Vol. 23,21, No. 24 OctoberApril 20092008 Roundabout test-drive puts truckers behind the wheel before construction Temporary mock-up is key to bringing the project to life

Given the opportunity to see and drive a temporary version of the roundabout before the real one was built, truckers gave engi- neers the thumbs-up. Washington State DOT Washington

By Dave Chesson, Washington State Department of Transportation. media attention, or even an open house, isn’t enough to get a This article originally appeared in Washington State LTAP News, vote of confi dence from the public. That’s when communica- Issue 95. Reprinted with permission. tors have to think outside the box to build customer confi dence ometimes, seeing is believing. When Washington State De- and help deliver the project on schedule. And that’s what led to Spartment of Transportation (WSDOT) proposed a roundabout a joint effort between engineers and communicators to build a at the intersection of two state highways in Skagit County, some temporary full-scale, drivable roundabout before construction truck drivers were pessimistic. But given the opportunity to see of the Big Rock roundabout. and drive a temporary version of the roundabout before the real one was built, truckers gave engineers the thumbs-up. New homes, more traffi c In 2006, WSDOT embarked on a project to build a roundabout The area will soon see an increase in traffi c, due largely to a just east of Mount Vernon at the intersection of State Route 9 nearby 800-home development that is under construction. Sev- and State Route 536, in an area known as Big Rock. When it eral options were discussed, but none could provide the safety comes to new projects, sometimes WSDOT outreach, local benefi ts and increased capacity for the future like a roundabout. Quadrant Homes, the developer, would be responsible to design, In This Issue: build and pay for the project under the direction and supervi- Roundabout test-drive ...... 1 sion of WSDOT. “Blacktop cookies” for patching potholes...... 3 After several public meetings, including an open house in the Asphalt pavement: a great material for recycling. . . 3 fall of 2006, many local truck drivers were still not impressed with the roundabout idea. Many believed the roundabout would “LTAP Bucks” awarded ...... 5 not be big enough for their big rigs. WSDOT needed a creative Top nine life-saving strategies ...... 6 way to reach an important group of constituents that depended Keep your mind nimble with these fi ve foods . . . . 7 on the road for their livelihood. Summaries of stop-controlled intersection research . . 8 See Roundabout test-drive on Page 4

Transportation Institute Vol. 23, No. 2 The Bridge October 2009 Learning by doing After that, fl ip to page six where you can read about nine Most of us would agree that we learn and remember more by strategies that the Federal Highway Administration (FHWA) doing than by hearing about or seeing. That’s why good teach- urges agencies to consider when thinking about ways to make ers require lots of homework and why good training programs our roads safer. Interestingly, all nine have been used to some include plenty of interactive discussions or hands-on exercises. extent in Michigan through the MDOT Local Safety Initiative In very simple terms, learning involves the formation of con- (LSI). You’ll fi nd more information about the LSI, including nections between stimuli and responses. With this in mind, it contact information, on page seven. I’ll include more about the makes sense that in a learning environment more stimuli is better LSI in future issues of The Bridge. The program, which was than less. Doing stimulates more of our senses, generates more established in 2004, has helped several local agencies identify responses, and creates stronger connections. innovative, low-cost ways to improve the safety of roads and The big story in this issue is about how the Washington State intersections. Department of Transportation (WSDOT) demonstrated the value Finally, on the last page you’ll fi nd links to research reports of doing on a grand scale. After trying to convince motorists—with about t he F H WA’s L ow- Cost Safet y I mprove me nt s Poole d Fu nd presentations, statistics and diagrams—that roundabouts are easy Study. The study evaluated four different strategies for traffi c navigate even with large vehicles, WSDOT created a full-sized contol at stop-controlled intersections. mock-up of a roundabout, and then invited drivers of all types and sizes of vehicles to try it out. The drivers learned very quickly that roundabouts are easy to use. When you fi nish that article, take a look at page three, where you’ll learn how the City of Pittsfi eld, MA stores hot mix asphalt pavement in convenient 20-pound “cookies” for patching pot- holes. When they need a patch, they simply reheat a few cookies to soften the material and then press it into a pothole. A l so on page t h r e e, D r. Z h a npi ng You , profe s sor of t r a n s p or t at ion and materials at Michigan Tech briefl y explains the characteristics of hot mix asphalt that make it possible to cool and reheat many times without degrading the performance. The Bridge LTAP Steering Committee

