The Portland office of Kittelson & Associates, Inc. hosted an interactive workshop on January 13th, 2011 that covered the following related to Road Safety Audits (RSA): 1) A brief overview of the Federal Highway Administration (FHWA) “Road Safety Audit (RSA) – Guidelines and Checklist”; and 2) A walk through of a recent RSA application - Mt. Hood Highway (US 26) on the western slope between Portland, Oregon and the Mt. Hood recreational facilities (including ski areas during winter season). Hermanus Steyn, from Kittelson, and Sue D’Agnese, from ODOT, facilitated the workshop.
The content of presentation slides describe the concept of road safety auditing and its application starting from the planning of the road project until opening the road.
The content of presentation slides describe the concept of road safety auditing and its application starting from the planning of the road project until opening the road.
About design of Expressways in India based on SP 99-2013. It covers aspects such as design speed, horizontal and vertical alignment, structures such as overbridge, underbridge, cross-sectional features, median, etc.
3-D Road Design by Applying Differential Geometry and Conventional Design Ap...Basil Psarianos
3-D Road Design by relating Differential Geometry parameters with conventional road design parameters like horizontal and vertical curvature and superelevation rate
traffic signal design by synchoro 8 To evaluate the benchmark of existing traffic in Sylhet city.
To improve traffic operations and safety throughout the Sylhet city.
To maximize, effectively, the traffic volume movement, increasing the intersection capacity, reducing the total delay and travel time.
To determine the Level of Service (LOS) of road network.
To evaluate the existing traffic and simulation model with the help of software, Synchro 8.
To introduce traffic signal for better performance of traffic in Sylhet city.
Need ornamentation.This was a crude copy.Special Thanks to AUST'ian.BUET ian should make a new way of reporting.Dont mind to found enomous mistake in mine..It was prepared in a very short time
http://www.gaplanning.com/traffic-engineering-roundabouts/
Here's a presentation from Williams & Associates, and Athens, GA based transportation and traffic control engineering firm. In this video and slideshow, we present the Top 7 Advantages of Roundabouts in Traffic Control.
Telegraph Road Walkway Phase 1 August 2020Fairfax County
This Fairfax County project connects walkways along the south side of Telegraph Road from Mission Court to Pike Road. The project includes three segments of 5-foot wide concrete sidewalk, and curb and gutter of approximately 1,230 feet and ten intersection upgrades.
About design of Expressways in India based on SP 99-2013. It covers aspects such as design speed, horizontal and vertical alignment, structures such as overbridge, underbridge, cross-sectional features, median, etc.
3-D Road Design by Applying Differential Geometry and Conventional Design Ap...Basil Psarianos
3-D Road Design by relating Differential Geometry parameters with conventional road design parameters like horizontal and vertical curvature and superelevation rate
traffic signal design by synchoro 8 To evaluate the benchmark of existing traffic in Sylhet city.
To improve traffic operations and safety throughout the Sylhet city.
To maximize, effectively, the traffic volume movement, increasing the intersection capacity, reducing the total delay and travel time.
To determine the Level of Service (LOS) of road network.
To evaluate the existing traffic and simulation model with the help of software, Synchro 8.
To introduce traffic signal for better performance of traffic in Sylhet city.
Need ornamentation.This was a crude copy.Special Thanks to AUST'ian.BUET ian should make a new way of reporting.Dont mind to found enomous mistake in mine..It was prepared in a very short time
http://www.gaplanning.com/traffic-engineering-roundabouts/
Here's a presentation from Williams & Associates, and Athens, GA based transportation and traffic control engineering firm. In this video and slideshow, we present the Top 7 Advantages of Roundabouts in Traffic Control.
Telegraph Road Walkway Phase 1 August 2020Fairfax County
This Fairfax County project connects walkways along the south side of Telegraph Road from Mission Court to Pike Road. The project includes three segments of 5-foot wide concrete sidewalk, and curb and gutter of approximately 1,230 feet and ten intersection upgrades.
Course Objectives:
- Functional Classification of Roadways.
