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SPEED ZONE IDENTIFICATION TRIAL

VIC ROADS

PRINCIPAL TRAFFIC ENGINEER'S DEPARTMENT QUALITY AND TECHNICAL RESOURCES DIVISION

GR 92-5 1992

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SPEED ZONE IDENTIFICATION TRIAL

GR 92-5

082 VR/GR 92-5 Copy 5 Uber, Charles B. Speed zone identification S·tack 36407

VIC ROADS

PRINCIPAL TRAFFIC ENGINEER'S DEPARTMENT QUALITY AND TECHNICAL RESOURCES DIVISION

VIC ROADS KEW Vic 3101

1992 ISBN 0 7306 1351 8

Available from VIC ROADS Bookshop 60 Denmark Street KEW VIC 3101 Phone (03) 854 2782 Fax (03) 853 0084 VIC ROADS

REPORT DOCUMENTATION PAGE

Report No. Report Date: ISBN Pages GR 92-5 December 1992 07306 1351 8 41

Title and Sub-title: Speed Zone Identification Trial

Author(s) Type of Report & Period Covered: Dr. Charles Uber General Report : Februazy 1991-April 1992 Performing Organization(s) • Sponsoring Organisation. Principal Traffic Engineer's Department VIC ROADS Quality and Technical Resources Division VIC ROADS 89 High Street Kew 3101 AUSTRAliA

Executive Group/Steering Committee: Working Group/Study Team: E.V. Barton, Principal Traffic Engineer Charles Uber, Tim Strickland

Abstract: Continued suggestions from the public resulted in VIC ROADS syndicate trial of means of increasing driver awareness that they had entered a reduced speed zone.

This report documents a subsequent, more extensive trial of rumble alerting strips, pavement numerals and yellow versus white longitudinal lining (edge, lane and centre lines) as individual and combined devices to increase driver awareness of the change in speed zoning.

The results show the a total "WHITE ZONE' treatment is more effective than the total 'YELLOW ZONE' treatment. Pavement numerals had a mjnjmal value in reducing vehicle speeds. Rumble alerting strips of 12 mm height were effective in reducing vehicle speeds at distances of 200 to 700 metres after the start of the reduced speed zone, however, the reduction of speeds is not considered sufficient to justify widespread installation.

Key Words: (IRRD except where*) Disclaimer: Speed Limit, Rumble Strip, This report is disseminated in the interest of Speed, "'Pavement Marking information exchange. The views expressed are those of the authors, not necessarily those of VIC ROADS.

Reproduction of Form and completed page is authorised. EXECUTIVE SUMMARY Members of the public repeatedly have suggested a need for increased signing of speed zones on roads or the use of coloured lines to show the speed limit within a speed zone. In 1988 a VIC ROADS syndicate trialled 'YELLOW ZONE' treatments of yellow transverse speed bars, yellow pavement numerals and yellow centre line with yellow raised reflective pavement markers. Some effects on slowing vehicle speeds were noted but needed more rigorous statistical analysis. Further trials with improved painting and with thicker speed bars were suggested. This current study at three trial sites and three control sites investigated treatments of white versus coloured longitudinal lines (centre, lane and edge), pavement numerals and rumble alerting strips. These treatments are studied separately and in different combinations. Trial and control sites on the two lane, two way West approaches to the City of Colac had a 100 km/h speed limit reducing to a 2. a km long 75 km/h intermediate speed zone and further reducing to the 60 km/h built-up area speed zone. The west approach had the 'YELLOW ZONE' treatment. Trial and control sites on the two lane divided carriageway Bellarine Highway approaches to Leopold had a 100 km/h speed limit reducing to a 0.6 km long 75 km/h buffer (transition) speed zone before a relatively short 60 km/h speed zone. The west approach had rumble alerting strips placed prior to white pavement numerals. A trial site at Tarrawingee with a control site at Everton were both on west approaches on the two lane, two way Ovens Highway. The 100 km/h speed limit reduced to an 80 km/h hamlet speed zone before returning to the 100 km/h speed limit. At Tarrawingee white pavement numerals were placed prior to placing rumble alerting strips. Rumble alerting strips of about 12 mm height, placed in a group of three about 70 metres in advance of the start of a hamlet or transition speed zone caused reductions of mean speeds from 1.9 to 3.2 km/h at distances of 200 to 700 metres after the start of the speed zone as compared to similar control sites. Pavement numerals at the start of a reduced speed zone did not provide consistent results, but the effect does appear to be minimal. This is true whether the pavement numerals are used separately or in conjunction with rumble alerting strips. Reductions of both mean and 85%ile speeds were greater in a 'WHITE ZONE' than in the 'YELLOW ZONE'. None of the reductions in speeds in the reduced speed zones were considered to be of sufficient magnitude to justify the adoption of any of the treatments for normal use. However, rumble alerting strips or pavement numerals may be useful to alert drivers of their approach to some problem sites. CONTENTS Page 1. INTRODUCTION • . . 1

2. STUDY OBJECTIVE 1

3. BACKGROUND ••. • . . 2 3.1 Australian Standard 2 3.2 Australian Practice 2 3.3 VIC ROADS syndicate 2

4. TRIAL • • • . • . . . • ...... 4 4.1 Trial site Locations 4 4.2 Rumble strips 6 4.3 Data Collection 6 4.4 Evaluation 8 4.5 Cost of Treatments 8 5. RESULTS OF THE TRIAL ••••••.••.••.• 9 5.1 Effect of Rumble strips Alone 9 5.2 Effect of Rumble Strips After Pavement Marking Numeral 13 5.3 Summary of Effect of Rumble strips_ 14 5.4 Effect of Pavement Marking Numeral Alone 16 5.5 Effect of Pavement Numeral After Rumble strips 16 5.6 Summary of Effect of Pavement Numerals 16 5.7 Total Effect of 'White Zone' 17 5.8 Total Effect of 'Yellow Zone' 18 5.9 Comparison of 'White Zone' and 'Yellow Zone' Effects 18 5.10 Long Term Effects 18

6. DISCUSSION 20

7. CONCLUSION 21

REFERENCES ...... 22

APPENDIX A: Site Layouts ...... • . . . . . 23 APPENDIX B: Photographs ...... 30 APPENDIX C: Calculations of Significance . . . . . 37 1. INTRODOCTION

It is difficult to conceive of any road traffic issue that generates as much heated reaction from the public and with as little knowledge as the issue of speed limits and their enforcement as a necessary part of the road safety package. The use of speed cameras in Victoria since 1990 has greatly enhanced the ability of police to enforce speed limits. In view of this, there is a greater obligation on road authorities to ensure that speed limits are set at the appropriate value and properly signed and otherwise identified to improve the motorist's awareness of the applicable limit. To this end, A VIC ROADS syndicate (1988) developed and trialled a "YELLOW ZONE" concept to improve the identification of a 80 km/h speed zone as a buffer between the 100 km/h open rural highway speed and the 60 km/h built-up area speed zone. The concept included:- - yellow coloured centre line markings; - numerals painted on the road at the start of the speed zone; transverse bars marked across the pavement or depressions in the pavement just in advance of the speed limit sign; - yellow raised reflective pavement markers (RRPM's) instead of white on the centre line; - the normal speed zone signing was provided including repeater signs at regular intervals; - larger signs. A general evaluation of this tended to suggest that these measures would be effective in encouraging drivers to stay under the speed limit.

The report of the Social Development Committee of the Parliament of victoria 'Inquiry into speed limits in Victoria' (1991) included recommendations - 3. VIC ROADS investigate methods of educating road users about the reasons for speed zoning. 21. Present signing techniques be continued.

Submissions from several rural councils were in favour of the use of coloured linemarking to differentiate speed zones, use of pavement numerals and use of painted stripes or bands across the road.