The Bridge is published quarterly by Michigan’s Local Technical The Local Technical Assistance Program (LTAP) is a nationwide Assistance Program at Michigan Technological University. Subscriptions effort fi nanced by the Federal Highway Administration and individual are free and available by contacting the Center. state departments of transportation. It intends to bridge the gap between research and practice by translating the latest state-of-the-art technol- Michigan’s Local Technical Assistance Program ogy in roads, bridges, and public transportation into terms understood Michigan Technological University by local and county highway or transportation personnel. 309 Dillman Hall The LTAP Steering Committee makes recommendations on, and 1400 Townsend Dr. evaluations of, the activities of the Local Technical Assistance Program Houghton, MI 49931-1295 based on discussions at the Technology Transfer Interchange and Ad- © Copyright 2009 Michigan Technological University. To obtain visory Committee meeting. This meeting is held annually and is open to permission to reprint any articles or graphics from The Bridge, The Fact all rural and urban agencies, and individuals concerned with the transfer Sheet, or the ORBP Newsletter, please contact Michigan LTAP. of transportation technology in Michigan. Director ...... Terry McNinch Ronald Krauss 517-702-1822 FHWA Assistant Director ...... Tim Colling, P.E. Area Engineer, FHWA Research Engineer II/Civil Engineer ...... John Kiefer, P.E. Bruce Kadzban 517-335-2229 MDOT Editor/Technical Writer ...... John Ryynanen Local Agency Programs, MDOT Technical Writer ...... Ann Kitalong-Will Ronald A. Young 517-736-8168 Michigan Counties Senior Software Engineer ...... Nick Koszykowski Engineer/Manager, Alcona County Road Commission Offi ce Manager ...... Christine Codere Offi ce Assistant ...... Devin Seppala Offi ce Assistant ...... Tammy Kus Sponsored by Published in cooperation with

Telephone ...... 906-487-2102 P & TTAP TA P l L ro a g Fax ...... 906-487-3409 n r a io t m a s

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E-mail ...... [email protected] S s

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e r i v c i n n Michigan LTAP ...... http://www.MichiganLTAP.org g e A g m A e e g U.S. Department of Transportation ri d ca ri ’s L & B 4500 copies mailed this edition Federal Highway Administration ocal Road Michigan Technological University is an equal opportunity educational institution/equal opportunity employer. The Bridge is printed with soy-based ink on recycled, acid-free paper (50% recycled, 10% post-consumer waste) Michigan’s Local Technical Assistance Program

