Rating the Road for Vulnerable Users

Road crashes are one of the top three causes of death for 5 to 44 year olds. World Health Organisation Every day, more than 3,500 people are killed in road crashes worldwide; 137,000 more are injured or disabled. Road trauma is a serious and rapidly worsening public health crisis. This crisis affects developing countries in particular, where nine out of 10 road deaths and injuries occur. Worldwide, road crashes are the leading cause of death for young people aged 10 - 24 and a global killer on the scale of malaria or tuberculosis. In addition to the grief caused by road trauma, road crashes are often a factor responsible for tipping a household into financial distress. The loss of a wage-earner due to death or disability can be disastrous, leading a family into lower living standards and poverty. As part of a systematic approach to road safety, involving safer road use, safer vehicles and safer roads, iRAP can help address this crisis and save thousands of lives.

Road deaths per 100,000 m population, 2008 IRTAD, 2009 * 2007 (p) provisional

About iRAP iRAP is a not-for-profit working in partnership with government and non-government organisations to: assess high-risk roads and create targeted safety plans provide training, technology and support track road safety performance The International Road Assessment Programme (iRAP) is a not-for-profit organisation dedicated to saving lives through safer roads. iRAP works in partnership with government and non-government organisations to: assess high-risk roads and develop Safer Roads Investment Plans provide training, technology and support that will build and sustain national, regional and local capability track road safety performance so that funding agencies can assess the benefits of their investments. Road Assessment Programmes are now active in more than 50 countries throughout Europe, Asia, the Pacific, North and South America and Africa. Our major global partners are: The FIA Foundation for the automobile and society The World Bank Global Road Safety Facility The Inter American Development Bank (covering 26 countries in Central and South America) We are also a member of the FIA, the world association for motoring clubs (like the Automobile Association of Upper India) and world governing body for motorsport

Development of RAP

iRAP Vulnerable Road Users: Star Ratings concept Peds Bikes (increasingly, electric bikes) Motorscooter/cycles Star Ratings concept Road Inspection Data Road Protection Scores Star Rating Road Safety Investment Plan

Sources of data Examples: Elvik, R. and Vaa, T. (2004) The handbook of road safety measures Ogden, K. (1996) Safer Roads: A Guide to Road Safety Engineering.

Road inspections

Road users Crash types Road attributes Along Pedestrians Across Speed Sidewalk provision – left Sidewalk provision – right Side friction Along Pedestrians Speed Number of lanes Median type Crossing facilities Crossing facilities quality Across

Road Protection Scores Road users Crash types Road attributes Speed Roadside severity – left Roadside severity – right Lane width Paved shoulder Curvature Curve quality Delineation Road condition Facilitates for bikes Side friction Along Bicyclists Speed Crossing facilities Number of lanes Median type Crossing facilities quality Across Speed Intersection type Intersecting road volume Intersection quality Minor access density Intersection

Traffic Total traffic flow recorded in AADT This should include all motorised vehicles The numeric value will be entered for each 100m section It is worth noting that Traffic flow can be added one the data has been rated and converted into a .csv file

Bicycle flow High Medium Low None 6 + bicycles per 100m 3 to 5 bicycles per 100m 1 to 3 bicycles per 100m No bicycles present Notes: Raters should assess the general proportions of bicyclist in the flow over an extended length – and apply that for all segments along that road until an obvious change in proportions is noted.

Pedestrian flow – crossing road High Medium Low None 6 + crossing per 100m 3 to 5 crossing per 100m 1 to 3 crossing per 100m No pedestrians crossing daily Notes: It is acknowledged that this is a random sampling of pedestrian activity, it is not intended to reflect an exact pedestrian volume. This data should be used in association with land-use data and local knowledge to derive the pedestrian demand rating required by the iRAP model.

