EVALUATION OF THE "KEEP LEFT UNLESS OVERTAKING" REGULATION EVALUATION OF THE
"KEEP LEFT UNLESS OVERTAKING"
REGULATION
GR 89-2
INDU ZUTSHI
ANTONIETTE CAVALLO
VIC ROADS
SEPTEMBER 1989
ACKNOWLEDGEMENTS: The advice of Max Cameron and David Healy with the data analysis is gratefully acknowledged. REPORT DOCUMENTATION PAGE
Report No. Report Date: ISBN Pages
GR 89-2 September 1989 o 7241 7342 0 58
Title and Sub~title: EVALUATION OF THE "KEEP LEFT UNLESS OVERTAKING" REGULATION
Author(s) Type of Report: INDU ZUTSHI GENERAL REPORT ANTONIETTE CAVALLO
Performing Organisation(s)
ROAD SAFETY DIVISION VIC ROADS 290 BURWOOD ROAD HAWTHORN VIC 3122 AUSTRALIA
Abstract:
On 1 March 1988, a regulation was passed which made the previously advisory 'Keep Left Unless Overtaking' (KLUO) zones (indicated by signs) regulatory. These signs are placed only on high-standard sections of urban and rural freeways and divided arterial roads in rural and "outer" urban areas where there is a limited need to be in the right hand lane for right turns, parking and standing in the left lane is also not allowed, and where moderate traffic volumes prevail. Signs are also located where climbing and overtaking lanes are provided.
This study examined whether there were any effects of the regulation and accompanying publicity and enforcement on driving behaviour at freeway and divided arterial road locations throughout Victoria.
There was a significant increase in the proportion of cars travelling in the left lane after the regulation was introduced. Specifically, there was a 3.6% increase at KLUO zones and a 5.0% increase at similar locations where KLUO zones do not apply, for cars overall. For free speeding cars there was an increase of 7.4% in left lane usage where advisory KLUO zones became regulatory and a 12.0% increase at similar locations where KLUO zones do not apply. A marginal increase was detected for trucks, the majority of which already travel in the left lane (almost 90%).
Two factors were found to be associated with left lane usage. The increases in left lane usage is characteristic of motorists who drive at/or below the speed limit. Additionally, the traffic volume on a route is directly related to the degree of left lane usage.
Key Yards: Disclaimer: (IRRD except where marked*) This report is disseminated in traffic regulations, traffic signy traffic the interests of information exchange. larte, driving (veh), car, lorry, overtaking,The views expressed are those of the lane usage*, traffic",survey, keep left*, author, and not necessarily those of Victoria* VIC ROADS.
Reproduction of Form and completed page is authorised. ( i )
EXECUTIVE SUMMARY On 1 March 1988, a regulation was passed which made .the previously advi sory 'Keep Left Unless Ove rtaking' (KLUO) zones (indicated by signs) regulatory. This regulation followed from a recommendation by the Task Force who developed the Speed Management Strategy for Victoria. These signs are placed only on high-standard sections of urban and rural freeways and divided arterial roads in rural and "outer" urban areas where there is a limited need to be in the right hand lane for right turns, parking and standing in the left lane is also not allowed, and where moderate traffic volumes prevail. Signs are also located where climbing and overtaking lanes are provided. This study examined whether there were any effects of this regulation on driving behaviour at freeway and divided arterial road locations throughout Victoria. To measure these effects the volume and speed of traffic in the right hand and left hand lanes on a sample of sites were measured before and after the introduction of the regulation on 1st March 1988. A major publicity campaign was_involved at the same time which ran for a period of 5-6 weeks during February and March 1988, in both the Metropolitan and Regional areas of Victoria. Police enforcement of the regulation also accompanied publicity and legislation. The results have been categorised by cars and trucks, for all vehicles combined and separately for vehicles travelling at free speeds. Results of the study suggest that there was a significant increase in the proportion of cars travelling in the left lane after the regulation was introduced. Speci fi cally, there was a 3.6% increase at KLUO zones and a 5.0% increase at similar locations where KLUO zones do not apply, for cars overall. For free speeding cars there was an increase of 7.4% in left lane usage where advisory KLUO zones became regulatory and a 12.0% increase at similar locations where KLUO zones do not apply. A marginal increase was detected for trucks, the majority of which already travel in the left lane (almost 90%). Two factors were found to be associated wi th left lane usage. The increases in left lane usage is characteristic of motorists who drive at/or below the speed limit. Addi tionally, the traffic volume on a route is di rectly related to the degree of left lane usage. These findings provide valuable information for future consideration. Firstly, publicity relating to 'Keep Left Unless Overtaking' needs to address two separate driver groups: those who are law-abiding with respect to speed and those who do not observe speed limits. The location of KLUO zones should take into consideration traffic volumes and saturation levels on a route. (ii)
The increases observed in the study are characteristic of sites where there is little or no opportunity for right hand turns, parking/standing on the left lane is prohibited and an uninterrupted dual carriageway is available. The results may not be generalizable to locations where such conditions are absent. The results of the study also suggest that publici ty was important in influencing the observed change in behaviour, given the large increase in left lane usage at non-KLUO sites. However, it is not possible to attribute the effect sOlely to publici ty since the presence of KLUO zones and enforcement may have promoted a generalization of left lane usage behaviour. The significantly greater increase in left lane usage experienced at non-KLUO zones (for free speeding cars) may be explained by the greater scope for a potential increase at these sites since left lane usage by free speeding cars was ini tially much lower than at KLUO zones where signs had previously operated in an advisory capacity. TABLE OEL CONTENTS PAGE . --" EXECUTIVE SUMMARY ( i )
LIST OF TABLES (iii)
LIST OF FIGURES (v)
1.0 INTRODUCTION 1
2.0 STUDY DESIGN AND DATA COLLECTION 2
3.0 ANALYSIS 4
3.1 Preliminary Analysis 4
3.2 Analysis Issues 4
3.3 Significance Tests 5
3.3.1 Overall Effects of the KLUO Regulation 5
3.3.2 Comparative effects of the KLUO Regulation 5
4.0 RESULTS 6
4.1 Overall Effects 6
4.2 Effects due to Presence of KLUO Signs 7 4.3 Effects at 3 Laned site 21 4.4 Detailed Results 22 4.5 Significance Tests 25 5.0 DISCUSSION 28
6.0 CONCLUSIONS 30
REFERENCES 32 APPENDICES
A Site Descriptions 33
B Frequency Distributions 39
c Data Analysis for Individual Sites 46
2 D 2x2 X Test 51 (iii)
LIST OF TABLES
TABLE PAGE
1 Sampling Schedule Before and After Introduction 3 of the Regulation
2 Lane usage and Mean Speeds for All Vehicles for All 2 Lane Sites 6
Lane Usage and Mean Speeds for Vehicles Travelling at Free Speeds for All 2 Lane Sites 7
