Low Cost Safety Improvements Pooled Funds Study Steering Committee Meeting Notes June 1-2, 2006



	Safety Research > Evaluations of Low Cost Safety Improvements Pooled Fund Study > Low Cost Safety Improvements Pooled Funds Study Steering Committee Meeting Notes Low Cost Safety Improvements Pooled Funds Study Steering Committee Meeting Notes Thursday, June 1, 2006 and Friday June 2, 2006 National Highway Institute Thursday, June 1, 2006 Welcome, Introduction, and Objectives for Meeting (Agenda included as Attachment 1) Mike Trentacoste welcomed the group. Individual participants introduced themselves and provided the organization they were representing (Included as Attachment 2). Kerry Perrillo Childress directed participants to the flow chart, agenda, and other items in folder. Kerry Perrillo Childress presented an Overview of Steering Committee Activities, Past, Current, and Future. Michael Schweyen (MN): What is desired sample size? Contractors will know based on implemented strategy. Gary Modi (PA): What data are still needed? Data is needed for priority treatments. Gary Modi (PA): Can he receive the presentations electronically to share? Presentations will be posted on website. Pat Brady (FL): There is concern for sample size and projected date of completion for the project. Pierre Jomini (MT): Should agencies be notified as new locations are added? Yes, increased sample size is good. Might not be needed, but may be needed for further assessments. Pat Brady (FL): Additional data may be used as validation for project results. Michael Schweyen (MN): What is the cut-off date? For most items it is 1997. However, current items should all be tracked and included in database - they may be used for 2010 evaluation deadline or for future contracts. Chuck Niessner gave a presentation on NCHRP Accident Modification Factors. Brief discussion of NCHRP and where funding comes from. Did not include 17-32 on Rumble Strips. Looked at placement of rumble strips for maximum effectiveness. Ed Rice (FHWA): Accident Modification vs. Crash Reduction Factors. Is that what research is moving towards? Crash Reduction Functions can be used to look at more relationships. Gary Modi (PA): Do you have any projects where all ideas and strategies are listed as available strategies? Then look into what is effective and where deployed and how efficient (maintenance, reliability, etc.) - include other non-low-cost options. Possible future project? Michael Schweyen (MN): How are data collected in the different states? Is this something that can be discussed in the next few days? Is the lack of data due to lack of awareness of availability? Meeting participant: How do you mine the data? Are there partnerships that can be fostered to encourage better data collection/sharing among agencies (state, county, municipal)? Kerry Perrillo Childress gave an overview of what we plan to accomplish over the next two days. Talk about data uses and installation database (demo), hear from states about data collection. Strategies discussed and data collected from states. Request to implement strategies and collect data. Review project website and take suggestion on how to make more useful. Data Session Kim Eccles gave a presentation on the Safety Improvements Database Demonstration. Found that local offices do not have good methods for collecting and/or cataloguing data. Clifford Reuer (SD): Will they be sent to all other states not in attendance? Yes. Also, the database was made so that it has many variables and more can be easily added. It can also be easily merged with Safety Analyst. The CD is also going to different audiences. The CD may also be used by Geni Bahar of iTrans during the Low Cost Safety Improvements course taught through NHI. Pat Brady (FL) gave a demonstration of the Safety Database used in Florida, CRASH: Crash Reduction Analysis System Hub. Pat demonstrated the tool and how it works. Key highlights included: It can track many types of information including dates, cost/benefit, location, treatment types, etc; Many of the variables came from FHWA requirements for reporting crash data. Makes it easy to compare projects; Annual report is a "one button" process; Can create historical reports by simply setting construction date parameters. Reports are in format as old FHWA requirements; and Every year when crash data are updated, all state modification factors and projects with additional data are updated. Also gives automatic warnings of small sample size, etc. when someone is searching for specific data. Shawn Troy (NC): Is this web-based? Yes. Districts have permission to only update their data, but can view other counties. Jeff Wolfe (KY): Looking to develop system; is this system available to be viewed online from non-Florida employees? Pat can send him a copy. Developed from funds which make this nationally owned software. Is system set up to effectively query strategies at intersections? Yes, can alter old projects as well and create new crash reduction factor. Michael Schweyen (MN): Is the CRF a single number or a range. It is a single number. Shawn Troy (NX) gave a presentation on the North Carolina Spot Safety Database. Reference to Request Record Form to demonstrate how older data are saved. Michael Schweyen (MN): Are signals flashing red one direction, yellow in the other? Yes they are. Meeting participant: Is there a dollar amount requirement for crash data? Yes, it is $1000. Michael Schweyen (MN): Are there site observations? There are not enough people to do this effectively; the rely mostly on crash data. Usually no after observations. Paul Jovanis (PSU): I assume empirical Bayes was not