Pedestrian flow – along road High Medium Low None 6 + along per 100m 3 to 5 along per 100m 1 to 3 along per 100m No pedestrians along daily Notes: It is acknowledged that this is a random sampling of pedestrian activity, it is not intended to reflect an exact pedestrian volume. This data should be used in association with land-use data and local knowledge to derive the pedestrian demand rating required by the iRAP model.

Area type Urban Semi-urban Urban: continuous development > 800m. continuous development 200m to 800m higher speed roads on the outskirts of towns rural roads passing through lower density development or villages Houses Houses

Area type Rural Rural: All other areas

Number of lanes Two Two lanes in direction of travel Note this is number lanes in each direction for a undivided road Number of lanes in direction of travel for divided road If the lane of lane is unequal for a undivided road use other/differs

Speed limit >120 km/h 110 km/h 100 km/h 90 km/h 80 km/h 70 km/h 60 km/h 50 km/h <40 km/h Notes The actual posted numerical speed limit should be recorded If no speed limit is signed, the default speed limit set by law for that type of road should be used.

Lane width Medium Lane width is 2.75 to 3.25m 2.75 to 3.25m

Paved shoulder width 0 to 1m wide Paved shoulder is 0 to 1m 0-1m 0-1m

Unpaved shoulder width 1 to 2.4m wide Unpaved shoulder is 1 to 2.4m 1-2.4m 1-2.4m

Shoulder rumble strips Yes - present Only rumble strips that are approximately greater than 30cm in width and 5cm depth/height should be recorded.

Delineation Adequate Signs warning of severe hazards, and centre and edge markings are generally present and visible

Road Condition Poor Road has serious defects which are likely to result in frequent or unpredictable impact on vehicle control

Sidewalk – Left 1 to 3m Non-physical separation from traffic Sidewalk separated from roadway by between 1m and 3m but no barrier provided 1-3m Sidewalk separated from roadway by between 1m and 3m but no barrier provided

Sidewalk – Left Physical barrier Sidewalk separated from road by a physical barrier at least 1m high Sidewalk separated from road by a physical barrier at least 1m high

Side Friction Medium Activities or parking on one side of the road spill out onto the road Activities or parking on one side of the road spill out onto the road

Pedestrian crossing facilities Refuge only No crossing is marked but a central refuge is provided for pedestrians No crossing is marked but a central refuge is provided for pedestrians

Pedestrian crossing facilities Unsignalised marked crossing without refuge The crossing is well marked but has no central refuge

Pedestrian crossing facilities Unsignalised marked crossing with refuge The crossing is well marked and split with a central refuge

Pedestrian crossing facilities Signalised without refuge Traffic signals control pedestrian and vehicle movements

Pedestrian crossing facilities Signalised with refuge Traffic signals control pedestrian and vehicle movements; the crossing is split with a central refuge

Pedestrian crossing facilities Grade separated facility The crossing is physically separated and does not bring pedestrians into conflict with traffic

Quality of crossing Poor Rapid or unexpected speed adjustments might be needed to avoid risk to pedestrians Rapid or unexpected speed adjustments might be needed to avoid risk to pedestrians

Facilities for bicycles None No specific provisions for bicycles No specific provisions for bicycles

Facilities for bicycles Dedicated bicycle lane on roadway Dedicated bicycle lane separated from traffic only by lane marking on roadway or by <1m of raised or paved surface Dedicated bicycle lane separated from traffic only by lane marking on roadway or by <1m of raised or paved surface

Facilities for bicycles Segregated Bicycle path Bicycle path separated from traffic by at least 1m raised or paved surface Bicycle path separated from traffic by at least 1m raised or paved surface

Facilities for bicycles Segregated Bicycle path with barrier Segregated bicycle path separated by a physical barrier or located at least 10m from the road The physical barrier must be sufficient to restrain a vehicle from entering the bicycle facility at the posted speed limit.

