
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Session 2 RS Auditing 101
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D 1 S i 2 RSA 101
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Day 1, Session 2 RSA 101
RSA what and why?
Technical standards guarantee of safety
Definition / objectives of RSA (what it is & isnt !)
Stages of RSA (& ADB cycle) How to the steps / use of checklists etc.
The audit team
Reporting and record keeping Any questions?
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RSAs Why And What?
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Ro d S fet A dit?
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Road Safety Audit?
What is it ?
Why do we need it ?
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What is safety audit?
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What is safety audit?
a formal check
systematic, evidence-based
auditors typically include experienced road safety and
traffic management engineers
auditors are independent of the designers
safety recommendations are set out in an audit report
final decision should rest with the client project manager
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Wh f di d d ?
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Why are safety audits needed ?
Experience is that new roads are not always as safe as
they should or can be, because: potential safety problems are often overlooked during design, or
over reliance on technical standards and/or technical standardsdo not match up / work together well (more later)
quality/experience of designers
Designing a road is hard ! there are many factors to consider .
does the designer have all the factors / local issues?
can we expect the designer to address everything?
Our insurance - much easier (& cheaper!) to change adesign than have to change the road once it is built.
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Aims of Road Safety Audit
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Aims of Road Safety Audit
to ensure all highway schemes operate as safely aspractically possible
to minimise casualty numbers and severity (notnecessarily the same thing)
to consider the safety of all road users especiallyvulnerable road users and where traffic is mixed
to improve the awareness of safe design practices bydesign, construction and maintenance staff
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Road Safety Audit is NOT
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Road Safety Audit is NOT
an opportunity to redesign a scheme
a technical check on the designers competence
a technical compliance audit
design standards/structural safety check
an assessment of the merits (or otherwise) of the
scheme
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Technical standards
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Technical standards
Standards dont necessarily guarantee safety
they are an important starting point their correct application would remove many hazards
combinations of minimum (but acceptable) standards canstill result in an unsafe road
Often a failure to apply basic national/state/localstandards, e.g. signs and markings
parking road design
road construction specifications
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An example combining standards
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Mountainterrain
An example. combining standards
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Design Speed 120 km/h 60 km/h 120 km/h
120
Base case
120120
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Mountainterrain
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Design Speed 120 km/h 60 km/h 120 km/h
120
Option 1 Speed signs
120120
60
60
Complies with standards, but is it safe???
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Mountainterrain
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Design Speed 120 km/h 60 km/h 120 km/h
120
Option 2 Transition the speed signs
120120
60
60
Complies with standards, is it safer?
60100 80
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Mountainterrain
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Design Speed 120 km/h 60 km/h 120 km/h
120
Option 3 Transition the road alignment
120120
60
Much safer !!!
100 80
Transition zone Transition zone
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What Can Be Audited?
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What can be audited ?
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What can be audited ?
all works that involve new road/ highway construction
permanent changes to existing highway layout/ features
major and minor highway schemes
traffic management schemes development schemes
highway maintenance schemes
temporary traffic management schemes
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RSA can be conducted on:
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RSA can be conducted on:
new freeways
major divided roads
reconstruction and realignment projects
intersection projects
pedestrian and bicycle routes
deviated local roads near major projects local area traffic management schemes and their components
signal upgrading
subdivision proposals
crash reduction schemes safe routes to school projects
maintenance with improvement activities
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Possible Stages of RSA
(and the ADB cycle)
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When to audit ?
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When to audit ?
at the Feasibility stage (also linked to audits ofland use adjacent to highwayexample coming)
once the Preliminary Designhas been developed
once the Detailed Designstage is complete
at the Pre-opening stage (or soon after theconstruction is complete)
continued
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When to audit ?
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When to audit ?
Roadwork Traffic Schemes required during construction ofsignificant / large / complex projects
on the Existing Road network (nb. also known as a roadsafety assessment orroad safety review)
Thematic audits [road user group, PWD (DisabilityDiscrimination) & gender audits?]
Maintainability audits
(Audits due to a specific trigger e.g. crash, crash study,public and/or media concern etc, etc.)
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When to audit ?
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When to audit ?
Interim audits? (might be less formal) during a lengthy/complex design process?
conducted in the same format asfeasibility/prelim/detailed design audits
not mandatory
not a substitute for the formal stages
(thematic and maintainability audits)
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Summary..
Audit at all stages, ifpossible!
Has cost implications
Possible options:
Mandatory?
(ring fence funds)
Audit on project size? Audit on project cost?
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Ref. RMS of NSW
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The Stages of RSA
in More Detail
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(feasibility)
Feasibility Stage
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y g
Considerations:
appropriate concept?
route choice
intersection numbers, locations, spacing
what standards?
impacts on nearby network
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Residential area is separated from school
and working places by a major road.