October 2009 The Bridge Page 3 “Blacktop cookies” for patching potholes

This article was adapted from an article that originally appeared in the Fall 2008 issue of Mass Interchange, a quarterly newsletter published by the Baystate Roads Program. ittsfi eld , Ma ssa chu set t s’ Com m issioner of P ublic Work s Br uce PCollingwood and his staff are always striving to increase ef- fi ciency, decrease liability and lower operating costs for road main- tenance. This is especially true during tough economic times. To simplify the process of fi lling potholes, they have devised a recipe for making “blacktop cookies” that are easy to handle and stockpile for use during the winter season when potholes develop. eld Department of Public Works fi The recipe consists of hot-mix asphalt (HMA), spread liber- Pitts ally on the ground and formed into 25 lb wafers. The 350 degree The City of Pittsfi eld’s stockpile of cured blacktop cookies. material is allowed to cool overnight. It is then gathered together Inset photo: Pittsfi eld maintenance crew fi lling potholes and stockpiled. with reheated blacktop cookies. When pothole patching is necessary, the crew loads up to four tons of cookies into a trailer-mounted reclaiming hot box the night before. At 2:00 a.m. the following morning, a timer starts the diesel- powered machine, which begins to warm the “cookies” slowly. By 7:30 a.m., the reheated HMA is ready to use. Pulling the hot box behind a truck, the crew presses the loose, hot blacktop into potholes and then compacts it. The repairs usually last the entire winter. Collingwood said pothole repairs using this method are much less expensive and less labor-intensive than repairs using cold patch mate- rial. “Cold patch doesn’t stay in the potholes very well, which requires eld Department of Public Works revisiting the same repair many times all winter long,” he said. “Overall, fi the hot asphalt is much easier to use and it’s much less expensive.” Pitts City of Pittsfi eld’s asphalt reclaiming hot box. The Pittsfi eld DPW maintenance crew originally tried using an old hot box and asphalt heater that burned LP gas instead of diesel fuel. That machine overheated the material and burned off too much So far, the City of Pittsfi eld DPW has only made the cookies of the oils. “Our new machine has a super-insulated box, and it heats using new asphalt intended for that purpose, but the process would more uniformly. It really works well.” Collingwood said. also work well with asphalt left over after a paving job.

Asphalt pavement: a great material for recycling

hanping You, P.E., Ph.D., associ- unchanged for a long period of time. In addition to Zate professor of transportation “Asphalt pavement is a great mate- research involv- engineering and materials at Michigan rial for recycling,” he said. “The main ing extracting and Technological University, appreciates components – aggregate and asphalt reusing asphalt the City of Pittsfi eld’s innovative ap- cement binder – both lend themselves cement from pave- proach to “storing” hot mix asphalt to reclamation and reuse.” ments and roofi ng

(HMA) pavement. Dr. You has conducted a great deal shingles, Dr. You University Michigan Technological “The City of Pittsfi eld is demonstrat- of research in the areas of asphalt ma- is also conducting research that deals ing a good and smart way to store their terials characterization and mix design with other areas of asphalt pavement HMA for use later,” Dr. You said. “What as well as performance evaluation and materials design. One such project in- they are doing is in the category of re- rehabilitation of asphalt materials. One volves evaluating the use of non-metal claimed asphalt pavement, or RAP, which of his current research projects, which “E-waste” (plastic computer housing, involves reusing old asphalt pavement in involves extracting asphalt cement for example) to improve the long-term a new pavement.” from used roofi ng shingles, provides an performance of asphalt pavement. Dr. You explained that as long extreme example of the material’s us- For more information about Dr. You’s as it is not overheated or allowed to ability. “We’re extracting usable asphalt research efforts, please visit his Web page: oxidize too much, the physical prop- cement from roofi ng shingles that are www.cee.mtu.edu/~zyou. erties of asphalt cement will remain 40 years old,” he said. Michigan’s Local Technical Assistance Program