4 Lane Usage and Mean Speeds for All Vehicles for Sites with and without KLUO Signs 12
5 Lane Usage and Mean Speeds for Vehicles Travelling at Free Speeds for Sites with and without KLUO Signs 12
6 Lane Usage and Mean Speeds for Princes Highway west at 17 km Post - 3 Lane Each Way 21
7 Lane Usage and Mean Speeds for princes Highway West at 17 km Post for Vehicles Travelling at Free Speed 22
8 Lane Usage and Mean Speeds for All Cars at Each Site 23
9 Lane usage and Mean Speeds for All Trucks at Each Site 24
10 Calculated X2 Values 25
11 Best Model Fit Using GLIM 27
12 percentage increase in left lane usage at signed and unsigned sites for all cars and cars travelling at free speeds only and difference in % change 28
B.1 Total Volumes by Vehicle Type by Lane and by Speed 40
B.2 Total Volumes by Vehicle Type by Lane and by Speed for Vehicles Travelling at Free Speeds 41
B.3 Total Volumes for Sites with KLUO signs by Vehicle Type by Lane and By Speed 42
B.4 Total Volumes for Sites without KLUO Signs by Vehicle Type by Lane and by Speed 43
B.5 Total Volumes for sites with KLUO Signs by Vehicle Type by Lane and by Speed for Vehicles Travelling at Free Speeds 44
B.6 Total Volumes for Sites without KLUO Signs by Vehicle Type by Lane and by Speed for Vehicles Travelling at Free Speeds 45 (iv)
C.1 Lane Usage and Mean Speeds for All Cars Combined on 2 Lane Highways 47 C.2 Lane Usage and Mean Speeds for All Trucks Combined on 2 Lane Highways 48 C.3 Lane Usage and Mean Speeds for Cars Travelling at Free Speeds on 2 Lane Highways 49 C.4 Lane Usage and Mean Speeds for Trucks Travelling at Free Speeds on 2 Lane Highways 50 (v)
LIST OF FIGURES
FIGURE TITLE PAGE
1 Cars - Left Lane - Total 8
2 Ca:rs - Right Lane - Total 8
3 Trucks - Left Lane - Total 9
4 Trucks - Right Lane - Total 9
5 Cars - Left Lane - Free Speeds Only 10
6 Cars - Right Lane - Free Speeds Only 10
7 Trucks - Left Lane - Free Speeds Only 11
8 Trucks - Right Lane - Free Speeds Only 11
9 Cars - Left Lane - Sites with KLUO Signs - Total 13
10 Cars - Right Lane - Sites with KLUO Signs - Total 13
11 Cars - Left Lane - Sites without KLUO Signs - Total 14
12 Cars - Right Lane - Sites without KLUO Signs - Total 14 13 Trucks - Left Lane - Sites with KLUO Signs - Total 15 14 Trucks - Right Lane - Sites with KLUO Signs - Total 15 15 Trucks - Left Lane - Sites without KLUO Signs - Total 16 16 Trucks - Right Lane - Sites without KLUO Signs - Total 16
17 Cars - Left Lane - Sites with KLUO Signs - Free Speeds 17
18 Cars - Right Lane - Sites with KLUO Signs - Free Speeds 17
19 Cars - Left Lane - Sites without KLUO Signs - Free Speeds 18 (vi)
FIGURE TITLE PAGE
20 Cars - Right Lane - Sites without KLUO Signs - Free Speeds 18
21 Trucks - Left Lane - sites with KLUO Signs - Free Speeds 19
22 Trucks - Right Lane - Sites with KLUO Signs - Free Speeds 19
23 Trucks - Left Lane - Sites without KLUO Signs - Free Speeds 20
24 Trucks - Right Lane - Sites without KLUO Signs - Free Speeds 20 1.0 INTRODUCTION This study aimed to assess the effects of the regulation to 'Keep Left Unless Overtaking' (KLUO). This regulation followed from a recommendation by the Task Force who developed the Speed Management Strategy for Victoria. The Strategy recommended that: 1. Traffic Regulations be modified to prohibit driving in the right-hand lane on multi-lane roads, wi th speed zones of 80 kmh or greater, unless overtaking or initiating a right hand turn. 2. A public education program and publicity campaign be developed, to encourage co-operative driving behaviour, with emphasis on keeping to the left on multi-lane roads except when overtaking. On 1 March 1988, a regulation was introduced which made the previously advisory 'Keep Left Unless Overtaking' signs regulatory. These signs are placed only on high-standard sections of urban and rural freeways and divided arterial roads in rural and "outer" urban areas where there is a limited need to be in the right hand lane for right turns, parking on the left lane is also not allowed and where moderate traffic volumes prevail. Signs are also located where climbing and overtaking lanes are provided. The Road Safety (Traffic) Regulations 1988 states that: "501 (2) Unless traffic conditions requi re otherwise, the driver of a vehicle wi thin a Keep Left Unless Overtaking Zone must keep the vehicle as close as practicable to the left boundary of the carriageway except when - (a) overtaking; or (b) signalling an intention to turn right." The intention of the Regulation is to ensure that slower moving vehicles keep to the left lane to reduce weaving and passing on the left manoeuvres. The resulting improved lane discipline is expected to improve both safety and traffic flow. A $145,000 publicity campaign was invoked at the same time which ran for a period of 5-6 weeks during February and March 1988. Television was the main medium. Metropolitan and major regional networks were involved in spreading the message allover Victoria. The change was also accompanied by Police enforcement of the regulation. - 2 -
2.0 STUDY DESIGN AND DATA COLLECTION To measure the effect of the regulation on driving behaviour, the volume and speed of traffic in the left and right lanes on a sample of highway (divideq wi th two lanes in each di rection) and freeway sites were measured before and after the introduction of the regulation on the 1st March 1988. The data for the before period were collected in November 1987 and for the after period in April/May 1988. Data collection times and days for the before and after period were planned to coincide. Even though every effort was made to match the 'before' and 'after' data there were instances where the two time intervals were not identical. In these circumstances, the data were edited so as to retain a maximum overlap between the two periods. A total of eleven sites were chosen for the study. Eight of these were sites where advisory Keep Left unless Overtaking signs were already in place during the ' before' phase. Three supplementary sites with similar road geo~etry to signed sites were included to see whether the regulation and/or associated publicity changed behaviour on other similar unsigned roads. The site selection cri teria ensured that all speed zones were 100/110 km/h and that both rural and urban/semi-rural roads were chosen. One site with three lanes in each direction was also selected. Appendix A provides descriptions of each site chosen. Sites were chosen to ensure a representative selection of sites geographically. vehicle Detector Data Acquisition System (VDDAS) equipment described by Hoban, Fraser and Brown (1987) and Fraser (1981), was hired from Australian Road Research Board (ARRB) for data collection. This equipment measures the speed and length of each vehicle as it crosses detectors located on the road. It can also qetect whether the vehicle is travelling at free speed or in a platoon. Data were collected over a time span of 2-2.5 hours during the day-time on weekdays. Off-peak hours were generally chosen so as to study the effects of the regulation, if any, during the times of light traffic conditions when it is potentially most effective. Both directions of traffic were sampled at each site.
