Road Safety Audit Report
Project Name
• Ras Al Hamra Development Project
Sub-project:
• Design of the Ras Al Hamra Street from the junction with Fahud
Street to the 300m after the junction with Al Fahal Street
Design Stage
• Detail Design
Client
Principal Consultant
Road Safety Audit
Team
Road Safety Audit Report for the Detail Design
• PDO UIR
• KEO International
• Sasa Kocic, Team Leader
• Daniel Thuermer, Team
Memeber
AUDIT TEAM STATEMENT
We certify that we have examined the drawings and documents listed in
Appendix A to this Safety Audit Report. The Road Safety Audit has been carried
out with the sole purpose of identifying any feature that could be removed or
modified in order to improve the safety of the scheme. The problems identified
have been noted in this report together with associated suggestions for safety
improvements that we recommend should be studied for implementation.
No one on the Audit Team has been involved with the design of the measures.
AUDIT TEAM LEADER:
Name:
Position:
Sasa Kocic
RSST Controller Coast
Signed: ....................................
Date: 12.05.2012
Organization: Sheida International LLC
Address: Muscat, Minal Al Fahal, P.O. Box 959, PC 116
AUDIT TEAM MEMBER:
Name: Daniel Thuermer
Position: RSST Manager
Signed: .....................................
Date: 12.05.2012
Organization: Sheida International LLC
Address: Muscat, Minal Al Fahal, P.O. Box 959, PC 116
Road Safety Audit Report for the Detail Design
1.0
INTRODUCTION
1.1
Commission
1.1.1 This report results from a Stage 2 Road Safety Audit carried out on the Ras Al Hamra
proposed design.
1.1.2 The Audit was undertaken by RSST Sheida in accordance with the requirements of the
Oman Highway Design Manual. It took place at the Sheida International LLC offices on from 01th
May 2012 till 12th May 2012 and comprised an examination of the drawings of the general
layout of the Ras Al Hamra Street, traffic signs and markings layout and the cross section of the
Ras Al Hamra Street, plus a visit to the site of the proposes scheme.
1.1.3 The visit to the site of the proposed scheme was made on 12th May 2012
1.2
Terms of Reference
The Audit Team has examined and reported on the road safety implications of the scheme as
presented. To clearly explain a safety problem or the recommendation to resolve a problem the
Audit Team has referred to a design standard or the international good practices.
1.2.1 Unless general to the scheme, all comments and recommendations are referenced to
the design drawings and the locations indicated.
1.3
Main Parties to the Audit
1.3.1 Client Organization
Client Officer: Nasser Al Qassabi UIR33, Petroleum Development Oman
Senior Client Officer: Ismaily Said UIR32, Petroleum Development Oman
1.3.2 Design Organization
Designer:
1.4
KEO International Consultants
Purpose of the Scheme
1.4.1 The purpose of the scheme is to provide safe route from the junction with Fahud Street
to the junction with Al Fahal Street with enough capacity for the designed traffic. The route also
connects residential areas as well as the Golf Course.
The street is the arterial street in the proposed Ras Al Hamra development project.
1.4.2 The scheme also needs to provide safe route for pedestrians and cyclists.
Road Safety Audit Report for the Detail Design
ITEMS RAISED AT THE STAGE 2 ROAD SAFETY AUDIT
2.1
GENERAL
2.1.1 PROBLEM Location: General.
Summary: Speed limit is not clearly identified.
The speed limit on this section should be with the overall Ras Al Hamra speed limit of 50km/h.
But on the presented drawings there is only one speed limit sign presented posted on the
street, approximately 100m from the proposed roundabout with Fahud Street, to the right of
the road and according to the rules and regulations of Oman as well as the international
standards it is valid only until the next junction which is 90m further down the road (The
junction with Kauther Street).
Other sections are not defined and therefore it is not clear what the actual speed limit on the
street is.
RECOMMENDATION
Provide the additional speed limit signs of 50km/h speed limit, on both sides of the street with
speed limit repeater signs after the junctions in order to inform the drivers who are merging the
street from side streets about the actual speed limit.
Road Safety Audit Report for the Detail Design
2.2
RADII OF LOW VOLUME ACCESSES
2.2.1 PROBLEM Location: General.
Summary: Eight out of eleven low volume accesses radii are smaller than the required by Oman
Highway Design Manual. The requirement of the Oman Highway Manual is 6m, while the
provided designs allow only 4m up to 4.94m radii.
