handbook for the evaluation of traffic safety of roads (hvs) · 2012-09-11 · federal highway...

Federal Highway Research Institute

Handbook for the Evaluation

of Traffic Safety of Roads (HVS)

Rural Design Seminar,Copenhagen,

11th-12th May 2009

Roland Weber

Formalised Instruments in Road Safety Work

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PlanningDesign

VP VE AEConstruction Operation

SafetyEstimation

SafetyEvaluation

Safety AuditPhase 1 Phase 2 Phase 3 Phase 4

Road Safety Inspection

Black Spot Management

Regular Road Patrol

Network SafetyManagement

SafetyAnalyses

Social Viability

Environ-mental Compati-bility

Roadside Design

Traffic Safety

Traffic Flow

EconomicEfficiency

HVSHandbuch für die Bewertung

der Verkehrssicherheit von Straßen

Ausgabe 200X

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• Planners• Safety Auditors • Members of Accident

Commissions• Scientists

Target Groups:

Basic Principles: • RAA (German Design Guidelines for Motorways)

• RAL (German Design Guidelines for Rural Roads)

• RASt (German Design Guidelines for Urban Roads)

• Current Resultsof Road Safety Research

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Application Area of the HVS

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Safety Analyses and Safety Evaluation According to HVS

Proof of Safety

Target: Standardised proof of safety for the evaluation of single road elements (sections, intersections) of existing as well as planned roads

Purpose: Comparison of degrees of safety of planned or existing road elements with the safety degree of guideline compliant elements=> Determination of safety potentials=> Determination / valuation of measures for

the improvement of traffic safety

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Definition of Terms:elements = route sections and intersections

respectively parts of intersections

route section = route section with unchanging characteristics• cross section• traffic load• operational form• routing of cycle traffic

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Elements of Motorways

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Elements of Rural Roads

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Elements of Urban Roads

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Definition of Terms:

Urban Road Section = multiple sections,possibly including subsequent intersections

Rural Road Section = multiple sections + multiple intersections

Roads = multiple road sections

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Basic Principles:

• basic accident cost rates for

- typical cross sections (motorway, rural road)

- typical design situations (urban road)

- types of intersections (motorway, rural road, urban road)

• impact factors of infrastructure on traffic safety

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Definition of Terms:SG = safety degree

(virtual figure describing the safety level)SG = gUKR + supplementsgUKR = basic accident cost rate for elements

compliant to guidelinessupplement = accident cost supplement for deviations

from guideline-compliant design/layout

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Definition of Terms:UKRo = accident cost rates for current inventorySGO = safety degreetoday

SGP = safety degreeplanned

UKRZ = accident cost rates for future inventory

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Assessment of Variants:Comparison SGP1 and SGP2

Control of Effectiveness:Comparison UKRZ and UKRO

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Process Steps:• determination of an evaluation case• comparison with

– guideline compliant application area– guideline compliant design/layout

• determination of supplements to accident costs• determination of safety degree

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RQ 15,5(EKL 1)

RQ 21(EKL 1,2,3)

RQ 11,5+(EKL 2)

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Evaluation Cases: Rural Road Sections

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Evaluation Cases: Rural Road Sections

RQ 9(EKL 4)

RQ 11(EKL 3)

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Determination of Evaluation Case

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Basic Accident Cost Rate gUKR

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Definition of ‘Guideline Compliant’ • traffic load corresponds to application area• cross section components and dimensions correspond

to typical cross section• design elements of horizontal and vertical alignment

correspond to guidelines• balanced relations of consecutive radii• cross falls correspond to guidelines• existing sight distances are longer than required

stopping sight distances• roadside is free from hazards

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Supplements for Line-Like Deviations from Guideline Compliant Elements

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Supplements for Line-Like Deviations from Guideline Compliant Elements

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Supplements for Punctual Deviations from Guideline Compliant Elements

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Supplements for Punctual Deviations from Guideline Compliant Elements

Supplements for Line-Like Deviations UKRL,i)

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Supplements for Punctual Deviations UKRP,i

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Accident Cost Rate UKR of Elements

- Section:

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Determination of Safety Degree SG

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Evaluation Cases: Intersections on Rural Roads

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Evaluation Cases: Intersections on Rural Roads

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Evaluation Cases: Intersections on Rural Roads

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Evaluation Cases: Intersections on Rural Roads

Basic Accident Cost Rate gUKR

Bewertungsfall gUKR[EUR/1.000 Kfz]

Einmündung ohne LSA15 (Vzul 70 km/h)20 (Vzul 100 km/h)

