Presentation 1 - Welcome, Intro and Objectives

Roadmap

This slide is a flowchart that describes the evaluation process for the entire pooled fund study project. The flow chart begins with a box identified as "Input from States," meaning that all aspects of the project are guided by the participating states (Technical Advisory Committee) input; each phase of evaluations involves the states giving their input as to which strategies they would like to see evaluated, and later implemented. The flow chart contains four "bands" of color–each for a phase of evaluations, Phases I through IV. Phase I evaluations are soon to be completed in January 2007. Phase II evaluations are currently ongoing and will be completed in early 2008. Phase II and IV are future phases of evaluations, their start and completion dates are to be determined at a later time. The Phase I band begins with a box labeled, "Strategies for: Lane Departures, Unsignalized Intersections, Aggressive Drivers." These mentioned guidebooks were used to select strategies for evaluations. The next box reads "Priority?" and is labeled above it "March 8, 2005, PFS Meeting." On March 8, 2005 the states met at the Pooled Fund Study (PFS) meeting to determine which strategies were priorities through a ranking process. There is a line from this box that is labeled "No" that goes to a box that is linked to the first two phases that reads, "No Action at this Time." There is also a line reading "Yes" from the box labeled "Priority?" that leads to a box that reads, "Top 6 Measures." These are the top 6 strategies that were promising–they were ranked highly and also had preliminary implementation data that looked promising for evaluations. The next box reads, "Data Available?" There are two lines from this box. The line labeled "No" leads to a box that lies in the Phase III shaded area that reads, "List of Priority Safety Measures with Insufficient Data for B/A (Before/After) Evaluation." The "Yes" line that leads from the "Data Available" box leads to a box that reads, "Top 4 Measures/Contractor Initiates Studies." The top six measures were reduced to four as more data were collected (it was determined that only four strategies could be evaluated due to limitations on availability of implementation data). Finally there is an arrow from that box to a box that reads, "Draft Reports (Early 2007)," which marks the completion of Phase I. Phase II begins with a box labeled: "Strategies for: Horizontal Curves, Utility Poles, Pedestrians, Heavy Trucks." These mentioned guidebooks were used to consider strategies for evaluations. The next box reads "Priority?" and is labeled below it "April 21, 2006, Email Ballot." The states ranked the strategies by the April 21, 2006 deadline before they met for the annual PFS meeting. There is a line from this box that is labeled "No" that goes to a box (that was mentioned in Phase I) that is linked to several phases that reads, "No Action at this Time." There is also a line labeled "Yes" from the box labeled "Priority?" that leads to a box that reads, "Phase II Top 16 Countermeasures." These are the top 16 strategies that were ranked highly by the states. The next box reads, "States Bring/Have Available Data" with text underneath that labels the box "June 1-2, 2006 PFS Meeting." States were tasked with bringing the implementation data for the 16 strategies to the annual PFS meeting in June 2006. This box has two lines leaving it; one line is labeled "Yes" and leads to a box reading "Accepted for Phase II Evaluation," followed by a box that reads "Top Measures/Contractor Initiates Studies." The other line reads "Maybe" and leads to a box that reads, "Contractor Follows Up with States on Available Data." This leads to a box that says, "Data Available?" This box leads via a line labeled "No" to the shared box in Phase III that says "List of Priority Safety Measures with Insufficient Data for B/A Evaluation." The line labeled "Yes" that began at the data available box leads to the already mentioned Phase II box labeled "Top Measures/Contractor Initiates Studies." From this box is an arrow that leads to a box reading, "Draft Reports, Early 2008." The draft evaluations are expected to be completed at this time. Phase III of the project begins with the already mentioned box that reads, "List of Priority Safety Measures with Insufficient Data for B/A Evaluation." This phase of the evaluations deals with strategies that do not have enough existing implementation data to be evaluated at this time. The purpose of Phase III is to have states implant strategies that do not have enough implementation data available to evaluate at this time, have the states capture the implementation before conditions, and then the contractor will complete future evaluations. It leads to a box that states, "States Agree to Build and Evaluate." The last mentioned box has a line labeled "Yes" that leads to a box that reads, "Contractor Prepares Installation and Data Collection Plan." It has been agreed upon that the contractor will help to establish an implementation plan so that all of the implementation will be in line with what is needed for the evaluation. This leads to a box that reads, "States Agree to Build," which has two arrows coming from it. The first arrow leads to the "Installation Database," box which implies that the installation databases that were created as a product from this project will be used to capture the installation data. The second arrow is labeled "Yes" and leads to a box that says, "State Construction/Contractor Studies." This box is also linked by an arrow going towards it from a box that reads, "SAFETEA-LU Core Safety Program ($)" implying that SAFETEA-LU will be the financial source for installation these strategies. Finally, there is a box that is the end result of Phase III that reads "Draft Reports." There is no timeframe for this, as this phase of evaluations has not yet begun and is dependent on the states installing the strategies. The fourth phase of the project is based on simulation evaluations. The primary box is linked from Phase III's "States Agree to Build and Evaluate" box with an arrow that leads to the box labeled, "Simulation Consideration." This box has two arrows; the first is labeled "No" and leads to a box that reads, "No Additional Action at this Time." The second arrow is labeled "Yes" and leads to a box that reads, "FHWA Conducts Simulations to Focus Countermeasures." These simulations will be conducted at the Turner Fairbanks Highway Research Center part of the Federal Highway Administration. The results of these evaluations will be used to encourage states to implement the strategies with promising results so that additional field studies (mentioned in Phase III) can be performed. The next box reads, "States Agree to Build and Evaluate." The "Yes" arrow leads to Phase III's box that reads "Contractor Prepares Installation and Data Collection Plan" and then the path would continue as described in Phase III. The line (from the "States Agree to Build and Evaluate") that is labeled "No" leads to a box that says, "No Additional Action."