2. STUDY OBJECTIVE

The objectives of the Speed Zone Identification Trial are to more formally study the effect of white or coloured (yellow) centre line markings, the effect of pavement marking numerals at the start of a speed zone, and the effect of audible or tactile rumble strips on driver compliance with the speed limit.

This report presents the results of the evaluation of trials incorporating the different measures. - 2 - 3. BACKGROUND 3.1 Australian standard

Australian Standard AS 1742.2-1986 includes in Section 4. Pavement Markings and Devices a sub-section quoted below. 4.2.7 Colours. colour of pavement markings shall be white, except for the alternative uses of yellow specified below.

Yellow may be used in place of white in the following cases: (a) Unbroken portion of barrier lines. (b) parking lines to indicate areas whose use is restricted.

Black may be used in the gaps of a broken pavement line to heighten contrast where a light coloured pavement does not allow adequate line definition to be obtained. This does not establish black as a standard colour.

Where yellow is used, the colour shall be Golden Yellow, Colour No 356 in AS 2700 (see Clause 4.6.3 for the colour of RPMs and RRPMs).

3.2 Australian Practice

The Department of Main Roads in New South Wales had used yellow centrelines for years, but has ended the practice.

In Victoria, yellow coloured linemarkings are used in the metropolitan area to mark the tram 'Fairway' system. This involves the use of broken or unbroken yellow lines marking tram clearance. These markings are all within 60 km/h built-up speed zones. Yellow centre and edge lines are also used in the alpine snow resort areas to provide added contrast to snow on the pavement and road shoulders.

3.3 VIC ROADS Syndicate

In 1988 a VIC ROADS training for middle management syndicate selected the idea of Speed Zone Identification as a topic for their study and presentation. They considered that there are three common speed zones:- - 100 km/h speed zone for open roads, 80 km/h speed zone, 60 km/h speed zone for built-up areas. They stated 'The 80 km/h speed zone occurs on some urban arterial roads, on rural roads in hamlets and as a transition between higher and lower speed limits. ' They considered that this transi tion zone was the scene of confusion and uncertainity amongst drivers which resulted in significant numbers of vehicles travelling at inappropriate speeds.

The syndicate reported discussions with traffic enforcement officers who indicate that motorists apprehended for speeding often give the excuse of not having seen the speed zone signage for a variety of reasons. They proposed that 80 kmjh speed zones be identified as the "YELLOW ZONE" by the use of:- yellow transverse speed bars laid in a group of three across the approach lanes 50 metres in advance of the start of the 80 km/h speed to zone to provide a visual, audio and tactile cue to drivers, - 3 - - yellow painted numerals, 4 metres long, painted in each approach lane 25 metres in advance of the statutory speed zone sign to provide an additional visual cue to drivers, - yellow centre line marking throughout the full length of the SO km/h speed zone to continuously indicate the special speed zone, - yellow raised reflective pavement markers (RRPMs) placed at 24 metre intervals along the yellow centre line to continuously indicate the special speed zone during adverse light conditions.

The syndicate did place "YELLOW ZONE" treatments on the O. 8 kilometre southern approach to the City of Bendigo on the and on the 1.S kilometre western approach to the City of colac on the Princes Highway. The eastern approach to the city of Co lac on the Princes Highway was used as a control site.

The data collected in the syndicate I s study did not allow a rigorous statistical analysis. Their results at Bendigo with full "YELLOW ZONE" treatment showed a reduction of 39% in the number of vehicles in the left or slow lane exceeding 80 km/h and reduction of 36% in the right or fast lane. At Colac a reduction of 19% of vehicles exceeding 80 km/h in the single lane was recorded without the placement of any pavement numeral. The control site at Colac recorded a 10% reduction in the percentage of vehicles exceeding 80 kID/h. This could have been the result of having traffic classifier tubes across the road (which drivers might suspect as a police speed trap) or as a result of a carry­ over reaction from the "YELLOW ZONE" on the opposite approach to the city.

The syndicate reported approximate implementation costs for the various components as:- - speed bars - $50/1ane/bar, i.e. $150/set - numerals - $50/set - RRPMs - $330/km - Centre line marking - $120/km.

The syndicate suggested that driver behaviour can be modified through implementation of the "YELLOW ZONE" in the 80 km/h speed zone. Further trials are required to identify the component or combination of components which cause this modification of driver behaviour. Also, the syndicate suggested:- - increase the thickness of the 600 rom wide speed bars from 3 rom to 6 rom and the spacing from one metre to three metres to enhance the rumble effect; - increase the size of the pavement numerals for greater legibility; - increase the distance of the speed bars and painted numeral from the start of the 80 km/h speed zone; paint edgelines in yellow and place yellow RRPMs on edgelines to further reinforce the "YELLOW ZONE"; and -investigate optimum desaturation of the yellow paint for maximum visibility. - 4 - 4. TRIAL In 1990 the Principal Traffic Engineer's Department of VIC ROADS proposed a research and development project to further evaluate the effectiveness of various road marking options to identify and advise motorists of the posted speed limit. The proposal was to collect traffic speed data at trial sites where comparisons would be made on the effects of white pavement marking compared with yellow, the effect of pavement numerals and the effect of rumble bars.

4.1 Trial site Locations

Three pairs of sites were selected for the trial. Each pair of sites provided a trial site and a control site.

The first pair of sites were the eastern and western approaches on the Princes Highway to the City of Colac. The western approach had been used in the syndicate "YELLOW ZONE" trial and this was retained as a trial site. The eastern approach was selected as the control site. The Princes Highway on both approaches to Colac is a two lane, two way highway. The 'open road' 100 km/h speed limit is reduced to a 75 kmfh intermediate speed zone over a distance of 2.0 km through sparsely urban development before being further reduced to the 60 km/h built-up area speed zone within the City of Colac. The second pair of sites were the eastern and western approaches to the Town of Leopold on the Bellarine Highway. The western approach was selected as the trial site with the eastern approach as the control site. The Bellarine Highway is a dual carriageway highway with two lanes in each direction. The 'open road' 100 km/h speed limit is reduced to 75 km/h through a 0.6 km buffer (transition) speed zone before a relatively short 60 km/h speed zone then returning to a 75 km/h transition zone and the 100 kmjh general open road speed limit on the other side of Leopold. The short 60 km/h speed zone includes a signalised pedestrian crossing and a flagged school childrens crossing.

The third pair of sites were on the Ovens Highway, a two lane, two way highway, between wangaratta and Myrtleford. The western approach to the hamlet of Tarrawingee was selected as the trial site which consisted of an 80 km/h isolated hamlet speed zone returning to the 100 km/h general 'open road' speed limit on each side of Tarrawingee. The Y-Junction of the Ovens Highway and the Beechworth-Wangaratta Road is the only significant intersection within the 80 km/h speed zone in Tarrawingee. The control site selected was on the western approach to the hamlet of Everton where the two lane, two way highway also passes through an 80 km/h hamlet speed zone before returning to the 100 km/h general 'open road' speed limit on the east side of Everton. The trial and control sites are about 10 kilometres apart. options Trialled

The trial site at Colac was treated with yellow centre and edge lines throughout its length, yellow pavement numeral (75) and rumble strips, (described below) arranged as shown in Figure 1. The trial site at Leopold was treated in similar manner to the Speed Pavement Restriction Marking Sign Numeral 4 m 14 m 70 110 m .1F ~nr Oi III _._.