Einmündung mit LSA 12 (Vzul 70 km/h)

Kreuzung ohne LSA30 (Vzul 70 km/h)40 (Vzul 100 km/h)

Kreuzung mit LSA 24 (Vzul 70 km/h)

Kreisverkehr 10

Einfahrbereich 5

Ausfahrbereich 5

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Basic accident cost rate

gUKR: 24 EUR/1.000 Kfz for Vzul = 70 km/h

Guideline compliant element:• left-turn lane provided• lane separation in the subordinate intersection approaches• single-lane subordinate intersection approaches• required visibility fields are kept unobstructed• left-turning traffic signalised conflict-free• bicycle traffic is to use separate pedestrian/cycle paths• bicycle traffic is not given right of way at crossings

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Tab. 29: Zuschläge für zufahrtspezifische Abweichungen UKRZ,i – Plangleiche Knotenpunkte und plangleiche Teilknotenpunkte an Landstraßen

Tab. 28: Zuschläge für knotenpunktspezifische Abweichungen UKRK, i – Plangleiche Knotenpunkte und plangleiche Teilknotenpunkte an Landstraßen

Example: Signalised Intersection according to RAL

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Supplements for Intersection Specific Deviations UKRK,i- rural : one supplement per deviation / intersection - urban : one supplement per deviation / access

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Accident Cost Rate UKR of an Element

- Intersection:

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Determination of Safety Degree SG

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Evaluation Cases : Typical Cross Sections RAA (EKA 1)

RQ 43,5

RQ 36

RQ 31

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Evaluation Cases : Typical Cross Sections RAA (EKA 2/3)

RQ 28

RQ 26

RQ 31,5

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Determination of Evaluation Case

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Basic Accident Cost Rate gUKR

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Evaluation Cases: Cross Sections RASt

typical design situation:• district road• village main street• local approach road• local shopping street• high street• commercial road• industrial road• linking road

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Evaluation Cases: Cross Sections RASt

typical design situation:• access-free road

typical design situation:• commercial road• industrial road• linking road

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Evaluation Cases: Cross Sections RASttypical design situation:• local shopping street• high street

typical design situation:• local shopping street• high street• industrial road• linking road• access-free road

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Evaluation Cases: Cross Sections RASt

typical design situation:• local shopping street• high street• linking road

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Evaluation Cases: Cross Sections RASt

typical design situation:• local shopping street• high street• linking road• access-free road

typical design situation:• local shopping road• linking road

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Basic Accident Cost Rate gUKRCarriageway cross section Basic accident cost rate

[EUR/(1.000 Kfz km)]

2-lanes without physical separation of directions 10

2-lanes without physical separation of directionswith rail tracks in the carriageway 40

2-lanes with physical separation of directions 6

2-lanes with special rail tracksas physical separation of directions 20

4-lanes without physical separation of directions 20

4-lanes with physical separation of directions 10

4-lanes with special rail tracksas physical separation of directions 20

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Local approach road

basic accident cost rate

gUKR: 10 EUR/(1.000 Kfz ● km)

Charakteristics (according to RASt):• main traffic road (HS IV, HS III)• closed respectively semi-open construction• mixed usage (commerce, residential, hardly any shops)• great variety of road widths• section lengths of 200 to 800 m• traffic volume 400 to1800 Kfz/h• as a rule public bus transport

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Marginal conditions:• safe routing of cycle traffic for both directions• adherence to speed limit is ensured

Local approach road

Basic accident cost rate

gUKR: 10 EUR/(1.000 Kfz ● km)

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Supplements are derived from the absence and the unsafe execution of guideline-compliant design elements as per the following tables:Tab. 35: Width of Pavement (Sidewalk)Tab. 36: Crossing AidsTab. 37: Traffic Islands and MediansTab. 38: Kerb extensionsTab. 39: Pedestrian Signals

Tab. 40: Pedestrian Crossings

Tab. 41: One-Way Cycle LaneTab. 42: Two-Way Cycle LaneTab. 43: Cycle Protection LaneTab. 45: Mixed TrafficTab. 50: Parking and Loading in Special Lanes

or in BaysTab. 52: Two-Lane Carriageways

Local approach road

Basic accident cost rate

gUKR: 10 EUR/(1.000 Kfz ● km)

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Example Urban Road Route Section

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Evaluation Cases: Intersections RASt

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Evaluation Cases: Intersections RASt

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Intersection 1Intersection 2

Section 1

Section 2

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Example – Safety Evaluation

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Intersection 1Intersection 2