Workers and students have to crossthe road
All development on the same side of the
major road removes the need for regular
crossings
One Sided DevelopmentSplit Development
Planning/feasibility stage
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Planning/feasibility stage
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Rat running
Solution!
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Feasibility stage RSA
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y g
Interchange located to save bridge costs:
bridge pier becomes a gore
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bridge pier becomes a gore
ultimately needs protection !
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89Source: Austroads Guide AGRS06-09, prepared by ARRB
Preliminary Design Stage
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y g g
Considerations:
horizontal/vertical alignment
intersection layouts
sight lines
roadside?
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Detailed Design Stage
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g g
Considerations:
signs & lines
lighting
signals
roadside crash protection intersection details
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Design Audit Should Have Picked Up...
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g p
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Design audit should have picked up.
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Tight off-ramp, sloping gore area
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Example of Detailed Design RSA
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Designing for Road safety
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Follow respected general principles!
Use appropriate design vehicles
Have an understanding of likely traffic volumesand traffic composition
Understand limitations of design software e.g. usingcorrect tool, impact of accuracy of inputs andassumptions, check of outputs (right ballpark?)
g g y
Designing for road safety
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g g y
Horizontal geometry
Rmin = V2
127 (n + f)
where :Rmin = minimum radius of circular curve (m)
V = vehicle speed km/h
n = superelevation m/mf = coefficient of side friction
Designing for road safety
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g g y
Horizontal sight distance available sight distance should be greater than the
stopping distance of the design vehicle
where :
SSD = safe stopping distance (m)
Rt = reaction time (s) [2.0-2.5 s]
V = vehicle speed (km/h)
d = coefficient of longitudinal deceleration
g = longitudinal grade (%)
SSD = +
RtV V 2
3.6 254 (d+0.01g)
Designing for road safety
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Vertical geometry avoid crestsand dips, wherever possible
avoid horizontal curves
on crests, wherever possible
Designing for road safety
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Width appropriate not too narrow and not too wide
Keep water off the road - good cross-fall and takewater away (use natural drainage if possible)
Appropriate signage / delineation etc
Avoid / minimise roadside hazards, or protect them
Good running surface (in good conditions)
Designing for Road Safety -Intersections
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Good principles:
1.Preference should always be given to three-wayover four-way intersections, T or staggered Tnot X
2.Favour direction of major traffic flow
3.Accommodate the largest design vehicleexpected to regularly use the road
4.Intersections should be positioned in safelocations away from horizontal and verticalalignment changes
5.The terminating road should be positioned at 90degrees to the through road to allow for maximumsight distance, i.e. T not Y
Intersections
Designing for road safety -Intersections
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Design principles (all roads)
6. Give Way signage preferred. STOP signsshould only be installed if the required sightdistance cannot be achieved (or crash history)
(see next slide)
Intersections
Intersection sight distance
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Safe intersection stopping distance
Distance for a driver on the through road to observe a vehicle on aminor road approach moving into a collision situation and todecelerate to a stop before reaching the collision point
where :
SISD = safe intersection stopping distance (m)
Dt = decision time (s) [2.0-2.5 + 3 s]V = vehicle speed (km/h)
d = coefficient of longitudinal deceleration
g = longitudinal grade (%)
SISD= +
DtV V 2
3.6 254 (d+0.01g)
Designing for road safety -Intersections
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Design principles (all roads)
7. The minor approach roads should beconstructed on a flat area for the minimumlength of the longest vehicles that will use the
intersection8.Locate intersections with thought
te sect o s
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Designing for road safety -Intersections
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address any changes in trafficpriority by changing thealignment of anintersection and not
by relocating/installingsignage
Construction (Roadworks) Audit
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Considerations: staging
changes & interim layouts
signs & lines, lighting
temporary barriers
readability
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Ad-hoc signs posted in construction zones
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Before RSAexposed hazard
After RSA
Pre-opening Stage
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Considerations:
the effectiveness & correctness of:
signs & lines
landscaping crash protection
readability of the road
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Some problems may not be obvious on a plan
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View from the side road
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Bicycles
Pre-opening audit
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Sign designed & installed incorrectly; arrows are not alignedover the lanes to which they apply
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Dont Forget Your Night Audit !!!
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Audit of Existing Roads (nb. a.k.a)
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Considerations:
the level of safety, considering the function of the road
Multiple issues:
roadside hazards
readability of road
delineation
signs
A few examples here, many more later in Day 1
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Dont Forget Your Night Audit !!!
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Minimum Requirements??