Page 4 The Bridge October 2009

Roundabout test-drive from Page 1 This wasn’t the fi rst time WSDOT had Roundabouts are easy to drive been faced with this situation. A year earlier engineers in Whatcom County had proposed How WSDOT convinced drivers in fi ve easy steps to build four roundabouts on the Guide Me- Step 1. Create a ridian and received a cool reception from visual mock-up the community. Drivers, truck drivers in of the completed particular, were skeptical that roundabouts roundabout. The mock-up helped could safely handle big rigs. So WSDOT built planners explain a temporary roundabout in a gravel lot and the concept more invited truck drivers, emergency responders, easily to residents and farmers to test-drive the full scale round- and local leaders. about. The support from the local trucking community was overwhelmingly positive after they had been given the chance to see State DOT Washington and drive the roundabout. Step 2. Pick a site for the test-drive. Engin- Organizing a test drive eers chose a near- Taking a page out of the Whatcom County by weight station engineer’s notebook, the decision was made for the test-drive. to build a temporary roundabout for Big Rock To confirm the roundabout d r ivers to give it a test d r ive. A team of t raf fi c would fit, they engineers, surveyors, maintenance person- superimposed it nel and communicators was assembled to on an aerial photo of the facility. implement the plan. State DOT Washington The fi rst job was to fi nd a location that Step 3. Create would be big enough for the roundabout the roundabout and suitable for a public gathering. It would at the site. require a fl at parking lot, clear of light poles Surveyors used chalk paint, sand- or islands, which could handle large semi- bags, and cones trucks, farm equipment, school buses and to indicate road emergency services vehicles. It also would edges, pavement need to be close enough to the project to draw markings, curbs the intended audience of local drivers. and islands in the roundabout The Washington State Patrol agreed to design. allow WSDOT use of a parking lot at the State DOT Washington Bow Hill Weigh Station on I-5, just north Step 4. Invite of Burlington. The roundabout team used skeptical drivers to try it out. an aerial photo of the parking lot and a Truck and scaled CAD drawing of the roundabout to bus drivers, verify that it would fi t within the bound- emergency aries of the weigh station facility. The responders, roundabout itself was approximately 140 farmers and residents pulling feet wide, which is about half the length RVs all tested (and of a football fi eld. approved) the roundabout. Washington State DOT Washington If you publicize it they will come Step 5. Build it. With the location secured, the commu- Roundabout nications team went to work to brief local construction offi cials and invite the community. They began on June 4, updated the project Web page, sent a press 2007. It was open to traffi c on July release to the media, posted fl iers at numer- 27. The total cost ous locations in the area, and called trucking of the test-drive companies, schools and emergency services was less than to recruit participants. $5000. Meanwhile the layout team began sizing up the CAD design fi le to the scaled aerial Quadrant Homes Michigan’s Local Technical Assistance Program