Roadside severity – Bike path Cliff Distance to object 0 to 5m Steep embankment slope Deep drainage ditch Distance to object 5 to 10m Cut Safety barrier Motorcycle friendly barrier Distance to object > 10m Roadside severity – Segregated Bicyclist Path records the roadside when there are segregated bicycle facilities. The aim of the inspection will be to record the distance to the nearest object likely to be reached which could result in serious injury to bicyclists. Ratings of the worst of the two sides of the facility should be scored. Good quality roadside barriers suitable for riders (e.g. bike guard) and other non-aggressive physical restraints such as earth cuttings of at least 2m depth will be recorded separately as they should mitigate serious injury. Steep slopes (>1:3 with a drop of at least 5m, and > 1:2 with a drop of at least 1.5m) and ditches more than 1m depth will also be recorded separately if within 5m of road as they are likely to result directly in serious injury. If none of these objects are present, the distance to any aggressive object (e.g. rocks, non- frangible poles/posts and trees greater than 100mm diameter, unprotected bridges) will be recorded. Where the ground slopes gradually, either upward or downward, the estimate of effective distance to the object will be adjusted to take account of the gradient. For steep slopes, the distance to the top of the slope is recorded, regarding this point as the location of an aggressive object. Considerations The worst of the roadside severities should be recorded Standard guardrail installations (protective side facing facility) should be recorded as a safety barrier. The risk factors in the model will reflect the increased risk to bicyclists. The back of a standard guardrail installation (steel posts etc.) should be deemed an aggressive hazard. Aggressive ends to safety barriers should also be recorded as aggressive obstacles. Notes: Roadside severity – Segregated Bicyclist Path records the roadside when there are segregated bicycle facilities

Roadside severity - Right Cliff Cliff or equivalent hazard that will result in certain fatality regardless of speed Cliff or equivalent hazard that will result in certain fatality regardless of speed

Roadside severity - Right Distance to object 0 to 5m Aggressive objects within effective distance of 5m Roadside gradient should be taken into account Examples of hazardous objects are: Lighting columns Trees greater than 10cm diameter Posts greater than 10cm diameter Structures that cause a rapid deceleration when hit Ramped ends of safety barriers 0-5m Aggressive objects, or opposing carriageway lanes within effective distance (taking account of slope) of 5 m

Roadside severity - Right Steep embankment slope Embankments with : >1:3 slope & drop >5m >1:2 slope & drop >1.5m Rule of thumb A slope should be recorded if a vehicle is likely to roll on it Fill embankments >1:3 slope with a drop of at least 5m, or >1:2 slope with a drop of at least 1.5m

Roadside severity - Right Deep drainage ditch Ditch of material, depth, or severity of angled face likely to result in severe injury to vehicle occupants. If the ditch does not if this criteria it should be recorded Rule of thumb Only record a ditch if most of the vehicle would drop into the ditch.   Ditch of material, depth, or severity of angled face likely to result in severe injury to vehicle occupants

Roadside severity - Right Distance to object 5 to 10m Aggressive objects within effective distance of 5 to 10m Roadside gradient should be taken into account 5-10m Aggressive objects, at effective distance (taking account of slope) of 5-10m

Roadside severity - Right Cut Non-aggressive cut face of at least 2m height Examples of cut are: Earth bound banks Grass banks Rock faces should not be recorded as cut   Non-aggressive (e.g., earth bound) cut face of at least 2m depth

Roadside severity - Right Safety barrier Barrier sufficient to restrain most cars and small vehicles Barrier sufficient to restrain most cars and small vehicles

Roadside severity - Right Motorcycle friendly barrier Barrier designed specifically to restrain motorcycles without injury to the rider Barrier designed specifically to restrain motorcycles without injury to the rider

Major intersection 3 leg signalised turn lane 3-leg intersection or T-junction with a turn lane (crossing opposing traffic) and signals Signalized 3-leg intersection or T-junction with the turn lane (across opposing traffic).

