Transcript Ted Trepanier—Low Cost Safety Solutions

LOW COST SYSTEMATIC
SAFETY IMPROVEMENTS
Sue Groth
Mn/DOT
Sue.Grothdot.state.mn.us
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Impact of SAFETEA-LU
 Shift in Focus
 From total Crashes to Fatal and Serious Injury Crashes
 From higher cost site specific projects to
lower cost systematic projects (proactive-reactive)
 Focus on lane departure and intersection
improvements
 Shift in funding Federal Safety Programs (FY 2009
and beyond)
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From Decentralized to Centralized
State – Local split based on F & A data
Stand alone projects only
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Edge Treatments
 Rumble Strips and StripEs
 Minnesota Local County Roads
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$1.9M in Enhanced Striping funded in
2009/2010
$3.5M in 6” Wide Pavement Markings
funded in 2009/2010
$1.5M in Rumble StripEs/Strips funded in
2009/2010
Minnesota Trunk Highways
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$1.6M planned in Rumble StripEs in
2009/2010
98 miles of Wet Reflective Markings
installed 2008
310 miles of Rumble StripEs installed 2008
328 miles of 6” Wide Pavement Markings
installed 2008
Office of Traffic, Safety and Technology
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Edge Treatments
 Cable Median Barrier
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139 Miles installed
96 Miles planned for 2009-2011
First before/after study is very
promising
I-94 in Maple Grove
 Safety Edge
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Proven strategy
Freeborn County
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Office of Traffic, Safety and Technology
Edge Treatments
 Horizontal Curves
 Lane departure crashes more frequent
 Potential countermeasures
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Chevrons/delineation
Rumble Strips
Wider markings
Dynamic Feedback Signs
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Office of Traffic, Safety and Technology
CSAH 13
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CSAH 22
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Intersections
 Rural Lighting
 Improved signage systems
 Active warning systems
 Sight Distance improvements
 “Black spot” improvements
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J-turns
Roundabouts
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Systematic Signing for minor leg of intersection
Add can delineators to Stop sign
Stop Bar, 12” to 24” wide,
8’ to 12’ back from edgeline
36”, reserve 48” for
intersections with
documented
deficiency and
where there are RR
grade crossings on
the CH approach
½ distance
between Stop
Ahead and Stop
Prioritized/Phasing
1.
Stop bar
2. Stop sign
3. Junction sign
4. Stop Ahead Message
5. Stop Ahead Sign
Provide
three
devices
indicating
up coming
intersection
½ distance
between Stop
Ahead and
Junction sign
450’ (min.) to 750’
back, 1 size larger
than Stop (up to
48”)
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Active Warning Sign
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Active Warning Sign
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Intersection Warning System
CR 47 and Lawndale Lane
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Questions?
Thank-you
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Texas – Meg Moore
Shoulder Rumble Strips
Edgeline Rumble Strips
Centerline Rumble Strips
Horizontal Signing
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Fluorescent Yellow Sign Sheeting
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Cable Barriers in Texas
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Washington State Highways
Centerline Rumble Strips
Before and After Look
Preliminary evaluations of 518 miles of centerline rumble strips that
have been in place six months or longer indicate:
• 28% reduction in all fatal and serious injury collisions
• 26% reduction in all cross-centerline collisions
• 50% reduction in fatal and serious injuries resulting from crosscenterline collisions.
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Washington State Highways
Cable Median Barrier
Before and After Look
• Cable median barriers are installed to reduce the risk of vehicles leaving the
roadway and striking hard objects, steep slopes, bodies of water, or crossing
into oncoming traffic.
• While it is not possible to prevent all crossover collisions or vehicles leaving
the road, cable barriers on the roadside or in the median help reduce the
risk of very severe collisions.
• WSDOT installed 43 miles of cable median barrier in 2007, bringing the
statewide total to 177 miles. WSDOT engineers analyzed the performance
of the state’s cable median barriers from 1995 through 2007 by reviewing
nearly 2,550 collisions in the median. They found:
• A 62% reduction of serious injury and fatal collisions (24.8/ year to
9.5/year after installation).
• Annual cross median collisions decreased 73%.
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Washington State Highways
Cable Median Barrier
Effect on cross-median incidents
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Washington State Highways
Reducing fatalities and serious
injuries on rural two-lane roads
• Although serious injuries on state highways and interstates have declined by
10.6% from 659 in 2002 to 568 in 2007, the number of serious injuries and
fatalities on rural two lane state highways increased 14% (37) from 2005 to 2007.
• WSDOT analyzed the type and direction (run off the road, crossing the
centerline) of each of these incidents, and subsequently developed location
specific strategies.
• To improve safety, WSDOT has undertaken a series of location specific
solutions to prevent and reduce the severity of serious injuries and collisions. On
highways with a number of cars running off the road, WSDOT has initiated or
planned roadside safety improvements, such as replacing or adjusting guardrail,
replacing deficient signing or restoring sight distance at intersections, to reduce
the frequency and severity of collisions and improve motorist safety.