October 2009 The Bridge Page 5 photo with all of its various components. The roundabout had to be placed in the parking lot in a way that would allow drivers Need more info about Roundabouts? and viewers to participate safely, while allowing vehicles using the weigh station to also use and navigate the parking lot. Three Read Roundabouts: An Informational Guide. The publication, different layouts were devised and reviewed by the team before available as a PDF download from the Federal Highway Adminis- the best fi t was determined and chosen. tration’s Turner Fairbanks Highway Research Center, is Set up and test the defi nitive source of infor- When the week of the event arrived, the design team, along mation related to the planning, with a WSDOT survey crew, went to the site to make the design a operation, design, and confi gu- reality. Chalk paint was used to mark reference points at strategic ration of modern roundabouts locations. The survey crew used those points to begin marking the in the United States. Compre- predetermined measurements on the ground. WSDOT’s Mount hensive coverage is provided Vernon maintenance crew helped set 400 sandbags at regular for all travel modes that need intervals to represent curb lines. Chalk lines and cones also were to be considered in roadway used to mark the center island and road edges. Within eight hours design. The information con- the team built the full-scale roundabout complete with visible lane tained in this guide is the cul- markings and signs. mination of extensive research The next day, the roundabout was put to the test. Drivers with into best practices from around all sizes of vehicles drove the roundabout. Everything from a lo- the world, interpreted in the light of accepted U.S. design standards cal resident in his RV towing a boat, to an oversized load pulling such as AASHTO’s Green Book and the MUTCD. a 12.5-foot wide, 75-foot trailer, used the roundabout. Tanker Visit www.tfhrc.gov/safety/00068.htm to download. trucks and rock haulers, with varying sizes of pup trailers, drove the course safely. Two local school districts brought out buses and drivers, and the local fi re department checked it out with a fi re truck. Over 25 semi-trucks used the roundabout and several “LTAP Bucks” awarded residents showed up to watch. WSDOT traffi c engineers rode with Paula Diem (City of Saginaw), Paul Ivey (City of Saline), each participating driver to give them safety tips and to solicit and Scott Eckstorm (Roscommon County Road Commission) comments on the design. won “LTAP Bucks” certifi cates recently through random The local residents who showed up to watch, like most of the drawings among people who responded to recent surveys. truck drivers, were more aware and open to the idea after watching The certifi cates are worth $100 each and can be used toward the roundabout in use. The common response was that it was “big- the cost of any LTAP sponsored workshop. ger than I expected.” All of the drivers who participated were able Tim Colling, P.E., assistant director of Michigan’s to navigate the roundabout within its boundaries. In less than three LTAP at the Michigan Tech Transportation Institute in hours after completion of the test-drive, crews removed almost all Houghton appreciates the value of feedback from workshop traces of the roundabout. All that remained was the chalk paint that rain soon would erase. “Understanding the needs of the Correcting misconceptions agencies we serve helps us put Getting public support for roundabouts hasn’t been easy in Wash- together workshops and other ington or in other parts of the country. The public is often skeptical activities that are relevant and of ideas that are new to them, and many misconceptions still exist, useful for them.” partly due to older “traffi c circles,” which did not provide many of the improved design features that today’s roundabouts have. But Tim Colling, P.E. – Michigan’s LTAP once roundabouts are installed, the majority of users quickly learn to appreciate them. participants, and he likes using LTAP Bucks certifi cates to Roundabouts reduce collisions substantially, especially those encourage people to speak up. “Understanding the needs involving injuries, improve traffi c fl ow and reduce annual operat- of the agencies we serve helps us put together workshops ing costs compared with signalized intersections. They also make and other activities that are relevant and useful for them,” intersections safer for pedestrians and bicyclists. The Insurance Colling said. “LTAP Bucks provide a great incentive for Institute for Highway Safety says that modern roundabouts reduce people to speak up.” total crashes by 39 percent, injury crashes by 76 percent and fatal Paula Diem completed a follow up survey for the workshop, crashes by 90 percent. Traffi c Safety – From Finding the Problem to Fixing It. Pat Construction of the roundabout at Big Rock began on June 4, Ivey completed a follow up survey for the workshop, What 2007 and was successfully completed and open to traffi c on July Elected Offi cial’s Need to Know About Traffi c Safety. Scott 27, 2007. The cost of building the test-drive roundabout came in at Eckstorm completed a needs survey for an upcoming series under $5,000. of hydraulics training workshops. Michigan’s Local Technical Assistance Program

Page 6 The Bridge October 2009 FHWA urges road agencies to consider top nine life-saving strategies

Federal Highway Administration process and over the life of the pavement. Because the technique involves only a he FHWA Safety Program urges slight modification of paving equipment, TState and local roadway offi cials to it has a minimal impact on project cost. consider implementation of nine safety Improved compaction of the pavement countermeasures that show great potential near the edge is an additional benefit of to reduce highway fatalities and injuries. the Safety Edge. As State highway agencies develop plans to address the safety challenges identifi ed 5. Roundabouts: A roundabout is a in their strategic highway safety plans, FHWA circular intersection where entering traf- they are urged to consider the benefi ts A road safety audit team watches traffi c fic yields to vehicles on the circulatory signal operations and road users at an of investments in these proven roadway intersection. roadway. Roundabouts are designed safety tools and techniques. to channel traffic at the entrance and provide collision deflection around a 1. Road Safety Audits: A road safety center island. Modern roundabouts are audit (RSA) is a formal safety perfor- geometrically designed to reduce speeds mance examination of an existing or and deflect collision forces, which sub- future road or intersection. Audit teams stantially improves safety, while provid- are independent and multidisciplinary. ing excellent operational performance at The team reports on potential road safety the intersection. issues and identifies opportunities to improve safety for all road users. 6. Left- and Right-Turn Lane at Stop- Michigan DOT Controlled Intersections: Left-turn 2. Rumble Strips and Rumble Stripes: A cable barrier in the median prevented this tractor trailer from crossing the median lanes are auxiliary lanes for storage or Rumble strips are raised or grooved pat- and entering an opposing lane of traffi c on speed change of left-turning vehicles. terns on the roadway that provide both a Michigan highway. Left-turn lanes reduce the likelihood an audible warning (rumbling sound) of intersection crashes. They also make and a physical vibration to alert drivers turning easier for drivers and improve that they are leaving the driving lane. the intersection’s operational efficiency. They may be installed on the roadway Right-turn lanes provide a separation at shou lde r or on t he c e nt e r l i ne of u nd iv ide d intersection approaches between right- highways. Rumble stripes are rumble turning traffic and adjacent through-traf- strips that are placed at the center line fic. This reduces conflicts and improves or edge line. intersection safety. 3. Median Barriers: Me d i a n b a r r ie r s a r e