Presentation 2 - Driving Simulation

Picture 1

Shows a highly congested freeway Picture.

Picture 2

Shows a simulation laboratory with computers and about 32 screens stacked next to each other

Picture 3

Shows two(2) vehicles facing each other, an electronic warning sign and a stop sign

Picture 4

Shows a traffic signal head

Relative contributions of major causes of road accidents in the United States.

Histogram depicts that the driver accounts for 57 percent, driver-roadway accounts for 27 percent, driver-vehicle accounts for 6 percent, driver-roadway-vehicle accounts for 3 percent, roadway accounts for 3 percent, vehicle accounts for 2 percent and roadway-vehicle accounts for 1 percent of crashes

Picture 1

Shows a sign simulator with two men sitting on the side of each other

Picture 2

Shows a man sitting at a desktop simulator.

Picture 3

Shows a field research vehicle with a monitor, and a stack of video recorders in the back seat.

Picture 4

Shows a highway driving simulator.

Picture 5

Shows a vehicle used for field test conducted a night.

Picture 6

Shows a photometric visibility laboratory.

Picture

This picture shows two men working on a sign simulator.

Picture 1

Shows a low fidelity simulation;

Picture 2

Shows a camera view of a roundabout;

Picture 3

Shows a man working with a low fidelity simulator;

Picture 4

Shows a field data collection instrument.

Picture 1

Shows a field research vehicle with the passenger door open;

Picture 2

Shows a laptop computer with a stack of video recorders, and a monitor inside of a field research vehicle;

Picture 3

shows a field research vehicle.

Picture

This picture shows a highway driving simulator of a Saturn Car.

Picture 1

Shows the approach to diverging diamond interchange;

Picture 2

Depicts a pedestrian friendly atmosphere with on-street packing;

Picture 3

Shows pedestrians crossing the street at a signalized intersection.

Picture

This picture shows two(2) signal heads with three(3) stop lights and stop sign (hexagon filled with red and has black background and white indicator at the bottom right) between the signal heads

Picture

This picture shows a stopped car at an intersection that has three(3) overhead signal heads and stop signal.(Field validation of red-light violator warning)

Picture

This picture shows pedestrians crossing a street with no crosswalk.

Picture 1

Shows pedestrians crossing a signalized intersection.

Picture 2

Shows an aerial view of a residential street with driveways.

Picture

This picture show pedestrians walking across the street with pedestrian signal.

Picture

This picture shows a pedestrian crossing on a crosswalk at night on a city street.

Picture 1

Shows pavement markings for speed reduction on a 2 lane road in Texas. The markings are white dashed lines perpendicular to both centerline and edge line, repeated at various intervals.

Picture 2

Shows white dashed lines perpendicular to both centerline and edge line, repeated at various intervals on a multi lane highway in New York.