Longitudinal Placement of Rumble strips 01 Direction of Travel -- 600 mm

mm

Cross section of Rumble strip (Not to Scale)

Fig. 1 - Rumble Alerting Strips - 6 - Colac site but with white linemarking and later the white pavement numeral (75) added. The trial site at Tarrawingee incorporated a white pavement numeral (80) added to the white linemarking and later have the rumble strips added. The three control sites at Colac, Leopold and Everton were to have no special treatments. The test and control sites were speed zone sign posted in the normal manner including the use of repeater signs as required by current practice.

4.2 Rumble strips Independent of the Syndicate use of rumble strips, VIC ROADS Railway Crossing Committee had conducted a review of the literature and had proposed a draft specification for rumble alerting strips to be placed in advance of the first warning sign of a passively protected (signs only) railway crossing on a high speed rural road. A group of three rumble strips were to be placed about 70m in advance of the warning sign with distance of 14 m between strips. Each strip was to be about 9 to 12 mm in height and could be formed by a variety of methods as thermoplastic, hot mix asphalt, seal and chips, or ceramic disc markers. The installation of rumble alerting strips at Colac was first made using hot mix asphalt, which was shaped, rolled and painted with yellow paint with glass beads added. This first installation was found to have a height of about 25 mm. Drivers of vehicles with tight suspensions (trucks and four wheel drive vehicles) reported that these were too aggressive and many drove on the wrong side of the road to avoid going over them. Also these first rumble strips were located at the end of a large radius curve and were alledged to be causing vehicles to float off the road when wet weather reduced friction. After the collection of some data, the hot mix rumble strips were removed and replaced by thermoplastic laid in layers to a height of about 12 mm as shown in Figure 1. A new location was chosen on the straight section of highway just in advance of the curve and therefore somewhat further in advance of the actual start of the 75 km/h speed zone. The rumble alerting strips installed at Leopold and Tarrawingee were of white thermoplastic laid in layers to a height of about 12 mm. After each layer of thermoplastic was placed, a sedan was driven over the strips to test the audio and tactile effect at the 100 km/h speed limit. Additional layers of thermoplastic were added until a reasonable, but not excessive, audio and tactile effect was obtained.

4.3 Data Collection Vehicle Data Acquisition System (VDAS) is a powerful and versatile traffic classifier which records vehicle speed, headway, type and other information from up to six traffic lanes. It was developed by the Australian Road Research Board and is more fully described in Hoban, Fraser and Brown (1987). 7 -

The latest version of these units was used, which recorded individual vehicle information to accurately calculate statistics for each hour, but only would print out the summary statistics. This solves problems associated with estimating statistics from bin data and the problems of memory limitation of earlier VDAS. It also eliminates the need for extensive processing of the data after collection and provides excellent information which can be stored for later use by others.

By use of the headway measuring capability of the new VDAS it was possible to ensure that data was only collected for those vehicles which were free to choose their own speed and not forced to travel at a slower speed due to the presence on another vehicle close ahead of them.

Rubber tube detectors were used in conjunction with the VDAS at all sites.

Data collection locations in the 100 km/h speed zone were chosen at points where the drivers should not been able to see any of the pavement numerals or rumble strips, hence these treatments should not have had any effect on their choice of free speed at these locations.

Colac

The recording sites were located: - Trial Site in the 100 km/h zone, 384 m in advance of the 75 km/h speed restriction sign, in the 75 km/h zone, at the sign starting the zone, in the 75 km/h zone, 742 m after start of the zone. Control Site in the 100 km/h zone, 634 m in advance of the 75 km/h speed restriction sign, in the 75 kro/h zone approximately 200 m after start of the zone.

Leopold

The recording sites were located: - Trial Site in the 100 kro/h zone, 433 m in advance of the 75 km/h speed restriction sign, in the 75 km/h zone, 28 m after the 75 km/h speed restriction sign, in the 75 kro/h zone, 296 m after start of the zone. Control site in the 100 km/h zone, 652 m in advance of the 75 km/h speed restriction sign, in the 75 km/h zone, 214 m after start of the zone.

Tarrawinqee and Everton

-~ The recording sites were located: - Tarrawingee Trial Site in the 100 km/h zone, 900 m in advance of the 80 km/h speed restriction sign, - 8 -

in the 80 km/h zone, 200 m after 80 km/h speed restriction sign, in the 80 km/h zone, 700 m after start of the zone. - Everton Control Site in the 100 km/h zone, 500 m in advance of the 80 km/h speed restriction sign, in the 80 km/h zone, 300 m after 80 km/h speed restriction sign, in the 80 km/h zone, 650 m after start of the zone. A separate set of speed data was collected six to twelve months after the first treatments in order to evaluate any long term effects of the treatments.

At Colac the 'initial' data collection period was 5-10 December 1990. There was a one year interval between the 'YELLOW ZONE' treated data collection period of 20-26 March 1991 and the 'long after' period of 25-31 March 1992).

At Leopold the 'initial' data collection period was 12-18 April 1991 with white lane and edge lines in place on this divided two lane each way road. The 'rumble strip' added data was collected on 19-26 June 1991, while 'white numeral' data was collected on 28 June-3 July 1991 which completed the 'WHITE ZQNE' and 'long after' data was collected on 2-9 April 1992.

At Tarrawingee and Everton the 'initial' data was collected on 24 April-1 May 1991 with an existing white centre line. The 'white numeral" added data was collected on 3-10 September 1991. The 'rumble strip' added to complete the 'WHITE ZONE' data was collected on 12-16 September 1991 and the 'long after' data was collected on 27 March-2 April 1992.

Plans of the trial and control sites are provided in Appendix A.

4.4 Evaluation

The 'before' and 'after' conditions were evaluated in the method of normal approximation as described in pignataro (1973). This compares the difference of the means and assumes that there is no significant difference in the two distributions of vehicle speeds (or populations).

Calculations are presented in Appendix C. 4.5 Cost of Treatments

Information on the actual cost of treatments has been provided by the VIC ROADS regions which had funded and arranged the installations.

Pavement numerals were costed at $30 per set per lane. The stencils of the numerals were supplied by the Principal Traffic Engineer's Department and are not included in that cost. Rumble alerting strips in thermoplastic cost $378 per lane for a set of three. Yellow longitudinal lines were casted at $90 more per kilometre than similar white lines. - 9 - 5. RESULTS OF THE TRIAL

The summary data for Colac trial and control sites are presented in Table 1 and Figure 2. In the initial condition the remains of the "YELLOW ZONE" trial of yellow centre line, yellow pavement numeral and single group of three 3 mm high thermoplastic rumble strips were still in place and visible on the road, although the 75 kmjh speed zone had been extended further to the west. The yellow centre and edge lines, yellow pavement numeral and rumble strips were all installed on the same day. The 'Long After' data was collected nearly a year after the start of the trial.

Table 1. Vehicle Speed Data for Colac Trial and Control Sites

SITE! Mean 85%ile Standard Traffic DATA TREATMENT Speed Speed Deviation Volume POINT (km/h) (km/h) (km/h) (Vehicles) TRIAL SITE In 100 km/h speed zone Before 83.30 96.49 14.36 1432 'YELLOW ZONE' 86.50 99.26 14.23 1797 Long After 83.35 96.86 15.68 1993 First Point in 75 km/h speed zone Before 79.52 88.47 9.56 1561 'YELLOW ZONE' 75.27 83.04 8.81 1955 I Long After 82.22 91.84 10.13 2086 Second Point in 75 kmfh speed zone Before 70.44 79.08 11.58 2106 'YELLOW ZONE' 70.19 77.89 10.36 2139 Long After 71.67 79.93 11.21 2264 CONTROL SITE In 100 km/h speed zone Before 81.29 93.77 14.27 2479 'YELLOW ZONE' 84.04 96.28 14.21 2690 Long After 84.47 96.27 13.88 2982 Point in 75 km/h speed zone Before 74.53 83.60 9.46 2689 'YELLOW ZONE' 75.48 83.88 8.97 2508 Long After 77.34 86.24 9.23 3020

The summary data for the Leopold trial and control sites are -. presented in Table 2 and Figure 3. The summary data for the Tarrawingee trial and Everton control sites are presented in Table 3 and Figure 4.

