A Guide for Reducing Speeding-Related Crashes (2009) / Chapter Skim
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From page 19... ...
Visible conventional or automated enforcement programs, increased fines for repeat offenders, and upholding of citations and levying of fines by courts can increase drivers' perceptions of the enforcement-related risks of speeding. • Communicate appropriate speeds through use of traffic control devices -- Information on appropriate speeds, including permanent speed limits, variable speed limits, and warning speeds, needs to be conveyed clearly to drivers and at appropriate locations.
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From page 20... ...
B4 Implement neighborhood speed watch/traffic management programs (Low Speed Only)
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From page 21... ...
Ensure that roadway design and traffic control elements support appropriate and safe speeds D1 Improve speed limit signage (T) D2 Implement active speed warning signs (T)
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From page 22... ...
Types of Strategies The strategies in this guide were identified from a number of sources, including recent literature, contact with state and local agencies throughout the United States, and federal programs. Some of the strategies are widely used, while a few have been subjected to only a limited number of trial applications to date.
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From page 23... ...
• Enforcement of Traffic Laws -- Well-designed and well-operated law enforcement programs can have a significant effect on highway safety. It is well established, for instance, that an effective way to reduce the occurrence of crashes and their severity is to have jurisdiction-wide programs that enforce an effective law against driving under the influence of alcohol (DUI)
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From page 24... ...
In addition, speed limits provide the basis for enforcement. Well-conceived speed limits provide law enforcement officers and courts with an indication of appropriate speeds for favorable conditions and thus help target enforcement and sanctions on those who drive at speeds that are excessive for conditions and likely to endanger others (Milliken et al., 1998)
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From page 25... ...
. Other factors should be considered when establishing appropriate speed limits.
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From page 26... ...
Maximizing the number of people traveling at a similar speed helps to minimize speed differentials and conflicts between vehicles. In addition to the 85th percentile speed, decision makers should also request technical information on the following four factors to help guide their determination of appropriate legislated speed limits for a specific road class (Milliken et al., 1998)
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From page 27... ...
The objective in establishing appropriate speed limits is to reduce the number and severity of crashes involving speeding. In addition to setting speed limits appropriately on new roads, speed limits on existing roads should be reviewed, especially if there has been a significant change since the speed limit was last posted.
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From page 28... ...
USLIMITS does not address work zone speed limits, school zone speed limits, or variable speed limits that EXHIBIT V-2 (Continued) Strategy Attributes for Setting Reasonable and Prudent Speed Limits That Account for Roadway Design, Traffic, and Environment (T)
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From page 29... ...
Before and after crash data and average travel speeds can be used to evaluate the effectiveness of changing speed limits. The amount of speed enforcement provided (i.e., patrol hours, vehicles stopped, citations written)
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From page 30... ...
Additional costs might include automated or traditional law enforcement to enforce new speed limits, as well as public information campaigns to inform road users of the new speed limit. No extensive training or personnel should be needed for this strategy; however, someone with experience in selecting speed limits may need to provide assistance in special situations (i.e., school zones, high pedestrian areas, etc.)
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From page 31... ...
Generally all VSL systems will require variable message signs and/or variable speed limit signs, sensors, and some sort of central processing unit to execute control actions. Equipment to detect volumes, speeds, and weather conditions is installed along the roadway, and the collected information is used to automatically determine the speed limit.
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From page 32... ...
Visible enforcement is necessary to encourage compliance with the speed limits. In order for VSL to be enforced, there must be proof of the violators' travel speeds (such as through the use of an enforcement officer patrolling the section of roadway, or through photo radar)
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From page 33... ...
None identified. Potential Difficulties Appropriate Measures and Data Organizational and Institutional Attributes Organizational, Institutional and Policy Issues Issues Affecting Implementation Time Costs Involved Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy
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From page 34... ...
NCHRP Report 500, Volume 19: "A Guide for Reducing Collisions Involving Younger Drivers" provides more information on targeting this age group with information and education campaigns. An agency may wish to target drivers of a specific roadway with an information campaign if speed is a contributing factor in crashes on a specific portion of that roadway.
