AN

INTRODUCTION
TO ROAD SAFETY
INSPECTIONS
H O W, W H AT, W H E N , W H E R E A N D W H Y - F O R
U N D E R TA K I N G R O A D S A F E T Y I N S P E C T I O N S
AIMS OF THIS
PRESENTATION
To introduce you to:
• the process of road safety inspection
• the need for care on the road during inspections
• the need to look carefully for safety issues
• some of the technical skills involved

Remember - always “put yourself into the shoes

of the road users”.
WHAT IS A ROAD SAFETY INSPECTION?

“A road safety inspection is a systematic, on-site

review, conducted by road safety experts, of an
existing road or section of road, to identify hazardous
conditions, faults and deficiencies that may lead to
serious accidents”.

Page 8 of “Road safety inspection guidelines”, PIARC 2012

USEFUL MANUALS
PROACTIVE ROAD SAFETY PROCESSES

Several guides refer to proactive road safety processes

Proactive means “before” crashes happen

Processes include:

 Road safety audits (of designs for new road projects)

 Road safety reviews (of existing roads)

 Road safety inspections (of existing roads)

 Road safety assessments (also of existing roads)

Proactive road safety approaches seek to assess the safety
of the road network and to identify safety concerns that can
be treated.

For some countries, it is not possible to undertake detailed

safety “reviews” (inspections) of the entire network, and so a
two stage process is often used:

Stage 1 – road safety inspections (high level reviews) are

undertaken across a large part of the road network (maybe
every 3-5 years).

Stage 2 – road safety assessments are more detailed, and

are undertaken on roads that have been identified as “high
risk” by the RSI’s.

“Road Safety Manuals for Africa – Existing Roads: Proactive Approaches”

“Road Safety Manuals for Africa – Existing Roads: Proactive Approaches”
 The management of the
process, and the technical
skills of the team are the same
throughout.
This workshop will therefore
now focus on Road Safety
Inspections (RSI’s) as defined
by PIARC.
WHAT IS A ROAD SAFETY INSPECTION?

“A road safety inspection is a systematic, on-site

review, conducted by road safety experts, of an
existing road or section of road, to identify hazardous
conditions, faults and deficiencies that may lead to
serious accidents”.

Page 8 of “Road safety inspection guidelines”, PIARC 2012

The 6 steps in managing a road safety inspection program

“Road Safety Manuals for Africa – Existing Roads: Proactive Approaches”

 Step 1: Establish your legal basis for undertaking
proactive road safety procedures

Most countries have a legal requirement for the road authority to

investigate and improve road safety problems.

RSI’s can support this legal responsibility.

RSI responsibility usually rests with the authority responsible for

road safety and it is usually supported at the highest political
level.

There is clearly defined statutory accountability for any actions or

failures of the system.
 Step 2: Formalise protocols and procedures

The road authority should prepare and adopt a formal procedure for
undertaking RSI’s. This will likely include:

 The person or department with responsibility for investigating

road safety issues. They need to be provided with quality training
and technical assistance.
 The resources (human and financial) to achieve a focussed
improvement in road safety. The amounts of each depend on the
size and quality of the road network.
 There is usually a need for at least two Road Safety Inspectors,
one of whom is the Unit Manager. For large tasks, other
engineers can also join as Road Safety Inspectors.
 Step 2: Formalise protocols and procedures (cont.)

The process you use in your inspections and assessments

should be documented in approved guidelines.

Set expectations for the improvements you expect to see.

These may be a target of a percentage of the road network
inspected and improved, or it may develop into crash reduction
targets.

Set up a mechanism for monitoring performance

 Step 3: Identify personnel

Various personnel are required:

 A Manager to oversee, plan, and manage the RSI schedule

 Road Safety Inspectors (to undertake the RSI’s)
 Step 4: Identify a budget for treating your existing roads

There is no point undertaking a RSI without having the financial

resources to implement the agreed changes.

It is best to have an annual budget for the treatment of road safety

problems on your existing road network.
 Step 5: Train personnel in the RSI procedures

Train your personnel to capture safety related information

about the road, the road users and the roadside.

