MODULE 3
INTRODUCTION TO
ROAD SAFETY
ENGINEERING
EBRD Road Safety Engineering
E-learning Package
SAFER ROADS: PILLAR 2 OF THE
GLOBAL ROAD SAFETY ACTION
PLAN
Safer
Roads
Safer Improved
Road safety Safer
Road Post-
manage- Vehicles
Users Crash
ment
Care
WHAT IS ROAD SAFETY
ENGINEERING?
Road safety engineering relates to measures
specifically designed to improve safety on the
road network through infrastructure engineering
interventions and safe traffic management,
including all road users.
ROAD SAFETY
ENGINEERING
Road safety engineering is a profession that combines:
• Traffic engineering
• Road design
• Understanding human factors
• Detailed analysis
• Proactive processes
• Reactive processes
WIDER FOCUS –
SAFE MOBILITY
Road safety engineers need a wider focus:
• Safe and affordable mobility for all road users
• Active mobility
• Transport choices
PROACTIVE VS. REACTIVE
REACTIVE
PROACTIVE
INTERVENTIONS:
INTERVENTIONS:
Identify and remedy
Seek to include
problems in existing
features in road
infrastructure to reduce
design that prevent
crashes and prevent
crashes occurring
injury
CONVENTIONAL ROAD
SAFETY ENGINEERING
Conventional approaches to road engineering have focussed on:
• Proactive: Designing roads using Geometric Design Standards
• Reactive: Collecting, analysing and using crash data to remedy
problems with existing roads
CONVENTIONAL ROAD
SAFETY ENGINEERING
Conventional approaches to road engineering have focussed on:
• Proactive: Designing roads using Geometric Design Standards
• Reactive: Collecting, analysing and using crash data to remedy
problems with existing roads
CONVENTIONAL ROAD
SAFETY ENGINEERING
Conventional approaches to road engineering have focussed on:
• Proactive: Designing roads using Geometric Design Standards
• Reactive: Collecting, analysing and using crash data to remedy
problems with existing roads
GEOMETRIC DESIGN
STANDARDS
Based on:
• Class of Road: according to their function within the road network
• Volumes of traffic: daily or at peak times
• Vehicle types: particularly the percentage of large, heavy vehicles
• Design speed: the selected speed based used to determine the
design features of the road
GEOMETRIC DESIGN
STANDARDS
Based on:
• Class of Road: according to their function within the road network
• Volumes of traffic: daily or at peak times
• Vehicle types: particularly the percentage of large, heavy vehicles
• Design speed: the selected speed based used to determine the
design features of the road
GEOMETRIC DESIGN
STANDARDS
Based on:
• Class of Road: according to their function within the road network
• Volumes of traffic: daily or at peak times
• Vehicle types: particularly the percentage of large, heavy vehicles
• Design speed: the selected speed based used to determine the
design features of the road
GEOMETRIC DESIGN
STANDARDS
Based on:
• Class of Road: according to their function within the road network
• Volumes of traffic: daily or at peak times
• Vehicle types: particularly the percentage of large, heavy vehicles
• Design speed: the selected speed based used to determine the
design features of the road
GEOMETRIC DESIGN
STANDARDS
Based on:
• Class of Road: according to their function within the road network
• Volumes of traffic: daily or at peak times
• Vehicle types: particularly the percentage of large, heavy vehicles
• Design speed: the selected speed based used to determine the
design features of the road
GEOMETRIC DESIGN
STANDARDS
The geometric design process produces a longitudinal alignment –
horizontal and vertical. It adds:
• standardised cross-sections
• major and minor intersections, and private accesses
• edge delineators and crash barriers
• intermittent bus stopping facilities, pedestrian crossings
• road signs and markings.
Consistency is important.
GEOMETRIC DESIGN
STANDARDS
The geometric design process produces a longitudinal alignment –
horizontal and vertical. It adds:
• standardised cross-sections
• major and minor intersections, and private accesses
• edge delineators and crash barriers
• intermittent bus stopping facilities, pedestrian crossings
• road signs and markings.