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From page 35... ...
Attribute Description Technical Attributes Target Expected Effectiveness Keys to Success This strategy involves use of public information and education campaigns aimed at either the general public in an agency's jurisdiction, or a specific demographic or geographic part of the population for which unsafe speeds have been shown to be a factor in the area's crash experience. The effectiveness of public information campaigns to increase driver awareness of the hazards of driving at unsafe speeds has not been quantified.
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From page 36... ...
Also, educational information can be difficult to display and communicate to the public without help from local officials, educators, important agency cooperation, etc. Public information and education campaigns may not reach a large portion of the targeted audience if appropriate dissemination methods are not used.
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From page 37... ...
Driver trainers should be educated in the risks involved with speeding so they are better able to emphasize this in driver education curriculums. Organizational and Institutional Attributes Organizational, Institutional and Policy Issues Issues Affecting Implementation Time Costs Involved Training and Other Personnel Needs
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From page 38... ...
Strategy Attributes for Increasing Public Awareness of Risks of Driving at Unsafe Speeds (T) Attribute Description If public information campaign expertise is not available within an agency, it may be necessary to involve another agency or use a private media consultant.
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From page 39... ...
. The study also found that within moments following exposure to law enforcement officers, drivers tended to increase to their normal travel speeds when they felt the law enforcement presence was no longer visible.
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From page 40... ...
Attribute Description Technical Attributes Target Expected Effectiveness Keys to Success Potential Difficulties Appropriate Measures and Data Associated Needs Organizational and Institutional Attributes Organizational, Institutional and Policy Issues This strategy targets all drivers, as well as specific groups such as younger drivers, repeat speeding offenders, and any other portions of the driving population in an agency's jurisdiction with a high proportion of speeding-related crashes. Public awareness of speeding penalties is expected to have a deterrent effect; however, it is difficult to quantify effects of information campaigns on speeding behavior.
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From page 41... ...
None identified. Issues Affecting Implementation Time Costs Involved Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy
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From page 42... ...
Anecdotal evidence from law enforcement programs indicates that drivers speeding through neighborhoods are often people that reside in the neighborhood, and a traffic management program can provide information and education on the neighborhood level. Neighborhood Traffic Management Programs Neighborhood Traffic Management Programs (NTMPs)
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From page 43... ...
. V-25 EXHIBIT V-6 Strategy Attributes for Implementing Neighborhood Speed Watch/Traffic Management Programs (T)
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Keys to Success Potential Difficulties Appropriate Measures and Data Associated Needs Organizational and Institutional Attributes Organizational, Institutional and Policy Issues Issues Affecting Implementation Time Costs Involved Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy
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From page 45... ...
Attribute Description Technical Attributes Target This strategy targets speeding-related crashes that occur in communities as a whole. These programs require the combined efforts of citizens, law enforcement, public health, medical, injury prevention, education, business, civic and service groups, public works offices, and traffic safety advocates to provide program input, direction, and involvement in the Safe Community program.
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From page 46... ...
Enforcement was increased, speed limit signs were installed, and new crosswalks were painted. These combined efforts led to an average reduction in speed of 10 mph and reduction of traffic volumes by 15 percent in one neighborhood (NHTSA Safe Communities Service Center)
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From page 47... ...
Safe Community Programs provide the means to take on public campaigns, such as those related to increased enforcement programs, discussed in Strategy C1. None identified.
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From page 48... ...
This also indicates a need for a greater number of law enforcement, if an area-wide problem exists. Public involvement and awareness of special speed enforcement programs result in elevated effectiveness of the program by enhancing the deterrent effect of enforcement.
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From page 49... ...
This program is both an education and enforcement program that has brought law enforcement agencies, trauma experts, government officials, and other professionals together to educate motorists about the risks involved with aggressive driving, and to stigmatize this behavior on the roads of Maryland, Virginia, and Washington, DC. Speeding is a major component of aggressive driving, especially excessive speeding.
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From page 50... ...