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Nevada – Fred Droes
• Rumble Strips – All
shoulders four foot or
wider, $1.9 Project to
install centerline rumble
strips on 1300 miles of
rural roads, concerns
with placement and
impact on pavement
integrity
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Nevada
• Rumble Stripes – Started on the interstate,
looking at other locations
• Median Barriers – Beginning use of cable
median barrier
• Recovery Area – Project developed to flatten
slopes, developing a statewide list of potential
projects to widen shoulders and flatten slopes
• Curve Treatments – Evaluating the placement of
traffic paint on vertical surfaces such as
guardrail and barrier, Ultra Guard from Potters
Industries
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South Dakota – John Alder
A large percentage of fatal crashes are single car
run off road – Improvements aimed at this
problem include:
• Wider edge lines, 8” vs. 4”, on rural roads with
narrow or no shoulders
• Delineation along more routes – helps with
inclement weather and at night
• Upgraded sign sheeting (DG3) on certain signs
including NO PASSING ZONE signs
• Tried deer reflectors with mixed results
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Maryland – Tom Hicks
Single Construction Classification
Construction Classification
Benefit/Cost Ratio
Sample size
74.4 to 1901.3
2
411.7 to 23054.7
4
Lighting
178.1
1
Roadway Grinding
55.2
1
Install 3-way stop signs
39.9
1
Rumble Strips
182
195 miles
1.5 to 3.2
2
103.9 to 2488.1
6
Signing
Signal timing
Resurfacing
Signal Phase Change
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Combination Construction Classification
Construction Classification
Benefit/Cost Ratio
Sample size
Relocate signs, Remove Trees
1946.7
1
Install signs & Pavement Markings
127.3
1
Add lighting & signal timing
90.4
1
Add signing & upgrade signal
106
1
Signal Phase Change & signal upgrade
36.3
1
Additional signal Installation & signing
296.5
1
Add signing & signal phase change
50.1 to 77.8
2
Signal reconstruct & partial signing
12.1
1
Add right turn lane, median, signing, phase change
20.9
1
Resurfacing, signal reconstruct, phasing change
5.8
1
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Kentucky – Jeff Wolfe
• Rumble Stripes – Only installed centerline rumble stripes
on selected routes to date. Expanding use on two-lane
rural roads with 12’ lanes
• Rumble Strips - Has installed shoulder rumbles
(pavement texturing) for years on the shoulder wedge
(rolled in). Pilot project this year (10 locations, 60 miles)
to relocate shoulder rumble to the lane edge – rumble
stripe
• Skid Treatment – Three Tyre Grip projects to address
lane departures on rural curves
• Advanced Warning End of Green Flashers – becoming
common in mountainous regions on high-speed corridors
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Traffic Engineering
Countermeasures to Improve
Safety
Every One Counts Safety Summit
February 10, 2009
Mike Manthey, P.E.
State Traffic Engineer
Arizona Department of Transportation
Roadway Departure
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Wider, durable pavement markings
Reflective pavement markers
Rumble strips
Cable barrier
Guardrail end treatments
Roadside/guardrail delineators
Intersections
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Signal heads
Pedestrian countdown signals
Access management
Transverse rumble strips
Street name signs
Speed feedback signs
Roundabouts
Freeways
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Directional signing
Route decals
Lighting
Raised pavement markers
Pavement Markings
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6-inch wide lane and edge lines
Durable
3% CRF (from 4 to 6 inch)
Reflective Pavement Markers
(RPMs)
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16% nightime crashes
Freeways: left edge line (20-foot spacing) and
lane lines (40-foot)
RPMs
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Recessed in groove for snowplow areas
Rumble Strips
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25% CRF head-on/sideswipe (centerline)
18 to 35% road departure (shoulder)
Cable Barrier
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90% CRF for freeway cross-median crashes
Guardrail End Treatments
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System-wide replacement of BCTs
Roadside/Guardrail Delineators
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25% CRF
Initiating statewide roadside delineator project
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Texas Transportation Institute spacing
Maintainable system
Signal Heads
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Larger (42% CRF for angle crashes going from
8 to 12 inch LED lens)
Backplates and visors (20% to 50% CRF)
Optic (15% CRF)
Pedestrian Countdown Signals
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25% CRF for pedestrian crashes
Access Management
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Statewide Access Management Plan being
developed
Raised medians 40 to 60% CRF
Transverse Rumble Strips
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28% CRF for stop condition
Street Name Signs
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Easier to read
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Clearview font
Capital and lower case letters
Advance Street Name signs
Speed Feedback Signs
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Speed reductions of 5 mph
Each 1 mph reduction in speed may reduce
injury crashes by 5%
Roundabouts
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76% CRF for injury crashes
89% CRF for fatal/incapacitating injury crashes
Directional Signing
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Lane assignments from 2 miles in advance
Route Decals
Lighting
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20% CRF for nighttime crashes
Replaced Type H and I breakaway light poles on
interstates (high weight caused excessive vehicle
damage)
Other
Other
Other
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Wrong-way movements
For more information:
Ted Trepanier, P.E.
Director
Traffic Operations
360.705.7280
[email protected]
www.wsdot.wa.gov/safety
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