1 Vehicles are defined to be travelling at free speeds if they are not following another vehicle within four seconds. - 3 -
The sample periods used in the analysis are shown in Table 1. Table 1 samp1in~ Schedule before and after introduction of the Regulat10n
Site Duration 'Before' Time 'After' Time of Interval Interval (both directions) Sampling (Hours) (24-Hour Clock)
KLUO Signs Present Princes Hwy east at 93.2 km post 2.00 14.00 - 16.00 13.02 - 15.02 Hume Hwy at 69 km post 2.00 08.37 - 10.37 08.37 - 10.37 Hume Hwy at 45 km post 1.40 13.30 - 15.10 13.30 - 15.10 Princes Hwy west at 38 km post 1.27 10.48 - 12.15 10.48 - 12.15 Frankston Fwy at 40 km post 1.55 10.20 - 12.15 10.07 - 12.05 Mulgrave Fwy at 26 km post 1.14 10.50 - 12.05 11.26 - 12.40 western Hwy at 27 km post 1. 35 11.10 - 12.45 11.10 - 12.45 Princes Hwy west at 17 km post 1.10 11.15 - 12.25 11.15 - 12.25 No KLUO Signs Burwood Hwy at 25.6 km post 1. 45 12.50 - 14.35 12.00 - 13.45 5th Gippsland Hwy at 52 km post 2.00 08.00 - 10.00 10.03 - 12.03 western Hwy at 82 km post 2.50 12.10 - 14.40 12.10 - 14.40 - 4 -
3.0 ANALYSIS
3.1 preliminary Analysis .-=: .. The raw data were reformatted using the software provided by ARRB. The data were then analysed using the Statistical package for Social Sciences (SPSSX). The data were grouped into 10 speed and 2 length categories, as follows: Speeds: 1 < 88.0 2 88.1 100.0 3 100.1 106.0 4 106.1 110.0 5 110.1 115.0 6 115.1 120.0 7 120.1 125.0 8 125.1 130.0 9 130.1 140.0 10 >140.1 Lengths:
1 Cars: Up to 3.2m 2 Trucks: > 3.2m The data were analysed both for vehicles travelling at free speeds and for all vehicles combined. 3.2 Analysis Issues The study sets out to examine the following issues: Overall, a change in the percentage of vehicles travelling in the left lane is being analysed. It is expected that there will be an increase in the usage of the left lane and a corresponding decrease in the right lane after the introduction of the legislation. The changes, if any, in the mean speeds of cars and trucks in separate lanes is looked at. The separate effects of the regulation and accompanying publicity at sites with KLUO signs present and at those where there are no such signs, in order to assess whether any possible effect of the legislation, enforcement and publicity is experienced at locations without signs. This would test the effect of the publicity and/or generalized behaviour change due to both legislation, enforcement and publicity. Cars and trucks are analysed separately to get a separate profile on both types of vehicles. - 5 -
Vehicles travelling at free speeds are also analysed separately, because these provide a truer _~_~epresentation of driver intentions and behaviour _ --unimpeded by traffic circumstances at the point of speed measurement and lane placement. 3.3 Significance Tests 3.3.1 Overall Effects of the KLUO Regulation To examine if there is a significant effect of the of the left lane, a 2x2 ~r9U;:;;o~ee~~ ~~e beus~~:d on the observed number of vehicles categorized by: lane usage (left v. right lane) time interval ("before" v. "after" period) Separate X2 values would need to be tested for the various categories being looked at, namely: cars trucks total vehicles cars travelling at free speeds trucks travelling at free speeds total vehicles travelling at free speeds For each of the above categories of vehicles, the following effects need to be examined: overall effects of the KLUO regulation at all sites effects at sites with KLUO signs effects at sites without KLUO signs 3.3.2 Comparative effects of the KLUO Regulation To examine the relative effect of the regulation and accompanying publicity and enforcement at sites without KLUO signs as compared with sites where KLUO signs had operated in an advisory capacity prior to the regulation, X2 tests need to be done on the respecti ve 2x2 contingency tables generated by si tes wi th signs against sites without signs. This would involve using a 2x2x2 X2 test (Bishop, Fienberg, and Holland, 1975). - 6 -
4.0 RESULTS The results have been categorised by cars and trucks, for all vehicles combined and separately for vehicles travelling at free speeds. Separate analysis was carried out for sites wi th KLUO signs and for si tes without KLUO signs.
Princes Hwy west at 17 km post was the only site chosen which had 3 lanes in each direction. The results for this site were not included in the above tables but have been summarised separately. 4.1 Overall Effects Tables 2 and 3 summarise the results for all vehicles on all 2 lane sites. These tables indicate that there is an increase in the percentage of cars using the left lanes, for overall speeds, as well as for vehicles travelling at free speeds. The increase for trucks is marginal, however as can be seen in Tables 2 and 3, almost 90% of trucks a_lready travel in the left lanes. Mean. speeds have also increased marginally (generally within ± 3 km/h) for all categories except trucks in the right lane at sites with KLUO signs present.
Table 2 Lane usage and Mean Speeds for all Vehicles for all 2 Lane sites vehicle Lane Total Vehicles Percentage Mean Speeds Type Before After Before After Before After
Cars Left 9946 10861 61. 9 65.9 95.7 96.2 Right 6129 5615 38.1 34.1 101. 5 102.3 Trucks Left 2801 3069 89.2 89.8 87.1 88.8 Right 340 347 10.8 10.2 96.6 95.3 - 7 -
Table 3 Lane Usage And Mean Speeds for vehicles travelling at Free Speeds for all 2 Lane Sites
Vehicle Lane Total Vehicles percentage Mean. Speeds Type Before After Before After Before After
Cars Left 3508 4377 56.9 65.6 92.8 94.3 Right 2656 2295 43.1 34.4 98.1 99.5 Trucks Left 817 965 85.6 88.2 87.0 89.0 Right 137 129 14.4 11.8 97.5 94.9
Figures 1 and 2 show the percentage of cars in a given lane and travelling in a given speed category as a function of all cars in both lanes. These figures indicate that the percentage of cars travelling in the left lane in the low speed ranges has increased. Correspondingly the percentage of cars in the right lane in low speed ranges has decreased. This suggests that the law-abiding drivers with respect to speed limits tend also to be the ones who changed their behaviour regarding keeping left. Figures 3 and 4 show similar data for trucks. It appears that there is no real change for trucks. Figures 5, 6, 7 and 8 show similar trends for vehicles travelling at free speeds. For trucks travelling at free speeds (Figures 7 and 8), the trend of increased left lane usage in the lower speed ranges after the introduction of KLUO is also discernable, but is less substantial than the trend for cars.