Picture 3

Shows vehicles traveling on a road that has speed reduction markings (white dashed lines perpendicular to both centerline and edge line at intervals) in Mississippi.

Picture

This picture shows an aerial view of Interstates 90 and 690 interchange. The treatment area is between two(2) off ramp locations(data collection points) along Highway 690

Picture 1 E-Z Pass and Toll Plaza sign

It is rectangular with a green background. "E-Z Pass 2-Left Lane" is written in black with white background and "TOLL PLAZA NEXT 1 MILE" is written in white.

Picture 2 E-Z Pass sign

It is rectangular with a green background. "E-Z Pass 2-Left Lane" is written within yellow background and "TOLL PLAZA NEXT 1 MILE" is written in white with black background.

Picture 3 LBOCC 2 Left Lanes

It is rectangular with a green background at the top half and a yellow background at the bottom half. "LBOCC 2-Left Lane" is written in purple with black background and "TOLL PLAZA NEXT 1 MILE" is written in white with a green background.

Picture 4 E-Z Pass 2 Left Lanes

It is rectangular with a light blue background and "TOLL PLAZA NEXT 1 MILE" written in black.

Picture 5 Pass 2 Left Lanes

It is rectangular with a white background and "E-Z Pass 2 Left Lanes" is written in purple within a yellow background and "TOLL PLAZA NEXT 1 MILE" is written in black.

E-Z Pass 2 Left Lanes; Toll Plaza Next 1 Mile

It is rectangular with a green background and E-Z Pass 2 Left Lanes written in black within a white background and "TOLL PLAZA NEXT 1 MILE" written in white.

Picture

Venn Diagram showing the user, vehicle and infrastructure.

Picture 1

Shows pedestrians crossing a street to depict a user. It is within the user circle.

Picture 2

Shows two people sitting in a car with one on the driver’s side and the other on the passenger side to depict users. It is within the user circle.

Picture 3

shows a car to depict a vehicle. It is within the vehicle circle.

Picture 4

Shows vehicles moving on a highway to depict infrastructure. It is within the infrastructure circle.

Presentation 3 - Analytical Basics

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Presentation 4 - Stop signs

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

A relative visual comparison of STOP signs with six different grades of retroreflective sheeting

Type VII, VIII, IX at the top row and I, II and III at the bottom row. Type I and II are commonly known as Engineering Grade, and Super-Engineering Grade respectively, and are both made with glass beads compositions. Types III and higher use prism technology and are generally identified as high-intensity sheeting. Brightness is shown to decrease as sign type sign type increases, i.e. Type IX is brighter than Type I.

Figure

Shows 50 States of America with Connecticut and South Carolina shaded red to indicate data were obtained from these States.

Presentation 5 - Flashing Becons

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Picture (top)

Flashing beacon mounted directly on a STOP sign

Picture (below)

Flashing beacon installed overhead at a stop controlled intersection

Figure

Shows 50 States of America with North Carolina and South Carolina shaded yellow to indicate data were obtained from these States.

Presentation 6 - Stop AHEAD Pavement Markings

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole

Picture

STOP AHEAD pavement marking in conjunction with a STOP AHEAD sign

Picture

Stop Ahead sign: diamond-shaped sign with yellow background with black wording STOP AHEAD

Figure

Shows 50 States of America with Arkansas, Maryland and Minnesota shaded brown to indicate data were obtained from these States.

Annual Cost

Annual cost equals installation cost multiplied by discounted rate, that product divided by 1 minus bracket opened 1 plus discounted rate bracket closed raised to the power negative number of years

Required reduction

Required reduction equals 2 multiplied by annual cost multiplied by installations, that product divided by unit crash cost

Figure

Shows an arrow with green background pointing down with CRASHES written in it. This means general reduction of crashes

Presentation 7 - TWLTL

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Picture (Top)

Shows example of two-way left-turn lane road with a vehicle within the lane.

Picture (Below)

Shows example of two-way left-turn lane road in North Carolina

Figure

Shows 50 States of America with Arkansas, California, North Carolina, and Illinois shaded green to indicate data were obtained from these States.