Major intersection Roundabout All roundabouts All roundabouts

Major intersection Railway crossing – Active An at-grade railway crossing with a physical device to warn of an approaching train (flashing lights and/or boom gates) An at-grade railway crossing with a physical device to warn of an approaching train (flashing lights and/or boom gates)

Major intersection Merge lane Side-traffic joins the road being assessed via a merge lane. This is typically the case at grade separated intersections. If the merge lane is longer than 100m it should only be recorded once Side-traffic joins the road being assessed via a merge lane. This is typically the case at grade separated intersections.   diverge lanes are not rated

Major intersection Median crossing – Informal Divided roads only - A high demand U-turn location (formal or informal) that has no acceleration or deceleration lanes and/or the pavement surface is in poor condition   Divided roads only - A high demand U-turn location (formal or informal) that has no acceleration or deceleration lanes and/or the pavement surface is in poor condition

Major intersection Median crossing – Formal Divided roads only - A high demand U-turn location (formal) that has appropriate acceleration and deceleration lanes and the pavement surface is in good condition Divided roads only - A high demand U-turn location (formal) that has appropriate acceleration and deceleration lanes and the pavement surface is in good condition

Median type Centre line only Single or double central line If the road is undivided and has no markings it should be recorded as: Median type = centre line only Delineation = poor Single or double central line

Median type Central hatching Marked central strip at least 1m wide Examples of marking are: Stripes Coloured paving Marked central strip (e.g. with stripes or coloured paving) at least 1m wide

Median type Rumble strip / flexi posts Central rumble strip or flexible post, but no continuous physical divider. Examples are: Raised markings Grooved roadway Small physical obstacles Textured paint is not considered rumble strip Central rumble strip (e.g. raised markings, grooved roadway, or small physical obstacles) but no continuous physical divider

Median type Continuous central turning lane Continuous central lane designated as a turning lane Continuous central lane designated as a turning lane

Median type Physical median width 1 to 5m Divided road with defined median of different material of width 1 to 5m Divided road with defined median of different material of width 1 to 5m 1-5m

Median type Safety barrier Divided road with safety barrier to international standards If barrier is obviously defective, rate as though there is no barrier present Divided road with safety barrier to international standards (If barrier is obviously defective, rate as though there is no barrier present)

Divided road with safety barrier to international standards Median type Safety barrier Divided road with safety barrier to international standards If barrier is obviously defective, rate as though there is no barrier present Divided road with safety barrier to international standards (If barrier is obviously defective, rate as though there is no barrier present)

Safer Roads Investment Plan RPS x traffic volume x calibration factor Deaths and serious injuries (before) Apply countermeasures  new RPS Deaths and serious injuries (after) Reduction in deaths and serious injuries and economic benefit

Safer Roads Investment Plans

Selected recommendations $US, 20 years Country Roads Assessed (km) KSI's Saved (20 year) KSI Reduction BCR $ / KSI Saved Malaysia 3,650 32,000 -32% 15 $5,700 Chile 2,400 19,000 -44% 31 $3,800 Serbia 3,000 5,600 -21% 7 $11,100 Average (10 projects) 23,000 140,000 -25% 14 $4,700 * 20 year benefits and costs in USD ** KSI = Killed and Seriously Injured   Counter-measure Country Length / sites Deaths and serious injuries prevented BCR Number $ per Safety barriers Kenya 200 km 13,300 $900 21 Footpaths Chile 530 km 6,100 $4,500 28 Ped crossings Costa Rica 310 3,100 $4,000 19 Shoulders Serbia 290 km 1,200 $8,600 10 M/cycle lanes Malaysia 270 km 900 $6,000 15

Latin America and the Caribbean Regional Director: Julio Urzua Meso American Highway iRAP planning to assess 3000km through 7 countries Costa Rica iRAP results part of major review of speed limits Mexico MOU discussions with the Departments of Health and Transport Paraguay Capacity-building project supported by IDB in 2010/11 Peru iRAP recommendations in US$540 project Argentina 3,100km assessment across national and Cordoba State highways Chile US$32m plan to prevent 19,000 KSI KSI = killed and seriously injured