5.1 EFFECT OF RUMBLE STRIPS ALONE

At Leopold the first treatment that was provided was the addition of rumble alerting strips to the standard signing arrangement to enable the single effect of the rumble alerting strips can be - 10 -

COLAC on Princes Highway

SPEED (km/h) 1.0 90~------~ o. 1.0.

80

70

60 TEST 100 TEST 75.1 TEST 75.2 CONT 100 CONT 75.1 MEAN SPEEDS

SPEED (km/h) 110~------~----~

M 1.0 do Cl'I M M 100 ~ --" Cl'I "... ~ .""_._,,. __. ______••. _ .______....._ .... ------co-.. ~ .. - ~ ----... -.-.... "" ... -". Cl'I 0'1 co • Cl'I Cl'I

1.0 N 90

80

70 TEST 100 TEST 75.1 TEST 75.2 CONT 100 CONT 75.1 85%ile SPEEDS

_ Before _ YELLOW ZONE I:::: .: .. 1Long After

Fig. 2 - Mean and 85%ile Vehicle Speeds at Colac - 11 - studied. From Table 2, in the 100 km/h speed zone (433 m before the start of the 75 km/h speed zone), the mean speed decreased by 1.85 km/h and the 85%ile speed decreased by 1.54 km/h. In the similar control site on the other approach to Leopold, the mean speed decreased by 1.74 km/h and the 85%ile speed decreased by 0.56 km/h. These small changes were expected at these locations. As the rumble strips are about 110 metres before the speed zone sign, they may be visible to drivers and may have caused an initial decrease in speeds in the 100 km/h speed zone until drivers became familar with the meaning of the three wide white lines across the road.

Table 2. Vehicle Speed Data for Leopold Trial and Control Sites

SITE! Mean 85%ile Standard Traffic DATA TREATMENT Speed Speed Deviation Volume POINT (km/h) (km/h) (km/h) (Vehicles) TAiALSITE In 100 km/h speed zone Before 91.47 102.04 10.91 7104 Rumble Strip 89.62 100.50 11.99 5781 White Numeral 90.98 101.57 10.75 6604 Long After 90.87 101.15 10.50 7627 First Point in 75 km/h speed zone Before 78.41 I 88.41 I 9.93 I 6222 Rumble Strip NO DATA COLLECTED White Numeral 75.46 [ 84.90 [ 10.48 [ 5524 Long After 74.85 85.14 10.90 7538 Second Point in 75 km/h speed zone Before 72.38 80.34 8.54 6527 Rumble Strip 67.73 77.69 14.57 5709 White Numeral 67.42 77.02 13.84 5705 Long After 70.69 78.13 8.29 7330 I CONTROL SITE I il,n 100 km/h speed zone Before 92.12 101.78 i 10.31 5380 I Rumble Strip 90.38 101.22 . 14.03 3651 White Numeral 89.88 101.23 ; 15.33 3359 I Long After 92.59 102.13 i 10.23 5738 Data Point in 75 km/h speed zone I 4878 Before 74.42 83.48 1 9.86 Rumble Strip 73.66 82.88 10.59 4158 White Numeral 71.25 81.82 14.46 3913 Long After 74.58 84.01 10.61 i 4991

Due to a malfunction of the equipment, no data was available for the effect of the rumble alerting strips at the location near the 75 km/h sign.

At the data collection site 296 m into the 75 km/h speed zone, the mean speed decreased by 4.65 km/h and the 85%ile speed decreased by 2.65 km/h. The difference in mean speeds is - 12 -

LEOPOLD on Bellarine Highway

SPEED (km/h) 100,------. 1.0. N 0'1

90 . .... tor-- .. -... tOO'I•. ..-.-.. ------.. ---- 80 to • r---o:::!'r---

70

60 TEST 100 TEST 75.1 TEST 75.2 CONT 100 CONT 75.1 MEAN SPEEDS

SPEED (km/h) 110~=---~------~----~~------

100

0'1..-1 90 "'00 ,~"-" .. , .. - • ------~."--"-~.~" ~Lt'l tOCO ('I')

80

70 TEST 100 TEST 75.1 TEST 75.2 CONT 100 CONT 75.1 85%ile SPEEDS

_ Betore _ Rumble Strips t·: ..··:·1 White Numeral _ Long AHer

Fig. 3 - Hean and 85%ile Vehicle Speeds at Leopold - 13 - significant at the .05 level. The standard deviation of speeds, however, did increase by 6.03 km/h. At the control site 214 m into the 75 km/h speed zone, the mean speed decreased by 0.76 km/h and the 85%ile speed decreased by 0.60 km/h. This difference in mean speeds is also significant at the .05 level. The standard deviation of speeds increased by 0.73 km/h.

The effect of the rumble alerting strips may be deduced as the reduction in speed at the trial 75 km/h site less the reduction in speed at the similar control 75 km/h site. The differences indicate a reduction of 3.89 km/h in mean speed and of 2.05 km/h in 85%ile speed. These mean and 85%ile speed reductions are highly likely to be significant at the .05 level.

5.2 EFFECT OF RUMBLE STRIPS AFTER PAVEMENT HARKING NUMERAL

At the Tarrawingee site, the rumble alerting strips were installed after data had been collected on the effect of the pavement marking numeral. Using this data as the 'before' data, therefore allows the single effect of the rumble alerting strips to be studied. From Table 3, in the 100 km/h speed zone 900 m before the start of the 80 km/h speed zone, t}le mean speed increased by 6.05 km/h, the 85%ile speed increased by 3.18 km/h. In the similar control site on the west approach to Everton, the mean speed increased by 0.64 km/h and the 85%ile speed increased by 0.82 km/h. The trial site is so far from the rumble alerting strips that drivers are unlikely to have seen and react to the three wide white lines across the approach lane when the drivers are at the trial site.

At the first data collection location in the 80 km/h trial site speed zone, a decrease of 2.80 km/h was observed in mean speed and decrease of 4.13 km/h in 85%ile speed. The control site had an increase in mean speed of 0.42 km/h and increase of 85%ile speed of 0.24 km/h. At the second data collection location in the 80 km/h trial site speed zone, a decrease in mean speed of 1.49 km/h and decrease in 85%ile speed of 1.75 km/h was observed. At the control site -- an increase in mean speed of 0.45 km/h and increase of 85%ile speed of 0.05 km/h was observed.