They should gain practical experience (via mentoring on-site)

in addition to their training.

“Shadowing” experienced road safety inspectors is desirable

 Step 6: Monitor and Review

Before implementing your treatments, assess their impact and

make a business case for investing in them.

Use research findings of the expected effectiveness of such

treatments. Use figures from elsewhere, until you develop your
own.

To develop your own figures, you will need to monitor and

review your treated roads by studying the before/after crash
numbers.

The lessons learnt from your monitoring (good or bad) can also
guide your designers to include positive safety features into new
roads.
WHAT IS A ROAD SAFETY INSPECTION?

“A road safety inspection is a systematic, on-site

review, conducted by road safety experts, of an
existing road or section of road, to identify hazardous
conditions, faults and deficiencies that may lead to
serious accidents”.

Page 8 of “Road safety inspection guidelines”, PIARC 2012

ROAD SAFETY INSPECTIONS

• Do NOT need crash data

• If reliable crash data is available, it may be used to
direct you to the roads to be inspected (ie routes with
the highest number of crashes could be inspected
first)
ROAD SAFETY INSPECTIONS

• Select the road(s) to be inspected.

• Prepare before going out.
• Study any videos/reports.
• Inspect the route(s) – both directions, day and night.
• Wear high-visibility safety clothing.
• Drive, walk (where feasible) the route.
• Take camera, digital recorder.
• Rank safety issues by “risk”.
Road safety audits and inspections guidelines Handbook 222, Statens Vegvesen Norway 2006
 ROAD SAFETY INSPECTIONS

Look for:
• What is there and is OK.
• What is there but is unsafe, or wrong, or worn.

• What is NOT there, but is not creating safety issues.

• What is NOT there, and is causing road safety problems.
ROAD SAFETY INSPECTIONS
Rural roads
• Start with geometry – H and V
• Think about “non-engineering” matters (visual deceit)
• Check pedestrian safety
• Check delineation
• Then check signs and line markings
• Then roadside hazard management
• Intersection controls/side roads sight lines
• Remember agricultural vehicles
ROAD SAFETY INSPECTIONS
Urban roads
• Check pedestrian safety
• Intersection controls/side roads sight lines
• Check signs and line markings
• Then roadside hazard management
• Remember small vehicles
Road safety audits and inspections guidelines Handbook 222, Statens Vegvesen Norway 2006
The Wramborg (2005) and Stigson (2009) work can be translated
into some principles that can be considered during RSI’s:

 If a road has a posted speed limit (or better an operating speed)

of more than 30km/h and pedestrians or pedal cyclists are
expected to use the road, then facilities that separate them from
traffic need to be provided
 If the road has a posted speed limit (or an operating speed) of
more than 50km/h and has T-intersections or cross roads, then
the type of intersection provision needs to be re-considered.
 If a road has a speed limit of more than 70km/h and it is
undivided, measures should be taken to reduce the likelihood of
a head-on crash occurring.
 Vehicle restraint systems need to be installed or clearance of
road-side obstacles needs to be undertaken if these might
threaten survivability of run-off crashes.
In this session we will cover a few of the
main and most common safety issues

Geometry – real and perceived

Signs
Delineation
Pedestrians
Roadside hazards

ALWAYS consider your customers

Put yourself in “the shoes of the road users”

 ROAD SAFETY
INSPECTIONS AND HUMAN
NATURE

A L WA Y S R E M E M B E R Y O U R C U S T O M E R S A R E
H U M A N S – A N D T H E Y M AY M A K E M I S TA K E S !
Driver’s view is straight ahead - but the road goes left

Visual deceit
 Driver’s view is straight ahead - but the road goes left

LHS

CRASH

Visual deceit
Visual deceit. Put yourself in the shoes of the road users
 SOMETHING TO THINK
ABOUT WITH
INTERSECTION CRASHES
 Intersection right angle crashes – we need to
determine if it was an overshoot or a re-start