used in before and after of these flasher sites. True - not enough data, naíve before and after. Michael Schweyen (MN): Who controls this data? The Central office in a central database. Use district information from project files. Difficult to evaluate if records not kept well. Good data comes from the current spot safety improvement program where it is known what is being implemented, why, and where. Norm Cressman (GA): Where does crash data come from? It comes from the DMV. Norm Cressman (GA): Does the DMV locate it for you? Yes, it must be manually assigned milepoint data, but this is conducted by DMV. NC DOT constantly updating and mileposting routes to keep these locations accurate. Scoping Study Results Kim Eccles gave a presentation on the Results of the Scoping Study. Shawn Troy (NC): Should the "Low-Cost" portion of the title be removed as all concepts may not be low cost? Project now includes strategies that are not low cost. Original project name was retained for recognition. Pat Brady (FL): Easy to go over the low cost strategies based on needed length of road. Some lower cost options not able to be used due to spatial restrictions in installation (i.e., cable barrier on exceptionally narrow medians - not enough room for run-off of cable). Jeff Wolfe (KY): Should data still be collected on these items that are discussed today? Yes, some evaluations still being conducted. Also, still receiving requests for data on strategies that are not high on the priority list, why? Because other evaluations could be conducted in the future. Should single installation instances be submitted as well? Yes, keep a file for all states and more data may become available at a later date or could be compiled with data from other states. Although we prefer 5 or more installations per state per strategy Median barriers for narrow width medians: Pat Brady (FL): Is 10 feet or less too small to allow for median barriers? These roadways were not intended to have this, but this would be a safety improvement. Ron Lipps (MD): MD used centerline rumble strip and then w-beam medians in centerline on roadways going toward Ocean City, MD. It is an 8ft roadway, with 2ft median, simple way to avoid HO crashes. Meeting participant: Are you looking at up and down stream effects as well? Yes. Michael Schweyen (MN): What is the applicability for most states? Example: Minnesota doesn't have many roadways that meet the criteria of narrow roadways. True, not always as applicable as originally thought when it was more clearly defined. Center two-way left turn lanes: Pat Brady (FL): FL is eliminating the use of these on roads with high volumes. Lighting Intensity: Paul Jovanis (PSU): There is an NCHRP 5-19, "Guidelines for Roadway Lighting Based on Safety Benefits and Costs" project on that topic. RPI is the lead, and Penn State is the sub. Vicki Glenn: DC DOT is doing a study on that as well, not public yet. Aggressive Driving Strategies: Rob Lipps (MD): There is a hospital in Fairfax that has done a study Tom Welch (IA): We should look to non-participating states for data, especially through the list serve. For Phase 1, VHB had contacted each of the 50 states (participating and non-participating) for the "ballpark survey". They continued to work with those states that replied. Several non-participating states provided data including Arkansas and Missouri. They would like to get access to the listserve. Perhaps there are people on the listserve that can provide more information than those previously contacted. Lane width versus shoulder width: Shawn Troy (NC): NC should have some sites. The started a program in 2004 that he has been asked to evaluate. Flashing beacons: Pierre Jomini (MT): Drivers misconstrued as being a 4-way stop. Preliminary Results of First four Evaluations Dr. Bhagwant Persaud gave a presentation on the preliminary results of evaluations of the first four strategies. Stop Signs with Higher Retroreflectivity: Pat Brady (FL): What is the definition of increased retroreflectivity? Don't know status of stop signs before, but all were replaced with high grade reflective sheeting, it was a blanket installation. Should consider stratifying safety effects by night and day. Bhagwant Persaud : Will do that. Pat Brady (FL): Should also look at weather. Flashing Beacons: Pat Brady (FL): Installations for flashing beacons and higher reflectivity STOP signs were made on different bases (target vs. blanket) David Schwartz (KS): There is concern over high (17,000 vehicles/day) minor street ADT. He would like some stratification of minor street types. Center Two-way Left Turn Lanes (TWLTL) : More installation sites are needed in order to reach the desired sample size Shawn Troy (NC): NC has additional TWLTL but they are not "low cost." Any installation of two-way left turn lanes that are a 2-3 lane conversion can be accepted, independent of cost. Pat Brady (FL): If the study is only tracking safety improvement installations (and not blanket installations), isn't there going to be a "weighted sample?" Shawn Troy (NC): Many of NC's installations were put in for reasons other than safety, so they would even out the sample. STOP AHEAD Pavement Markings: More installation sites are needed in order to reach the desired sample size. Meeting participant: Pavement markings can wear away within two years. Breakout Sessions Meeting attendees were divided into two groups, horizontal curves and pedestrians, and older drivers and heavy truck strategies. A presentation of each of the top 16 strategies was given and participants were asked to share their experiences, assess the feasibility of evaluating each