Presentation 8 - IA TWLTLs

Picture

Arnold’s Park, IA-US 71 NB. The photo shows a 3-lane section of Arnold’s Park road in Iowa intersecting with US 71 NB

Picture

Arnold’s Park, IA-US 71 NB. The photo shows another 3-lane section of Arnold’s Park road in Iowa

Picture

Arnold’s Park, IA-US 71 NB. The photo shows another 3-lane section of Arnold’s Park road in Iowa

Picture

Indianola, IA-US 92 NB. The photo shows a 3-lane section of Indianola road in Iowa intersecting with IA 92 NB

Picture

Harlan, IA-US 59 NB. The photo shows a 3-lane section of Harlan road in Iowa intersecting with US 59 NB

Picture

School. The photo shows the school within the vicinity of the intersection of Harlan road with US 59 NB in Iowa

Picture

Speed limit. The photo shows two (2) speed signs ( 45 mph and 55 mph). There are flashers on the 45 mph sign to indicate reduced speed in the school zone when flashing

Graph

Site 4. Site 4 has two(2) graphs: The graph above shows monthly crash densities. The dots indicate the raw data and the smooth line indicate the smoothed data. The x-axis is the month axis ranging from 0 to 300. The y-axis is the density axis ranging from 0 to 10. The red vertical line between months 150 and 200 shows the period of intervention. The smooth line a slight decrease in crash density over time The graph below shows monthly crash rates. The dots indicate the raw data and the smooth line indicate the smoothed data. The red vertical line between months 150 and 200 show the period of intervention. The x-axis is the month axis ranging from 0 to 300. The y-axis is the density axis ranging from 0 to 50. The red vertical line between months 150 and 200 shows the period of intervention. The smooth line a slight decrease in crash density over time

Presentation 9 - Marketing Plan

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Presentation 10 - Lane and Shoulder Width

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Graph

Recommended Crash Modification Factor for Shoulder Width. The graph shows the variation of crash modification factors and average daily traffic volume for 0’, 2’, 4’, 6’, and 8’ shoulders. The average daily traffic volume (vehicle/day) is the x-axis ranging from 0 to 2500 and crash modification factors is the y-axis ranging from 0 to 1.60. The 0’ shoulder width start at 1.10 when average daily traffic is zero(0) vehicles/day, stays constant from 0 to 400 vehicle/day, then increases linearly to 1.50 at 2000 vehicle/day. The lines are constant after 2000 vehicle/day. The 2’ shoulder width start at approximately 1.08 when average daily traffic is zero(0) vehicles/day, stays constant from 0 to 400 vehicle/day, then increases linearly to 1.30 at 2000 vehicle/day. The lines are constant after 2000 vehicle/day. The 4’ shoulder width start at approximately 1.02 when average daily traffic is zero(0) vehicles/day, stays constant from 0 to 400 vehicle/day, then increases linearly to 1.12 at 2000 vehicle/day. The l nes are constant after 2000 vehicle/day. The graph shows a general increase in crash modification factors with ADT for 0’, 2’ and 4’ shoulders. Crash modification factors remains constant (1.00) for a 6’ shoulder as ADT increases from 0 to 2500 vehicle/day. The 8’ shoulder width start at approximately 0.9 when average daily traffic is zero(0) vehicles/day, stays constant from 0 to 400 vehicle/day, then decreases linearly to 0.88 at 2000 vehicle/day and remains constant after 2000 vehicle/day.

Figure

Shows 50 States of America with Pennsylvania and Washington shaded blue to indicate data were obtained from these States. Data were collected in PA through PennDOT and from the State of Washington through the HSIS.

Graph

Graph shows a plot of Crash risk on the vertical axis versus lane width category (ft) on the horizontal axis for 36’, 34’, 32’, 30’, 28’, and 26’ pavement widths for PA total crashes. The horizontal axis ranges from 0 to 12 and crash risk ranges from 0 to 2.0 The crash risk for 34’ pavement width decreases from 1.9 to approximately 0.82 at 11’ lane width. The line then increases slightly to 0.85 from 11’ lane width to 12’ lane width. The points are cross marked. The crash risk for 30’ pavement width decrease from 1.1 to 1.0 as lane width increase from 10 feet to 12 feet. The points are marked with a triangle. The crash risk for 28’ pavement width increases from 1.0 to 1.1 as lane width increases from 10 feet lane width to 11 feet lane width and back to 1.0 as lane width increases from 11 feet to 12 feet. The crash risk for 26’ pavement width remains relatively the same approximately 1.05 as lane width increases from 10 feet to 12 feet. The crash risk for 32’ pavement width increases from 0.85 to 1.1 as lane width increases from 10 feet to 11 feet and back to 1.0 as lane width increases from 11 feet to 12 feet. The crash risk for 36’ pavement width increases steadily from 0.8 to approximately 0.9 as lane width increases from 10 feet to 11 feet and then to 1.0 as lane width increases from 11 feet to 12 feet. Highlighted circles are used to indicate small sample sizes. Refer to the data collection-4 slide for specific lane-shoulder combinations.