SECTION V -- DESCRIPTION OF STRATEGIES V-32 EXHIBIT V-8 Strategy Attributes for Using Conventional Speed Enforcement Programs at Locations Known to Have Speeding-Related Crashes (P) Attribute Description Technical Attributes Target Expected Effectiveness This strategy aims at reducing excessive speeds through enforcement programs in targeted locations.
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From page 51... ...
Radar drones emit a signal that sets off radar detectors, to cause the driver to think that there is a law enforcement officer or an automatic speed enforcement device within range and the driver will generally slow down. If used over a period of time in a specific location, the effectiveness of a radar drone will wear off as drivers with radar detectors frequently passing through the area become used to it.
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From page 52... ...
Appropriate data includes average travel speeds and crash data collection before and after speed enforcement programs. Special attention should be paid to the fastest drivers, not just the average or 85th percentile speeds.
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From page 53... ...
When it detects vehicles exceeding the speed limit by a predetermined amount, the camera takes a photograph of the vehicle and records relevant information such as the travel speed, date, and time that the speeding violation took place. The speeds at which photo speed measurement units are triggered are determined by local enforcement agencies.
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From page 54... ...
The tour observed automated enforcement devices in the Netherlands, Germany, Sweden and Australia. It was observed that photo radar devices were used to a certain extent in all of the countries visited.
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From page 55... ...
Studies show that it has reduced fatalities in places where it was installed and also improved compliance with speed limits. See Appendix 1 for further discussion on international experiences with automated speed enforcement.
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From page 56... ...
A study in 2002 found that speed cameras in the District of Columbia helped to reduce the number of vehicles traveling at 10 mph or more over the speed limit at enforced locations by 82 percent. This study also found that average travel speeds at enforced locations declined by 14 percent within 6 months of the speed cameras' implementation compared to nearby control locations (Retting and Farmer, 2003)
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From page 57... ...
These are summarized below: • Netherlands: Studies found that 95 percent of law enforcement officer patrolling hours facilitated issuing tickets to approximately 30 percent of speeders; whereas, photo radar devices identified and issued tickets to approximately 70 percent of speeders with only 5 percent of the total law enforcement officer hours devoted to this task. • Germany: Photo radar devices were placed on the autobahn with speed limit signs reading 100 km/h (62 mph)
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From page 58... ...
Photo radar devices were used in conjunction with law enforcement patrolling and public information campaigns. Studies on the ASE devices found that after 5 years vehicles exceeding the speed limit declined from 23 percent to 3 percent.
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From page 59... ...
Attribute Description Appropriate Measures and Data Associated Needs Organizational and Institutional Attributes Organizational, Institutional and Policy Issues Issues Affecting Implementation Time Costs Involved Key process measures include the number of locations where automated speed enforcement devices are implemented. Additional data to observe include changes in overall average speeds and crashes.
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From page 60... ...
It is also important to provide training on how to retrieve the photos and identify the speeds of violators. Legislation may be necessary before installing automated speed enforcement devices, as described in NCHRP Report 500, Volume 12: "A Guide for Reducing Collisions at Signalized Intersections." Legislation is necessary to meet constitutional standards, state legal standards, state vehicle code standards, and local jurisdiction standards.
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From page 61... ...
A common excessive speeding problem, especially among young adults in urban areas, is illegal street racing. Illegal street racing is a form of auto racing that takes place on the streets and freeways.
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From page 62... ...
Drivers must understand that the threat of penalty is real and likely if they speed. This requires consistency on the part of law enforcement officers as well as the judges who prosecute speed law violators (Milliken et al., 1998)
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From page 63... ...
Strategy Attributes for Increased Penalties for Repeat and Excessive Speeding Offenders (T) Attribute Description Costs Involved Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy Implementation costs should be low, but could vary depending on the amount of coordination with legislators and courts, as well as public outreach, needed.
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From page 64... ...
Attribute Description Technical Attributes Target Expected Effectiveness Keys to Success Potential Difficulties State and municipal judicial agencies should be targeted for improving adjudication of speeding citations. Agencies where there are inconsistencies in adjudication of speeding violations should be targeted.