Consistency is important.
GEOMETRIC DESIGN
STANDARDS
The geometric design process produces a longitudinal alignment –
horizontal and vertical. It adds:
• standardised cross-sections
• major and minor intersections, and private accesses
• edge delineators and crash barriers
• intermittent bus stopping facilities, pedestrian crossings
• road signs and markings.
Consistency is important.
GEOMETRIC DESIGN
STANDARDS
The geometric design process produces a longitudinal alignment –
horizontal and vertical. It adds:
• standardised cross-sections
• major and minor intersections, and private accesses
• edge delineators and crash barriers
• intermittent bus stopping facilities, pedestrian crossings
• road signs and markings.
Consistency is important.
GEOMETRIC DESIGN
STANDARDS
The geometric design process produces a longitudinal alignment –
horizontal and vertical. It adds:
• standardised cross-sections
• major and minor intersections, and private accesses
• edge delineators and crash barriers
• intermittent bus stopping facilities, pedestrian crossings
• road signs and markings.
Consistency is important.
GEOMETRIC DESIGN
STANDARDS
The geometric design process produces a longitudinal alignment –
horizontal and vertical. It adds:
• standardised cross-sections
• major and minor intersections, and private accesses
• edge delineators and crash barriers
• intermittent bus stopping facilities, pedestrian crossings
• road signs and markings.
Consistency is important.
ARE GEOMETRIC
DESIGN STANDARDS
ENOUGH?
Questions to be asked:
• Is the focus too much on the geometry of the road, and away from
the wider picture?
• Does classifying roads create obstacles to road safety?
• Is the focus too much on motor vehicles, and not enough on other
road users?
ARE GEOMETRIC
DESIGN STANDARDS
ENOUGH?
Questions to be asked:
• Is the focus too much on the geometry of the road, and away from
the wider picture?
• Does classifying roads create obstacles to road safety?
• Is the focus too much on motor vehicles, and not enough on other
road users?
ARE GEOMETRIC
DESIGN STANDARDS
ENOUGH?
Questions to be asked:
• Is the focus too much on the geometry of the road, and away from
the wider picture?
• Does classifying roads create obstacles to road safety?
• Is the focus too much on motor vehicles, and not enough on other
road users?
ARE GEOMETRIC
DESIGN STANDARDS
ENOUGH?
These areas need better consideration:
• Speed and overtaking management
• Forgiving cross-sections and roadsides
• Facilities for pedestrians and vulnerable road users
• Safety at junctions, side roads and accesses
• Effective road signs, markings, and street lighting
USING CRASH DATA TO
REMEDY PROBLEMS
For existing, problem
roads, crash data is
used reactively to:
• Identify ’Black Spots’
• Analyse contributory
factors
• Propose remedies
USING CRASH DATA TO
REMEDY PROBLEMS
For existing, problem
roads, crash data is
used reactively to:
• Identify ’Black Spots’
• Analyse contributory
factors
• Propose remedies
USING CRASH DATA TO
REMEDY PROBLEMS
For existing, problem
roads, crash data is
used reactively to:
• Identify ’Black Spots’
• Analyse contributory
factors
• Propose remedies
USING CRASH DATA
FOR NEW ROAD
PROJECTS
All studies for new road
projects should include a
review of road safety crash
data:
• To identify existing road
safety issues on the project
route
• To ensure all issues are
addressed in the proposed
improvement.
USING CRASH DATA
FOR ROAD PROJECTS
Official local crash data can be
supplemented:
• by Road Safety Inspections
• discussions with the Traffic
Police
• evidence from local government,
hospitals and residents
• from discussions with civil
society organisations
USING CRASH DATA
FOR ROAD PROJECTS
To understand the general risk
to different categories of road
user:
• WHO Global Status Reports
on Road Safety
• National, regional and local
road safety strategies,
performance reviews and Albania, WHO 2018
action plans
USING CRASH DATA
FOR ROAD PROJECTS
To understand the general risk
to different categories of road
user:
• WHO Global Status Reports
on Road Safety
• National, regional and local
road safety strategies,
performance reviews and
action plans
ADDITIONAL ROAD
SAFETY TECHNIQUES
Conventional approaches to Road Engineering focussing on
design standards should be supplemented by techniques where
road safety is addressed.