Why? Because our countermeasure(s) may be different

 Overshoot – the driver did not know the
intersection was there
Re-start – knew it was there, slowed, maybe
stopped, but selected a “wrong” gap
 Overshoot
We need to make the intersection more conspicuous
--------------------------------------------------------
Improve Approach Sight Distance
Make intersection more conspicuous
Advance warning signs
Advanced direction signs
Duplicate the Give Way or Stop signs
Lighting
Roundabout or traffic signals
 Re-start

We need to make gap selection easier, better, safer

------------------------------------------------------------
Improve Safe Intersection Sight Distance
Maximise sight lines
Reduce speeds
Alter the traffic control
Geometric changes
Cut trees/grass
Reduce speed limits
Roundabouts or traffic signals
 ROAD SIGNS – WHAT TO LOOK FOR IN YOUR
ROAD SAFETY INSPECTIONS

Use standard Be consistent across Put yourself in the

applications where the road network shoes of the road user
possible • Consistent use of signs and • Help them in the driving
• Follow your country’s symbols task
standards and guides • Consistent level of • Consider the unfamiliar
• But always question signage: not too little or driver
whether “standards” are too much • Do not forget pedestrians
safe & cyclists
• Judgment
Types of road signs

1. Regulatory (compulsory, mandatory)

2. Warning (cautionary)
May be temporary – such as road works

3. Guide (information)
Direction
Tourist
Services
Traffic instruction
Traffic information
 Regulatory Signs

Compulsory Limit

Prohibitary Mandatory Compulsory

WARNING SIGNS – TWO INTERNATIONAL STANDARDS:
AMERICAN, AND EUROPEAN

Colour: US: Black on yellow

Shape: US: Diamond shape
WARNING SIGNS – IN AUSTRALIA WE
USE THE AMERICAN CONVENTION
What is road safety engineering?
EUROPEAN WARNING SIGNS –
TRIANGULAR, RED, BLACK AND WHITE
China has another standard format for warning signs
DIRECTION/GUIDE SIGNS
DIRECTION/GUIDE SIGNS
 DIRECTION/GUIDE
TOURIST SIGNS SIGNS

Tourist signs: White on brown

3. Guide (information)
Direction
Tourist
Services
Traffic instruction
Traffic information
Guide (Traffic Instruction)
Guide (Traffic Information)
WHAT CAN A SIGN DO:
• Regulate road use
• Warn the road user of a hazard
• Inform the road user
• Help the road user navigate
But can also:
• Distract the road user
• Be a hazard
• Provide incorrect/inconsistent information
What a sign cannot do:
 Educate the road user
 Physically prevent an action from occurring
 Be 100% effective
 Take the place of necessary civil works
 Signing Principles – 6 C’s

• Conspicuous - easily seen

• Clear - legible, able to be read in ample time
• Comprehensible – understood
• Credible – believed
• Compliant - with standards
• Correct – the sign must be correct
 Conspicuity
 Clarity
 Comprehensible
 Credible
 Compliant
 Correct
 Conspicuity
 Clarity
 Comprehensible
 Credible
 Compliant
 Correct
 Conspicuity
 Clarity
 Comprehensible
 Credible
 Compliant
 Correct
 Conspicuity
 Clarity
 Comprehensible
 Credible
 Compliant
 Correct

?
 DELINEATION

• Guide Posts & Delineators

• Raised Reflective Pavement Markers (cats eyes)

• Hazard Markers

• Chevron Alignment Markers (CAMs)

 Guideposts

• White post 1 metre high, 100 mm wide

• Double sided on a two-way road
• Retro-reflective delineator
• Red on the drivers side (right)
• White on the opposite side (left)

• Lateral placement:
• 150 mm clear of outer edge of shoulder
• 1.2 to 3.0 m from edge of traffic lane
• Keep the lateral space consistent


 Chevron Alignment Markers

Lateral placement:
• min 600 mm clear of road shoulder
• 2 m to 5 m from edge of traffic lane

Height to bottom of sign:

• 1.2 m to 1.5 m above road surface
• Arrange height to give smooth appearance

AS 1742.2 Table 4.3

Chevron Alignment Markers

Reserved for sub-standard curves only


 Chevron Alignment
Markers

• Left-hand curve: first CAM on

prolongation of right hand edge line
• Right-hand curve: first CAM on
prolongation of centre line