Graph

Graph shows a plot of Crash risk on the vertical axis versus lane width category (ft) on the horizontal axis for 36’, 34’, 32’, 30’, 28’, and 26’ pavement widths for PA target crashes. The horizontal axis ranges from 0 to 12 and crash risk ranges from 0 to 2.0 The crash risk for 34’ pavement width decreases from 1.8 to 0.8 at 11’ lane width. The line then remains constant at crash risk of 0.85 from 11’ lane width to 12’ lane width. The points are cross marked. The crash risk for 30’ pavement width decrease from 1.1 to approximately 1.05 as lane width increase from 10 feet to 11 feet and further decreases to 1.0 as lane width increase from 11 feet to 12 feet. The points are marked with a triangle. The crash risk for 28’ pavement width remains constant at 1.1 as lane width increases from 10 feet to 11 feet and decreases to 1.0 as lane width increases from 11 feet to 12 feet. The crash risk for 26’ pavement width remains relatively the same approximately 1.0 as lane width increases from 10 feet to 11 feet and increases to approximately 1.55 as lane width increases from 11 feet to 12 feet. The crash risk for 32’ pavement width increases from 0.65 to 1.0 as lane width increases from 10 feet lane width to 11 feet lane width and decreases to approximately 0.95 as lane width increases from 11 feet to 12 feet. The crash risk for 36’ pavement width increases steadily from 0.35 to approximately 0.8 as lane width increases from 10 feet lane width to 11 feet lane width and then to 1.0 as lane width increases from 11 feet to 12 feet. Highlighted circles are used to indicate small sample sizes. Refer to the data collection-4 slide for specific lane-shoulder combinations.

Graph

Graph shows a plot of Crash risk on the vertical axis versus lane width category (ft) on the horizontal axis for 36’, 34’, 32’, 30’, 28’, and 26’ pavement widths for WA total crashes. The horizontal axis ranges from 0 to 12 and crash risk ranges from 0 to 2.0 The crash risk for 30’ pavement width decrease from 2.0 to approximately 1.1 as lane width increase from 10 feet to 11 feet and further decreases to 1.0 as lane width increase from 11 feet to 12 feet. The points are marked with a triangle. The crash risk for 26’ pavement width slightly increases from approximately 1.05 to 1.15 as lane width increases from 10 feet to 11 feet decreases to approximately 0.95 as lane width increases from 11 feet to 12 feet. The crash risk for 28’ pavement width remains constant at 0.9 as lane width increases from 10 feet to 12 feet. The crash risk for 32’ pavement width increases from 0.65 to 1.0 as lane width increases from 10 feet to 11 feet and decreases to 0.8 as lane width increases from 11 feet to 12 feet. The crash risk for 36’ pavement width increases steadily from 0.45 to approximately 1.0 as lane width increases from 10 feet to 11 feet lane width and remains constant as lane width increases from 11 feet to 12 feet. The crash risk for 34’ pavement width increases from 0.0 to approximately 1.05 at 11’ lane width. The line then decreases to a crash risk of 0.8 from 11’ lane width to 12’ lane width. The points are cross marked. Highlighted circles are used to indicate small sample sizes. Refer to the data collection-4 slide for specific lane-shoulder combinations.

