Influence of Experimental Pavement Markings on Urban Freeway Exit-Ramp Traffic Speeds

2000 ◽  
Vol 1705 (1) ◽  
pp. 116-121 ◽  
Author(s):  
Richard A. Retting ◽  
Hugh W. McGee ◽  
Charles M. Farmer
Keyword(s):  
New York ◽  
Motor Vehicle ◽  
Pavement Markings ◽  
Horizontal Curves ◽  
Passenger Vehicles ◽  
Lane Width ◽  
Before And After ◽  
Pavement Marking ◽  
Urban Freeway ◽  
Exit Ramp

Motor vehicle crashes on curved roadway sections occur more frequently and tend to be more severe than those on straight sections. Speed is a significant factor in many crashes that occur on curves. The effects on traffic speeds of special pavement markings intended to reduce speeds on freeway exit ramps with horizontal curves were examined. An experimental pavement marking pattern was employed that narrowed the lane width of both the curve and a portion of the tangent section leading into the curve by use of a gradual inward taper of existing edgeline or exit gore pavement markings or both. Traffic speeds were analyzed before and after installation of the pavement markings at four experimental ramps in New York and Virginia. Results indicated that the markings were generally effective in reducing speeds of passenger vehicles and large trucks. The markings were associated with significant reductions in the percentages of passenger vehicles and large trucks exceeding posted exit-ramp advisory speeds.

How Pavement Markings Influence Bicycle and Motor Vehicle Positioning

2005 ◽  
Vol 1939 (1) ◽  
pp. 2-14 ◽  
Author(s):  
Ron Van Houten ◽  
Cara Seiderman
Keyword(s):  
Motor Vehicle ◽  
Motor Vehicles ◽  
Pavement Markings ◽  
Comfort Levels ◽  
Common Response ◽  
Before And After ◽  
Sequential Addition ◽  
Vehicle Positioning ◽  
Pavement Marking ◽  
Bicycle Lane

The purpose of this study was to determine how pavement markings influence bicyclist and motorist positioning, particularly how far bicyclists travel from parked cars. The research examined the effects of the sequential addition of the component markings of a bicycle lane on a road with on-street parking in Cambridge, Massachusetts. The data measured were the distance that cars parked from the curb, the distance that bicyclists rode from the curb, and the distance that traveling motor vehicles drove from the curb. Data on bicyclists and moving motor vehicles were gathered by videotaping. The three pavement marking treatments–-an edge line demarcating the travel lane, the edge line and bicycle symbols, and a full bicycle lane–-were all effective at influencing bicyclists to ride farther away from parked cars than when no pavement markings were present. All three treatments significantly increased the percentage of cyclists riding more than 9 and 10 ft from the curb; these distances were used as benchmarks for where cyclists should ride to be farther from the opening-door zone of a parked car. There was variation between the signalized and the uncontrolled intersections. Before-and-after intercept surveys of cyclists and motorists were administered. In the before survey, cyclists most often responded that the best way to improve bicycling on Hampshire Street was to add bicycle lanes. Cyclists also rated the full bicycle lane most favorably in the after survey. There was no change in cyclist comfort levels between the before and the after surveys. When motorists were asked what made them most aware of cyclists on the street; the most common response in the before survey was “nothing.” In the after survey, the most common response was “the bicycle lane.”

Use of Pavement Markings To Reduce Rear-End Conflicts at Commercial Driveway Locations

1997 ◽  
Vol 1605 (1) ◽  
pp. 106-110
Author(s):  
Richard A. Retting ◽  
Michael A. Greene ◽  
Joy Van Houten
Keyword(s):  
Property Damage ◽  
Moving Vehicle ◽  
Pavement Markings ◽  
Before And After ◽  
Turning Maneuver ◽  
Pavement Marking

Rear-end collisions are a substantial source of injuries and property damage. Some rear-end crashes occur when a moving vehicle slows to execute a turning maneuver and the driver of a trailing vehicle does not react appropriately. To explore the possibility of reducing the likelihood of collisions in these situations, an experiment was conducted by using a pavement marking designed to prompt drivers of through vehicles to watch for turning vehicles in the same lane. These were placed several hundred feet in advance of commercial driveways, at four intersections. Potential conflicts between turning vehicles and through vehicles were measured before and after installation of markings. Conflicts were reduced at three sites, although at one site that had unusual geometry, conflicts increased.