From this data, the effect of the rumble alerting strips may be taken as the reduction in speed at the trial 80 km/h site plus the increase in speed at the similar control 80 km/h site. The first data collection location differences are a net change of 3.22 km/h in mean speed and net change of 4.37 km/h in 85%ile speed. This reduction of mean speeds is highly likely to be significant at the .05 level. The second data collection location differences show a net change of 1.94 km/h in mean speed and net change of 1.80 km/h in 85%ile speed. These reductions of mean and 85%ile speeds are highly likely to be significant at the .05 level. - 14 -

Table 3. Vehicle Speed Data for Tarrawingee Trial and Everton Control Sites

SITEI Mean 85%ile Standard Traffic DATA TREATMENT Speed Speed Deviation Volume POINT (km/h) (km/h) (km/h) (Vehicles) TRIAL SITE - TARRAWINGEE In 100 km/h speed zone Before 96.92 106.52 11.00 1135 White Numeral 93.17 104.98 17.67 368 Rumble Strip 99.22 108.16 11.38 793 Long After 97.71 106.96 10.81 1150 First Point in 80 km/h speed zone Before 75.77 85.30 10.75 1165 White Numeral 77.73 87.25 10.64 1114 Rumble Strip 74.93 83.12 9.74 1246 Long After 74.76 83.40 10.20 1194 Second Point in 80 km/h speed zone Before 81.36 90.44 10.96 661 White Numeral 80.86 90.03 11.57 594 Rumble Strip 79.37 88.28 11.30 606 Long After 79.23 88.65 12.43 630 CONTROL SITE - EVERTON In 100 km/h speed zone Before 93.76 103.33 11.31 501 White Numeral 93.74 103.19 11.97 512 Rumble Strip 94.38 104.01 11.30 528 Long After 93.39 103.31 12.07 479 First Point in 80 km/h speed zone Before 70.36 80.40 12.10 561 White Numeral 72.43 82.91 13.04 624 Rumble Strip 72.85 83.15 12.58 630 Long After 70.94 81.26 12.84 748 Second Point in 80 km/h speed zone Before 75.68 85.54 11.84 607 White Numeral 76.93 86.54 11.93 539 Rumble Strip 77.38 86.59 11.41 543 Long After 75.28 84.66 11.43 653

5.3 SUMMARY OF EFFECT OF RUMBLE STRIPS Installation of rumble alerting strips were not expected to have any effect on speeds of vehicles in the 100 km/h speed zone well in advance of the strips. This is confirmed by the contradictory decreases in mean and 85%ile speeds at Leopold and increases in mean and 85%ile speeds at Tarrawingee. However, in the 75 km/h transition zone and in the 80 km/h hamlet speed zone at distances of 200 to 700 metres after the start of the speed zone I the rumble alerting strips caused net reductions - 15 -

TARRAWINGEE and EVERTON

SPEED (km/h) 110r------,

N .r--. 100

90

80

70 TEST 100 TEST 80.1 TEST 80.2 CONT 100 CONT 80.1 CONT 80.2 MEAN SPEEDS

SPEED (km/h) J"'--'" 120.------~

110

100

90

80 TEST 100 TEST 80.1 TEST 80.2 CONT 100 CONT 80.1 CONT 80.2 85%ile SPEEDS

- Before _ White Numeral i,u':l Rumble Strips _ Long After

Fig. 4 - Mean and 85%ile Vehicle Speeds at Tarrawinqee and Everton - 16 - of mean speed of from 1.9 to 3.2 km/h or net reductions of 85%ile speed of from 1.8 to 4.3 kIn/h. These small changes, though statistically significant are not considered to be sUfficient to warrant the widespread adoption of this form of treatment.

5.4 EFFECT OF PAVEMENT MARKING NUMERAL ALONE

At Tarrawingee the first treatment that was provided was of the pavement numeral alone. This allowed the single effect of the pavement numeral to be studied. From Table 3, in the 100 km/h speed zone 900 m before the start of the 80 km/h speed zone, the mean speed decreased by 3.75 km/h, the 85%ile speed decreased by 6.67 km/h. In the similar control site on the west approach to Everton, the mean speed decreased by 0.02 km/h and the 85%ile speed decreased by 0.14 kIn/h. At the first data collection location in the 80 km/h trial site speed zone, there were an increase in mean speed of 1.96 km/h and an increase in 85%ile speed of 1.95 km/h, while at the the control site there were an increase of 2.07 km/h in mean speed and an increase of 85%ile speed of 2.51 km/h.

At the second data collection location in the 80 km/h trial site speed zone, there were decreases of 0.50 km/h in mean speed and of 0.41 km/h in 85%ile speed, while at the control site there were increases of 1.25 km/h in mean speed and of 1.00 km/h in 85%ile speed.

5.5 EFFECT OF PAVEMENT NUMERAL AFTER RUMBLE STRIPS At the Leopold trial site, the pavement numerals were painted in both lanes of the trial approach after data had been collected on the effect of the rumble alerting strips. Therefore, the single effect of the pavement numerals can be studied. From Table 2, at the 100 km/h speed zone 433 metres before the start of the 75 km/h speed zone where the drivers would be unlikely to see the pavement numeral at the start of the 75 km/h speed zone, the mean speed increased by 1.36 km/h and the 85%ile speed increased by 1.07 km/h. At the similar control site of the eastern approach to Leopold, the mean speed decreased by 0.50 km/h and the 85%ile speed increased by 0.01 km/h.

At the first data collection site in the 75 km/h speed zone, no data was available for the rumble strip condition, hence, the change due to adding pavement numerals can not be reported.

At the second data collection site in the 75 km/h speed zone, the trial site had a reduction of 0.31 km/h in mean speed and a reduction of 0.67 km/h in 85%ile speed. The control site had a larger reduction of 2.41 km/h in mean speed and also a larger reduction of 1.06 km/h in 85%ile speed.

5.6 SUMMARY OF EFFECT OF PAVEMENT NUMERALS

At Tarrawingee the first data collection site in the 80 km/h speed zone had an increase of mean speed of 0.11 km/h and - 17 -

increase of 85%ile speed of 0.56 km/h less than the increases in speeds at the similar control site at Everton. The second data collection site in the 80 km/h speed zone had a decrease at Tarrawingee compared to an increase at EVerton with net differences of 1.75 km/h in mean speed and 1.41 kro/h in 85%ile speed.

The effect of the pavement numerals at Leopold may be taken as the difference between the changes in speeds at the trial site and the changes in speeds at the similar control site. As the reduction in mean and 85%ile speeds was greater for the control site (where no numerals were painted) than the reductions at the trial site, the provision of pavement numerals had no positive effect in reducing speeds in the 75 kro/h transition zone.

The effect of pavement numerals at the start of a reduced speed transition zone is not clear, but does appear to be minimal. The effects might be increased by also painting pavement numerals at the repeater speed restriction signs.

5.7 TOTAL EFFECT OF 'WHITE ZONE' - The total effect of the 'WHITE ZONE' treatments of white rumble alerting strips. pavement numerals, and white edge, lane and centre lines is considered for both Leopold and Tarrawingee/Everton.

At Leopold in the trial 100 km/h zone, the total effects were reductions of mean speed by 0.49 km/h and of 85%ile speed by 0.47 km/h. The similar control site had a reduction of mean speed by 2.24 km/h and reduction of 85%ile speed by 0.55 km/h. The first trial site in the 75 kro/h transition zone had a reduction of mean speed by 2.95 km/h and of 85%ile speed by 3.51 km/h. The second trial site had a reduction of 4.96 kro/h in mean speed and reduction of 3.32 km/h in 85%ile speed. The similar control site

---:, had reductions of 3.17 km/h in mean speed and reduction of 1.66 kro/h in 85%ile speed. By considering the second trial site and the control site in the 75 km/h transition zone to be comparable, the 'WHITE ZONE' caused a greater reduction of 1.79 km/h in mean speed and greater reduction of 1.66 km/h in 85%ile speed than occurred at the control site.

At Tarrawingee and Everton, in the trial 100 km/h zone the combined 'WHITE ZONE' effects were an increase of 2.30 km/h in mean speed and increase of 1.64 kro/h in 85%ile speed, and at the similar control site there were increases of 0.62 kro/h in mean speed and 0.68 kro/h in 85%ile speed. The first data collection sites in the 80 km/h trial speed zone had a reduction of 0.84 kro/h in mean speed and reduction of 2.18 km/h in 85%ile speed compared with increase of 2.49 km/h in mean speed and increase of 2.75 kro/h in 85%ile speed at the similar control site. The second data sites in the 80 km/h speed zone had a reduction of 1.99 km/h in mean speed and reduction of 2.16 km/h in 85%ile speed compared with increase of 1. 70 km/h in mean speed and increase of 1.05 km/h in 85%ile speed at the similar control site. The 'WHITE ZONE' caused net differences of -3.33 km/h in mean speed and -4.93 km/h in 85%ile speed at the first data collection sites in the 80 km/h zone, and net differences of - - 18 - 3.69 km/h in mean speed and -3.21 km/h in 85%ile speed at the second data collection sites. The "WHITE ZONE' had a positive effect in reducing vehicle speeds in the reduced speed zone with reductions of from -1.8 to -3.7 km/h in mean speed and reductions of -1.7 to -4.9 km/h in 85%ile speeds as compared with similar control sites for the same datta collection periods.