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(ref. RMS of NSW, Aus)
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RSA And The ADB cycle
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Stages in the ADB project cycle
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How Do We Do This?The Steps In
Conducting An RSA
(inc. the use of checklists)
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136 Ref. Austroads 2009
Agree Brief
The Brief (ToR) For An RSA
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Needs to specify: project details
RSA guideline/procedure to be followed
auditor qualifications/accreditation / experience(required for lead and team member/s)
type of audit to be performed
reporting requirements
Source: NSW RTA
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Typical Brief (ToR) For An RSA
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Source: NSW RTA
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Typical Brief (ToR) For An RSA
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Source: NSW RTA
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Typical Brief (ToR) For An RSA
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Source: NSW RTA
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local
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Checklists
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Checklists
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Myriad of checklists available
Typically extensive Cover wide range of issues (but not all?)
A help / guide (especially for less experienced auditors toensure all road user groups considered), but no substitute
for experience by doing and mentoring Disadvantages (?):
makes audit very mechanical and rigid
need to think about the whole road system
need to think like a road user
can prompt finding a problem for a solution
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143 Ref. Austroads (2009)
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The Key Players &
The Audit Team
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The Key Players and Audit Team
Cli t ( ) / j t
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Client (sponsor) / project manager
Designer
Audit Team:
independent of the design team
at least two people
lead and team member/s
relevant experience & training (and accreditation?)
co-opt / call in other specialisms as needed
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Auditor qualifications (typical)
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road safety / traffic management engineeringexperience essential
5 years absolute minimum
10+ years desirable
RS auditor accreditation requirements? experience needed is relative to role in the team
(lead, team member)
experience based on the type of project
experience in developed and developing countries?
146
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Reporting And Recordkeeping
147
Typical Report Contents
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cover / title page
introduction / background on scheme (audit details)
observations: risks / hazards observed & their location
reasons for concern: narrative (description), supported with
pictures to help others appreciate the issue
prioritisation(?): e.g. essential, highly desirable anddesirable or H,M,L system, red, amber, green system
recommendations(?): suggested RS / TM engineeringmitigation measure/s for each observed risk / hazard
148148
Typical Report Content
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Signed statement by auditors
Often tabulated component, with spaces forresponses from:
designer?
project manager ultimate decision by client / owner?
ADB report format (inc. table) examined in Day 2
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Recordkeeping
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Essential (inc. legal concerns?)
Need to retain:
RSA working file/s (inc. photos / video)
Retention of RSA report (inc. CAR & responses)
Action Plan
Scheme evaluation(?)
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Any Questions?
151
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Day 1, Session 3 Risks and Hazardstheir management and mitigation
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Identifying risks / hazards (practical exercise)
How do we succinctly and usefully define risks /hazards and mitigation options
Responses to RSA reports
Managing risks/hazards identified: to mitigate or not?
Mitigation options and their returns
Any questions?
Looking ahead to Day 2
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Identifying Risks/Hazards
& Defining Them(focus on RSA of existing roads design RSA on Day 2)
154
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158
Pedestrian facility
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159
Wide carriageway no central refuge
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Unauthorised median openings
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Geometry - high speed road
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Geometry - high speed road
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Unprotected drop upper tolower carriageways
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Freeway without shoulders
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Deficient design/implementation
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Uncontrolled Linear Development
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Bus stop used as a cyclerickshaw stand
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Traffic control & management
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170Animal traffic
Two-wheelers
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Two-wheelers
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TRAFFIC MOVING ON WRONG SIDE
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Wrong way traffic (UAE)
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Unmarked barrier hazards
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Roadside hazards - Dubai
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Safety barriers
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Barrier ends
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Roadside hazards light poles
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Light poles located within the clear zone pose a hazard.
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Barrier hazard/objects in clear zone
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TREE ON CARRIAGEWAY - HAZARD
Non Standard Signs (Permitted U-turn)
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Non Standard Signs (Prohibited U-turn)
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Conflicting speed signs
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So How Did We Define TheRisk / Hazard?
188
Think of the Ws
What is the risk / hazard?
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at
Where is it? What might it lead to (or cause)?
What would be the end result/s (outcomes)?
When does this risk/hazard apply? (e.g. time ofday, direction of travel)
What road user group/s will be affected?
(What can be done about it?)
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Teamwork is important ..
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Do you see what I see? Acknowledge different K,S,E
Respect views of others
Work through any differences
If in doubt can always photograph a situationand discuss / seek further advice regarding
technical standards etc.
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Lack of Spatial Awareness
When Auditing ?
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19
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19
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Responding To An RSA Report
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Responding To An RSA Report
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194
Austroads, 2009
?????
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To Mitigate Or Not?
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To Mitigate Or Not?
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Risk Management !
197
Ref. Austroads, 2009
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Risk Matrix?