3,500,000 km 1,000,000 $US 70,000,000,000 iRAP and a Decade of Action Length of road assessed 1,000,000 Deaths and serious injuries that could be prevented $US 70,000,000,000 Annual economic benefit

Pedestrian Safety Features barrier between sidewalk and edge of traveled way sidewalk or side path Separation distance between sidewalk or side path and edge of traveled way Mean speed of traffic under free-flow conditions Posted speed limit (or legal limit if not posted) Number of lanes for use by through traffic Urban area boundaries bus or taxi stops parking on the side of the roadway within 2 m outside of the edge of the traveled way Traffic Interaction Encroachment

Pedestrian Safety Features (cont.) grade separated pedestrian crossing facility pedestrian signal for crosswalk marked crosswalk at pedestrian crossing Retroreflectivity of crosswalk markings advanced signing for pedestrian crossing Sight distance to pedestrian crossing traffic barrier in median unpaved median with raised curbs and no traffic barrier paved median with raised curbs and no traffic barrier paved median with no curbs and no traffic barrier Width of median Centerline rumble strips roadway centerline marking Crossing Median refuge

Bicycle Safety Features side path (separated from traveled way) barrier between traveled way and side path bicycle markings on pavement of side path bicycle signing for side path distance from side path to traveled way marked bicycle lane adjacent to travel lanes paved shoulder width of paved shoulder parking within 2 m outside of the edge of the traveled way percentage of the road surface disturbed by potholes or other surface disturbances Traffic Interaction

Bicycle Safety Features Posted speed limit or Legal speed limit (if not posted) Mean speed of traffic under free-flow conditions (from actual traffic data) Number of lanes for use by through traffic Total width of lanes serving through traffic potholes or other road surface disturbances that can potentially affect vehicle operations bus or taxi stops Urban area boundaries Traffic Interaction

Bicycle Safety Features (cont.) traffic barrier in median unpaved median with raised curbs and no traffic barrier paved median with raised curbs and no traffic barrier paved median with no curbs and no traffic barrier Width of median median opening Condition of median opening Median refuge

Bicycle Safety Features (cont.) drainage ditch with depth of at least 1 m within 5 m of the traveled way fill slope (earth embankment sloping away from the traveled way) with slope of 1:2 or steeper with a height of at least 1.5 m fill slope (earth embankment sloping away from the traveled way) with slope of 1:3 to 1:2 with a height of at least 5 m cliff with open drop within 10 m of traveled way cut slope (earth embankment sloping down toward traveled way) of at least 2 m in height roadside object greater than 100 mm in diameter on the side of the roadway Distance from roadside object greater than 100 mm in diameter to traveled way Roadside hazards

Bicycle Safety Features (cont.) steel guardrail on the side of the roadway concrete barrier on the side of the roadway cable barrier on the side of the roadway roadside delineators, esp. on curve edge line markings, esp. on curve Retroreflectivity of edge line markings, esp. on curves shoulder rumble strip lane line markings, esp. on curve Retroreflectivity of lane line markings, esp. on curves centerline marking, esp. on curve Retroreflectivity of centerline marking, esp. on curves centerline rumble strip Barriers and marking

Bicycle Safety Features (cont.) advance signing on approach to curve Radius of curvature for curve Sight distance to beginning of horizontal curve chevron markers on curve Sight distance to intersection advance signing on intersection approach traffic signal control at intersection (stop-and-go signals, not a flasher) roundabout left-turn lane at intersection (far side of intersection) left-turn lane at intersection (near side of intersection) intersection leg on side of roadway driveway entrance ramp merging into roadway Curves Intersections

Bicycle Safety Features (cont.) Sight distance to pedestrian crossing grade separated pedestrian crossing facility marked crosswalk at pedestrian crossing pedestrian signal for crosswalk advanced signing for pedestrian crossing Retroreflectivity of crosswalk markings, esp. on curves railroad grade crossing flashing signals at railroad grade crossing gates at railroad grade crossing Pedestrian Crossings Railroads