strategy, and identify which of any strategies should be removed. The following questions and comments were inspired by the presentations. Breakout Session 1 Group A: Horizontal Curves and Pedestrians (led by Kim Eccles) Horizontal Curves Provide advanced warning of unexpected changes in horizontal alignment: Question from meeting participation - what is short term? Response: The designation of short, medium or long was extracted from the NCHRP 500 series and refers to the time needed to implement a treatment at a location. What treatments in this group are used? Jeff Wolfe (KY): LED enhanced warning signs with LED around the border. Four (4) locations now. Probably couple more soon. Generally costs $2000-$2500 per sign. University of Kentucky evaluated many treatments for curves. They did not try the LED-lined sign. Pat Brady (FL): Florida has signs with LEDs that come on when a driver is approaching over a certain speed at curve locations. - Have one (1) site now, are evaluating it now based on speed, crashes. - They use other treatments for curves such as bigger and more signs. Robert Hull (UT): Concerned that each state having one innovative implementation will not lead to large sample sizes. - Response: Maybe we can encourage other states to implement the treatments. Is there any treatment that any of you have more than five? Response: No, only traditional treatments (MUTCD based). Has anyone used the pavement markings, like Penn did? Jeff Wolfe (KY): The University of Kentucky might have studied pavement markings, but unsure. Go to Kentucky Transportation Center to see the study results. Meeting participant: Curve advisory speeds have been based on truck speeds. Car drivers have learned to ignore them. What are the criteria for doing this extra measure, if they're ignoring what's there already? Pat Brady (FL): Florida changed from advisory sign to regulatory, gets about the same compliance though. Jeff Wolfe (KY): Has MUTCD proposed a change to the signs? Response: Need to get consensus on how to change it. Much debate on it. Does anyone use transverse rumble strips? Jeff Wolfe (KY): Kentucky is hesitant to use them. Reserved for STOP ahead generally. Pat Brady (FL): It is the same for Florida. Meeting participant: We use it on a ramp. New policy will put chevrons, signs, lighting on bad ramps. Does anyone use transverse striping? Neil Boudreau (MA): TTI is starting a study on that. Shawn Troy (NC): NC is hitting resistance to putting in rumble strips on curves. The Division is concerned about superelevation. They did put them near Raleigh. Bicyclists complained about shoulder rumble strips. They put in centerline strips. They got pulled out before evaluation. Also, problem may lie with a wrong superelevation sometimes. Enhance delineation along the curve: Pat Brady (FL): Florida uses profile markings that give audible noise. Meeting participant: Missouri has abandoned Raised Pavement Markings altogether after a fatality. There is a concern over an increase in speed associated with the delineation. Robert Hull (UT): Utah has basically eliminated them because snowplows were pulling them up and they were becoming projectiles. Neil Boudreau (MA): Massachusetts got rid of them; they reported issues with pulling them up. They are keeping them on the ramps though Pat Brady (FL): Florida doesn't routinely use RPM's on the edgeline Bhagwant Persaud: Are the negative effects a reason not to do a study on this? Meeting participant: NY has a guideline of where to put RPM's. There is concern over installing them indiscriminately. Pat Brady (FL): Need to involve the degree of curve in the analysis. Robert Hull (UT): I wanted this treatment for the delineation of curves. We use Linear Delineation System (lighted tubes?) on curves with concrete barriers. He just wanted to find a solution for curves; not concerned with the particular treatment. Study should look at the negative effects of delineation (higher speeds). David Schwartz: We have an elevated curve. We have reflective tape on the walls/barrier of the curve. We had lighted tubes but took them out. Several locations with tape. Does anyone else use tubes? Meeting participants: No. Norm Cressman (GA): We have delineated guardrail. Used high intensity chevrons. Reflective tape on pavement. Many crashes on curve were related to weather. Some proprietary issues with the tape (3M is the only one that sticks). Robert Hull (UT): We can only do engineering up to a point; depends on human behavior after that. Meeting Participant: We have done wider edge lines just on curves (or are interested in doing this). Pat Brady (FL): We have had good feedback from older drivers on going to 6-inch edge lines from 4-inch. Everything in FL is 6-inches now. Provide adequate sight distance: Low cost would be cutting back trees, higher cost would be realignment. Shawn Troy (NC): I ranked it third but I was thinking high cost improvements David Schwartz (KS): I suggest relocating access points to give better sight distance. Provide dynamic curve warning system: Robert Hull (UT): We just activated two. Janice Benton (CA): We did two. One is speed feedback, others are just displayed static warning messages. David Schwartz (KS): Missouri has two. Jeff Wolfe (KY): We're getting ready to have LED signs activated by moisture/rain; one maybe two installations. Shaw Troy (NC): We had a place where rain gauge showed on sign in work zone. Pedestrians Install or upgrade pedestrian and traffic signals: Meeting participant: Possible that the GHSA chapter on pedestrians may cover this. Pat Brady (FL): FL DOT has just made countdown pedheads the standard. Anecdotal