Otsego County Road Commission 7. Yellow Change Intervals: Yellow long it ud i n a l ba r r ie r s u se d t o se pa r at e op - A roundabout, completed in July 2006 signal lights that are not timed appropri- posing traffic on a divided highway. They in Otsego County, Michigan, drastically ately are a safety hazard. Yellow change are designed to redirect vehicles striking reduced congestion and crashes at a busy intervals that are not consistent with nor- rural intersection. either side of the barrier. Median barri- mal operating speeds create a “dilemma ers can significantly reduce the number zone” in which drivers can neither stop of cross-median crashes and the overall safely, nor reach the intersection before severity of median-related crashes. the signal turns red.

4. Safety Edge: The Safety Edge asphalt 8. Medians and Pedestrian Refuge Ar- paving technique minimizes vertical eas in Urban and Suburban Areas: Me- drop-off safety hazards. A Safety Edge dians reduce traffi c confl icts and increase shape is created by fitting resurfacing safety by providing a buffer area between equipment with a device that extrudes and opposing lanes of traffi c. Medians can compacts the shape of the pavement edge Michigan LTAP be open (pavement markings only), or A channelized median provides a pedestrian at a specific angle as the paver passes. This channelized (raised medians or islands) mitigates shoulder pavement edge drop- refuge area to help students cross US-41 on the campus of Michigan Technological to separate various road users. Pedestrian offs immediately during the construction University in Houghton. Refuge Areas—also known as crossing Michigan’s Local Technical Assistance Program