4.2 Effects due to Presence of KLUO Signs Tables 4 and 5 and Figures 9-24 show the before and after lane usage and speed characteristics at both the signed and unsigned sites. The results at each type of site are similar to those for the overall data. The only exception is all trucks at the unsigned sites where there is no change in the proportion travelling in the left lane. From Figures 17 and 18, it appears that there is a more consistent effect of the KLUO signs among free speeders at lower speeds. - 8 -
Figure 1 CARS - LEFT LANE TOTAL 24~------~ 22 20
18 11
14 12
10 e e .... 2 O~--~------~--~--~--~~~~~~--~ < 88 - 100 .... 108 .... 110 - 11' 5 - , 20 - 125 - 130 - 140 > SPEED GROUPS (KM/Hl [] BEFORE + AFttR
Figure 2 CARS - RIGHT LANE TOTAL e~------~
&I
7 e
2
1 o1-~--~--~~--~--~~~~~ < sa - 100 .... 10S - 110 .... 116 - 120 - , 25 - 130 .... 140 > SPEED GROUPS (KM/H) [] BEFORE - + AF1t:R - 9 -
Figure 3 TRUCKS - LEFT LANE TOTAL 45~------~
40
30
25
20
15
10
5 ol---~~---!==~~~--~~~-+--~ < 88 - 100 - 106 - 110 - 1 15 - 120 - 126 - 130 - 140 > SPEED GROUPS (KM/H) c BEFORE + AFT£:R
Figure 4 TRUCKS - RIGHT LANE TOTAL 4.5~------~
4
2.5
2
1.6
1
0.5
O~--~----~~--~--~----~--~====~--~F===~ < 88 - 100 - , 06 - 110 - 115 - , 20 - 125 - 1 ~O - 140 > SPEED GROUPS (KM/H) c BEFORE + AFT£:R - 10 -
Figure 5 CARS - LEFT LANE FREE SPEEDS ONLY 2<4- 22 20
18 g 16 w ::! 14 3 ~ 12 0 10 ~ e 6 4
:.2
0 < 88 - 100 - 1015 - 11 0 - 11:; - 120 - 1 25 - 130 - 140 > SPEED GROUPS (KM.4H~ [] BEFORE + FT R
Figure 6 CARS - RIGHT LANE FREE SPEEDS ONLY 11
10 ;
8 ~ 7 w -::! 8 3g c.) 5 i 4 :5
2
1
0 <; 88 - 100 - 106 - 1 1 0 - 11 5 - 1 20 - 1 25 - 130 - 140 > SPEED GROUPS (KMiFHt [] BEFORE + FT R - 11 -
Figure 7 TRUCKS - LEFT LANE FREE SPEEDS ONLY 40
30
30 g w 25 :::! ~ -J ~ 20 (J- i US 10
5
o~--~--~--~==~~~~-+--~--~~-J < 88 - 100 - 10e - 110 -. 115 - 120 - 125 - 130 - '40 > SPEED GROUPS (KM/H) IJ 6EFPRE t AFTtR
Figure 8 TRUCKS - RIGHT LANE FREE SPEEDS ONLY 6~------~
5
4
3
2
1
04-----r_--~----,_----r_--_T==--~--~~--_&----~ < 88 - 100 - 106 - "0 - 115 - 120 - 125 - 130 - 140 > SPEED GROUPS (KM/H) c BEFORE + AFT~R - 12 -
Table 4
Lane usage and Mean SEeeds for all Vehicles for Sites with and without Kluo Signs
Vehicle Site Lane Total Vehicles percentage Mean Speeds Type Type Before After Before After Before After
Cars KLUO signs present Left 6909 6836 62.5 66.1 98.8 98.8 Right 4154 3506 37.5 33.9 107.4 107.2
No signs Left 3037 4025 60.6 65.6 88.5 91.9 Right 1975 2109 39.4 34.4 89.0 94.1
Trucks KLUO signs present Left 2175 2050 89.0 90.2 89.7 90.5 Right 268 222 11. 0 9.8 100.5 99.4
No signs Left 626 1019 89.7 89.1 78.0 85.3 Right 72 125 10.3 10.9 82.3 88.2
Table 5
travellin at Free Seeds
Vehicle Site Lane Total Vehicles percentage Mean Speeds Type Type Before After Before After Before After
Cars KLUO signs present Left 2534 2910 59.2 66.6 96.7 97.0 Right 1750 1462 40.8 33.4 105.4 105.8
No signs Left 974 1467 51.8 63.8 82.8 88.9 Right 906 833 48.2 36.2 84.0 88.5
Trucks KLUO signs present Left 673 677 85.2 87.7 89.8 90.8 Right 117 95 14.8 12.3 100.5 99.1
No signs Left 144 288 87.8 89.4 74.0 84.6 Right 20 34 12.2 10.6 79.5 83.1 - 13 -
Figure 9 CARS - LEFT LANE SITE$ WITH KLUO SIGNS - TOTAL 26 24 22 20 18 1e 14 12
10 8 6 4 2 0 < a8 - 100 - 100 - 110 - 115 - 120 - 120 - 130 - 140 > SPEED GROUPS (KM/H) 0 BEFORE + AF'r£R
Fig ure 10 CARS - RIGHT LANE SITES WrTH KL.UO SIGNS - TOTAL 10~------~
8
1
IS
5
3
2
1 ol-~--~~--~~--~~~~~ < 88 - 100 - , 08 - 110 - , 15 - 120 - 125 - 130 - '40 > SPEED GROUPS (KM/H) D BEFORE + AfTtR - 14 -
Figure 11 CARS - LEFT LANE SITES WITHOUT KLUO SICNS - TOTAL 30 28 28 24 22 20 18 is 14 12 10 8 8 4 2 0 <88 - 100 - 106 - 110 - 11 & - 120 - 12!5 - 130 - 140 > SPEED GROUPS (KM/H) o BEFORE + AFT£~