- Urban Arterial Street Lighting Program &Procedures to Provide Street Lighting at Intersections.
- Traffic Regulation Orders and Control Measures/Turn Lane Policy.
- Roads Impact Fee Ordinance Administrative Code.
- Road Maintenance Acceptance Policy.
- Traffic Calming in Residential Areas.
Highway crash data with average of 39 thousand fatalities and 2.4 million nonfatal injuries per year have repetitive and predictable patterns, and may benefit from statistical predictive
models to enhance highway safety and operation efforts to reduce crash fatalities/injuries. Highway crashes have patterns that repeat over fixed periods of time within the data set for
crashes such as motorcycle, bicycles, pedestrians, nighttime, fixed object, weekend, and winter crashes. In some States, these crashes are weekly, monthly, or seasonally. Contributing
factors such as: age category, light condition, weather, weekday, underlying state of the economy, and others impact these variations.
Highway crash data with average of 39 thousand fatalities and 2.4 million nonfatal injuries per year have repetitive and predictable patterns, and may benefit from statistical predictive models to enhance highway safety and operation efforts to reduce crash fatalities/injuries. Highway crashes have patterns that repeat over fixed periods of time within the data set for crashes such as motorcycle, bicycles, pedestrians, nighttime, fixed object, weekend, and winter crashes. In some States, these crashes are weekly, monthly, or seasonally. Contributing factors such as: age category, light condition, weather, weekday, underlying state of the economy, and others impact these variations.
The study aims to quantify how people make trade-offs to avoid junctions by taking additional time along routes with and without cycle facilities in the UK context. A video based stated preference survey and analysis is undertaken to investigate how people feel approaching junctions, determine the relative importance of the features of junctions, determine how cycle facilities compensate the exposure of right turn risks at junctions at the cost of additional time and identify the person type factors that also influence choice. Primary data is used for the study. The survey work for the primary data constituted a major part of the study.
Accident study and analysis, objective, causes of accidents, and analysis of accident (collection of data and preparing reports and record) , types of accidents, and statistical analysis of accidents.
On May 20, 2010, Mary Raulerson of Kittelson & Associates held a workshop in Portland, OR which introduced and illustrated best practices in the field of Complete Streets using case studies she has been directly involved with around the country. During the workshop, special attention was given to the obstacles that had to be overcome and the solutions that worked. The goal of this session was to help identify and tailor practices that will further strengthen the region’s move toward creating, connecting and complimenting great places with great multimodal rights-of-way.
Kittelson's Brian Ray and special guest Dr. John M. Mason, PhD presented this topic at a workshop on 4/15/10. It focused on how industry trends in performance based design can support practical design-based project solutions. Brian and John provided a summary of current and emerging tools that can aid professionals in evaluating, screening, and selecting project alternative concepts. For more information contact Brian 800-878-5230.
Purdue University’s research, led by Dr. Darcy Bullock to field measure quality of signal timing offsets and vehicle arrivals on green versus red using local controller software.
This presentation focuses on arterial performance measures, reviewing two successful case studies:
- KAI’s validation of Bluetooth MAC readers and their measurement of signal timing changes using MAC readers along Tualatin-Sherwood Road
- Purdue University’s research, led by Dr. Darcy Bullock to field measure quality of signal timing offsets and vehicle arrivals on green versus red using local controller software
- Peter Koonce provided an overview of arterial performance within the City of Portland and a regional vision for next steps, particularly focused on multi-modal and emergency management applications of the arterial data currently collected and to be collected in the future.
KAI - Pedestrian Mid Block Crossings PresentationKittelson Slides
This is a Kittelson presentation that was given at the Portland, OR office by Charles Radosta and Hermanus Steyn on Jan 28, 2010. They discussed several aspects related to pedestrian crossings.
Train Arrival Times At Highway Railroad Grade CrossingKittelson Slides
Estimating Train Arrival Times at Highway-Railroad Grade Crossing Using Multiple Sensors. By Diego B. Franca, M.Sc., Kittelson and Associates, Inc and Elizabeth “Libby” Jones, PhD
Assoc. Professor, Civil Engineering, University of Nebraska - Lincoln
Assoc. Director , Mid-America Transportation Center. Presented at 89th TRB Annual Meeting – Jan 2010.