5.8 TOTAL EFFECT OF 'YELLOW ZONE'

The total effect of the ' YELLOW ZONE' treatments of rumble alerting strips, yellow pavement numeral with yellow edge and centre lines is considered for both approaches to the city of Colac on the Princes Highway.

In the trial 100 km/h zone the differences between initial and fully treated conditions were an increase of 3.20 km/h in mean sped and an increase of 2.77 km/h in 85%ile speed. These compare with an increase of 2.75 km/h in mean speed and an increase of 2.51 km/h in 85%ile speed at the similar control site. The first trial data site at the immediate start of the _75 km/h speed transition zone had reductions of 4.25 km/h in mean speed and reduction of 5.43 km/h in 85%ile speed. The comparable trial and control sites further into the 75 km/h speed zone had reduction of 0.25 km/h in mean speed and reduction of 1.19 km/h in 85%ile speed at the trial site compared with increases of 0.95 km/h in mean speed and increase of 0.28 km/h in 85%ile speed at the control zone. These speeds were recorded with the original high rumble alerting strips.

The 'YELLOW ZONE' with high rumble strips had a positive effect in reducing vehicle speeds in the transition speed zone with net reductions of -1.20 km/h in mean speed and reduction of -1.47 km/h in 85%ile speed as compared with the similar control site.

5.9 COMPARISON OF 'WHITE ZONE' AND 'YELLOW ZONE' EFFECTS

The reduction of mean vehicle speeds in the reduced speed zone were by 1 • 8 to 3. 7 km. h in the ' WHITE ZONE' compared with a reduction of 1.2 km/h in the 'YELLOW ZONE'. The reduction of 85%ile speeds were by 1. 7 to 4.9 km/h in the 'WHITE ZONE' compared with a reduction of 1.5 km/h in the 'YELLOW ZONE'. The reductions of both mean and 85%ile speeds were greater in the 'WHITE ZONE' than in the 'YELLOW ZONE'.

5.10 LONG TERM EFFECTS

Long term effects at all sites are measured by comparing the initial or before data with the long after data. Co lac on the Princes Highway

At Colac the long term effects are effected by the reduced height of the rumble alerting strips and their relocation further from the start of the reduced speed zone. The reduction in height to - 19 - 12 nun in thermoplastic material may have caused less of a reduction in vehicle speeds in the 'long after' period than the 25 nun hot mix asphalt strips used in the 'treated' period. There was a one year interval between these studies (ie 'treated' period 20-26 March 1991 and ' long after' period 25-31 March 1992). The 'initial' data period was 5-10 December 1990.

At Colac the mean speed at the trial 100 kmjh site returned to within 0.05 kmjh of the 'initial' data which was 3.15 kmjh below the 'treated' mean speed. At the similar control site the 'long after' mean speed was 0.43 kmjh greater than the 'treated' period and 3.18 kmjh greater than the 'initial' period. At the trial 75 kmjh speed zone sign the 'long after' mean speed was 6.95 kmjh greater than the 'treated' period. This is probably due to the changes in the rumble alerting strips height and location.

At the second trial 75 kmjh site, the 'long after' mean speed was 1.48 kmjh above the 'treated' period and 1.23 kmjh above the 'initial' period. At the comparable control 75 kmjh site, the 'long after' mean speed was 1.86 kmjh above the 'treated' period and was 2.81 kmjh greater than the 'initial' period. The 'initial' difference between mean speeds of the second 75 kmjh trial site and the control 75 kmjh site was -4.09 kmjh. This increased to -5.29 kmjh in the 'treated' period and further increased to -5.67 kmjh in the 'long after' period. The 'YELLOW ZONE' was effective in keeping mean speeds in the trial 75 kmjh speed zone below the mean speeds in the comparable control speed zone.

Leopold on the Bellarine Highway

The 'initial' data was collected in the period 12-18 April 1991 with white lane and edge lines in place on this divided two lane each way road. The 'rumble strip' added data was collected on 19-26 June 1991, 'white numeral' data was collected on 28 June-3 July 1991 which completed the 'WHITE ZONE' and 'long after' data was collected on 2-9 April 1992.

At the trial 100 kmjh site the 'long after' mean speed was 0.11 kmjh less than the previous 'white numeral' data compared with an increase of 2.71 kmjh at the control 100 kmjh site. At the trial 75 kmjh sites( the first site had a further reduction of 0.61 kmjh in mean speed, while the second site had an increase of mean speed by 3.27 kmjh (but still 1.69 kmjh below the 'initial' data). The control 75 kmjh site had a 'long after' increase of 3.33 kmjh above the 'white numeral' mean speed and also 0.16 kmjh above the 'initial' mean speed data. The initial difference between mean speeds of the second 75 kmjh trial site and the comparable control site was -2.04 kmjh. This increased to -3.83 kmjh for the 'long after' data. The 'WHITE ZONE' was effective in keeping mean speeds in the trial zone below those in the comparable control zone. - 20 - Tarrawingee and Everton on the Ovens Highway

The 'initial' data was collected on 24 April-1 May 1991 with an existing white centre line. The 'white numeral" added data was collected on 3-10 September 1991. The 'rumble strip' added to complete the 'WHITE ZONE' data was collected on 12-16 september 1991 and the 'long after' data was collected on 27 March-2 April 1992.

At the trial 100 km/h site, the 'long after' mean speed was 1.51 km/h less than the previous 'rumble strip' period, while at the similar control site the 'long after' mean speed was 0.99 km/h less than in the previous data period.

At the first trial 80 km/h site, the 'long after' mean speed was 0.17 km/h less than the previous 'rumble strip' data, while at the first control site the 'long after' mean speed was 1.91 km/h less than in the previous data period. At the second 80 km/h trial site the 'long after' mean speed was 0.14 km/h less than the previous 'rumble strip' data, while at the second control site the 'long after' mean speed was 2.10 km/h less than in the previous data period.

The 'initial' difference between the first trial and first control sites was +5.41 km/h, which reduced to +2.08 km/h at the 'rumble strip' data period and increased to +3.82 km/h for the 'long after' period. The' initial' difference between the second trial and second control sites was +5.68 km/h, which reduced to +1.99 km/h at the 'rumble strip' data period and increased to +3.95 km/h for the 'long after' period. The 'WHITE ZONE' was also effective in keeping mean speeds in the trial speed zone from increasing as much as the mean speeds increased in the control speed zone.

6. DiSCUSSION

At Colac the 'YELLOW ZONE' effect is best seen in Figure 2 looking at the second trial 75 km/h site where mean and 85%ile speeds reduced for the 'treated' condition while at the similar control site both mean and 85%ile speeds increased. The increase in mean and 85%ile speeds for the 'long after' period is also less at the second trial site than at the control site.

At Leopold the 'WHITE ZONE' effect is best seen in Figure 3 looking at the mean speeds in the 75 km/h speed zone. At the first trial site the 'long after' speeds were slightly below those in the 'white numeral' period. At the second trial site, the 'rumble strip' period shows a noticeable decrease in mean speed with a slight further decrease due to the 'white numeral', wi th an increase in mean speed in the ' long after' per iod, although not reaching the ' initial' level. The comparable control site had reductions for 'rumble strip' and 'white numeral' periods, but had an increase in the 'long after' period to a speed level above the 'initial' period.

