An approved traffic study
that unlocks your permit and your project.

We design the diversion across its four standard areas — advance warning, transition, work space with its buffer, and termination — so drivers know what is ahead hundreds of metres in advance and reach the works already slowed and safely shifted into the new lane.

• ▪A complete signing sequence: staged warning signs, graduated speed reduction, lane-closure and mandatory-direction signs, and an electronic arrow board at the taper.
• ▪Taper length and sign spacing calculated from design speed and lateral shift — never estimated.
• ▪Separation and protection: cones, delineators, concrete or water barriers, flashing lamps and temporary lighting for night works.
• ▪Continuity for pedestrians and people with disabilities via safe alternative crossings, plus access to neighbouring properties.
• ▪Phased works planning, an emergency plan, and full reinstatement of normal traffic afterwards.

A plan on paper stops no crash — implementation is what protects people. We put certified marshals on site in hi-vis kit with radio-synchronised STOP/GO paddles, running single-lane shuttle operations and directing traffic in real time at gates, junctions and work zones.

• ▪Marshals trained in queue management and priority for emergency and crossing traffic.
• ▪Radio coordination between both ends prevents opposing movements inside the single lane.
• ▪Daily installation and maintenance of every control device: cones, barriers, signs, lamps and night lighting.
• ▪A supervision vehicle with warning beacons patrols the site and intervenes on any failure.
• ▪Recovery and towing equipment clears broken-down vehicles off the running lane before they become a hazard or a bottleneck.
• ▪Photo-documented daily operations reports, and safe reopening at the end of each shift.

No study is stronger than its data. We measure traffic in the field three complementary ways — AI vision cameras, pneumatic-tube automatic counters and certified manual counts — then audit and reconcile the results into dependable peak data your model and design rest on.

• ▪Computer-vision cameras classify vehicles and count pedestrians and cyclists around the clock.
• ▪Pneumatic-tube counters log volume, speed and axle classification for a full week — the basis of speed and link studies.
• ▪Manual counts by field observers capture junction turning movements at peak hours, where automated devices cannot separate movements.
• ▪Supporting surveys: journey times, queue lengths, parking occupancy and pedestrian crossing demand.
• ▪Data auditing and outlier treatment, exported ready for the modelling software.

An independent, systematic examination by a team that had no part in the design, asking one question: where could someone be hurt here? We apply the recognised international methodology across the project's five stages and deliver risk-ranked findings, each with an actionable treatment.

• ▪Team independence is essential — an audit is neither a design review nor a compliance check, but a hunt for risk from every road user's perspective.
• ▪Site inspection by day and by night, in varied traffic and weather, from the driver's, pedestrian's, cyclist's and disabled user's viewpoint.
• ▪Each finding classified on a risk matrix (likelihood × severity) to prioritise treatment.
• ▪Covers work zones and existing roads too, not only new projects.

We measure the safety built into the road itself — not the behaviour of its drivers. We survey 50+ safety attributes along the corridor and analyse them on the ViDA platform to the international iRAP methodology, producing a 1–5 star rating for each road-user class separately.

• ▪Separate ratings for vehicles, pedestrians, cyclists and motorcyclists — a road can be 5-star for cars and 1-star for people on foot.
• ▪A Safer Roads Investment Plan ranking treatments by lives saved per riyal spent.
• ▪Impact measurement by re-rating after implementation and comparing before/after stars.
• ▪Aligned with Vision 2030 targets and the UN Decade of Action for Road Safety.

A child cannot judge a car's speed and cannot be seen from behind a parked vehicle — so asking drivers to pay attention is not enough. We design the street to force slowing and remove the child–vehicle conflict altogether, delivering a complete school zone per municipal requirements and the Saudi traffic-control manual.

• ▪Graduated speed calming before the gate, with a school speed limit backed by part-time flashing beacons active only at arrival and dismissal.
• ▪Raised crossings (speed tables) with zigzag markings that ban parking and overtaking near the crossing and preserve sight lines.
• ▪Physical separation of people and vehicles: raised footways, guard railing at the gate and bollards preventing footway parking.
• ▪A dedicated drop-off/pick-up bay sized for the dismissal peak, eliminating double parking and children weaving between cars.
• ▪Safe Routes to School analysis and sight-distance checks at gates so child and driver can see one another.
• ▪An arrival/dismissal peak management plan agreed with school administration, with a trained crossing supervisor where needed.

Crashes are not randomly scattered — they repeat at specific locations for engineering reasons that can be found and fixed. We build a unified crash database, identify clusters statistically, investigate the root cause at each site, rank treatments by safety return on cost, and measure the effect after implementation.

• ▪Consolidating crash records from their sources, correcting coordinates and mapping them in GIS.
• ▪Cluster identification by crash rate per distance/volume and a severity index weighted for fatalities and serious injuries — not raw counts alone.
• ▪Field investigation of each site's root cause: geometry, operating speeds, sight distance, control devices and conflict patterns.
• ▪Treatments ranked by lives saved per unit cost, with short- and long-term options.
• ▪Post-implementation impact measurement using before/after comparison and a periodically updated dashboard.