Frequency Between 1-3 years
(Possible)
Between 3-7 years
(Remote)
Between 7-20 years
(Improbable)
More than once a
year (probable) Score
Risk Rating Scores
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Severity
Risk score = Frequency score x Severity Score
A risk score of 1-3 is 'low' risk
A risk score of 4-6 is 'medium risk
A risk score above 6 is 'high' risk
3 2 1
9 6 3
6 4 2
Score 3 Score 2 Score 1
12 8 4
Fatal or very serious
injuries (Extreme)
Score 4
Less severe serious
injuries (severe) Score
3
Slight Injury (Minor)
Score 2
Damage Only
(Negligible) Score 1
4
12
4
8
16
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When a client receives an audit report:
To Mitigate Or Not?
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When a client receives an audit report:
look beyond the recommendations identify any limitations to auditors appreciation for
operational conditions
consider the findings and the underlying safety
concerns (i.e. the intent of the report)
Client may develop alternative mitigation
measures, if justified, but must have anddocument reasons / rationale !!
Why recommendations do not get implemented?
save money (make profit) / financial pressures
To Mitigate or Not?
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save money (make profit) / financial pressures
other more urgent issues
change of management (i.e. forgotten)
responsibility for audit stages not defined
operational reasons alternative solutions
nothings happened yet! / itll never happen here(i.e. poor risk management)
hiding behind monitoring (we will continue to monitor)
other?
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Mitigation Options
Hierarchy of Controls
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PPE
Procedural
Engineering
Substitution
Elimination Higher costs/ complexity
Lower costs /complexity
Least effective
Most effective
Expected Returns
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Lots of research from developed world % crash reduction factors for measures (CRFs)
Crash Modification Factors (CMFs)
Very recent OECD International
Transport Forum document
International framework for CMFs
Aim to develop local, reliable CMFs!
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Treatment Environment Crash
ReductionFactor (CRF)
Crash
ModificationFactor (CMF)
Confidence
Install guideposts All 5% 0.95 Low
Install CAMs Curves 25% 0.75 Low
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Pavementmarkings Edge Lines 10% 0.90 Low
Centrelines 20% 0.80 Low
Edge andcentre lines
30% 0.70 Low
Profile linemarkings Edge lines 20% (all)40% (ROR) 0.8 (all)0.6 (ROR) MediumLow
Centre lines 15% (all)30% (head on)
0.85 (all)0.7 (head on)
MediumLow
Install curvewarnings
Curves 25% 0.75 High
Speed advisory Curves 40% 0.6 Low
Install pedestrianfencing / barriers
All 20% (peds) 0.8 (peds) Medium
Improved lighting All 60% (peds, night) 0.4 (peds, night) Medium
Provide refuge All 45% (peds) 0.55 (peds) Medium
Treatment Environment Crash
ReductionFactor (CRF)
Crash
ModificationFactor (CMF)
Confidence
New lighting Intersections 50% (night) 0.5 (night) High
Mid-block 40% (night) 0.6 (night) High
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Ruralintersections 30% (night) 0.7 (night) Medium
Urbanintersections
30% (night) 0.7 (night) Low
Channelisation atintersections
Splitter islands 30-35% 0.65-0.7 Medium
Mountablemedian
15% 0.85 Low
Non-mountablemedian
25% 0.75 Low
Install turning
lanes
Rural T
intersection
40% 0.6 Low
Rural +intersection
30% 0.7 Medium
Painted 30% 0.7 High
Ph i l lid 35% 0 65 L
iRAP toolkit (www.toolkit.irap.org)
Focus on developing world
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Focus on developing world
Gives treatment options formany common crashscenarios (all road users)
Use of photos
Data on effectiveness (crashreduction), cost and longevityof treatments
Implementation issues and
guidance
References
209
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Linear villages guidance
WHO PedestrianManual
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Manual
PIARC journal Technical Committee C1
(Safer Road Infrastructure)
Vollpacht
Diallo
Linear settlements andsafety issues alonghighways in India bySharma et al
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Netherlands DfID, UK
The golden rule
Do no harm!
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We should never consciously set out tomake a situation or position worse!!
213
But, remember .
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214
But, remember .
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215
But, remember ..
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216
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Any Questions?
217
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Looking Ahead To Day 2
218
Day 2 Sessions 4,5 and 6
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Session 4 evaluation, capacity building, whereto get guidance & toolkits, ADB protocols
Session 5 conceptual / preliminary design casestudy & practical group exercise
Session 6 Existing road RSA: practical exercise
0845hrs for a prompt 0900hrs start please!
Hi-vis vest, hat, sunscreen, folder/pad/pens Casual dress?
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Wrap Up Of Day 1
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Close
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Thank you!