Synthesis of Safety for Traffic Operations - Transports Canada

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TABLE 10.3: Speed Changes Resulting from Traffic-calming in Denmark Change in speed (km/h) Device 50m 50m upstream At device downstream Hump, circle segment -13.7 -7.9 -3.6 Hump, elevated junction -13.7 -14.7 -8.3 Hump, plateau and circle -6.5 -21.2 -23.6 segment Hump, plateau -26.8 -8.1 -16.8 Lateral dislocation, -12.1 4.1 3.2 single Lateral dislocation, -3.7 0.8 -9.5 double Road narrowing -1.7 -3.4 -14.1 Hamilton Associates (1996) Hamilton Associates (1996) estimated the safety effects of traffic calming by analysing four traffic calming projects in the Greater Vancouver area. Site selection was based on the availability of data. A description of each traffic calming project is provided in Table 10.4. Crashes on internal neighbourhood streets were included in the analysis. TABLE 10.4: Traffic Calming Site Descriptions Project Setting Concern No. of Devices Types of Devices Downtown with Non-local traffic, 22 Forced turn islands, street 1 medium to high safety, liveability closures, diagonal diverters, density residential traffic circles, bulb-outs, oneway land use street 2 3 4 Low density residential Medium density, single family, residential Single family residential Non-local traffic, safety Non-local traffic Non-local traffic 17 (not including stop signs) 17 speed humps Stop signs, forced turn islands, bulb-outs, traffic circles, oneway streets Stop signs at every second street Speed humps, parking and turn restrictions
Traffic Calming Crash data typically was comprised of three years of before, and three years of after data. Some shorter analysis periods were used. The results of the analysis are shown in Table 10.5 and 10.6 TABLE 10.5: The Impacts of Traffic Calming in Greater Vancouver on Crash Frequency Project Crashes/year Before After CMF 1 75.7 62.0 0.82 2 19.3 5.3 0.54* 3 15.0 6.0 0.40 4 41.5 27.5 0.66 Average 30.3 20.2 0.61 *A change in reporting threshold between before and after periods. The CMF has been adjusted to account for the change. TABLE 10.6: The Impacts of Traffic Calming in Greater Vancouver on Crash Severity Project % Injury+Fatal Before After Change 1 15 17 +2 2 21 56 +35 3 37 27 -10 4 54 19 -35 Average -2 The shift to more severe crashes may be the result of an increase in pedestrian and cyclist volumes. The speed humps that were used on Project 4 would have reduced operating speeds, which would have in turn reduced the proportion of casualty crashes. Berger and Linauer (1998) Berger and Linauer (1998) examined the effects of gateway treatments on five two-lane roads at the transition from rural to urban areas in Austria. The treatments were raised islands placed in between the two travel lanes that were supplemented with appropriate signs and markings. Four different island designs were used, each intending to provide some degree of road narrowing (by dividing the two lanes), and deflection. The island shapes are shown in Figure 10.1. Page 126
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Transport Canada Transports Canada
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Synthesis Of Safety For Traffic Ope
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DISCLAIMER The material presented h
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EXECUTIVE SUMMARY Traffic operation
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Synthesis of Safety for Traffic Ope
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TABLE OF CONTENTS DISCLAIMER REJET
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LIST OF TABLES TABLE 3.1: Crash Rat
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Chapter 1: Chapter 1: Introductio I
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Introduction Before proceeding, a f
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Introduction Literature regarding t
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Introduction The current science of
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Introduction adequate size control
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Introduction In concluding this sec
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Chapter 3: Chapter 3: Intersectio I
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Intersection Control TABLE 3.3: Cra
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Intersection Control TABLE 3.5: CMF
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Intersection Control Vancouver Regi
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Intersection Control V m = the sum
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Intersection Control where: X1 = 0
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Intersection Control Region of Durh
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Intersection Control TABLE 3.17: CM
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Intersection Control The predictor
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Intersection Control program includ
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Intersection Control TABLE 3.26: Me
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Intersection Control TABLE 3.29: St
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Intersection Control TABLE 3.32: Ni
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Intersection Control It is noted th
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Intersection Control Sayed et al (1
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Intersection Control Signal Clearan
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Intersection Control The CMFs are 0
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Intersection Control also examined
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Intersection Control Shebeeb (1995)
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Intersection Control approaches at
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Intersection Control TABLE 3.56: Sa
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Chapter 5: Chapter 5: Pavement Pave
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Pavement Markings The study methodo
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Pavement Markings Hall (1987) Hall
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Pavement Markings TABLE 5.8: Safety
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Pavement Markings THIS PAGE IS INTE
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Page 118 and 119: Synthesis of Safety for Traffic Ope
Page 124: Chapter 7: Chapter 7: Bicycle Bicyc
Page 127 and 128: Bicycle Safety TABLE 7.1: Safety Im
Page 148: Chapter 9: Chapter 9: Turn Lanes Tu
Page 151 and 152: Turn Lanes TABLE 9.2: Safety Impact
Page 153 and 154: Turn Lanes Vogt determined that a l
Page 155 and 156: Turn Lanes 1998 one of their high c
Page 157 and 158: Turn Lanes Section TABLE 9.10: Safe
Page 159 and 160: Turn Lanes A T = ADT 0.91 L 0.852 e
Page 161 and 162: Turn Lanes CMF = 1 - 0.7 P lt/d 0.0
Page 163 and 164: Turn Lanes occurred within 250 feet
Page 170 and 171: Sites Where Applied 1 URBAN Island
Page 172 and 173: Forbes and Gill (2000) undertook a
Page 174 and 175: Ideally, three years of before and
Page 176 and 177: Kermit and Hein (1962) looked into
Page 178 and 179: The effects of the transverse pavem
Page 180: Chapter 11: Chapter 11: Other Other
Page 183 and 184: Other Safety Issues collisions per
Page 185 and 186: Other Safety Issues THIS PAGE IS IN
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References References
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References Bloch SA (1998) “Compa
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References Hamilton Associates (199
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References Lee JT, Maleck TL, and T
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References Polanis SF (1998) “Do
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References Vancouver, City of (1999
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References THIS PAGE IS INTENTIONAL
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Appendix B: Critical R Appendix B:
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Critical Reviews Worksheet for Eval
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Critical Reviews 2. Are the expecte
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Appendix D: Appendix D: How to Use
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How to Use Safety Performance Funct
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How to Use Safety Performance Funct
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