Figure 12 CARS - RIGHT LANE SITES WITHOUT KLUO SIGNS - TOTAL 20 __------~ l' 18 17
15l' 14 13 12 11 10 '8 8 7 e CS 4 3 2 ~~--~--~--~----~~!===~~~~~S---* < 88 - 100 - 108 - 110 - 11!5 - '20 - 125 - 130 - 140 > SPEED QROUPS (KM/H~ o BEFORE + AFTtR - 15 -
Figure 13 TRUCKS - LEFT LANE SITES WITH KLUO SIGNS - TOTAL 45~------~
40
35
30
25
20
15
10
ot-~--~--~~~~~~--~--~~ -< 8B - 100 - 106 - 110 ..... 11!S - 120 ..... 125 - 130 - 140 > SPEED GROUPS (KM/H) C BEFORE + AFT£R
Figure 14 TRUCKS - RIGHT LANE SITES WITH KLUO SIGNS - TOTAL 5~------~ .... 5
4
3.5
.3
2.5
2
1
0.5
O~--~----~---r----r---~~~--~~--~==~ < 88 - 100 - 106 - 110 - 115 - 120 - 1 25 - 130 ..... 140 > SPEED GROUPS (KM~~'l:: c BEFORE + Af R - 16 - Figure 15 TRUCKS - LEFT LANE SITES WITHOUT KLUO SIGNS - TOTAL 70~------1
60
50
40
30
20
10
o4---~----~~~~==~==~--~~--~--~~~ < 88 - 100 - 106 - 110 - 115 - 120 - 125 - 130 - 140 > SPEED GROUPS (KM/H) c BEFORE + A.FT~R
Figure 16 TRUCKS - RIGHT LANE SITES WITHOUT KLUO SIGNS - TOTAL. 7~------~
< 88 - 100 - 106 - 11 0 ~ 115 - 120 - 125 - 130 - 140 > SPEED GROUPS (KM/H) c BEFORE + A.FT~R - 17 -
Figure 17 CARS - LEFT LANE SITES WITH KLUO SIGNS - FREE SPEEDS 28 26 24 22 20 18 16 1<4- 12 10 8 e 4 2 0 < 88 - 10Q - 10e - 110 - 115 - 120 - 120 - 130 - 140 > SPEED GROUPS (KM~~l c BEFORE + AF R
Figure 18 CARS - RIGHT LANE SITES WITH KLUO SIGNS - FREE SPEEDS 12
11 10 g
8
7 e 5
4 3
2
1
0 < 88 - 100 - 100 - 110 - 115 - , 20 - 125 - 130 - 140 > SPEED GROUPS (KM/H) c BEFORE + AFTtR - 18 -
Figure 19 CARS - LEFT LANE SITES WITHOUT KLUO SIGNS - FREE SPEEDS 35
30
...... 25 ....-N w ~ 20 ~ ..J ~ (J 15 E ~ I- 10
5
o~--~--~~~~~~E=~~~--~~-J < 86 - 100 - 106 - 1 1 0 - 115 - 120 - 125 - 1 30 - 140 > SPEED GROUPS (KM/H) [J BEFORE + AFTtR
Figure 20 CARS - RIGHT LANE SITES WITHOUT KLUO SIGNS - FREE SPEEDS 32 30 26 26 24 22 20 18 16 14 12 10 8 6 4 2 0 < 68 - 100 - 106 - 1 1 0 - 11 5 - 1 20 - 125 - 1 30 - 1 40 > SPEED GROUPS (KM/H) [J BEFORE + AFTtR - 19 -
Figure 21 TRUCKS - LEFT LANE SITES WITH KLUO SIGNS - FREE SPEEDS 45~------.
40
35
30
25
20
15
10
5 o~~~~--~==~~~~--~--.-~ < 88 - 1 00 - 106 - 110 - 115 - 120 - 125 - , 30 - 140 > SPEED GROUPS (KM/H) o BEFORE· + AFT~R
Figure 22 TRUCKS - RIGHT LANE 7.------,SITES WITH KLUO SIGNS - FREE SPEEDS
6
5
4
3
2
1
04-----~----._--_.----~----_r~=-~--~._--~._--~ < 66 - 1 00 - 106 - 1 1 0 - 115 - 120 - 1 25 - 130 - 1 40 > SPEED GROUPS (KM/H) o BEFORE _ + AFT~R ~ 20 ~
Figure 23 TRUCKS - LEFT LANE SITES WITHOUT KLUO SIGNS - FREE SPEEDS 70
60
...... 50 ...... ,.~ w ::i: 40 ::J ...J ~ u 30
~ 20
10
O~--~~--~~~~~~F-~~~--~--~~--~----~ < 88 - 100 - 106 - 110 - 115 -120 - 125 - 130 - 140 > SPEED GROUPS (KM/H) [] BEFORE + AFTtR
Figure 24 TRUCKS - RIGHT LANE SITES WITHOUT KLUO SIGNS - FREE SPEEDS 9 ,------~
8
7
6
5
4
3
2
1
O;-----T-----~--~~--_s~--~----~----__--~._--__m < 88 - 100 - 106 - 110 - 115 - 1 20 - 125 - 130 - 1 40 > SPEED GROUPS (KM/H) o BEFORE + AFTtR. - 21 ~
4.3 Effects at 3 Laned Site Tables 6 and 7 show the results for Princes Hwy west at 17 km Post, which is a site with 3 lanes in each direction. Table 6 shows an increase in the percentage of vehicles in the left lane and a corresponding decrease in the middle and the right lanes, except for cars travelling in the south west direction, where there is a decrease in usage of the left lane and an increase in the middle lane.
Table 7 shows a similar result for vehicles travelling at free speeds, except for trucks travelling in the north east direction where the usage of the left lane has dropped and that of the middle lane has increased.