Graph

Graph shows a plot of Crash risk on the vertical axis versus lane width category (ft) on the horizontal axis for 36’, 34’, 32’, 30’, 28’, and 26’ pavement widths for WA target crashes. The horizontal axis ranges from 0 to 12 and crash risk ranges from 0 to 2.0 The crash risk for 26’ pavement width decreases from approximately 1.4 to 1.1 as lane width increases from 10 feet to 11 feet and increases to approximately 1.3 as lane width increases from 11 feet to 12 feet. The crash risk for 32’ pavement width increases from 1.1 to 1.0 as lane width increases from 10 feet lane width to 11 feet lane width and further decreases to 0.8 as lane width increases from 11 feet to 12 feet. The crash risk for 30’ pavement width increases from 0.85 to approximately 1.1 as lane width increase from 10 feet to 11 feet and decreases to approximately 0.95 as lane width increase from 11 feet to 12 feet. The points are marked with a triangle. The crash risk for 28’ pavement width increases from approximately 0.55 to approximately 1.0 and decreases to 0.85 as lane width increases from 11 feet to 12 feet. The crash risk for 36’ pavement width increases steadily from 0.25 to approximately 0.8 as lane width increases and further increases to 1.0 as lane width increases from 11 feet to 12 feet. The crash risk for 34’ pavement width increases from 0.0 to approximately 0.8 at 11’ lane width. The line then decreases to a crash risk of 0.7 from 11’ lane width to 12’ lane width. The points are cross marked. Highlighted circles are used to indicate small sample sizes. Refer to the data collection-4 slide for specific lane-shoulder combinations.

Equation

Odds Ratio bracket ij. Odds Ratio bracket ij equals exponent open bracket beta subscript 1 superscript i minus beta subscript 1 superscript j close bracket.

Equation

Standard error open bracket beta subscript 1 superscript i minus beta subscript 1 superscript j close bracket equals the square root of the sum of variance open bracket beta subscript 1 superscript i close bracket and variance open bracket beta subscript 1 superscript j close bracket minus 2 times covariance open bracket beta subscript 1 superscript i and beta subscript 1 superscript j close bracket.

Equation

95 percent confidence interval. 95 percent confidence interval equals the exponent of the following open bracket beta subscript 1 superscript i minus beta subscript 1 superscript j close bracket plus or minus 1.96 multiplied by the standard error open bracket beta subscript 1 superscript i minus beta subscript 1 superscript j close bracket.

Presentation 11 - Advance Signs

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Picture

Picture shows the cover page of NCHRP Report 500 Series Older Driver Guidebook

Picture

Picture shows an example of advance street name sign. It is a rectangle with green background and inscription written in white

Picture (top)

Picture shows an example of advance street name sign. It is a rectangle with green background and inscription written in white

Picture (below)

Picture of Advance Traffic Control Sign W3-3 (traffic light icon) with a supplemental street name plaque below. The plaque is a rectangle with yellow background and inscription written in black.

Figure

Shows 50 States of America with Massachusetts and North Carolina, shaded pink to indicate data were obtained from these States.

Picture

Picture shows an example of advance street name sign. It is a rectangle with green background and inscription written in white

Picture (below)

Picture of Advance Traffic Control Sign W3-3 (traffic light icon) with a supplemental street name plaque below. The plaque is a rectangle with yellow background and inscription written in black.

Presentation 12 - Offset Lefts

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Picture

Picture shows the cover page of NCHRP Report 500 Series Volume 10.

Figure

Figure shows an example of positive offset left turn lanes.

Figure

Shows 50 States of America with Iowa, Nebraska, and Florida shaded green to indicate data were obtained from these States.

Picture

Photo shows an offset left turn lane in Lincoln, Nebraska.

Presentation 13 - Rumble Strips

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Picture

Picture shows the cover page of NCHRP Report 500 Series Volume 6

Figure

Shows 50 States of America with Missouri shaded brown to indicate data were obtained from this State.

Presentation 14 - Discussion Questions

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Presentation 17 - Future Direction

Cover page pictures

Picture shows series of three scenarios: a vehicle on a meandering road, safety personnel at work, and a car that is very badly damaged after it appears to have collided into a telephone pole.

Presentation 18 - OK Cable Barriers

Picture 1

Shows Brifen Wire Rope Safety Fence installation on a road shoulder

Picture 2

Shows Brifen Wire Rope Safety Fence installation

Picture 3

Shows Brifen Wire Rope Safety Fence installation on a road median

Picture

Picture shows an example of Brifen Wire Rope Safety Fence installation.

Picture

Picture shows Brifen Wire Rope Safety Fence installation on the side of a roadway

Picture

Pictures 1, 2, and 3 show a Brifen Wire Rope Safety Fence installation on the median of a highway with grass shoulders from three(3) different views.