October 2009 The Bridge Page 7 islands, center islands, refuge islands, pedestrian islands, or median slow points—are raised islands placed in the street to Bridging the Gap to separate crossing pedestrians from vehicles. 9. Walkways: Appropriately designed walkways increase Better Health safety for all road users. Types of walkways include: • Pedestrian Walkway – A continuous way designated for pedestrians and separated from motor vehicle traffi c by a Keep your mind nimble space or barrier. • Shared Use Path – A bikeway or pedestrian walkway physi- with these five foods cally separated from motor vehicle traffi c by an open space by RealAge, Inc. Reprinted with permission. or barrier, either within a highway right-of-way, or within © 1999-2009. All rights reserved. an independent right-of-way. Shared use paths may also ot a fan of crossword puzzles? Can’t get the hang of sudoku? be used by pedestrians, skaters, wheelchair users, joggers, NDon’t worry. There’s another way you can sharpen your and other non-motorized users. Shared use paths also are brain: Revise your grocery list. referred to as “trails” or “multiple-use trails.” Dr. Mehmet Oz, RealAge expert and host of a new national TV • Sidewalks – Walkways that are paved and separated from show – The Dr. Oz Show – recommends adding fi ve important the street, generally by curb and gutter. foods to your supermarket tab to help spark a brain boost. • Roadway Shoulder – In rural or suburban areas where sidewalks and pathways are not feasible, gravel or paved Key Nutritional Knockouts highway shoulders provide a safer area for pedestrians to Blueberries: Compounds in the bright walk next to the roadway. berries may help shield against harmful processes tied to Alzheimer’s disease and premature brain aging. On the Web: Eggs: This breakfast favorite is loaded FHWA Safety Program with selenium – a mineral that could help http://safety.fhwa.dot.gov make your brain years younger. Mustard: What makes mustard so Road Safety Audits http://safety.fhwa.dot.gov/rsa amazing? Turmeric. Getting just 17 mil- ligrams of it a day (about a teaspoon of Shoulder and Centerline Rumble Strips www.trb.org/trbnet/projectdisplay.asp?projectid=458 mustard) can help activate genes that control the cleanup of cellular waste in Median Barriers your brain. http://safety.fhwa.dot.gov/roadway_dept/ policy_guide/road_hardware/ Salmon: This pink fi sh is a great source of omega-3 fatty acids, including the type Safety Edge thought to have the most anti aging effects http://safety.fhwa.dot.gov/roadway_dept/ pavement/fhwasa07023/ on the brain. A DHA supplement is another way to get your omega-3s. Roundabouts http://www.tfhrc.gov/safety/00068.htm Kale: Getting at least three servings a day of dark, leafy greens high in carotenoids Turn Lanes at Stop Controlled Intersections and fl avonoids can slow mental decline associated with aging. and Yellow Change Intervals http://www.transportation.org/sites/safetymanagement/ docs/Desktop%20Reference%20Complete.pdf Medians, Pedestrian Refuge Areas, and Walkways http://www.walkinginfo.org/library/details.cfm?id=13 www.RealAge.com RealAge is a U.S. federally registered trademark of RealAge, Inc. Republication For direct links to these resources and more, go to: or redistribution of RealAge, Inc. content is expressly prohibited without the prior written consens of RealAge, Inc. RealAge, Inc. shall not be liable for any errors or www.MichiganLTAP.org/pubs/Bridge delays in the content, or for any actions taken in reliance thereon. For an accurate calculation of your RealAge, visit www.RealAge.com.

Road safety assistance available through MDOT T he M D OT L o c a l Sa fet y I n it iat ive ( LSI ), prov ide s t o ol s Available services include: and services that help local road agencies improve the • Analyze crash data to identify areas of interest safety of their roads. The LSI is available to local agencies • Conduct fi eld reviews based on safety analyses free of charge, on a fi rst-come, fi rst served basis. • Suggest countermeasures and conduct follow-up For more information, contact Tracie Leix, P.E., supervising engineer. Email: [email protected]; Phone: 517-373-8950 Local Technical Assistance Program Non-Profi t Organization Michigan Technological University 309 Dillman Hall U.S. POSTAGE PAID Permit No. 11 1400 Townsend Drive Houghton, Michigan Houghton, MI 49931-1295 49931 906-487-2102

Summaries of stop-controlled intersection research available from Turner-Fairbank Highway Research Center

he Federal Highway Administration (FHWA) organized 26 States to participate Tin the FHWA Low-Cost Safety Improvements Pooled Fund Study as part of its strategic highway safety plan support effort. The purpose of the study is to evaluate the safety effectiveness of several low-cost safety improvement strategies through scientifi cally rigorous crash-based studies. The study evaluated four different strategies for traffi c control at stop-controlled intersections. Summaries of the results from each evaluation are now available as Tech Brief documents on the web. The title, publication number, and a web address for each Tech Brief document is included below. Safety Evaluation of STOP AHEAD Pavement Markings Publication #: FHWA-HRT-08-045 On the web: www.tfhrc.gov/safety/pubs/08045 Safety Evaluation of Center Two-Way Left-Turn Lanes on Two-Lane Roads Publication #: FHWA-HRT-08-046 On the web: www.tfhrc.gov/safety/pubs/08046 Safety Evaluation of Increasing Retrorefl ectivity of STOP Signs Publication #: FHWA-HRT-08-047 On the web: www.tfhrc.gov/safety/pubs/08047 Safety Evaluation of Flashing Beacons at Stop-Controlled Intersections Publication #: FHWA-HRT-08-048 One the web: www.tfhrc.gov/safety/pubs/08048