Section 1

Section 2

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Example – Safety Evaluation

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Example – Safety Evaluation

Kriterium Abweichungen vom richtliniengerechten AusbauUKRL,i

[EUR/(1.000 Kfz ● km )]RQ 21 RQ 15,5 RQ

11,5+ RQ 11 RQ 9Verkehrsbelastung • DTV > 30.000 Kfz/24h, wenn kein Seitenstreifen 2

• DTV > 20.000 Kfz/24h 2

• DTV > 17.000 Kfz/24h 2

• DTV > 15.000 Kfz/24h 2

• DTV > 3.000 Kfz/24h 4

• DTV-SV > 150 Fz./24h 6Betriebsform • Straße für den allgemeinen Verkehr,

Verbot des Radverkehrs auf der Fahrbahn 2

• Straße für den allgemeinen Verkehr, Radverkehrauf einem gesonderten Geh- und Radweg 2 2

• Straße für den allgemeinen Verkehr, Radverkehr auf der Fahrbahn 10 6 6 2

Querschnitt• Fahrbahnbreite zwischen 7,00 m und 7,75 m 1

• Fahrbahnbreite unter 7,00 m 3

• Fahrstreifenbreite bei einstreifiger Verkehrsführung3,25 m ≤ B < 3,50 m Radverkehr auf der Fahrbahn 1 1 1

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Example – Safety Evaluation

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Example – Safety Evaluation

Evaluation Case gUKR[EUR/1.000 Kfz]

uncontrolled T-junction15 (Vzul 70 km/h)

20 (Vzul 100 km/h)

signal controlled T-junction 12 (Vzul 70 km/h)

uncontrolled intersection30 (Vzul 70 km/h)

40 (Vzul 100 km/h)

signal controlled intersection 24 (Vzul 70 km/h)

roundabout 10

entrance area 5

exit area 5

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Example – Safety Evaluation

Kriterium Abweichungen vom richtliniengerechten Ausbau

UKRK,i[EUR/(1.000 Kfz)]

Einmündungohne LSA

Einmündungmit LSA

Kreuzungohne LSA

Kreuzungmit LSA

Kreis-verkehr

Verkehrsbelastung • DTV > 5.000 Kfz/24h 5 5

Querschnitt• Breite der durchgehenden Fahrstreifen im

Vergleich zur freien Strecke um > 0,25 m reduziert

1 1 1 1

Knotenpunktlage

• Winkel der zu verknüpfenden Straßenα < 80 gon bzw. α > 120 gon 2 2 2 2

• Knotenpunkt in einer engen Kurve 4 4 4 4 4

• Knotenpunkt im Bereich einer Kuppe 6 6 6 6 2

• Längsneigung in der(den) übergeordneten Knotenpunktzufahrt(en) s > 4,0 % 1 1 1 1 1

Knotenpunktgestalt • Hindernis auf der Kreisinsel 4

Knotenpunkt-elemente

• Kreisfahrbahn zweistreifig befahrbar 1

• Kreisfahrbahn zweistreifig markiert 3

LSA • Abschaltung der LSA zu verkehrsschwachen Zeiten 6 6

Radverkehr • Radverkehr auf der Fahrbahn 2 2 2 2 2

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Example – Safety Evaluation

UKRSection[EUR / 1.000 Kfz ● km]

UKRIntersection[EUR / 1.000 Kfz]

Variant 1

Section 1 28 + ∆

Section 2 28+ ∆

Intersection 1 12 + ∆

Intersection 2 24 + ∆

Variant 2

Section 1 34+ ∆

Section 2 34+ ∆

Intersection 1 10+ ∆

Intersection 2 24+ ∆

Determination of Accident Cost Rates andSafety Evaluation Based on Planning Deficits

SafetyEvaluation

B

C

A

B

D

D

A

B

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At this point of development it must be born in mind that the mentioned gUKR are of different origin and thus not compatible (yet):

gUKR for urban roads were derived from current accident analyses from different towns, they constitute the percentile-value (30 %) of the total distribution of the UKR of all roads

gUKR for motorways and rural roads were derived fromRAS-Q96, they constitute average values

„Degree of Maturity“ of the HVS:

Further Procedure:Up-dating gUKR for motorways and rural roads based on current research projects

Validation of particularly cost rates for differentiated supplements using inventory and design examples

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Ausgabe 20

HVSHandbuch für die

Bewertung der Verkehrssicherheit von

Straßen

Ausgabe 20xx

Thank you for your attention!

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