Picture

Picture shows Brifen Wire Rope Safety Fence installation on the median of a divided roadway

Picture

Pictures 1 and 2 show a Brifen Wire Rope Safety Fence installation on Lake Hefner Parkway in Oklahoma

Picture

Pictures 1 and 2 show the impacts of Brifen Wire Rope Safety Fence installation on Lake Hefner Parkway after a crash

Picture

Pictures 1, 2, and 3 show the impacts of Brifen Wire Rope Safety Fence installation on Lake Hefner Parkway after a crash

Picture

Pictures 1,2 and 3 show typical vehicle damage after collision with a Brifen Wire Rope Safety Fence installation.

Picture

Pictures 1, 2, 3, and 4 show more pictures of typical vehicle damage after collision with a Brifen Wire Rope Safety Fence installation

Picture

Pictures 1 and 2 show an installation of Brifen Wire Rope Safety Fence socketed system to demonstrate the ease of repair after impact.

Picture

Pictures 1 and 2 show the easy repair of Brifen Wire Rope Safety Fence socketed system after impact

Picture

Pictures 1 and 2 show the Brifen Wire Rope Safety Fence installation stopping a tractor-trailer on Lake Hefner Parkway

Picture

Picture shows a repaired Brifen Wire Rope Safety Fence socketed system. This was done in 10 minutes with no re-tensioning

Presentation 19 - NC Safety

Picture

Picture shows the aerial view of South Main Street intersection with SB 421 intersection and Century BV road in North Carolina. Directional crossover treatment was installed on South Main Street close to Century BV road intersection

Pictures 1

Shows a signalized intersection on Main Street. The eastbound leg of the intersection has one left lane, two through lanes and a right lane.

Pictures 2

Shows view when looking east on Main Street, North Carolina. The picture also shows a section of Main road which has four lanes divided with a centerline and has no shoulder

Pictures 3

Pictures 3 shows a section of four lane Main Street with a concrete median, close to the section where the directional crossover was installed

Pictures 4

shows a vehicle entering the left turning lane where directional crossover was installed on Main Street, North Carolina

Picture

Picture shows a collision diagram of South Main Street and Century BV intersection in North Carolina. The diagram represents the condition before a directional crossover treatment was installed at this site. There is a large number of left-turn related crashes.

Picture

Picture shows a collision diagram of South Main Street and Century BV intersection in North Carolina. The diagram represents the condition before a directional crossover treatment was installed at this site. There is a large number of left-turn related crashes.

Picture

Picture shows collision diagram of South Main Street and Century BV intersection in North Carolina after the directional crossover treatment was installed. Left-turn crashes actually increased after the installation.

Picture

Picture shows collision diagram of South Main Street and Century BV intersection in North Carolina after the directional crossover treatment was installed. Left-turn crashes actually increased after the installation.

Picture 1

Picture 1 on this slide shows a vehicle within the left turning lane where the directional crossover was installed on Main Street, North Carolina

Picture 2

Picture 2 on this slide shows the wide concrete median with a sign post where the directional crossover was installed on Main Street, North Carolina

Picture 3

Pictures 3 and 4 on this slide show the traffic on Main Street as a driver attempts to make a left turn where the directional crossover was installed

Picture 3

Pictures 3 and 4 on this slide show the traffic on Main Street as a driver attempts to make a left turn where the directional crossover was installed

Picture

Picture shows the aerial view of Century Place BV, Century BV and SB 421 intersection with South Main Street in North Carolina. Directional crossover treatment was installed on South Main Street

Picture

Picture shows the aerial view of Burke Mill road, Frontis Street and Frederick drive intersection with South Stratford road in North Carolina. All three(3) intersection are 3-legged.

Picture 1

Pictures 1 shows the 4 lane with 2-way left-turn lane section of US 158, North Carolina

Picture 2

Picture 2 shows a section of US 158 roadway which has four lanes divided with a centerline and has no shoulder

Picture 3

Pictures 3 and 4 show a vehicle entering the left turning lane where directional crossover was installed on US 158, North Carolina

Picture 4

Pictures 3 and 4 show a vehicle entering the left turning lane where directional crossover was installed on US 158, North Carolina

Picture 1

Picture 1 shows a section of US 158 roadway which has four lanes divided with a painted centerline and has no shoulder

Picture 2

Picture 2 shows the US 158 intersection with Burke Mill road, close to the section where the directional crossover was installed

Picture 3

Picture 3 shows the section of US 158 where directional crossover was installed

Picture 4

Picture 4 shows the 4 lane with 2-way left-turn lane section of US 158, North Carolina

Picture

Picture shows a collision diagram of Stratford road (US 158) and Burke Mill intersection in North Carolina before a directional crossover treatment was installed at this site. There was a large number of turning-related crashes.

