Evaluation of the 13 Controlling Criteria for Geometric Design (2014) / Chapter Skim
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Pages 81-85
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From page 81... ...
81 S E C T I O N 7 This section addresses the interpretation of the research results presented in Sections 2 through 6 and the formulation of the recommendations that will be presented in Section 8 of the report. The interpretation focuses mainly on application of controlling criteria in reconstruction projects, which includes most projects that are designed and constructed by highway agencies today.
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From page 82... ...
82 design features on average travel speed for roadway traffic and focuses on safety issues in terms of average fatal-and-injury crash frequency. Whenever the following discussion mentions crash frequency, it is referring specifically to fatal-andinjury crash frequency.
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From page 83... ...
83 Horizontal curve radius does influence speeds on urban and suburban arterials. There is no definitive relationship of horizontal curve radius to crash frequency for urban and suburban arterials.
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From page 84... ...
84 stopping sight distance design, and vehicles are typically 6-ft wide and, therefore, extend 3 ft both to the left and the right of the nominal sight line along the center of a lane. Based on the available research findings, there does not appear to be a strong case for retaining stopping sight distance as a controlling criterion for rural highways and freeways.
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From page 85... ...
85 7.9 Sag Vertical Curve Length Sag vertical curves by their nature appear to be less related to crash frequency than crest vertical curves. The entire length of a sag vertical curve is visible to drivers under daylight conditions except in the rare cases where an overpass structure is present.
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