Effectiveness of Lane Direction Arrows as Pavement Markings in Reducing Wrong-Way Movements on Two-Way Frontage Roads

2005 ◽  
Vol 1918 (1) ◽  
pp. 63-67 ◽  
Author(s):  
Steven D. Schrock ◽  
H. Gene Hawkins ◽  
Susan T. Chrysler
Keyword(s):  
Beneficial Effect ◽  
Intended Meaning ◽  
Pavement Markings ◽  
Wrong Direction ◽  
Before And After ◽  
Pavement Marking ◽  
Recent National Survey ◽  
Before And After Study ◽  
Comprehension Rate ◽  
Left Lane

The principal objective of this research was to conduct a before-and-after study of the impacts of using lane direction arrows on a two-way frontage road to determine if the arrows could reduce wrong-way movements for vehicles exiting the freeway. A recent national survey related to all-white pavement markings indicated that 94% of the 851 drivers surveyed correctly interpreted the intended meaning of the arrows to indicate the proper lanes for travel. The authors believed that this high comprehension rate could be useful in helping drivers at locations where a potential for driving in the wrong direction exists. Video surveillance of a two-way frontage road before and after installation of lane direction pavement marking arrows was conducted. It was observed that at the selected location, approximately one of every 13 drivers exiting the freeway to the frontage road acted as though the frontage road were a one-way section and incorrectly chose the left lane for travel. Significant reductions were observed in wrong-way driving after the installation of two lane direction pavement marking arrows downstream from the exit ramp. After the installation, only one of 150 vehicles selected the incorrect lane. Researchers concluded that lane direction pavement marking arrows had a beneficial effect on safety at the study location and recommended expanded efforts to determine other locations that could benefit from this treatment. Although the evaluation was limited to one study site, the strength of the results suggests that the treatment would be beneficial at other similar locations.

scholarly journals Using ADAS to Future-Proof Roads—Comparison of Fog Line Detection from an In-Vehicle Camera and Mobile Retroreflectometer

Sensors ◽  
2021 ◽  
Vol 21 (5) ◽  
pp. 1737
Author(s):  
Ane Dalsnes Storsæter ◽  
Kelly Pitera ◽  
Edward McCormack
Keyword(s):  
Warning System ◽  
Management Systems ◽  
Warning Systems ◽  
Lane Departure Warning ◽  
Automated Driving ◽  
Pavement Markings ◽  
Lighting Conditions ◽  
Lane Marking ◽  
Lane Departure ◽  
Pavement Marking

Pavement markings are used to convey positioning information to both humans and automated driving systems. As automated driving is increasingly being adopted to support safety, it is important to understand how successfully sensor systems can interpret these markings. In this effort, an in-vehicle lane departure warning system was compared to data collected simultaneously from an externally mounted mobile retroreflectometer. The test, performed over 200 km of driving on three different routes in variable lighting conditions and road classes found that, depending on conditions, the retroreflectometer could predict whether the car’s lane departure systems would detect markings in 92% to 98% of cases. The test demonstrated that automated driving systems can be used to monitor the state of pavement markings and can provide input on how to design and maintain road infrastructure to support automated driving features. Since data about the condition of lane marking from multiple lane departure warning systems (crowd-sourced data) can provide input into the pavement marking management systems operated by many road owners, these findings also indicate that these automated driving sensors have an important role in enhancing the maintenance of pavement markings.

scholarly journals Using Crash Outcome Data Evaluation System (CODES) to examine injury in front vs. rear-seated infants and children involved in a motor vehicle crash in New York State