Table 6
Lane Usage and Mean Speeds for Princes Hwy West at 17 km post - 3 lane each way
Vehicle Direction Lane Total Percentage Mean Type of Traffic Vehicles Speeds Before After Before After Before After
Cars NE Left 187 642 17.8 44.4 99.1 106.0 Middle 491 353 46.6 24.4 106.0 97.0 Right 375 450 35.6 31.2 113.1 113.8
SW Left 467 465 41. 4 36.5 96.0 96.2 Middle 356 548 31.6 43.0 98.4 105.8 Right 305 262 27.0 20.5 109.6 113.2
Trucks NE Left 83 138 40.5 47.3 90.9 95.1 Middle 106 136 51. 7 46.6 97.7 88.2 Right 16 18 7.8 6.1 107.5 105.6 sw Left 151 174 62.9 63.5 86.8 85.6 Middle 82 92 34.2 33.6 86.0 95.6 Right 7 8 2.9 2.9 102.0 103.6
I I. I - 22 -
Table 7
Lane Usage and Mean Speeds for Princes Hwy West at 17 km post for Vehicles travelling at Free speed
Vehicle Direction Lane Total Vehicles Percentage Mean Speeds Type of Traffic Before After Before After Before After
Cars NE Left 55 350 13.2 55.1 97.3 106.4 Middle 228 108 54.8 17.0 104.9 96.3 Right 133 177 32.0 27.9 113.6 114.3
sw Left 14 57 19.7 62.6 82.8 96.2 Middle 51 26 71.8 28.6 97.2 88.5 Right 6 8 8.5 8.8 115.3 103.1
Trucks NE Left 202 201 46.3 38.1 96.2 95.4 Middle 157 250 36.0 47.3 98.0 106.1 Right 77 77 17.7 14.6 110.7 112.9
sw Left 52 58 60.5 61.7 88.0 87.6 Middle 32 34 37.2 36.2 86.0 96.4 Right 2 2 2.3 2.1 107.0 103.9
4.4 Detailed Results
The results for individual sites are tabulated in Appendix c. Table 8 shows that for all vehicles combined, the percentage usage of left lanes by cars has increased at all sites except at Princes Hwy west at 38 km post - northeast bound, Western Hwy at 27 km post - east bound, and Western Hwy at 82 km post - east bound. (It should be noted however that Western Hwy at 82 km post is without KLUO signs). The increase varies from 0.5 to 10.4 percent over a sample of 20 locations (data collected for traffic travelling in both directions for each site).
At sites within 30km of Melbourne, the percentage of cars using the left lane is around 57%. This figure stands around 73% for sites outside the range of 30km of Melbourne. In fact I examination of Appendix C shows that sites with greatest traffic volumes (Frankston Freeway, Mulgrave Freeway and Burwood Highway) have the lowest percentage usage of the left lane; around 57%.
At sites where traffic volumes are low (princes Highway west, Western Highway, 5th Gippsland Highway and western Highway), the percentage usage of the left lane is 74%. For sites where traffic volumes are lowest (Princes Highway East, Hume Highway 69Km and Hume Highway 45Km), left lane usage is 87%. - 23 -
Table 8
Lane Usage and Mean Speeds for all Cars for Each Site
Site Direction Percentage using Increase in Change in left lane percentage using mean speeds left lane Before After Left Right lane lane
KLUO Signs Present
Princes Hwy E 93.2 kID E 82.6 89.7 + 7.1 +2.5 +2.4 W 80.3 87.5 + 7.2 +1.7 -2.3 Hume Hwy 69 kIn N 87.8 88.3 + 0.5 -0.2 +0.3 S 81.8 86.3 + 4.5 + 1.1 + 1.7 Hume Hwy 45 kIn N 82.6 87.1 + 4.5 -1.7 -2.1 S 82.6 85.9 + 3.3 -0.9 -2.8 Princes Hwy W 38 km NE 70.3 65.7 - 4.6 -2.5 -2.5 SW 63.1 73.5 +10.4 -2.0 -0.8 Frankston Fwy 40 km N 56.4 58.9 + 2.5 +0.4 +1.9 S 62.5 64.2 + 1.7 -5.0 -5.1 Mulgrave Fwy 26 kIn E 46.6 55.4 + 8.8 +4.4 +2.9 W 49.0 54.3 + 5.3 +2.1 -1.0 Western Hwy 27 km E 65.4 60.1 - 5.3 +0.4 +0.1 W 69.8 80.1 +10.3 +2.2 -1.2 No KLUO Signs
Burwood Hwy 25.6 kID E 52.5 58.4 + 5.9 -0.2 +1.9 W 48.4 49.5 + 1.1 +2.7 +1.4 Sth Gippsland Hwy 52kmE 73.1 76.4 + 3.3 -6.7 -1.1 W 65.0 75.8 + 9.2 +3.5 +2.1 Western Hwy 82 kIn E 87.7 75.3 -12.4 -5.0 -5.3 W 75.5 74.6 - 0.9 +6.3 +5.4
Usage of the left lane by trucks has increased at half of the sites only, as is shown in Table 9. The increases in the use of the left lane ranges from 0.8 to 8.1 percent and the increase in the use of right lanes varies between 0.4 to 9.5%. However, about 90% of trucks already use the left lane.
Similar results are indicated by tables for vehicles travelling at free speeds (as shown in Appendix C).
i - - 24 -
Table 9
Lane Usage and Mean Speeds for all Trucks for each Site
Site Direction Percentage Increase in Cha.nge in using left percentage mean speeds lane using left lane
Before After Left Right lane lane
KLUO Signs Present
Princes Hwy E 93.2 km E 94.8 96.8 + 2.0 + 0.2 -10.3 W 97.9 100 + 2.1 + 1.8 0 Hume Hwy 69 km N 983 95.4 - 2.9 + 1.6 - 0.9 S 94.4 97.9 + 3.5 - 1.7 - 1.4 Hume Hwy 45 km N 96.6 93.9 - 2.7 - 0.9 -10.5 S 92.6 94.3 + 1.7 - 0.6 - 9.9 Princes hwy W 38 km NE 89.6 88.8 - 0.8 - 0.6 -0.4 SW 90.1 89.7 -0.4 + 0.2 - 0.8 Frankston Fwy 40 km N 82.1 84.7 + 2.6 + 2.9 + 2.4 S 90.0 88.4 - 1.6 - 3,9 - 4.0 Mulgrave Fwy 26 km E 75.4 83.5 + 8.1 + 3,8 - 0.6 W 81.2 84.2 + 2.0 + 1.8 + 0.3 Western Hwy 27 km E 94.2 78.7 -15.5 +1.4 - 2.6 W 91.5 97.1 + 5.6 + 4.6 - 3.5
No KLUO Signs
Burwood Hwy 25.6 km E 89.6 83.9 - 5.7 +1.4 + 2.1 W 78.3 79,6 + 1.3 + 1.6 + 2.1 Sth Gippsland Hwy 52kmE 90.6 91.4 + 0.8 - 5.2 + 4.8 W 91.6 82.1 -9.5 + 7.0 - 9.0 Western Hwy 82 km E 94.2 91.9 - 2.3 - 3.1 - 3.9 W 94.6 93.2 - 1.4 +12.0 + 3.5 - 25 -
4.5 Significance Tests
An ini tial analysis of the data suggests the introduction of the regulation to Keep Left Unless Overtaking has had some effect in that the vehicles have moved towards the left lane. whether this effect is significant, (ie beyond reasonable limits of chance variation) needs to be further analysed. Table 10 shows the calculated l values for various vehicle categories, and effects on different types of sites. (For calculation of X2 values refer to Appendix D). Table 10 Calculated X2 values (all with 1 degree of freedom)
Vehicle Type Calculated X2 Calculated X2 Calculated X2 for all sites for sites with for sites KLUO signs without KLUO signs All Cars 57.81* 30.95* 29.98* All Trucks 0.78 1.63 0.17 All Vehicles 61. 47* 30.85*. 38.47* Cars travelling 102.15* 50.90* 61.05* at free speeds Trucks travelling 2.98 2.09 0.29 at free speeds Total vehicles 105.08* 48.84* 72.69* travelling at free speeds
* Significant at 0.05 level of significance. (The tabulated cri tical value of X2 for 1 degree of freedom at the 0.05 level of significance is 3.84).