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From page 65... ...
Attribute Description Appropriate Measures and Data Associated Needs Organizational and Institutional Attributes Organizational, Institutional and Policy Issues Issues Affecting Implementation Time Costs Involved Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy Appropriate data would include the number of persons caught violating posted speed limits before and after the implementation of improved adjudication. The effectiveness of such improvement cannot be quantified.
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From page 66... ...
Active speed warning signs display current travel speeds to drivers, and are intended to deter drivers from speeding and make them aware of the appropriate speed. In-pavement techniques can also be applied to the actual roadway to encourage safer speeds.
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From page 67... ...
Active speed warning signs are intended to deter drivers from speeding and improve awareness that they need to obey the posted speed limit. Travel speeds are detected and then displayed on the message board.
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From page 68... ...
Another key to the success of speed limit sign improvements is that the posted speed limit is reflecting an appropriate speed limit for the roadway. See Strategy A1 for setting appropriate speed limits.
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From page 69... ...
Active speed warning signs are similar to variable message boards and photo radar devices. They are different from automated speed enforcement devices in that they do not take photos and are not used for enforcement purposes.
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From page 70... ...
Attribute Description Technical Attributes Target The target of this strategy is drivers who are willing to change their behavior when given information on their actual travel speeds, and has the added advantage of letting drivers know their speed is being monitored. Speed warning signs can be used in locations where speeding has been observed or may pose a safety risk (i.e., prior to a sharp horizontal curve, school zone, roadway section with a lower speed limit, and any location with a history of speed-related crashes)
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From page 71... ...
Attribute Description Expected Effectiveness Keys to Success Potential Difficulties Appropriate Measures and Data Associated Needs Studies on speed warning signs have found the technology to be effective at reducing vehicle speeds while the signs are in place, especially for vehicles that are 10 mph or more above the posted speed limit (see discussion in the strategy introduction)
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From page 72... ...
Attribute Description Organizational and Institutional Attributes Organizational, Institutional and Policy Issues Issues Affecting Implementation Time Costs Involved Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy • Whether speed warning signs are used in conjunction with photo-radar or traditional enforcement (if so, use of revenue from automated enforcement) Conveying this information to the public may help extend the period of effectiveness of the signs.
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From page 73... ...
This strategy can be applied along a roadway segment as well as at locations such as intersection approaches, work zones, toll plazas, ramps, and so on. Perceptual Pavement Markings Perceptual pavement markings give the driver the illusion of traveling faster than his or her actual speed in order to decrease the driver's comfort at excessive speeds.
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From page 74... ...
Additional information can be found on the use of perceptual pavement markings in the discussion for Strategy 15.1 A4 in NCHRP Report 500, Volume 6: "A Guide for Addressing Run-Off-Road Collisions." Rumble Strips In addition to perceptual pavement marking techniques, in-pavement strategies, such as rumble strips, can be deployed as a means to reduce vehicle speeds and/or prevent crash types where speeding may play a significant role, like a lane departure crash, or a transition from a high-speed zone to a low-speed zone. Rumble strips can also be used as a traffic calming tool in high pedestrian areas, such as neighborhoods and school zones.
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From page 75... ...
Transverse rumble strips can be used on approaches to a main street where a speed reduction is desired and where speed limit or warning signs are already in place. They are used to target drivers that are inattentive, drowsy/fatigued, careless, or distracted (FHWA Research and Technology)
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From page 76... ...
Shoulder and centerline rumble strips are not intended as a speed reduction strategy, but instead will provide drivers with a warning when crossing the centerline or leaving the roadway, which are crash types in which speeding may play an important role. These strategies can be deployed on the approach to high-risk areas, such as sharp horizontal curves, intersections, school zones, work zones, neighborhoods, speed zone transitions and toll plazas, or can be deployed continuously along a high-speed corridor (such as freeway facilities and arterial highways)
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From page 77... ...
Portable rumble strips in rural work zones were found to have a positive impact on safety. Results from this study found that the average travel speed of passenger vehicles was reduced by 2 mph and the number of cars exceeding the speed limit decreased by up to 7 percent (Fontaine and Carlson, 2001)
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From page 78... ...