2021 ◽  
Vol 8 (1) ◽  
Author(s):  
Michael Bauer ◽  
Leah Hines ◽  
Emilia Pawlowski ◽  
Jin Luo ◽  
Anne Scott ◽  
...  
Keyword(s):  
New York ◽  
Evaluation System ◽  
Motor Vehicle ◽  
New York State ◽  
Outcome Data ◽  
Crash Severity ◽  
Front Seat ◽  
York State ◽  
Child Restraint ◽  
Ed Visits

Abstract Background In New York State (NYS), motor vehicle (MV) injury to child passengers is a leading cause of hospitalization and emergency department (ED) visits in children aged 0–12 years. NYS laws require appropriate child restraints for ages 0–7 years and safety belts for ages 8 and up while traveling in a private passenger vehicle, but do not specify a seating position. Methods Factors associated with injury in front-seated (n = 11,212) compared to rear-seated (n = 93,092) passengers aged 0–12 years were examined by age groups 0–3, 4–7 and 8–12 years using the 2012–2014 NYS Crash Outcome Data Evaluation System (CODES). CODES consists of Department of Motor Vehicle (DMV) crash reports linked to ED visits and hospitalizations. The front seat was row 1 and the rear rows 2–3. Vehicle towed from scene and air bag deployed were proxies for crash severity. Injury was dichotomized based on Maximum Abbreviated Injury Severity (MAIS) scores greater than zero. Multivariable logistic regression (odds ratios (OR) with 95% CI) was used to examine factors predictive of injury for the total population and for each age group. Results Front-seated children had more frequent injury than those rear-seated (8.46% vs. 4.92%, p < 0.0001). Children in child restraints experienced fewer medically-treated injuries compared to seat belted or unrestrained children (3.80, 6.50 and 13.62%, p < 0.0001 respectively). A higher proportion of children traveling with an unrestrained vs. restrained driver experienced injury (14.50% vs 5.26%, p < 0.0001). After controlling for crash severity, multivariable adjusted predictors of injury for children aged 0–12 years included riding in the front seat (1.20, 1.10–1.31), being unrestrained vs. child restraint (2.13, 1.73–2.62), being restrained in a seat belt vs. child restraint (1.20, 1.11–1.31), and traveling in a car vs. other vehicle type (1.21, 1.14–1.28). Similarly, protective factors included traveling with a restrained driver (0.61, 0.50–0.75), a driver aged < 25 years (0.91, 0.82–0.99), being an occupant of a later vehicle model year 2005–2008 (0.68, 0.53–0.89) or 2009–2015 (0.55, 0.42–0.71) compared to older model years (1970–1993). Conclusions Compared to front-seated children, rear-seated children and children in age-appropriate restraints had lower adjusted odds of medically-treated injury.

scholarly journals Interactive, Hands-On Training for Hospital Workers Increases Level of Special Pathogen Preparedness

Sci ◽  
2021 ◽  
Vol 3 (2) ◽  
pp. 29
Author(s):  
Syra Madad ◽  
Eleanor Tolf
Keyword(s):  
New York ◽  
New York City ◽  
Mixed Method ◽  
Hospital Workers ◽  
Department Of Health ◽  
Interactive Training ◽  
Hands On ◽  
Before And After ◽  
Question Survey

The purpose of this evaluation was to determine the effect of intensive, interactive training on hospital workers’ preparedness for special pathogen cases by utilizing the Frontline Facility Special Pathogens Training Course created by the Systemwide Special Pathogens Program at New York City Health + Hospitals (NYC H+H). An 8 h course was offered in 2018 and 2019 to healthcare employees throughout the Department of Health and Human Services Region 2, mostly from NYC H+H. Evaluation included multiple-choice pre and post exams, a 26-question survey about level of preparedness before and after the training, and follow-up interviews focused on changes in facility protocols. As a result, 61% of survey respondents indicated that they had never previously attended a hospital-sponsored special pathogen training. After the training, there was a 53.3% report rate of feeling “very prepared,” compared to 14.6% before the training. Additionally, there was an 11% improvement in test scores. Furthermore, 77% of respondents reported that their facility had changed protocols relating to topics of the course after their training date. Survey participants reported general satisfaction with the course, as well as an increased level of preparedness for special pathogen cases. Together, the results of the exams, survey, and interviews suggest that this interactive, mixed-method training increases special pathogen preparedness across different healthcare sectors. With the ongoing threat of special pathogens, the need for continued training and maintaining a state of readiness is paramount in healthcare.