This is a presentation by Dada Robert in a Your Skill Boost masterclass organised by the Excellence Foundation for South Sudan (EFSS) on Saturday, the 25th and Sunday, the 26th of May 2024.
He discussed the concept of quality improvement, emphasizing its applicability to various aspects of life, including personal, project, and program improvements. He defined quality as doing the right thing at the right time in the right way to achieve the best possible results and discussed the concept of the "gap" between what we know and what we do, and how this gap represents the areas we need to improve. He explained the scientific approach to quality improvement, which involves systematic performance analysis, testing and learning, and implementing change ideas. He also highlighted the importance of client focus and a team approach to quality improvement.
The Roman Empire A Historical Colossus.pdfkaushalkr1407
The Roman Empire, a vast and enduring power, stands as one of history's most remarkable civilizations, leaving an indelible imprint on the world. It emerged from the Roman Republic, transitioning into an imperial powerhouse under the leadership of Augustus Caesar in 27 BCE. This transformation marked the beginning of an era defined by unprecedented territorial expansion, architectural marvels, and profound cultural influence.
The empire's roots lie in the city of Rome, founded, according to legend, by Romulus in 753 BCE. Over centuries, Rome evolved from a small settlement to a formidable republic, characterized by a complex political system with elected officials and checks on power. However, internal strife, class conflicts, and military ambitions paved the way for the end of the Republic. Julius Caesar’s dictatorship and subsequent assassination in 44 BCE created a power vacuum, leading to a civil war. Octavian, later Augustus, emerged victorious, heralding the Roman Empire’s birth.
Under Augustus, the empire experienced the Pax Romana, a 200-year period of relative peace and stability. Augustus reformed the military, established efficient administrative systems, and initiated grand construction projects. The empire's borders expanded, encompassing territories from Britain to Egypt and from Spain to the Euphrates. Roman legions, renowned for their discipline and engineering prowess, secured and maintained these vast territories, building roads, fortifications, and cities that facilitated control and integration.
The Roman Empire’s society was hierarchical, with a rigid class system. At the top were the patricians, wealthy elites who held significant political power. Below them were the plebeians, free citizens with limited political influence, and the vast numbers of slaves who formed the backbone of the economy. The family unit was central, governed by the paterfamilias, the male head who held absolute authority.
Culturally, the Romans were eclectic, absorbing and adapting elements from the civilizations they encountered, particularly the Greeks. Roman art, literature, and philosophy reflected this synthesis, creating a rich cultural tapestry. Latin, the Roman language, became the lingua franca of the Western world, influencing numerous modern languages.
Roman architecture and engineering achievements were monumental. They perfected the arch, vault, and dome, constructing enduring structures like the Colosseum, Pantheon, and aqueducts. These engineering marvels not only showcased Roman ingenuity but also served practical purposes, from public entertainment to water supply.
The Indian economy is classified into different sectors to simplify the analysis and understanding of economic activities. For Class 10, it's essential to grasp the sectors of the Indian economy, understand their characteristics, and recognize their importance. This guide will provide detailed notes on the Sectors of the Indian Economy Class 10, using specific long-tail keywords to enhance comprehension.
For more information, visit-www.vavaclasses.com
How to Split Bills in the Odoo 17 POS ModuleCeline George
Bills have a main role in point of sale procedure. It will help to track sales, handling payments and giving receipts to customers. Bill splitting also has an important role in POS. For example, If some friends come together for dinner and if they want to divide the bill then it is possible by POS bill splitting. This slide will show how to split bills in odoo 17 POS.
We all have good and bad thoughts from time to time and situation to situation. We are bombarded daily with spiraling thoughts(both negative and positive) creating all-consuming feel , making us difficult to manage with associated suffering. Good thoughts are like our Mob Signal (Positive thought) amidst noise(negative thought) in the atmosphere. Negative thoughts like noise outweigh positive thoughts. These thoughts often create unwanted confusion, trouble, stress and frustration in our mind as well as chaos in our physical world. Negative thoughts are also known as “distorted thinking”.
Students, digital devices and success - Andreas Schleicher - 27 May 2024..pptxEduSkills OECD
Andreas Schleicher presents at the OECD webinar ‘Digital devices in schools: detrimental distraction or secret to success?’ on 27 May 2024. The presentation was based on findings from PISA 2022 results and the webinar helped launch the PISA in Focus ‘Managing screen time: How to protect and equip students against distraction’ https://www.oecd-ilibrary.org/education/managing-screen-time_7c225af4-en and the OECD Education Policy Perspective ‘Students, digital devices and success’ can be found here - https://oe.cd/il/5yV
How to Make a Field invisible in Odoo 17Celine George
It is possible to hide or invisible some fields in odoo. Commonly using “invisible” attribute in the field definition to invisible the fields. This slide will show how to make a field invisible in odoo 17.
This is the definition of a road safety audit from the FHWA website (http://safety.fhwa.dot.gov/rsa). The underlined words are key. We will examine their implications in the next slide.
“ formal”: The audit is based on a set of procedures outlined in various manuals and guidelines. The procedures involve the eight-step audit process discussed later in this presentation. “ safety performance”: The RSA focuses on road safety. Other aspects of the project, such as its operational performance or various constraints (geometric, financial, etc.) can be considered, but the job of the RSA team is to identify the safety implications of the project and suggest how it could be improved to address safety concerns. “ independent”: The audit team is independent of the project team, and has no previous familiarity with the project. The audit team’s independence assures two things: that there is no potential conflict of interest (for example, auditing a project prepared by others in the same organization), and the project is reviewed with “fresh eyes”. “ audit team”: The RSA team is typically composed of several engineers having general design/operations experience (including previous RSA experience) and specialist experience. Specialists often include a human-factors specialist, and are necessary where a project entails unusual elements (such as at-grade railway crossings or unusual construction techniques), where a project must accommodate a substantial number of users with needs or limitations different from normal motor vehicle traffic (such as pedestrians, truck drivers, or cyclists), or when a road must function under recurrent challenging conditions (such as winter weather or frequent fog). Other participants on the RSA team might include enforcement and emergency-response staff.
It is also important to note that the RSA team may need to consider the safety performance of the project from the perspective of all road users. The graphic shows a passenger car, pedestrian, pedal cyclist, motorcyclist, and large truck. Ask participants to name other possible road users – they may come up with public safety vehicles (police or fire), maintenance vehicles, older drivers, etc. How do various project elements interact, especially combinations of minimum standards? For example, what are the implications of providing a minimum-radius curve on an approach to an intersection where the minimum stopping sight distance is provided? Can vehicles (especially trucks) safely brake? The RSA team examines connections to existing infrastructure beyond the project limits, and looks at the segment/intersection from the point of view of users entering and exiting it. For example, is new signing adequate for drivers approaching from adjacent road segments (are approaching drivers correctly positioned for turn-only lanes, and is signing consistent with similar facilities upstream and downstream)? An RSA does not simply identify potential problems – it also identifies “potential” solutions. Some questionable elements may be unavoidable in a design, such as where there are constraints (geometric, fiscal, etc.) that limit the project. An RSA can identify possible mitigation measures to address these risks. For example, limited land availability may result in the need to incorporate a horizontal curve having a radius below the minimum design value for anticipated speeds. The RSA can identify potential measures to identify this hazard (appropriate signing) and induce lower approach speeds (narrower lanes or transverse rumble strips), which can be implemented at reasonable expense during construction.
Standards checks are often done as part of the design process to check for adherence to design standards and guidelines, and document where those standards and guidelines are not met. This kind of standards check is not part of the road safety audit process. Although the RSA team may compare design elements to standards, it is with the intention of identifying combinations of minimum standards with reference to how these minimums may interact to generate a potential hazard. The RSA team has no mandate to change a design they are auditing. RSAs are very frequently conducted at advanced stages in the design process, when design changes would be costly in terms of fees and delays. The RSA team is charged with reviewing a project for its safety implications, and suggesting measures that can be taken to reduce collision risks within the project’s limits.
RSAs can be done at any stage of a project’s life. For simplicity’s sake, we have grouped them into three categories: The pre-construction (“design stage”) RSA looks at a roadway before it is built, at the planning/feasibility stage or the design (preliminary or detailed design) stage. An RSA at this stage is more proactive – it can identify potential safety issues before they cause collisions. The earlier a pre-construction RSA is conducted, the more potential it has to efficiently remedy possible safety concerns (see next slide). Construction RSAs are work-zone audits to examine temporary traffic management plans associated with construction or other roadworks, and can also be conducted when construction is completed but before the roadway is opened to traffic. The post-construction or operational (“in-service”) RSA looks at a road that is operating. The post-construction audit is reactive – it is usually conducted to address a collision problem.
Most collisions are attributed (entirely or in part) to human error, such as failure to observe traffic signals, misjudging gaps in crossing traffic, or failure to see a pedestrian. A good road design is one that can anticipate and accommodate common driver errors. This concept is not new – since the 1960’s, the concept of the “forgiving roadside” has been prevalent, and has led to the widespread use of crash attenuators, slip-base or frangible poles, etc. The road safety audit simply applies this concept of a road design that accommodates driver error to the entire project, on the basis that it is easier to design and build safer roads than to modify or improve driver behavior. This is especially the case as the driving population ages, since older drivers need enhanced guidance and are more prone to making errors of judgement.
Compromises and constraints among the competing interests listed on the previous slide are a normal part of the planning and design process. The design team has the responsibility of integrating these competing interests to arrive at a design that accommodates these interests in as balanced and effective a manner as possible. RSAs, conducted by an audit team that is independent of the design team, inject safety into the mix of competing interests by explicitly and exclusively identifying the safety implications of project decisions. RSAs make sure that safety does not “fall through the cracks”.
Step 3: Conduct a pre-audit meeting to review project information and drawings. In Step 2, the RSA team was chosen. In this step, the project owner calls a pre-audit meeting (also known as a “start-up meeting”) that is attended by the RSA team, the project team, and the project owner. The pre-audit meeting kicks off the RSA.
All relevant information should be requested by the RSA team in advance of the pre-audit meeting. The owner or design team can then supply the requested information at the pre-audit meeting, along with explanations. Information would typically include: drawings (for pre-construction and, if available, for post-construction RSAs) background or related reports such as design reports, justification reports, and IHSDM analysis reports design criteria and parameters (such as design speeds, design vehicles, sight distance requirements, clear zone requirements, etc.) collision history, traffic volumes, and signal timing plans (post-construction RSAs) aerial photographs (if available). The photograph shows a pre-audit meeting for a design-stage RSA held in Illinois. Large design drawings and aerial photographs are visible on the table, along with materials prepared for public-consultation meetings (which showed collision history and traffic volumes) set up on easels at the back of the room.
Project objectives: For a pre-construction RSA, the owner describes the objectives of the road project, including why it is being pursued and the improvements it is expected to accomplish. For both pre-construction and post-construction RSAs, the owner explains why the road safety audit is being conducted on this project. Project design: For pre-construction audits, the design team describes the road design, including: a description of its individual elements the current design stage and anticipated design/construction schedule the constraints and challenges involved in the design. A frank discussion of the constraints and challenges is critical to the success of the RSA. It is crucial that the RSA team understand the trade-offs and compromises are almost always a part of the design process. A knowledge of these constraints promotes the RSA team’s understanding of the project, and helps the RSA team to identify countermeasures that are practical and reasonable (although the RSA team is not restricted from making any comments related to safety). The photograph shows a pre-audit meeting in Illinois at which one of the engineers on the design team (in blue shirt at right) is going through the design. A design team is typically not involved in a post-construction audit. For these RSAs, the road authority describes any design or operational elements of the audited site that generate concern, as well as the constraints and challenges involved at the site (similar to the discussion for a pre-construction RSA). RSA process: The RSA team describes the audit process. The description usually includes a description of the remaining steps of the audit process (Steps 4 through 8), and an indication of the type of issues and mitigation typically addressed at the design/audit stage they are at. For example, the RSA team will make it clear that, at an advanced (detailed) design stage, the alignment will be taken as “given”, and no substantial alignment changes will be considered or suggested to mitigate safety concerns identified in the course of the audit. Similarly, at a preliminary design stage where no signing or marking plans are provided, these issues will not be addressed. In this way, expectations on all sides are well managed. Schedule: All parties agree on the schedule for the remaining steps of the audit (Steps 4 through 8).
Step 4: Perform field reviews under various conditions. Field reviews (site visits) are conducted by the RSA team during both daytime and night-time conditions. Field reviews are required for both pre-construction and post-construction RSAs. The field reviews are described in the next slides.
Field reviews should be conducted for both pre-construction and post-construction RSAs. Field reviews for pre-construction RSAs are conducted to observe the ambient conditions in which the new facility will operate. Field reviews for post-construction RSAs are conducted to observe conditions “on the ground” that create safety hazards. In both cases, the audit team should perform a preliminary review of the drawings (pre-construction RSA) or collision history (post-construction RSA) before attending the site, so that they have an understanding of potential issues. Observe road user characteristics: For example, what are typical speeds? What is the typical traffic mix, including heavy vehicles, pedestrians, and cyclists? Does traffic tend to queue at certain times of the day or in certain lanes? Observe surrounding land uses: What are the existing developments contributing traffic to the audit site? Are there any driveways that might affect the planned roadway? Are any pedestrian generators such as transit facilities or schools nearby? What are the typical traffic patterns associated with the adjacent land uses (for example, weekend traffic near a home improvement store)? Observe link points to the adjacent transportation network: For example, are there at-grade railway crossings in the vicinity of the audit site that could delay traffic? Are interchange ramps close to the site? While on site, some of the things to check for include: driveway issues: Do cars turning into and out of driveways interfere with through traffic? Interference will be particularly unwelcome (a) close to an intersection, where driver workload is already high, and (b) on an arterial-class road, where traffic mobility (rather than access to adjacent properties) is the priority. roadside hazards: Roadside hazards include fixed objects, deep and/or steep drainage ditches, or unprotected barrier ends within the roadside clear zone. The bottom example shows rocks immediately beside the roadway in a national park, where wildlife are common. A driver attempting to evade wildlife on the road may collide with the rocks immediately off to the right and left. sight distance obstructions: Sight distance obstructions typically encountered include buildings, trees and other landscaping features, and commercial signs. The bottom example shows rocks (at left) that block the view between drivers exiting the driveway (at the left of the photo) and drivers coming toward the photographer.
… it is not very apparent, but there is a single lighted “No Left Turn” sign on the far left corner that prohibits my left turn. The “No Left Turn” sign is illuminated only during peak periods. However, many drivers at this intersection did not realize that the left turn was prohibited, since there was only one sign, it was located beneath a secondary signal head (instead of near the overhead primary signal head), and it was oriented at an angle that limited its conspicuousness (at least during daylight hours). As a result, many drivers stopped to make the prohibited left turn, increasing the collision risk. The important point to note is that the effect on visibility of the offset left turn lanes, and the difficulty in seeing the “No Left Turn” sign, would not likely be apparent without a site visit. There is no substitute for getting out of the car and walking the audit site, especially if traffic at the audit site includes (or will include) pedestrians. The audit team can more closely observe roadside and pavement conditions, as well as pedestrians’ perspective. Time spent walking around or observing the audit site also gives greater insight into driver and pedestrian behavior, although the presence of the audit team may influence this behavior.
peak and off-peak traffic periods: These periods may vary with surrounding land uses or transportation infrastructure. While peak periods typically display issues related to volume and congestion, the off-peak periods can highlight low-volume issues such as speeding. dry and wet weather conditions: Traction and visibility issues arising from poor surface drainage will be apparent on wet roads. day and night conditions: Daytime lighting may generate visibility issues associated with strong shadows under overpass structures. A human-factors review of night-time conditions is highly recommended, and can highlight issues associated with sign reflectivity, inadequate overhead illumination, signal conspicuousness (particularly if signals must compete with distracting background light sources), and intersection layouts that may be confusing under low light conditions. The example shows a roadway during the daytime and at night. There is a far-side entry ramp (to the left at the far side of the overpass) that is somewhat inconspicuous during the day, but is very difficult to see at night. Other examples of issues identified during field reviews for post-construction audits are shown on the following slide.
Step 5: Conduct the RSA analysis and prepare report of findings. We will discuss RSA analysis and RSA reporting in detail later in this presentation. For now, we will just give an overview of analysis and reporting. The RSA team performs this step. Input from the project team is generally limited to clarifying elements of the project that may be unclear from the drawings, or offering a preliminary response to potential alternatives or mitigation proposed by the RSA team.
This slide gives an overview of how the audit is conducted. RSA analyses will be discussed in greater detail later in this presentation. workshop setting: The RSA is usually conducted in one or two workshop sessions. All team members attend and review the drawings together. A photo of an audit, showing the workshop setting, is shown. review background reports and design criteria: Before reviewing the drawings, any background reports (project reports, justification reports, IHSDM analysis reports, etc.) are reviewed. For pre-construction RSAs, it is particularly important to review the design criteria for the project, since these criteria specify the standard to which the roadway is designed. systematically review design drawings and/or other information: For pre-construction RSAs , the drawings should be reviewed systematically, examining design features such as road geometry, sight distances, clear zones, drainage, barriers, etc. Fewer of these elements will be available at early-stage pre-construction RSAs. A checklist may be useful for this review. For post-construction RSAs , design drawings will generally not be available. Instead, information such as collision history, signal timing plans, and turning movement counts will be available and should be reviewed along with field-review findings. identify, prioritize, and mitigate safety issues: This is the main focus of the RSA process. From the review of the drawings and other information, safety issues are identified. Safety issues are associated with project features that may contribute to a higher frequency and/or severity of crashes. Safety issues are then prioritized. For each safety concern, a list of possible ways to mitigate the increased crash potential may be generated. These steps (identifying, prioritizing, and mitigating safety issues) are discussed in the next section on “Understanding Risk and Safety”.
What crash types are likely? Example crash types are rear-end, sideswipe, angle, off-road, and head-on collisions, and collisions involving cyclists and pedestrians. What is the likelihood of crashes? Likelihood is a function of probability (how likely is a design element to cause a crash) and exposure (how many vehicles will travel on the road segment having the risky design element)? For example, poor visibility may be provided for a left-turn movement (high probability), but the left turn may be associated with a very minor street with a low volume (low exposure). Probability and exposure are discussed further in the next slide. How severe are the crashes likely to be? Severity is usually described in terms of fatal, injury, or property-damage-only collisions, with the latter being the least severe. Several factors affect collision severity, including collision type (for example, rear-end collisions are usually less severe than angle collisions), speed (severity usually increases with speed), and user type (pedestrian and cyclist collisions are often severe). For post-construction audits, responses to the last three questions concerning crashes can be quantified on the basis of actual collision history. When looking at collision history, pay particular attention to the time of the crashes (night-time/daytime, peak/off-peak periods, winter/summer, weekend/weekday), crash causes (as coded by the police), and crash location (in intersection, on approaches to the intersection, in particular lanes such as right-turn lane).
Step 6: Present RSA findings to project owner and project team. The RSA team presents the findings of the audit (safety issues and suggested mitigation) to the project owner and project team. The presentation of findings may be written (RSA report) or verbal (presentation meeting) or both. Usually it is both.
The audit team issues a final report documenting the results of the RSA. The main contents of the RSA report are: a prioritized listing of the safety issues identified (illustrated with drawings or photographs where possible), suggestions for improvements. The organization of the RSA report, and examples of RSA reports, will be discussed later in this presentation. The report cover shown is for the audit that we will examine as a case study shortly.