evidence from three studies noted that there were more violations of the pedestrian signal on DON'T WALK after countdown installation Jeff Wolfe (KY): We started installing countdowns. Neil Boudreau (MA): No crash-based studies yet on the effect of countdowns; just behavioral and conflicts. Ann Do (FHWA): Most common pedestrian crash is midblock of which the majority are children. Provide crosswalk enhancements: Has anyone installed in-pavement flashing lights? Jeff Wolfe (KY): We had one but took it out. Pat Brady (FL): Maybe a couple. There may be raised crosswalks more around the universities, but in the general roadway environment there are not that many. Install traffic calming: Pat Brady (FL): Roundabouts are a concern for pedestrians. Robert Hull (UT): Municipalities would be a better source for this. Implement road narrowing: Municipalities would be a better source for this. Group B: Older Drivers and Heavy Trucks (led by Dr. Hugh McGee) Older Drivers Improve roadway delineation: Question Clifford Reuer (SD): Did we discuss this strategy in phase I? Yes, but not in relation to elderly drivers. Brian Stanford (TX): The particular contrast striping method shown in the presentation is not used very often, TX prefers to use lead lag white on black. Rumble stripes includes milled rumble strip with thermoplastic lining. Gary Ogletree (TN): Installing rumble stripes - thermoplastic on rumble strip. Brian Stanford (TX): TX is doing this. David Piper (IL): IL is going to do this. Meeting participant: Missouri doing as well. Meeting participant: TTI is looking at wider edgelines; 6-8 inches. Raised Pavement Marker Brian Stanford (TX): Installed on all roadway that has a centerline. Tom Welch (IA): Built in reflective tape, version of waffle. Other possible treatments discussed by the group include: Word or symbol on pavement, Fluorescent yellow chevrons, and Enhanced delineation of crosswalks - variations in patterns and different paint colors. Brian Stanford (TX): State has requirements on some of these strategies based on speed limit. Tom Welch (IA): Use fluorescent yellow on all warning signs. Can florescent yellow be used on all warning signs? Yes, many states are going to this. Increases day time visibility, although retroreflectivity is the same. Provide more protected left-turn signal phasing at high-volume intersections: No states seem to have much in the way of policy or standardization of this strategy. Some disconnection between safety and signal departments within agencies. Feeling is that signal design is to optimize volume through an intersection and not to consider CRF. Michael Schweyen (MN): Had a policy based on speed through intersection to disallow permissive phase at intersections over 45 mph. Increase size and letter height if roadway signs: Brian Stanford (TX): Texas uses standard six to eight inches for sign lettering (D-series signs; destination signs) and also use upper and lower case instead of all caps (Clearview font). Using highly reflective lettering on contrast background. How can we focus in on what kinds of signs can be used to increase visibility and effectiveness? Crash analysis. Double STOP, larger STOP. Larger street name signs. Increase letter size. Clearview font . Kerry Perrillo Childress (FHWA) read e-mail from NY ballot (comments) regarding study of Clearview font as low-cost alternative; suggest that sign size would not change and therefore easily changed. Brian Stanford (TX): Font, unless modified by Meeker, creates a larger footprint. Use is most applied to destination and street signs. Improve traffic control at work zones: What can be used that may not be used now to improve traffic control at work zones? Fluorescent orange sheeting - problems with overkill in retroreflectivity. Advanced warning signs - variable message signs. Some discussion of transverse rumble strips at approach to work zone. Colored (yellow, white, orange-didn't really work) RPMs at work zones. Group is concerned that there are many other studies on this topic. Also concern about overkill and too much signage. Provide advanced warning signs: Three types of signs emerged from discussion: Lane designation, Signal ahead (with or without flashers), and - Brian Stanford (TX): Texas has a person that does a lot of work with experimental advanced warning sign designs. Tests flashers, different backgrounds, etc. Probably has data available. Stop ahead. Provide off-set left-turn lanes at intersections: Tom Welch (IA): Offset left-turn lanes are often put in along with other countermeasures. Can make it difficult to quantify data. James Montgomery (OK): Used for protected or permissive? Not really needed for protective only sections. Brian Stanford (TX): Projects in Texas to add left turn lanes. Many added recently based on criteria provided by HES data. Meeting participant: Left-turn lanes can cause problems in rural areas with large vehicles with long cargo (i.e., truck hauling long logs). Gary Modi (PA): Safety is safety, sometimes difficult to quantify, but can still be good strategy. Advance guide signs and street name signs: Meeting participant: Wisconsin may be doing this. Meeting participant: It is tough to relate this particular strategy to older drivers. Heavy Trucks Amy Houser (FMSCA): Possible use of governors on trucks to limit speeds. This limitation could cause differential speeds on certain roadways. 