One key process measure is the number of corridors and locations where perceptual pavement markings and other in-pavement countermeasures have been applied. Identifying average travel speeds and crash history before and after the installation of the countermeasure can be used to determine the overall effect.
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From page 79... ...
. Policy for transverse rumble strips should be implemented with design and placement criteria for speed zone transitions, neighborhoods, work and school zones, freeway ramps, toll plazas, and intersections.
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From page 80... ...
, the posted speed limit may not be a safe travel speed; however, drivers will often attempt to drive at the posted speed limit despite the safety problems this may create. A key element to this strategy's effectiveness is the support from enforcement and adjudication when speed limits are decreased due to conditions.
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From page 81... ...
It is important to obtain a sign that is capable of displaying several lines of information concerning appropriate speed limits, traffic conditions, weather conditions and other related items that would have an effect on safe traveling speeds. • Identify Locations to Install VMS: Once data are reviewed, locations for VMS should be identified.
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From page 82... ...
Policy guidance regarding the installation of VMS should be considered with the MUTCD as a reference. Implementation time can vary depending on the process to identify proper locations and type of VMS to install.
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From page 83... ...
Strategies for this objective include: • Combinations of geometric elements to control speeds • Safe speed transitions through design elements • Adequate sight distance for expected speeds • Speeds on approaches to reduced speed zones • Appropriate intersection design for speed of roadway • Adequate clearance intervals at signalized intersections • Appropriate operation of traffic signals for speed of intersections and corridors • Protected-only signal phasing for left turns at high-speed signalized intersections V-65 Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy EXHIBIT V-15 (Continued) Strategy Attributes for Implementing Variable Message Signs to Display Information on Appropriate Speeds for Current Conditions As Well As Technologies to Monitor Conditions (T)
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From page 84... ...
This strategy aims at providing consistency in the design of roadway elements and selecting design elements that can be used to control vehicle speeds while providing for safe travel. Such road design elements may include the alignment, number of lanes, and width of lanes and shoulders.
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From page 85... ...
In addition to curvilinear alignments, other examples of a self-organizing road that can be used on low-speed roadways include lane width reduction (or lane narrowing) , traffic calming measures, and roundabouts (Keith et al., 2005)
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From page 86... ...
SECTION V -- DESCRIPTION OF STRATEGIES V-68 EXHIBIT V-16 Strategy Attributes for Using Combinations of Geometric Elements to Control Speeds, Including Providing Design Consistency Along an Alignment (T) Attribute Description Technical Attributes Target Expected Effectiveness Keys to Success Potential Difficulties Appropriate Measures and Data This strategy targets low-speed roads with inconsistencies in the alignment that may be a contributing factor to crashes, especially crashes where speeding plays a prominent role.
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From page 87... ...
Reduced speed zones further lower speeds on low speed roads; typical applications include school zones, high pedestrian areas, work zones, and in residential or commercial neighborhoods. V-69 Associated Needs Organizational and Institutional Attributes Organizational, Institutional and Policy Issues Issues Affecting Implementation Time Costs Involved Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy EXHIBIT V-16 (Continued)
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From page 88... ...
The use of transverse rumble strips in reduced speed zones may not efficiently control driver speeds; however, rumble strips used in conjunction with traffic control devices can provide an increased awareness of the importance of reducing speeds. Depending on the topography and the ambient noise levels, rumble strips can generate considerable noise over a large area.
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From page 89... ...
. Although traffic calming measures are more typically associated with an urban type setting, there may be opportunities to use such techniques in a rural environment to encourage a reduction in speed.
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From page 90... ...
In another rural application (Steinbrecher, 1992) , the district of Neuss, Germany implemented a combination of traffic calming measures on the approaches to 13 rural towns which included reducing the lane widths to about 5.5 m; adding strips of pavement stones to optically narrow the road further; installing refuge islands; and raising the road in asphalt.
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From page 91... ...