Table 10 shows that the shift towards the left lane for cars both overall, as well as for cars travelling at free speeds, for all types of sites, - overall, wi th and without signs - is significant at the 0.05 level of significance. The same results hold for total vehicles. This is expected as cars comprise the major portion of total vehicles. There is no significant shift toward the left lane for trucks - in total, as well as those travelling at free speeds. - 26 -
The change towards the usage of the left lane by all cars is about 3.6% at sites with KLUO signs and about 5.0% at sites without KLUO signs. The shift towards the usage of left lanes by cars travelling at free speed at signed sites is about 7.4% and for unsigned sites is 12.0%. The above results show a substantial shift of cars towards use of the left lane for sites both with and without signs. This implies that the signs and their enforcement as well as the publicity had had a positive effect towards use of the left lane. The data we re furthe r analysed to examine whethe r there was a significant difference in the magnitude of left lane usage for sites with and without KLUO signs present. The data were analysed using Generalized Linear Interactive Modelling (GLIM) (Baker and Nelder, 1978). The interaction between the three factors, viz: Site Type KLUO signs present v. KLUO signs not present Lane Usage Left v. Right Period Before v. After introduction of the KLUO regulation was studied and the best model fi tted. Ta1::ile 11 presents these results with the respective X2 values at 0.05 level of significance for the specific degrees of freedom.
Table 11 shows that for all cars there is a significant change between the two periods at the 0.05 level of significance, but this change is similar for both types of sites - with and without the KLUO signs. For cars travelling at free speeds, there is a three way interaction wi thin the three factors, and all contribute significantly towards the fitting of the best model. However, the signed and unsigned sites have a major contribution and it appears that there is a significantly higher change for the unsigned sites than for the sites with KLUO signs. Similar results were found for total vehicles travelling at free speeds as for cars travelling at free speeds; this is because trucks are only a relatively small proportion of all vehicles. For all trucks as well as trucks travelling at free speeds, the usage of the left and right lane is independent of the site or the period. This implies that there is no significant change in the usage of lanes by trucks. - 27 -
Table 11
Best model fit using GUM
Vehicle Type Best Model Fitted Deviance Df(n) X2 (from tables) All cars S+L+P+S.P+L.P 5.427 2 5.99 All trucks S+L+P+S.P 2.120 3 7.81 Total Vehicles S+L+P+S.P+L.P+S.L 3.306 1 3.84 Cars travelling at free speeds S+L+P+S.P+L.P+S.L 5.127* 1 3.84 Trucks travelling at free speeds S+L+P+S.P 4.430 3 7.81 Total vehicles at free speeds S+L+P+S.P+L.P+SoL 9.124* 1 3.84
where, S = Site Type: 1- Vith KLUO Signs 2. Vithout KLUO Signs L = Lane Usage: 1. Left Lane 2. Right Lane P = Period: 1. Before 2. After * Significant at 0.05 level of significance (i.e. there is evidence of three-way interaction in these cases).
These results suggest that percentage increases in the usage of left lanes by all cars, and cars travelling at free speed appear to be higher at sites where there are no KLUO signs present than at sites where KLUO signs are present. Further, the results in Table 11, reveal that for cars travelling at free speeds only, the increase in usage of the left lane is significantly higher at unsigned sites than signed sites. Percentage changes presented in Table 12 indicate the relative increase in left lane usage at sites where no KLUO signs present over and above sites where KLUO signs are present. - 28 -
Table 12 percentage Increase in Left Lane Usage at Signed and Unsigned Sites for all Cars and Cars travelling at free Speeds only and Difference in % change
% Increase in Left Lane usage Difference in % change for sites without KLUO signs No KLUO KLUO signs with present signs respect to sites with KLUO Vehicle type signs
all cars 3.6% 5.0% + 1.4% cars travelling at free speeds only 704% 12.0% + 4.6%
These results suggest that the legislation and publi,ci ty had a greater effect where there are no signs than at sites where KLUO signs are present, as manifested by cars travelling at free speeds. However, Table 5 shows that the percentage of free-speeding cars using the left lane at sites wi thout KLUO signs was between 7 - 8% lower than at sites with KLUO signs present, prior to the introduction of the regulation. Therefore, it could have been expected that at sites where left lane usage was lower, that there is greater potential for larger increases in a shift towards the left lane being used.
This may be particularly the case wi th the unsigned sites sampled in this study which have similar conditions to the sites with KLUO signs under investigation.
5.0 DISCUSSION
The results of the study show that there has been an increase in cars using the left lane at both si tes wi th KLUO signs present and si tes without KLUO signs. This effect was experienced at 17 of the 20 (2-1aned) locations where lane usage and speeds were recorded, with the greatest increase being 10.4%. It was found that around 50% of cars travel in the left lane at sites within 30km of Melbourne, whilst beyond 30km of Melbourne 70% of cars use the left lane, suggesting an effect of traffic volumes on left lane usage. It was found that volume was directly related to left lane usage. - 29 -
In the case of trucks, there is no significant change (between a 1-3 percent increase only), however almost 90% of trucks alreagy,_, travelled in the left lane at sites surveyed. For all vehicles (both cars and trucks) there were only marginal increases in speeds after conversion from advisory to :egulatory KLUO routes.