ADDITIONAL ROAD
SAFETY TECHNIQUES
Conventional approaches to Road Engineering focussing on
design standards should be supplemented by techniques where
road safety is addressed:
• Road Safety Inspection (RSI)
• Network Safety Rating (e.g. IRAP)
• Road Safety Impact Assessment (RSIA)
• Road Safety Audit (RSA)
ADDITIONAL ROAD
SAFETY TECHNIQUES
Conventional approaches to Road Engineering focussing on
design standards should be supplemented by techniques where
road safety is addressed:
• Road Safety Inspection (RSI)
• Network Safety Rating (e.g. IRAP)
• Road Safety Impact Assessment (RSIA)
• Road Safety Audit (RSA)
ADDITIONAL ROAD
SAFETY TECHNIQUES
Conventional approaches to Road Engineering focussing on
design standards should be supplemented by techniques where
road safety is addressed:
• Road Safety Inspection (RSI)
• Network Safety Rating (e.g. IRAP)
• Road Safety Impact Assessment (RSIA)
• Road Safety Audit (RSA)
ADDITIONAL ROAD
SAFETY TECHNIQUES
Conventional approaches to Road Engineering focussing on
design standards should be supplemented by techniques where
road safety is addressed:
• Road Safety Inspection (RSI)
• Network Safety Rating (e.g. IRAP)
• Road Safety Impact Assessment (RSIA)
• Road Safety Audit (RSA)
ADDITIONAL ROAD
SAFETY TECHNIQUES
Conventional approaches to Road Engineering focussing on
design standards should be supplemented by techniques where
road safety is addressed:
• Road Safety Inspection (RSI)
• Road Safety Impact Assessment (RSIA)
• Road Safety Audit (RSA).
RURAL V. URBAN ROADS
Same design issues
apply to urban roads as
to rural roads.
Physical measures
different - reflecting very
different road
environments.
INTER-URBAN AND RURAL
ROADS
Characterised by:
• Mainly linear movements
along the road
• Low volumes of crossing
movements
• Minor side roads and
accesses infrequent
• Major intersections
widely spaced, capacity
usually not important
• Mainly high speed
vehicle movements.
INTER-URBAN AND RURAL
ROADS
Particular consideration
needed for:
• The needs of local
villages along the
route
• Animal movements
• Local businesses
URBAN ROADS
Characterised by:
• Complex and conflicting
movements
• High volumes of crossing
movements
• High volumes and mix of
motorised and other road
users
• Frequent side roads and
accesses
• Major intersections closely
spaced, capacity important
• Require LOW vehicle
speeds.
URBAN ROADS
Particular consideration
needed for:
• Traffic control
• Speed management
• Pedestrian networks
• Public transport
stops
• Freight delivery
• Parking
• Drainage and utilities
INSTITUTIONAL ISSUES:
ROAD AUTHORITIES
Road Authorities need the capacity to address Road
Safety
• A Road Safety Unit
• Access to crash database
• Specialist experienced road safety engineers and
designers
• Accredited Road Safety Inspectors and Auditors
• Effective Road Safety Inspection and Road Safety Audit
reports.
SUMMARY
The focus for all road engineers must be Safe Mobility for all road
users, not just motor vehicles.
Road safety engineering includes:
• Proactive interventions: Features in new projects to promote road
safety
• Reactive interventions: Addressing problems in the road network
Conventional road engineering focuses on Geometric Design
Standards and ‘Black Spot’ remedies.
These methods should be supplemented by Road Safety Inspections,
Impact Assessments and Audits.
Different road safety approaches are needed for urban and rural roads.
Road Authorities need the capacity to address safety effectively.
IN THE NEXT MODULE:
CRASH CAUSATION
MODULE 3
INTRODUCTION TO
ROAD SAFETY
ENGINEERING
EBRD Road Safety Engineering
E-learning Package