Picture

Picture shows a collision diagram of Stratford road (US 158) and Burke Mill intersection in North Carolina before a directional crossover treatment was installed at this site. There was a large number of turning-related crashes.

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Picture shows collision diagram of Stratford road (US 158) and Burke Mill intersection in North Carolina after a directional crossover treatment was installed. The turning-related crashes were shown to decrease dramatically.

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Picture shows collision diagram of Stratford road (US 158) and Burke Mill intersection in North Carolina after a directional crossover treatment was installed. The turning-related crashes were shown to decrease dramatically.

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shows a view of Stratford road (US 158) and Burke Mill intersection in North Carolina where a directional crossover treatment was installed.

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Picture 2 shows the aerial view of Burke Mill road and Frontis Street intersection Stratford road (US 158) in North Carolina. The red arrow from Burke Mill road to South Stratford road indicates means no left turn can be made on South Stratford road.

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Shows a view of Stratford road (US 158) and Burke Mill intersection in North Carolina.

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Picture 2 shows the aerial view of Burke Mill road and Frontis Street intersection with Stratford road (US 158) North Carolina. Directional crossover treatment was installed on Stratford road. The red arrow means traffic from Burke Mill road, Van Buren Street and Frontis Street are allowed left turn movement at the Frontis Street and South Stratford intersection.

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Picture shows collision diagram of Stratford road (US 158) and Front Street intersection in North Carolina before the directional crossover treatment was installed. There were very few turning crashes in the before period.

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Picture shows collision diagram of Stratford road (US 158) and Front Street intersection in North Carolina before the directional crossover treatment was installed. There were very few turning crashes in the before period.

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Picture shows a collision diagram of Stratford road (US 158) and Front Street intersection in North Carolina after the directional crossover treatment was installed. The angle crashes are shown to increase substantially in the after period.

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Picture shows a collision diagram of Stratford road (US 158) and Front Street intersection in North Carolina after the directional crossover treatment was installed. The angle crashes are shown to increase substantially in the after period.

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Picture shows the aerial view of Burke Mill road and Frontis Street intersection with Stratford road (US 158) North Carolina. Directional crossover treatment was installed on Stratford road.

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Pictures 1 and 2 are map views of a segment in Chatham county near Mount Vernon Springs and Goldston where centerline rumble strips were installed.

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Pictures 1 and 2 are map views of a segment in Chatham county near Mount Vernon Springs and Goldston where centerline rumble strips were installed.

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Shows a stretch of 2 lane road in Chatham county with dashed centerline, solid edge lines and no shoulders. Centerline rumble strips have been installed on road.

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Shows a stretch of 2 lane road in Chatham county with solid double centerline solid edge lines, and no shoulders. Centerline rumble strips have been installed on road.

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Shows a moving truck trailer on a stretch of 2 lane road in Chatham county with solid edge lines, and no median and shoulders. Centerline rumble strips have been installed on road.

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Picture 4 shows a moving car on a stretch of 2 lane road in Chatham county with solid edge lines, and no median and shoulders. Centerline rumble strips have been installed on road.

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Pictures 1, 2 and 4 on this slide shows a 2 lane road with rumble strips on either sides of solid and dashed centerlines and has a shoulder.

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Pictures 1, 2 and 4 on this slide shows a 2 lane road with rumble strips on either sides of solid and dashed centerlines and has a shoulder.

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Picture 3 on this slide shows rumble strips on either sides of two dashed centerlines.

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Pictures 1, 2 and 4 on this slide shows a 2 lane road with rumble strips on either sides of solid and dashed centerlines and has a shoulder.

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Pictures 1 on this slide shows a car on 2 lane road with rumble strips on either sides of solid and dashed centerlines and no shoulder.

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Pictures 2 on this slide shows a school bus on 2 lane road with rumble strips on either sides of solid and dashed centerlines and has a shoulder.This depicts lane width is wide enough for maneuvering of the bus

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Picture 3 shows a 2-way traffic sign (diamond with orange background with inscriptions in black) and centerline rumble strips traffic sign (diamond with yellow background with inscription in black) on a 2 lane road with no shoulders

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Picture 4 shows centerline rumble strips traffic sign (diamond with yellow background with inscription in black)