At Tarrawingee and Everton, the 'WHITE ZONE' effect is best seen at the trial sites in the 80 km/h speed zone in Figure 4. At the - 21 - first trial site there was an increase in 'white numeral' speeds above the 'before' period with reductions for both 'rumble strip' and 'long after' periods to a final speed below the 'before' speed. These contrast with the first control site where speeds increased from 'before' to 'white numeral' and also to 'rumble strip' and then decreased for the 'long after' period to a speed above the 'before' period. Both at Tarrawingee and Everton vehicle speeds at the second site exceed those at the first site as vehicles are accellerated toward the 80/100 km/h speed zone transition. The second trial site had reductions in mean speed for each successive period while the second control site had increases in speeds from 'before' to 'white numeral' and to 'rumble strip' before decreasing to 'long after' speeds which are less than the 'before' speeds.

7. CONCLUSION

Rumble alerting strips of about 12 mm height, placed in a group of three about 70 metres in advance of the start of a transition or hamlet speed zone caused reductions of mean speeds from 1.9 to 3.2 km/h at distances of 200 to 700 metres after the start of the speed zone as compared to similar control sites.

The effect of painting pavement numerals at the start of a reduced speed zone is not consistent, but does appear to be minimal. Where the reduced speed zone has repeater speed signs, painting additional pavement numerals at those repeater signs might increase their effect on reducing vehicle speeds.

The total effect of the 'WHITE ZONE' treatments of white rumble alerting strips, white pavement numeral and white edge, lane and centre lines was positi ve in reducing vehicle speeds in the reduced speed zone with reduction of from -1.8 to -3.7 km/h in mean speed and reductions of from -1.7 to -4.9 km/h in 85%ile speeds as compared with similar control sites for the same data collection periods.

The total effect of the 'YELLOW ZONE' treatments of high yellow rumble alerting strips, yellow pavement numeral and yellow edge and centre lines was also positive in reducing vehicle speeds in the reduced speed zone with reduction of -1.20 krn./h in mean speed and reduction of -1.47 km/h in 85%ile speed as compared with the similar control site.

The reduction of mean vehicle speeds in the reduced speed zone was by 1.8 to 3. 7 km/h in the ' WHITE ZONE' compared with a reduction of 1.2 km/h in the 'YELLOW ZONE'. The reduction of 85%ile speeds was by 1.7 to 4.9 krn./h in the 'WHITE ZONE' compared with a reduction of 1.5 km/h in the "YELLOW ZONE'. The reductions of both mean and 85%ile speeds were greater in the 'WHITE ZONE' than in the 'YELLOW ZONE'. - 22 - REFERENCES

Hoban, C.J., Fraser, P.J. and Brown, J.I. (1987). "Technical Note No.3, The ARRB Vehicle Detector Data Acquisition System" Aust.Rd Res. 17(1), March, pp. 52-54. Social Development committee of the Parliament of victoria (1991). "Inquiry into speed limits in Victoria". Vic. Govt. Printer, Melbourne.

"Speed Zone Identification" (1988). Internal report of Syndicate of G. Davis, J. Ross, T. Gleeson, D. Sampson, J. Welsh and J. Xenophontos. VIC ROADS, Kew.

ACKNOWLEDGEMENTS The installations of rumble strips and painting of pavement numerals and yellow lines were generously funded by VIC ROADS Regions. The data collection was provided by VIC ROADS Road Information Services. Data analysis was provided by Tim 5:-;:rickland and Lynette Wells of Road Information Services. - 23 -

Appendix A

Site Layouts - 24 -

CJ :5 ® o ® CJ 11

0···· o o N.

'.'.1·.- '

... "1/

sdl,:[~S etqutnll. 'Pe~1i!Ooteli ',,0" '0 LO. N

0'9-o, ~.e ...ilfb~ ~oj/ #"1-1- it-~~ Cilfb ~"V~~

"- olat- II

eOO.,t-~ t-.J "'e.,t- VI

(ZJ @; ~ ~ ..... ::..--1 \@ ~ 500 1000 ._- \@ Oc, a SltItfB ~~ Street '.. .",' ~ '" -::. ,'.-', : METRES: , ',>' • 'r', ~ ." '.' • r' • ...... • • ~, • ":( " '~', • •

1!! COLAC ~ CII~ II Control site , ,.. ~ . WESTBOUND TRAFFIC N

~ OJ ~ ~ '0 at Q} ~ '0 '0 o ~ o o$./. o at o o P: Q) P: 8!

Leopold primary @ school tv J. 0\ HIGHWAY ~I TO t.., I I Ct:)tll m ® \ \ { ....I school (flag) crossing TO Queenscliff... \~ LEOPOLO 'trialE~S~BOUND site ~~'lC \ "

N

("') :x: ~ In In I- X --i ,0 fT1 To '~L !I\ Queenscliff N @ \~ ® ..J \ ~ J l~ BELLARtNE HIGHWAY!

~~\ "LN/\ ... ~ 2.f11 m ;I~ To--J. :x: I'~ ~ I "W sr - -- ~ ~Ot1 ,,'S2 W1 • :J) J.i Geelong ~~o ~~( .g) /~ Q) II o"'" ',",.f> ~ pedestrian ~ Q)otf .... til Traffic ~ u M Signals 't1 J:: N

LEOPOLD

control site WESTBOUND TRAFFIC N

TARRAWINGEE

11 km from Wanqaratta ,/

1 .l- /""t :r .... ~r.Lo ,·1" ~j, ;j oJ ~«- ii /' ~l~w~1 Rumble 7Av,~>-, F:. L __ -/-' a-4... strips \ 8@ \I, iI_'~7 0"-• ." • • r I, N /-j" ---=----r-~lI ®f!t~ 00

------., -- --- ~ ZOO~ -+--- ~.sa" 'OO~ _ ~. , i- To w~qaratta 1 " ~ 1 y "t. "t

03~ o~ ~ /.~~ -I-.. ~ ,~o

I , I l~ , ~~. ' - 29 -

z

/ I .I,... -

z r ---'¥'-­l< I z I o i t­ I o:: :1 UJ Sl [ij 1"<1 ! ! - 30 -

Appendix B

Photographs - 31 -

PR~NCES H~GBWAY WEST - West Approach to Co lac

start of 75 km/b Speed Zone with yellow '75' pavement numerals with yellow centre and edge lines.

Looking west at Rossmoyne Road intersection showing yellow edge, lane and barrier lines with white arrows. - 32 - PRINCES HIGHWAY WEST - west Approach to Co lac

Shaping initial rumble strip of hot mix to rough curved profile before rolling, compaction and painting.

Looking westward at three initial rumble strips after painting with glass beads. - 33 - PRINCES HIGHWAY WEST - West Approach to Colac

Final placement of thermoplastic rumble strip of two 600 mm wide stripes on base with 3 stepped stripes.

Looking Eastward at three thermoplastic rumble strips relocated to end of straight ~60 M west of start of 75 kmjh speed zone with 19 M between strips. - 34 - BELLARINE HIGHWAY - west Approach to Leopold

White '75' pavement numerals in both lanes at start of 75 km/h speed zone with white edge and lane lines.

Looking Eastward at three thermoplastic rumble strips placed 70 M before start of 75 km/h speed zone with 17 M between strips. - 35 - BELLARINE HIGHWAY - East Approaoh to Leopold - control

Looking westward at start of 75 kmjh speed zone from east of Christies Road.

OVENS HIGHWAY - West Approach to Everton - Control

.. ~.