For RH driving AS 1742.2 Figure 4.7

ON THIS EXIT FROM A CHINESE
E X P R E S S W AY, C A M ’ S A S S I S T
HIGH SPEED DELINEATION
Would CAM’s benefit
safety on this curve?
 Chevron Alignment Markers

• Reserve CAM’s for substandard curves only

• Otherwise, use normal hazard markers
• Only place on outside of curve
• Always show CAM’s for both directions
• Minimum of 3 CAM’s in each direction
• Drivers should be able to see 3 CAM’s at all times
• Space them evenly (avoiding driveways, obstructions)
 Pavement Markings

• Dividing lines (centre lines)

• Lane lines
• Edge lines
• Pavement arrows
• Stripes and chevron markings
• Words
• Symbols

• Materials:
• Paint
• Thermoplastic
• Retro-reflective glass beads
RAISED PAVEMENT MARKERS


RAISED PAVEMENT MARKERS


 ROAD SAFETY INSPECTIONS

Remember the 6 C’s:

Conspicuous, Comprehensible, Clear, Credible, Compliant and Correct

Bad signing leads to driver distraction, lack of warning,

misunderstandings

Line marking is needed to guide and control drivers.

ROAD SAFETY INSPECTIONS – REMEMBER THAT PEDESTRIANS
WERE HERE FIRST – BEFORE THE MOTOR VEHICLE
THINK OF ALL GROUPS OF PEDESTRIANS – BUT
THERE ARE THREE GROUPS AT GREATEST RISK……

33
3
 • SENIOR CITIZENS - 19% of
fatalities are over 65 years

• YOUNG - 20% of fatalities are

aged 4-12 years
THREE GROUPS
OF PEDESTRIANS • INTOXICATED - 43% of night
time fatalities ≥ 0.15% BAC.
MOST AT RISK:
• Plus the disabled
SENIORS - 19% of
road fatalities aged
over 65 years of age
are pedestrians
 YOUNG - 20% of road
fatalities are aged 4-12
years are pedestrians
Intoxicated - 43% of adult male pedestrian fatalities ≥ 0.15%
BAC in the state of Victoria

(3 times the limit for drivers in Australia)

How safe are the
disabled in your city?
There are three basic pedestrian
strategies…

33
3
1. SEGREGATION – freeways, malls
2. SEPARATION – in time or in space
3. INTEGRATION – vehicles and pedestrians “share” the road
Segregation – freeways
SEGREGATION – MALLS
THINK ABOUT HOW PEDESTRIANS
WILL CROSS THE ROAD

• Is there a crossing?
• If not, is one needed for safety?
• What type of crossing?
• Will it be used correctly?
• Will Police enforce it?
• Will a crossing actually increase the risk for the
pedestrians?
• Sometimes – its better to not put in something.
• A refuge may work well and be safer……
SEPARATION – IN TIME

 

Use pedestrian push buttons to

allow pedestrians to call up
their phase


SEPARATION – IN TIME
SEPARATION – IN TIME

It’s time to get serious about Zebra Crossings?
Why do you install them?
 
Why do we install such crossings?
Separation – in space

Separation in space (grade separation)
• Most pedestrians dislike grade separation – unless it
saves them time/distance.
• If grade separation is a possibility, or essential, people
usually prefer an overpass. If you must have a subway,
encourage one that has a straight through view – for
personnel safety
SEPARATION – IN
SPACE
 

SEPARATION – IN SPACE
THINK ABOUT HOW PEDESTRIANS
WILL WALK ALONG THE ROAD

• Is there a footpath?
• Is there a paved shoulder?
• If not, what is needed for safety?
• Vehicle speeds?
INTEGRATION – WHERE VEHICLES AND
PEDESTRIANS “SHARE” THE ROAD
 ROADSIDE HAZARDS