scholarly journals Developing Pavement Marking Management Systems: A Theoretical Model Framework Based on the Experiences of the US Transportation Agencies

2021 ◽  
Vol 6 (2) ◽  
pp. 18
Author(s):  
Alireza Sassani ◽  
Omar Smadi ◽  
Neal Hawkins
Keyword(s):  
Asset Management ◽  
Management Practices ◽  
Relevant Literature ◽  
Building Blocks ◽  
Management Systems ◽  
Model Framework ◽  
Pavement Markings ◽  
The Us ◽  
Pavement Marking ◽  
Transportation Agencies

Pavement markings are essential elements of transportation infrastructure with critical impacts on safety and mobility. They provide road users with the necessary information to adjust driving behavior or make calculated decisions about commuting. The visibility of pavement markings for drivers can be the boundary between a safe trip and a disastrous accident. Consequently, transportation agencies at the local or national levels allocate sizeable budgets to upkeep the pavement markings under their jurisdiction. Infrastructure asset management systems (IAMS) are often biased toward high-capital-cost assets such as pavements and bridges, not providing structured asset management (AM) plans for low-cost assets such as pavement markings. However, recent advances in transportation asset management (TAM) have promoted an integrated approach involving the pavement marking management system (PMMS). A PMMS brings all data items and processes under a comprehensive AM plan and enables managing pavement markings more efficiently. Pavement marking operations depend on location, conditions, and AM policies, highly diversifying the pavement marking management practices among agencies and making it difficult to create a holistic image of the system. Most of the available resources for pavement marking management focus on practices instead of strategies. Therefore, there is a lack of comprehensive guidelines and model frameworks for developing PMMS. This study utilizes the existing body of knowledge to build a guideline for developing and implementing PMMS. First, by adapting the core AM concepts to pavement marking management, a model framework for PMMS is created, and the building blocks and elements of the framework are introduced. Then, the caveats and practical points in PMMS implementation are discussed based on the US transportation agencies’ experiences and the relevant literature. This guideline is aspired to facilitate PMMS development for the agencies and pave the way for future pavement marking management tools and databases.

scholarly journals Measurements of urban traffic parameters before and after road reconstruction

2021 ◽  
Vol 11 (1) ◽  
pp. 365-376
Author(s):  
Andrzej Bąkowski ◽  
Leszek Radziszewski
Keyword(s):  
Urban Traffic ◽  
Noise Model ◽  
Vehicle Traffic ◽  
The Road ◽  
Passenger Vehicles ◽  
Before And After ◽  
Traffic Volumes ◽  
National Road ◽  
The City ◽  
Good Agreement

Abstract The study analyzed the parameters of vehicle traffic and noise on the national road in the section in the city from 2011 to 2016. In 2013–2014 this road was reconstructed. It was found that in most cases, the distribution of the tested variable was not normal. The median and selected percentiles of vehicle traffic parameters and noise were examined. The variability and type A uncertainty of the results were described and evaluated. The results obtained for the data recorded on working and non-working days were compared. The vehicle cumulative speed distributions, for two-way four-lane road segments in both directions were analyzed. A mathematical model of normalized traffic flow has been proposed. Fit factor R2 of the proposed equations to the experimental data for passenger vehicles ranges from 0.93 to 0.99. It has been shown that two years after the road reconstruction, the median noise level did not increase even though traffic volumes and vehicle speeds increased. The Cnossos noise model was validated for data recorded over a period of 6 years. A very good agreement of the medians determined according to the Cnossos-EU model and the measured ones was obtained. It should be noted, however, that for the other analyzed percentiles, e.g. 95%, the discrepancies are larger.

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