" ~ +.- , ';~\~~~~~f~~~t-~:: ,.;' Looking Eastward at start of 80 kmjh speed zone. - 36 -

OVENS HIGHWAY - East Approach to Tarawingee - Trial

Looking eastward at start of 80 km/h speed zone with white pavement numerals, edge and centre lines.

~ .it'W:>!!;;i} ,

~: I I', ','

J, '. '" ;

Looking Eastward with rumble strips before start of 80 km/h speed zone. - 37 -

Appendix C

Calculations of Significance - 38 -

EFFECT OF SPEED ZONE IDENTIFICATION, COLAC

BEFORE 'YELLOW ZONE' 'LONG AFTER' Mean Std. Mean Std. Mean Std. Volume speed Dev. Volume Speed Dev. Volume Speed Dev. (veh) O~m/h) (km/h) (veh) (kIn/h) (kIn/h) (veh) (kIn/h) pan/h) 100 Site 1 1432 83.3 14.36 1797 86.5 14.23 1993 83.35 15.68

75 At sign 1561 79.52 9.56 1955 75.27 8.81 2086 82.22 10.13

75 in Zone 2106 70.44 11. 58 2139 70.19 10.36 2264 71.67 11.21

Compare BEFORE and 'YELLOW ZONE' Paired Sign. Diff. of Std.Dev. Value Means 100 Site 1 0.51 0.99 -3.2

75 At Sign 0.31 0.61 4.25

75 in Zone 0.34 0.66 0.25

At the 100 site I, as the difference of means (-3.2 km/h) is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level} between the mean speeds.

At the 75 sign, as the difference of means (4.25 km/h) is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between the mean speeds.

In the 75 zone, as the difference of means (0.25 kIn/h) is less than 1.96 times the paired standard deviation, there is no significant difference (at the 0.05 level) between the mean speeds.

Compare • YELLOW ZONE' and LONG AFTER Paired Sign. Diff.of Std.Dev. Value Means 100 Site 1 0.49 0.95 3.15

75 At Sign 0.30 0.58 -6.95

75 in Zone 0.33 0.64 -1.48

At the 100 Site I, as the difference of means (3.15 kID/h) is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between the mean speeds.

At the 75 sign, as the difference of means (-6.95 kro/h) is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between the mean speeds.

In the 75 zone, as the difference of means (-1.48 k~/h) is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between the mean speeds. - 39 -

EFFECT OF SPEED ZONE IDENTIFICATION, LEOPOLD

BEFORE 'RUMBLE STRIP' 'whITE NUMERAL' Mean Std. Mean S~d. Mean std. Sample Speed Dev. Sample Speed Dev. Sample Speed Dev. (veh) (krojh) (k.'1ljh) (veh) (kr"jh) (k.-njh) (ven) (killjh) (krnjh) 100 Site 1 7104 91.~7 10.91 5781 89.62 11.99 6604 90.98 10.75

75 Site 1 6222 78.41 9.93 NO DATA 5524 75.46 10.48

75 site 2 6527 72.38 8.54 5709 67.73 14.57 5705 67.42 13.84

Compare BEFORE and 'RUMBLE STRIP' Paired Sign. Diff.of Std.Dev Value Means 100 S'''''''..... '-- 0.20 0.40 1.85

75 S~te - ERR E~ ERR

75 Site 2 0.22 0.43 4.65

At the 100 Site 1, as ~he difference of means (1.85 kill/h) is greater than 1.96 times ~he paired standard deviation, there is a sig~if~cant difference (at the 0.05 ~evel) between the mean speeds.

At 75 Site 2, as the di=fe~ence of means (4.65 km/h) ~s gre2ter than 1.96 times the paired s~andard deviation, there is a significant difference (at the 0.05 level) between the mean speeds.

Compare 'RUMBLE STRIP' and 'wnITE NUMERAL' Paired Sign. Diff.of Std. DevValue Means 100 Site 0.21 0.40 -1.36

75 Site 1 SR.1:/. ER.:Z

75 Site 2 0.27 0.52 0.31

At ~he 100 Site 1, as the difference of means (-1.36 ~~jh) is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between t~e mean speecis.

At 75 Site 2, as the differe~ce of means (0.31 k~/~) is less than 1.96 times the pai~ed standa~d devia~ion, ~~ere is NO significa~t diffe~ence (at t~e 0.05 level) ~etween ~he mean speeds. - 40 -

EFFECT OF SPEED ZONE IDENTIFICATION, TARRAWINGE

BEFORE 'WHITE NUMERAL' 'RUMBLE STRIP' Mean Std. Mean Std. Mean Std. volume Speed Dev. Volume Speed Dev. Volume speed Dev. (veh) (kro/h) pcrn/h) (veh) (k.-n/h) (km/h) (veh) (km/h) {km/h} 100 site 1 1135 96.92 11.00 368 93.17 17.67 793 99.22 11.38

80 site 1 1165 75.77 10.75 1114 77.73 10.64 1246 74.93 9.74

80 site 2 661 81.36 10.96 594 80.86 11.57 606 79.37 11.30

Compare BEFORE and 'WHITE NUMERAL' Paired sign. Diff.of Std.Dev. Value Means 100 Site 0.98 1.92 3.75

80 Site 1 0.45 0.88 -1.96

80 Site 2 0.64 1.25 0.50

At the 100 Site 1, as the difference of means (3.75 km/h) i? greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between the mean speeds.

At 80 Site 1, as the difference of means (-1.96 km/h) is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between the mean speeds.

At 80 site 2, as the difference of means (0.50 kID/h) is less than 1.96 times the paired standard deviation, there is NO significant difference (at the 0.05 level) between the mean speeds.

Compare 'WHITE NUMERAL' and 'RUMBLE STRIP' Paired Sign. Diff.of Std.Dev. Value Means 100 site 1.01 1.97 -6.05

80 Site 1 0.42 0.83 2.80

80 Site 2 0.66 1.29 1.49

At the 100 site 1, as the difference of means (-6.05 kID/h) is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between the mean speeds.

At 80 Site 1, as the difference of means (2.80 &u/h) is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between the mean speeds.

At 80 Site 2, as the difference of means (1.49 kmjh} is greater than 1.96 times the paired standard deviation, there is a significant difference (at the 0.05 level) between the mean speeds. - 41 -

EFFECT OF SPEED ZONE IDENTIFICATION, TARRAWINGEE

'~ijM3LE ST:<'IP' ':'ON'G AFTER I Mea;:'l S"Cd. Mear: std. Volume Speed De-v. Volume Speed Dev. (veh) ( k..-njh) (k.:njt.) (veh) (kro/h) (kIn/h) 100 site , 793 99.22 11.38 1150 97.71 10.81

80 Site 1 1246 74.93 9.74 1194 74.76 10.20

80 Site 2 606 79.37 11.30 630 79.23 12.43

Compa~e '~UM3LE STRIP' and 'LONG A~TER' Pai~ed S~gn. Diff.of Std.Dev. Value Means 100 site 0.51 1.01 -1.51

80 Site 1 0.40 0.79 -0.17

80 Site 2 0.68 1.32 -0.14

At the 100 Site I, as the difference of means (-1.51 &~/h) lS greater than 1.96 times the paired standard deviation, there is a signiiican"C diffe~e;:'lce (at the 0.05 level) between the mean speeds.

At 80 Site 1, as the difference of means (-0.17 ~~/h) is less tha::'l 1.96 times "Che paired standard deviation, there is NO significant difference (at the 0.05 level) between the mean speeds.

At 80 Site 2, as the differe::'lce of means (-0.14 kmjh) is less than 1.96 times the paired standard deviation, there is NO significant difference (at the 0.05 level) between the mean speeds.