• Single vehicle run-off-road crashes are the single biggest group of

serious and fatal crashes in every Australian state and most
countries of the world.
• They are a severe type of crash.
• They can be due to speed, inattention, fatigue, alcohol, or all of
these.
• We can never be sure where a vehicle will leave a road
A 5-step strategy for Roadside Hazard Management

1. Keep vehicles on the road

2. Provide a forgiving roadside

i. remove the hazard

ii. relocate the hazard
iii. alter to reduce severity
iv. protect people - use barriers
 CRITICAL FACTORS WITH SAFETY BARRIERS
DURING YOUR ROAD SAFETY INSPECTIONS

• Length of need
• Barrier length
LOOK FOR • Barrier height (vaulting!)
THE CRITICAL • Offset to the barrier
DESIGN • Deflection
FACTORS • Approach slopes
WITH SAFETY • Connections to bridges
BARRIERS • Working Width
• Terminals
 CRITICAL FACTORS WITH SAFETY BARRIERS
DURING YOUR ROAD SAFETY INSPECTIONS

• Length of need
• Barrier length
LOOK FOR • Barrier height (vaulting!)
THE CRITICAL • Offset to the barrier
DESIGN • Deflection
FACTORS • Approach slopes
WITH SAFETY • Connections to bridges
BARRIERS • Working Width
• Terminals
Too low
Too high
 CRITICAL FACTORS WITH SAFETY BARRIERS
DURING YOUR ROAD SAFETY INSPECTIONS

• Length of need
• Barrier length
LOOK FOR • Barrier height (vaulting!)
THE CRITICAL • Offset to the barrier
DESIGN • Deflection
FACTORS • Approach slopes
WITH SAFETY • Connections to bridges
BARRIERS • Working Width
• Terminals
OFFSET OF BARRIER
FROM LANE – AS FAR AS
POSSIBLE EXCEPT FOR
RIGID BARRIERS

Rigid – less than 4 m (to minimise

possible impact angle)

Other barriers - provide space to

provide for a broken down vehicle
 CRITICAL FACTORS WITH SAFETY BARRIERS
DURING YOUR ROAD SAFETY INSPECTIONS

• Length of need
• Barrier length
LOOK FOR • Barrier height (vaulting!)
THE CRITICAL • Offset to the barrier
DESIGN • Deflection
FACTORS • Approach slopes
WITH SAFETY • Connections to bridges
BARRIERS • Working Width
• Terminals
Pocketing could occur!
 “Pocketing”

Standard guardrail
Concrete
and posts
Parapet

Rail not fixed

to parapet


1
 “Pocketing”

Guard rail deflects and leaves

the parapet exposed

2

Better, safer!

T H I S T U N N E L P O R TA L I S A S E R I O U S R O A D S I D E H A Z A R D
 CRITICAL FACTORS WITH SAFETY BARRIERS
DURING YOUR ROAD SAFETY INSPECTIONS

• Length of need
• Barrier length
LOOK FOR • Barrier height (vaulting!)
THE CRITICAL • Offset to the barrier
DESIGN • Deflection
FACTORS • Approach slopes
WITH SAFETY • Connections to bridges
BARRIERS • Working Width
• Terminals
Working width?

Snagging high
loads on piers
Working width: the width that includes the barrier deflection plus the roll
distance of an impacting high vehicle. It is a necessary consideration when
designing barriers to shield hazards such as bridge supporting piers on
expressways from impacts by large trucks. For rigid barriers this is also known
as the Zone of Intrusion.
 

WORKING WIDTH – THE HIGHER

THE BARRIER, THE LESS
ROLLOVER
WHEN INSPECTING SAFETY BARRIERS

Check to see that any barrier will avoid:

– Vaulting – check location of any kerbing
– Pocketing (bridges, tunnels)
– Spearing – terminals
– Excessive deflection (pocketing again)
– Is overlapped correctly (spearing again)
– Is installed with enough support (must take a big hit!)
– Working width
In this session we have looked at a few of the
most common safety issues on our roads

Geometry – real and perceived

Signs
Delineation
Pedestrians
Roadside hazards

ALWAYS consider your customers

Put yourself in “the shoes of the road

users”

I welcome your questions