A distinct trend for cars suggested that the increase in left lane usage after the introduction of the KLUO regulation has been accompanied by an increase in cars travelling at lower speeds (below the speed limit) in left lanes and a corresponding decrease in cars travelling at such lower speeds in right lanes at both signed and unsigned sites, and for total speeds and free speeds surveyed. The trend is most consistent for cars travelling at free speeds. There is evidence of a similar, yet less substantial trend for trucks which were travelling at free speeds. Further testing of the data revealed that the shift in cars (in total and those doing free speeds only) to travelling in the left lane after the introduction of regulatory KLUO signs was statistically significant. This result suggests that : (1) the introduction of legislation, accompanying publicity and enforcement was successful in raising usage of the left lane, mainly for drivers of passenger vehicles, and such drivers have been responsive at regulatory zones and other sites as well; and (2) the publicity was generalized and applied to other locations by drivers of passenger vehicles and that they did not differentiate between KLUO zones and other sites; QE. (3) experience of the legislation, publicity and enforcement ,had the effect of generalizing modified behaviour to other sites. The study does not reveal which of these two mechanisms (or whether both) were active in producing the effect at unsigned sites. It was also found that the shift to the usage of the left lane (by free speeding cars) was significantly greater at si tes wi thout KLUO signs than at si tes wi th KLUO signs present. This may be explained by the following considerations (although these are not tested in the present study) : - 30 -
(1) unsigned sites surveyed in the study have similar road characteristics to the zones where KLUO signs exist and therefore allow for the possibility of high use of the left lane (condi tions allowing for this include the absence of left lane parking or standing, little opportunity for right-hand turning and low to moderate traffic volumes where traffic demands do not require use of all lanes for most times);
(2) signed sites constitute zones where KLUO signs existed prior to legislation in an advisory capacity and thus, as indicated by the data, where-left lanes were already used to a greater degree than· at si tes wi thout such advisory KLUO signs. Such a condition allows greater potential for a behavioural change.
The results presented in the study are applicable ~o dual carriageway rural and urban highways and freeways where high speed zones are applicable. They are routes whe re KLUO zoning is feasible and likely to be effective.
6.0 CONCLUSIONS A study was undertaken to evaluate the effects of introducing legislation which made advisory KLUO zones (designated by KLUO signs) regulatory. A mass media publicity campaign and enforcement of the regulation on selected routes accompanied the legislation.
A survey of 11 sites (for both directions of traffic) was undertaken before and after the legislation was introduced in order to compare lane usage behaviour during these two periods.
Results of the evaluation suggest that: 1. There was a significant increase in left lane usage by cars after the introduction of regulatory KLUO zones. This increase was observed at sites where advisory signs became regulatory (3.6% for total speeds, 7.4% for free speeds) and additionally at similar sites where KLUO signs do not exist (5.0% for total speeds, 12.0% for free speeds). A marginal increase was noted for trucks at 50% of sites; almost 90% of trucks currently travel in the left lane. 2. The increased usage of the left lane was largely by car drivers travelling at/or below the speed limit and that this group of drivers correspondingly decreased in the right lane. This finding indicates that publicity and enforcement was most effective for law-abiding drivers wi th respect to speed limi ts and that future efforts would need to be either intensified and/or tailored specifically to address considerations pertaining to the less responsive, speeding motorist. - 31 -
3. Traffic volume was found to be related to left lane usage and results suggested that KLUO zones are most effective when 1 ight traffic condi tions are present. Any proposal to extend or create new KLUO zones would need to consider traffic demands as a major factor in the potential for left lane usage.
4. -There was a significantly greater increase in left lane usage at unsigned locations than where KLUO zones had existed in an advisory capacity prior to the regulation being introduced. This finding suggests that the potential for an increase was greater at unsigned locations where left lane usage was ini tially lower. It also suggests that the use of publicity is important in producing a change in motorists' left lane usage behaviour. However, it is not possible to conclude that publicity is a sufficient condition to produce and/or maintain this change. 5. The presence of KLUO zones on many dual laned highways and the immediate enforcement of the regulation when introduced, suggests that the desired behaviour change was generalised to the similar non-KLUO zones. The absence of such condi tions may not have produced the same effect at non-KLUO zones with publicity only. 6. The introduction of regulatory KLUO zones improved left lane usage at a number of dual laned high speed rural and semi-rural highways, as indicated by the results of this survey. The appropriate location of such zones has been fundamental to this improvement. - 32 -
REFERENCES Baker, R. J., and NeIder J.A., (1978). The GLIM System (Release 3). Royal statistical Society Numerical Algorithms Group. Oxford Press. Bishop, Y.M.M., Fienberg, S.E., and Holland, P.W. (1975). Discrete Multivariate Analysis Theory and Practice. Cambridge : MIT Press. Bock, R.D. (1975). Multivariate Statistical Methods in Behavioural Research. New York: McGraw-Hill. Fraser, P.J. (1981). The ARRB Vehicle Detector Data Acquisition System. Australian Road Research Board. Technical Manual ATM 12. Haberman, S.J. (1978). Analysis of Qualitative Data, Vol. 1. New York: Academic Press. Haberman, S.J. (1979). Analysis of Qualitative Data. Vol. 2. New York ~ Academic Press.
Hoban, C. J., Fraser, P.J., & Brown J.J. (1987). The ARRB Vehicle Detector Data Acguisition System. Australian Road Research 17 (1)
SPSSX statistical Algorithms (1983). SPSS Inc. - 33 -
APPENDIX A
SITE DESCRIPTIONS - 34 -
Site Locations
Eleven si tes were chosen for traffic surveys. Locations were chosen on the basis of the presence/absence of "Keep Left unless Overtaking" signs in the vicini ty, road type, speed zone and geographical coverage. There are eight treated sites which are situated between at least one "Keep Left Unless Overtaking" sign per direction of traffic and are within a reasonable distance from these sites to gauge motorists' responses. There are three untreated sites which do not have signs within the vicinity of the site.
The eleven sites and their characteristics are detailed below:
Treated sites 1. Princes Freeway (East) Robin Hood - Warragul
· Melways ref: 256u6
exact location 200m after 93km guidepost for survey in approaching Warragul; two directions i.e. 93.2km from Melbourne on a Wednesday
2 lanes/direction
· median, sealed shoulder
· "Keep Left" signing: . 91.5 km, leaving Melbourne; 96km, approaching Melbourne
· low traffic volumes
· 110 km/h 2. Hume Freeway/Highway
· Melways ref: 254MB
· between Sunday Creek and Broadford/Kilmore turn-offs
exact location 69km guidepost, for survey in leaving from Melbourne two directions on a Thursday · 2 lanes/direction
· median, paved shoulder
• "Keep Left" signing: 46km, leaving Melbourne; 70.Bkm, approaching Melbourne
· low traffic volumes
· 110 km/h - 35 -
3. Hume Highway
· Melways ref: 254L10
· beyond Northern Highway Interchange
exact location for survey in 45km mark two directions {. on a Thursday
2 lanes/direction
· median, paved shoulders
· "Keep Left" signing: 30, 32.5, 39.4km, leaving Melbourne; 53.8km, approaching Melbourne
· low traffic volumes
· 110 km/h 4. Princes Freeway (West)
· