The document discusses road safety audits and inspections. It outlines the key stages and principles of road safety audits, including forming an audit team to critically review project materials. The audit team identifies road safety concerns from the perspective of all road users. Audit reports document the issues found and recommendations to address them. The goal is to design roads that are safe and accessible for all users, with a focus on vulnerable pedestrians and cyclclists.

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2. Road safety audit and inspection (RSA)
EU directive 2008/96/EG Road infrastructure safety management
EU - Directive on safer routes include tools as:
1. Road Safety Impact Assessment, RIA (Not in Sweden)
2. Road Safety Audits, RSA
3. Network Safety (NSM) + High-Risk Road Section Management (BSM)
4. Road Safety Inspections,RSI
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3. RSA Team
Road safety specialists that critically review all project materials in terms of
best road safety practice and identifies and describes all project related road
safety concerns from the perspective of all road users.
RSA Teams must include two or more people, One Team Leader and one
Team Member. At least one member of the team needs an RSA qualification.
The RSA Team does not participate in the planning or design of the
project nor do they weigh economic considerations higher than safety
considerations.
In this way the RSA Team will be taking a fresh look at the project without the
distraction of having been involved in the design.
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4. RSA stages
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5. The RSA Process
A Project Safety File should be kept and maintained by the Client that will
contain the following for all RSA stages:
- Any background information such as crash data, traffic flow data, plans,
related projects, earlier RSA reports and other relevant local knowledge
- RSA report
- RSA final record
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6. The RSA Process
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7. Key principles in RSA
Different check lists for different types of roads and road elements
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8. Speed and collision violent
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A small change in average speed by example 5 % to a change in the
number of fatalities by about 20% .
Risk
Speed km/h

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Pedestrians and cyclists
Street user hierarchy should consider pedestrians first and private motor
vehicles last
Street design should be inclusive, providing for all people regardless of age or
ability
Achieving appropriate traffic speed
Design should be used to influence driver behaviour, to reduce speed to levels
that are appropriate for the local context and deliver safe streets for all
Streets should be designed to be safe
and attractive places

11. 1. Reduce widths to their minimum dimensions. Be mindful of pedestrian volumes
at median refuges and transit requirements.
2. Reduce the number of travel lanes and/or their widths.
3. Reduce the furnishing in the pedestrian zone, relocating or eliminating utility
poles and other street furniture.
4. The need for cycle lanes.
5. The availability of on-street parking, where possible if needed.
Cross Sections
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Junction Design
Urban junctions must be designed so that all users
understand that they must share space with and be
aware of others. Junctions should be designed to:
1. Accommodate the needs and accessibility of all
modes of transport.
2. Ensure a hierarchy of users:
• Vulnerable users first.
• Least vulnerable (motor vehicles) last.
3. Be as compact as possible.
4. Minimise conflicts between modes sharing the same
location at the same time.
5. Provide good visibility, particularly between
pedestrians and motorists.
6. Avoid extreme angles and complex junctions.
7. Minimise pedestrian exposure to moving vehicles by
reducing crossing distance.

13. Pedestrian crossings
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For existing streets, in order to reduce pedestrian and
cyclist crossing distance, designers should:
• Provide curb extensions.
• Narrow the width of travel lanes to the typical
dimensions.
• Reduce the number of travel lanes.
• Install refuge islands with a minimum width of 2 m
located within clearly visible areas
• Mid-block crossings in big streets should be
staggered so that pedestrians will be oriented
towards oncoming traffic.
• Curb ramps should be provided to accommodate the
change in grade at the ends of crossings.
• Crossings should be placed in line with and at the
same width as the adjoining walkway or curb ramp.
• The typical crosswalk width should be 3-5 m, 5 m
with anticipated high pedestrian volumes or when
shared with cyclists.
• Vehicle stop lines should be placed 2-3 m before the
crosswalk.

14. Cycle Facilities at Junctions
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Specific provisions for cyclists are necessary at junctions,
both major and minor, including driveways
• Cycle tracks should be continued at the pedestrian level
at raised crosswalks. In other cases, cycle crossings
should be at road level.
• Cycle lanes should be marked and coloured through
junctions.
• An Advanced Stop Line or ‘cycle box’ can only be used -
If used, the cycle box shall be a minimum of 4 m deep
and surfaced in the same colour as a cycle lane
• While cycle facilities must remain continuous, they may
transition from a cycle lane to cycle track to frontage
lane to accommodate changing conditions along a
street.
• Cycle crossings through main junctions should be
separated from through vehicle traffic.
• Crossing locations should be designed with sufficient
space to accommodate cyclists mixing with pedestrians.

15. Audit Report
For reports at all stages of RSA, the same layout can be used:
- A brief background description
-Identification of the Audit Stage
-RSA Team Members
-Details of who was present at the site visit/s, when it was undertaken and what the
conditions were on the day of the visit (weather, traffic, etc.)
-Issues and Recommendations
-A location map marked up with references relating to the issues identified
-Each specific road safety problem identified separately, supported with reasoning,
stating:
- The location of the problem
- The nature of the problem
- The type of crash that is likely to occur as a result of the issue
- Where available, illustrative photograph(s)
-Recommendations for action to mitigate or remove the issue
-A statement, signed and dated by the RSA Team Leader
-A list of the documents and plans considered for the audit
-Post-Opening Audits will have been undertaken on roads that have been open
to use by the public for a number of months (typically 12 months). As such, the
report should also include consideration and analysis of operational data
(including crash data) along with issues identified during observations
of traffic using the site.
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• Good street design will promote higher rates of walking
and cycling
• Good street design will help lead to a decrease in
obesity, heart disease, diabetes and mental health
issues, thereby improving public health.
• Reduced vehicle use improves air quality and, as a
result, respiratory health.
Not only safer

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