68 is the discussed limit. This decision has also been advocated by certain fleets to increase fuel efficiency. Brian Stanford (TX): Texas implements differential speeds on roadways for trucks/cars and for day/night. Meeting participant: Do we need to look at these issues exclusively with trucks. Many agree that a special effort should be made to evaluate this. Amy Houser (FMSCA): Run-off-road crashes are particularly bad for large trucks. Incorporate rumble strips into new and existing roadways: David Piper (IL): IL recently implemented more edgeline rumble strips and centerline rumble strips. Gary Modi (PA): There are three areas of truck roll-over warning systems. Hugh McGee (VHB): These types of crashes while infrequent, are usually severe. David Piper (IL): New truck roll-over signs. Gary Ogletree (TN): Has a few ramps where this happened frequently. Breakout Session 2 Group A: Horizontal Curves and Pedestrians (led by Kim Eccles) Horizontal Curves Provide advanced warning of unexpected changes in horizontal alignment: John Smith (MS): Narrowing lanes to slow speeds. We have a couple installations, but there is hesitation because 12 foot lanes are the standard. Meeting participant: Advanced flasher for curve warning. Cliff Reuer (SD): We supplement curve warnings with pavement markings (arrow on road). We have been doing it for years, probably as part of maintenance procedure. David Piper (IL): Improved truck rollover signs, chevrons, probably big installation effort in Chicago. Daniel Carter (HSRC): Contact Brian Katz at SAIC about a study on this. Enhance delineation along the curve: Brian Stanford (TX): We're switching to fluorescent yellow instead of high intensity. Sign crews should mark the date on the signs. Tom Welch (IA): Concern that putting lighting on the curve would place poles in a bad place. Tom Welch (IA): Possible treatment is paving the shoulder through the curve. Brian Stanford (TX): Dallas District has implemented some delineation measures. Provide adequate sight distance: Gary Modi (PA): We were focused on removing brush, low cost measures. For five years, we kept track of how many we did. Now I have students who are putting in the brush cutting into a GIS database. Cliff Reuer (SD): We do some of this brush cutting, but no records on it. How about higher cost measures? Cliff Reuer (SD): Done some moving access points, but records would be buried in maintenance records. Out of the three types, I would rather see evaluation of the low cost vegetation cutting. Numerous meeting participants: There are some environmental objections to cutting trees. Tom Welch (IA): Check with South Carolina about their tree removal program. Contact Terecia Wilson. Provide dynamic curve warning system: John Smith (MS): We're going to put in about six, maybe more. Pedestrians Install or upgrade traffic and pedestrian signals: Meeting participant: Check with Arlington County. Paul Jovanis (PSU): Leading pedestrian intervals might have been evaluated already, perhaps by Ron Van Houten. Provide crosswalk enhancements: Gary Modi (PA): PA has used in-pavement flashers in three locations. Tom Welch (IA): IA has two. Brian Stanford (TX): Austin may have a few, El Paso as well. The state is against putting them on state roads, for false sense of security. Any other treatments? Tom Welch (IA): Centerline standup sign for yield to pedestrians Gary Modi (PA): PA deployed approximately 2,000 in recent years. Have just ordered 600 more. Temporary measures though Tom Welch (IA): Stratify by 2-lane vs. 4-lane. Cliff Reuer (SD): Two-lane implementation would be of interest to SD, especially near schools. Install traffic calming at intersections: Paul Jovanis (PSU): State College, traffic calming in neighborhood. Really would like rigorous study on traffic calming effect. Tom Welch (IA): Get rid of free flow right turn on red, slow turning vehicles with tighter radius. Cliff Reuer (SD): Interested in curb extensions. SD has had requests for these. Would you be interested in seeing a non-crash-based study on traffic calming as part of this study? No response from meeting participants. Implement road narrowing measures: Cliff Reuer (SD): SD hasn't done this on the state highway system, but local areas have. Group B: Older Drivers and Heavy Trucks (led by Dr. Hugh McGee) Jeff Wolfe (KY): Will evaluations focus on this age group? Yes, data will be disaggregated according to age. This should be relatively simple as long as the age variable is recorded in the crash data. Pat Brady (FL): Countermeasures are often more effective from the perspective of the whole population and not from the elderly population exclusively. Neil Lerner (Westat): May also want to get exposure to general traffic and take into account areas with varying age demographics for samples. Improve roadway delineation: Pat Brady (FL): FL using thermoplastic profile rumble markings. Norm Cressman (GA): GA using wet weather reflective tape (3M) product; gets lots of elderly positive feedback. There has also been positive feedback on the use of thermal on rumble strip. Pat Brady (FL): Standard in FL of 6" edgeline. Likely not much data, because usually considered to be a maintenance activity. Norm Cressman (GA): Data on different striping. Does anyone have a program to implement and evaluate different types of pavement markers? Would anyone consider this? Jeff Wolfe (KY): Just had a study approved through the University of Kentucky. Ron Lipps (MD): National committee is changing its recommendation for delineation on curves, to go before national committee in June. Added onto list from previous session: Lighting of road, and Sometimes fairly minimal lighting at any intersection is enough to improve visibility of medians and other obstructions. Glare mediation. Discussion of the various kinds of rumble strips (rolled in vs. milled in) and variations in quality of rumble strips