Road Safety Audit Report for the Detail Design
RECOMMENDATION
Provide the adequate curb radii for the low volume accesses of 6m, as required by the Oman
Highway Design Manual (Figure 17.5.3.1 of the Oman Highway Design Manual).
2.3
INFORMATIONAL SIGNS
2.3.1 PROBLEM Location: Whole layout
Summary:
There are no informational signs present on the whole section of road, therefore making it
difficult for the drivers to determine the proper way to reach their destination. This will affect
the overall capacity of the scheme, considering that the drivers will use only main road to reach
the destination therefore increasing the capacity demands on the junction with Al Fahal Street,
although side streets would be adequate to facilitate the trip (i.e. Kauther Street for school
bound trips).
RECOMMENDATION
Provide informational signs, especially for the direction towards the school, and also street
name signs in order to provide adequate information to the drivers.
Road Safety Audit Report for the Detail Design
2.4
Pedestrian crossings
2.4.1 PROBLEM Location: Junction with Fahud Street
Summary:
There are no pedestrian crossings provided, although there is a pedestrian footpath leading
from Fahud Street.
RECOMMENDATION
Provide pedestrian crossing between the roundabout and the service road merge, and also on
the service road merge itself, as proposed in the following drawing:
Road Safety Audit Report for the Detail Design
2.4.2 PROBLEM Location: Junction with Kauther Street
Summary:
The pedestrian crossing on Kauther Street is positioned 24m away from the natural path of
pedestrian travel (considering the layout of the pedestrian footpath that is going along the right
side of the ras AL Hamra Street) and the pedestrians are encouraged to cross the street at the
junction itself, rather than travelling to the right all the way to pedestrian crossing and back
again.
Also, the pedestrian crossing on the Ras Al Hamra Street is positioned 52m away from the
pedestrian’s natural path of travel and therefore encouraging the pedestrians to cross the
street away from the designated area.
RECOMMENDATION
Position the pedestrian crossings closer to the junction, especially if the junction will be
signalized (this is however not yet confirmed).
Provision of the pedestrian fence to guide the pedestrians all the way to the current pedestrian
crossings is not recommended as it would require at least 200m of pedestrian fence and it
would still not ensure the compliance, as due to the distance of the crossings, pedestrians can
even decide to walk on the wrong side of the fence (on the road).
Further in the cross-section discussion a different solution is proposed which is more pedestrian
friendly and would provide significant increase in pedestrian safety and mobility provisions.
2.4.3 PROBLEM Location: Junction with Al Fahal Street
Summary:
The pedestrian crossings are located to far from the natural path of travel considering the
layout of the pedestrian footpaths (73m and 42m away from the desired walking path).
Road Safety Audit Report for the Detail Design
RECOMMENDATION
Position the pedestrian crossings closer to the junction, especially if the junction will be
signalized (this is however not yet confirmed).
Provision of the pedestrian fence to guide the pedestrians all the way to the current pedestrian
crossings is not recommended as it would require at least 450m of pedestrian fence and it
would still not ensure the compliance, as due to the distance of the crossings, pedestrians can
even decide to walk on the wrong side of the fence (on the road).
Further in the cross-section discussion a different solution is proposed which is more pedestrian
friendly and would provide significant increase in pedestrian safety and mobility provisions.
2.5
HAZARD WARNING SIGNS
2.5.1 PROBLEM Location: Roundabout with Fahud Street and the service road junction
Summary:
There is no hazard warning sign indicating the approach to the service road junction to the right
and later to the roundabout.
RECOMMENDATION
Place a hazard warning signs Minor road to the left and Roundabout, also consider the
possibility to place a countdown markers on the approach to the roundabout.
Road Safety Audit Report for the Detail Design
2.5.2 PROBLEM Location: Junction with Kauther Street and the service road junction
Summary:
There is no hazard warning sign indicating the approach to the Kauther Street Junction and later
to the service road junction on both approaches to the junctions. There are no chevron signs
placed, as required by the Oman Highway Design Manual.
RECOMMENDATION
Place a hazard warning signs Minor road to the left/right on both approaches to the Kauther
Street Junction; place a chevron signs at the junction as required by the Oman Highway Design
Manual.