Attribute Description There are many studies that indicate the effectiveness of enforcement, rumble strips, signing, and design features to reduce travel speeds and improve safety. While there are not many studies that indicate the effectiveness of these techniques specifically for lowering speeds on transitions to reduced speed zones, there are many studies that indicate their effectiveness on high-speed roads.
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From page 92... ...
Implementation time varies depending on the type of countermeasure used. Some strategies that may be quickly implemented include increased enforcement, signage, or application of rumble strips.
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From page 93... ...
Strategy Attributes for Effecting Safe Speed Transitions through Design Elements and on Approaches to Lower Speed Areas (T) Attribute Description This strategy is one aspect addressing the overall design of a roadway, and it is compatible with the other strategies discussed in this guide.
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From page 94... ...
; flashing beacons; and rumble strips. Options for redesigning many intersections will be limited by difficult geometry, roadside development, high volumes, or other conditions.
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From page 95... ...
Clearance intervals can include both yellow and all-red timing between conflicting green phases. NCHRP Report 500, Volume 12: "A Guide for Reducing Collisions at Signalized Intersections" covers material on V-77 Organizational and Institutional Attributes Organizational, Institutional and Policy Issues Issues Affecting Implementation Time Costs Involved Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy EXHIBIT V-18 (Continued)
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From page 96... ...
See Appendix 2 of NCHRP Report 500, Volume 12: "A Guide for Reducing Collisions at Signalized Intersections" for more information on establishing clearance intervals. (http://safety.transportation.org/)
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From page 97... ...
More information regarding sight distance is provided in Strategy 15.2 A3 of Volume 7 on horizontal curves, Objective 17.1 C of Volume 5 on unsignalized intersections, and in Strategy 17.2 C1 of Volume 12 on signalized intersections, as well as in Exhibit V-19 of this guide. V-79 EXHIBIT V-19 Strategy Attributes for Providing Adequate Sight Distance for Expected Speeds (P)
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From page 98... ...
Evaluation of available sight distance should take into account both posted speed limits as well as actual travel speeds, in order to ensure that enough sight distance is provided for the speeds expected. Preferably, inadequate sight distance would be addressed by increasing the sight distance by either removing the sight obstructions or redesigning the roadway.
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From page 99... ...
, which is indicated with a green arrow. Protected-only phases are applicable on high speed roadways and/or in high traffic volume situations, where there may be a lack of adequate gaps to V-81 Organizational and Institutional Attributes Organizational, Institutional and Policy Issues Issues Affecting Implementation Time Costs Involved Training and Other Personnel Needs Legislative Needs Other Key Attributes Compatibility of Different Strategies Other Key Attributes to a Particular Strategy EXHIBIT V-19 (Continued)
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From page 100... ...
Lighting is desirable at intersections of high speed roadways to provide drivers with adequate vision of other vehicles and obstacles which may pose safety issues, such as sight distance limitations, at intersection approaches. Intersection lighting has not been proven to prevent speeding nor is it intended to be a speed reduction strategy, but providing adequate lighting at high speed intersections is a proactive approach to avoiding collisions where speeding may play a role, particularly during nighttime and adverse weather conditions.
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From page 101... ...
When drivers leave higher speed arterials for the low speed residential streets, they may be unwilling to slow down and drive at the posted speed limit in the residential area. A combination of speed and volume control measures can help mitigate neighborhood speeds through either physical traffic calming elements, or by divertive/restrictive measures, which force vehicles to use the arterial roadways.
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From page 102... ...
Some drivers who are unfamiliar with traffic calming devices may be confused, and drivers who currently exceed the speed limit can be expected to be frustrated by traffic calming measures. These are both considered short-term effects that should wane with time.
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From page 103... ...
Having clear policies, guidelines, and practices for selection and use of various traffic calming measures can help reduce litigation problems. The primary measure of effectiveness is the reduction of motor vehicle speeds and the reduction of speeding-related crashes.
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From page 104... ...
Agency personnel should be adequately trained in the proper selection, design, and implementation of such traffic calming devices. Training in consensus building and public involvement will also be helpful.
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