based on method of installation and even different contractor. Robert Hull (UT): Need to demonstrate cost/benefit of these strategies in order to get approval for blanket improvements. Provide more protected left-turn signal phasing at high-volume intersections: Meeting participant: Florida and Minnesota should have data on permissive to protective left-turn transition. Meeting participant: Texas may have this and may also have data on some with flashing yellow arrow. This is an area of classic safety versus flow conflict. Pat Brady (FL): Increased size as well as simplicity. Graphics are also important, such as directional arrows to highways, etc. Improve traffic control at work zones: Robert Hull (UT): Late merge, early merge concept. Signing that is dynamic based on traffic volumes. Provide advanced warning signs: Added onto list from previous session: Vehicles entering when flashing; and Shawn Troy (NC): NC has installed some of these. Jeff Wolfe (KY): Have considered installing but possible legal implications. Several states have installed STOP AHEAD when flashing signals. Ron Lipps (MD): Installed and found reduction in rear-end crashes. Robert Hull (UT): Has installed. Pat Brady (FL): Has installed. Provide off-set left-turn lanes at intersections: Blaine Johanneson (ND): Would like to do this. David Schwartz (KS): Has done a few. Shawn Troy (NC): Has done a few. Provide advance guide signs and street name signs: Jeff Wolfe (KY): Doing but also putting in a number of other things. Shawn Troy (NC): Cary, NC has put advanced intersection signs at all signalized intersections. Neil Boudreau (MA): Installed illuminated street name signs. Heavy Trucks Incorporate rumble strips into new and existing roadways: Ron Lipps (MD): Have some, may not be any deviation from normal rumble strips. Pat Brady (FL): Mitigation effects, median crossover, barrier treatments. Additional strategies for heavy trucks were discussed by the group: Ron Lipps (MD): Increasing height of outside abutment on overpasses and bridges. Crash on (overpass or bridge) with a 42" barrier kept truck on the roadway but the load fell on the roadway below. Janice Benton (CA): Has 56" high medians on high truck roadways for glare. Meeting participants discussed differential speed limits. TRB study on speed management came up with no conclusions. Robert Hull (UT): Fatigue zones. Simulation Presentation Mike Trentacoste gave a presentation on the possibility of evaluating strategies in a simulator. Gary Modi (PA): How comparable is the position of the simulated driver versus the real driver? Some distance, but a close correlation - results soon. Meeting participant: Is there a comparison of drivers with and without video game experience? Generally no, most users of this simulator are older drivers. Meeting participant: Is there a comparison of simulator experience to real road experience - how long does it take drivers to become comfortable on the simulator? Surprisingly, it seems to be a relatively quick process. Simulator drivers even tend to pull over and park when ending simulator sessions. People may tend to go faster in the simulator. This may still gauge the typical responses of drivers to various treatments. Meeting participant: What has been done to overcome challenges such as acceleration and turning accuracy? FHWA is attempting to have sufficient motion to give the appropriate visual cues. Gary Modi (PA): Although he has not had a crash in 35 years, he crashed in a simulator. Hugh McGee (VHB): Is there any sickness for the driver in this simulator? There has been when there was too much scenery, which caused simulation sickness as the simulator had a delay. Gary Modi (PA): This is very valuable because you can see immediately the effect of certain visual cues. Discussion about Digital Highway Measurement Van at FHWA. Able to use it to collect roadway and roadside data. Possibly can be used for simulator (to collect roadway data for simulation of treatments). Paul Jovanis (PSU): Eric Donnell says they took the GPS from the van and then fed it into a computer and got the layout of the road. June 1^st Meeting adjourned for the day. Friday June 2, 2006 Objectives for the Day Kim Eccles discussed the objectives for the day: Review of strategies from the last guides, Discuss available data for next 16 strategies, Marketing, and Future plans. Revisit Strategies from First Set of Guides Kim Eccles led a discussion regarding the strategies from the last guides and how to move forward. Will talk about five of them that seem to have enough data. Install edgeline "profile marking," edgeline rumble strips or modified shoulder rumble strips on section with narrow or no paved shoulders: Pat Brady (FL): What is considered a narrow shoulder because 4 ft shoulders with off-set rumble will inhibit bicycle use. Gary Modi (PA): Cyclists prefer that rumble strips are not to be placed on anything less than 4 ft because then there is no remaining room for the cyclists. Propose specific study for edgeline rumble strips only. Cyclists would like proven benefit of this treatment. Hugh McGee (VHB): Why wouldn't the benefit of shoulder rumble strips carry over to edgeline rumble strips? Gary Modi (PA): Feeling that edgeline rumble strip may be so close to edge of pavement, which may be too late for recovery. Meeting participant: Possible increase in HO collisions with addition of edgeline strips because some people may avoid the edgeline because of the. Need adequate lane width to accommodate this; 10ft at least. John Smith (MS): In a study of edgeline rumble strips in combination with cut trees, they found a decrease in run-off-road