2.5.3 PROBLEM Location: Roundabout with Al Fahal Street
Summary:
There is no hazard warning sign indicating the approach to the roundabout, or the countown
markers or the yellow bar markings; which are all required by the Oman Highway Design
Manual.
Road Safety Audit Report for the Detail Design
RECOMMENDATION
Place a hazard warning signs on the approach to the Roundabout, place a countdown markers
on the approach to the roundabout and mark the yellow bar markings on all approaches to the
roundabout.
2.6
CROSS-SECTION
2.6.1 PROBLEM Location: Whole layout
Summary:
The cross section is designed as a single carriageway road with the width of the carriageway of
7.3m, divided into two traffic lanes, and with the walk/cycle lane on the left side of the
carriageway and a walkway on the right side of the carriageway.
Road Safety Audit Report for the Detail Design
The pedestrians will be forced to cross the whole width of the carriageway at once, and with
the venerable road users in the area of school this can present a problem, especially in the off
peak hours when the speeds accomplished on the route can be higher.
There road layout and cross section design allows the overtaking along the whole section of the
road.
The provision of the segregated left or right turning lanes on the junctions with Kauther Street,
several access roads to the service roads on both sides of the street is increasing the width of
the whole carriageway therefore encouraging the higher speeds.
The profile of the Ras Al Hamra Street (due to the steep incline/decline) close to the beginning
of the junction with Fahud Street is providing enough evidence to classify the terrain as
mountainous.
Also, according to KEO traffic study the number of vehicles using this street in one hour would
be: 1436 in both directions.
Therefore, according to Oman Highway Design Manual the Ras Al Hamra Street would fall into
classification of mountainous, secondary urban street. The number of vehicles using the street
is two times higher than the Design Service Traffic Flow for the Design Group C11, therefore it
falls into the Design Group of C10 (which recommends using dual carriageway for the design).
The layout proposed by the designer is presented on the bellow picture:
Road Safety Audit Report for the Detail Design
RECOMMENDATION
The cross section to be re-designed as a single divided road, with wide median and a single
traffic lane for each direction of traffic in order to provide:
1.
2.
3.
4.
5.
Reduction in the crossing distance for the pedestrians,
Remove the possibility of the overtaking
Provide increase in capacity for the left turning vehicles
Remove the need for the additional lighting and
Promote the traffic calming in the residential area.
The proposed cross section layout is presented in the following picture:
Note: The proposed layout is in conjunction with the given limitations in terms of the corridor
width and it does not require additional land take. Also the actual dimensions can be modified
during the design to accommodate the requirements for the underground facilities etc.
The proposed layout generally proposes the following cross section: 1.5m walkway on the left
side of the road, 3.65-4.00m wide traffic lane, 4.0-5.00m wide median, 3.65-4.00m wide traffic
lane, 3.10m wide shared walk/cycle lane to the right of the road.
Road Safety Audit Report for the Detail Design
The proposed cross-section is more or less the same as the proposed cross-section for the Al
Fahal Street, considering that although the street formally requires dualisation the number of
vehicles calculated as a traffic demand is 3 times less than the Design Service Traffic Flow for
the C10 Design Group.
The width of the ROW actually allows the provision of the dual carriageway with 1m wide
median and 6m wide carriageway lanes on both sides, but it creates different issues, especially
in terms of pedestrian facilities and vulnerable road user’s provisions.
The proposed cross-section would therefore provide enough capacity with also providing
additional safety for non-motorized road users.
2.7
LIGHTING
2.1.1 PROBLEM Location: General.
Summary: Existing lighting design does not provide adequate lighting for the pedestrians and
cyclists, considering that the light poles presented in the design are the single arm light poles
positioned on the right side of the carriageway, aimed towards the carriageway, therefore
providing minimum lighting to the walk/cycle route to the left of the carriageway and no
lighting to the walk route to the right of the carriageway (as presented in the following picture).
Road Safety Audit Report for the Detail Design
RECOMMENDATION
Provide the additional lighting for the pedestrian/cycle routes either by providing the dual arm
light poles on the left of the road and single arm light pole for the walkway on the right side of
the carriageway, or change the design of the cross section as a whole, as elaborated in the
following point.
Road Safety Audit Report for the Detail Design