fatalities. Tom Welch (IA): Not a significant difference in the two types of rumble strips. Everyone seems to like rumble stripes, what about installation data? Possibly Mississippi and Tennessee. Michael Schweyen (MN): Is the edgeline rumble stripe being used in lieu of the shoulder rumble strip? Yes, basically, because it supplies a possible increased benefit by combining it with striping. Brian Stanford (TX): Believes that the relationship to the width of the shoulder is very important to consider. Provide enhanced pavement markings: Any opposition to moving this one forward in the simulator? Pat Brady (FL): This is a good opportunity to get results immediately and with adequate sample size. Neil Boudreau (MA): Concern about which elements will be best studied in the simulator environment. Retroreflectivity studies are of special concern. Mike Trentacoste (FHWA): This can be adequately represented in the simulator. Hugh McGee (VHB): What about wider edgelines? Tom Welch (IA): Can rain be replicated in the simulator? Need to study how water affects retroreflectivity. [Following the meeting, additional information was gained in response to Tom's question. Rain can not be easily simulated. However, other weather conditions such as fog can be simulated.] Pat Brady (FL): Problems with rain simulation are in sheet flow. Median barriers for narrow-width medians on multilane roads to prevent HO crashes: Clifford Reuer (SD): What is defined as a narrow median? For the purposes of this study, narrow is defined as ten feet. Nancy Xenelis (VHB): The study design was based on six feet, so modifications may need to be made. Janice Benton (CA): Used in CA. Gary Modi (PA): Does this need to be a multi-lane study or can 2-lane be studied as well? Perhaps because 2-lanes rarely have a median. Believe that it may be wise to include 2-lane use in order to increase sample size. Meeting participant: This area is still high priority and needs to be studied. Pat Brady (FL): We would need to specify barrier types in order to effectively study this. Meeting participant: Use of these cables in Europe seem to be on very narrow shoulders with close post placement and so therefore effective in deflection. Michael Schweyen (MN): How do we decide how wide of a median should be a cut-off for study of impact of these median barriers. Can try to pursue installation data to do a crash based study of this strategy. Enhanced shoulder or in-lane delineation and marking for sharp curves: This strategy will be combined with horizontal curve strategies. Alternating passing lanes or four-lane sections at key locations to prevent HO crashes: Is this still a strategy that is used? Are there other data available? Agreed that this is not an item for the simulator. Pat Brady (FL): Once again need to deal with the definition of this type of roadway. Meeting participant: This roadway type has many variations. Hugh McGee (VHB): This seems like a very important issue to resolve. Identification of Available Data Horizontal Curves Provide advance warning of unexpected changes in horizontal alignment: Illinois: Have at least three installations [Provided prior to meeting]. Massachusetts: Have at least three installations [Provided prior to meeting]. South Dakota: Have 1 installation (same as enhance delineation along the curve) [Provided prior to meeting]. Gari Modi (PA): Have over 150 - but does not know if still exists. Jeff Wolfe (KY): Have LED Enhanced warning signs. Simulator might be best course of action to select priority treatments. Enhance delineation along the curve: Arizona: Have two installations [Provided prior to meeting]. Illinois: Have at least three installations [Provided prior to meeting]. Massachusetts: Have at least three installations [Provided prior to meeting]. South Dakota: Have one installation [Provided prior to meeting]. Pat Brady (FL): Have in pavement lighting: experimental, only 1. Brian Stanford (TX): Have installed in the Dallas district. Tom Welch (IA): Have two large chevrons, nine new chevrons w/ paved shoulders. Simulator might be best course of action to select priority treatments. Provide adequate sight distance: Arizona: Have approximately 30 locations [Provided prior to meeting]. Massachusetts: Have at least two installations [Provided prior to meeting]. North Carolina: Have 27 installations [Provided prior to meeting]. Shawn Troy (NC): May not necessarily be on a curve, he will have to check. Provide dynamic curve warning system: Illinois: Have at least three installations [Provided prior to meeting]. Massachusetts: Have at least two installations [Provided prior to meeting]. North Carolina: Have five installations [Provided prior to meeting]. Robert Hull (UT): Have 2 installations. Janice Benton (CA): Have six installations (5 on one route). Older Drivers Provide advance warning signs: Arizona: 2,125 installations (possible multiple signs for one event) [Provided prior to meeting]. They large majority are installations of STOP AHEAD and SIGNAL AHEAD. The meeting participants decided that they may not want to evaluate, static standard signs, they may want to evaluate more innovative signing. Illinois: At least three installations [Provided prior to meeting]. Massachusetts: Have at least two installations [Provided prior to meeting]. North Carolina: Have 60 installations [Provided prior to meeting]. Jeff Wolfe (KY): Has installed advanced warning flashing system. Pat Brady (FL): Have "Prepare to Stop 1000'" signs further upstream from standard, older driver coordinator should have records. Need to define which signs. The signal guide may deal with the stop ahead warning signs. Provide advance guide signs and street name signs: Illinois: Have at least three installations [Provided prior to meeting]. Neil Boudreau (MA): Blanketed across state on all state highways in 2003. North Carolina: Have installed eight. Tom Welch (IA): Have installed two street name signs. Tom Welch (IA): Wisconsin may be doing this with street name signs. May be difficult to define. No question older drivers want this. Clearview fonts. Increase size and letter height of roadway signs: Illinois: Have at least three installations [Provided prior to meeting]. Utah: In 2001 installed on 15 miles on the I-15 corridor at intersections [Provided prior to meeting]. Brian Stanford (TX): Use 8 inch lettering on D Series signs. Janice Benton (CA): May have some in future. Shawn Troy (NC): May have some for US Open in Pinehurst. Provide more protected left-turn signal phases at high-volume intersections: Illinois: Have at least three installations [Provided prior to meeting]. Massachusetts: Have at least three installations [Provided prior to meeting]. North Carolina: Have 45 installations [Provided prior to meeting]. Either protected was added or changed from permissive to protected. South Dakota: Have one installation [Provided prior to meeting]. Pat Brady (FL): Mohammed Abel-Atty at UCF might have data. Michael Schweyen (MN): Have five installations. Janice Benton (CA): Have installed some. Robert Hull (UT): Have installed some. KY: Have installed some. TX Atlanta District: Have one blank out LED when permitted. Some states implemented Flashing yellows. Shawn Troy (NC): Have eight installations. Jeff Wolfe (KY): Might be doing. Hugh McGee (VHB): Have in Alexandria, VA Meeting participant: May be doing in WV. May be covered in 17-35. High-volume (need to define). Added high speed of 45 mph or greater. Provide offset left-turn lanes at intersections: Massachusetts: Have at least one installation [Provided prior to meeting]. North Carolina: Have installed 5 [Provided prior to meeting]. Shawn Troy (NC): Will check. Tom Welch (IA): Have installed 1. Brian Stanford (TX): Have installations that are part of safety bond project: Not sure if off-set. Pat Brady (FL): Has plenty but all protected. Michael Schweyen (MN): Have installed some. Janice Benton (CA): May have some in future. Cliff Reuer (SD): Have installed three. Focus on signalized, in Phase one could not find enough installation at unsignalized. KY have some at new bypass that are unsignalized. Ron Lipps (MD): Maryland has had a continuous flow intersection. Improve roadway delineation: Illinois: Have at least three installations [Provided prior to meeting]. Massachusetts: Have at least two installations [Provided prior to meeting]. Fits in with Horizontal Curves 15.2 A2 Enhance delineation along the curve. Simulator might be best course of action to select priority treatments. Improve traffic control at work zones: Illinois: Know they have some, the project team will work to identify the locations [Provided prior to meeting]. Massachusetts: Have at least two installations [Provided prior to meeting]. Will have its own guide. Has to be a simulation. Pedestrians Install or Upgrade Traffic and Pedestrian Signals: Illinois: Have at least three installations [Provided prior to meeting]. North Carolina: Have 40 installations [Provided prior to meeting]. Massachusetts: Have at least four installations [Provided prior to meeting]. South Dakota: Have installed 1 [Provided prior to meeting]. Types of upgrades and pedestrian signals: Countdown, Leading ped intervals, and Ped scramble. For any of these would need a very large sample size to do crash based analysis. Would need 4,000, maybe more. Might consider doing a surrogate analysis. FHWA doing study: But not crash study. Magnitude of problem: Percent of pedestrian crashes not at intersections. NCHRP 17-26 Pedestrian crash modeling. Provide Crosswalk Enhancements: Massachusetts: Have at least three installations [Provided prior to meeting]. Yield to peds stand up sign in crosswalk. Jeff Wolfe (KY): In pavement installations, they are taking them out. Implement Road Narrowing Measures: Massachusetts: Have at least three installations. Install Traffic Calming–Intersections: Massachusetts: Have at least three installations [Provided prior to meeting]. North Carolina: Have four installations [Provided prior to meeting]. If change to behavioral analysis, may have enough data for ped strategies. Heavy Trucks Incorporate rumble strips into new and existing roadways: Arizona: Have 14 installations/ 559 miles [Provided prior to meeting]: 6 installations / 88 miles on arterials, and 8 installations / 471 miles on interstates. Illinois: know they have - project team will work to identify locations [Provided prior to meeting]. Massachusetts: Have at least two installations [Provided prior to meeting]. North Carolina: Have six installations [Provided prior to meeting]. South Dakota: Have two installations [Provided prior to meeting]. Large sample size needed to capture ROR truck crashes. Future Plans and Marketing Kerry Perrillo Childress discussed future implementations. Vicki Glenn discussed a survey which had been enclosed in the meeting participants' packets. The survey contained questions regarding different groups to market the results of the project, and the best methods for disseminating the information to them. 12:00 pm Meeting adjourned

What's New \| About TFHRC \| Our Products \| Our Research \| Support Services Library \| Periodicals \| Other Resources \| Site Map \| Search

TFHRC Home | FHWA Home | Feedback

United States Department of Transportation - Federal Highway Administration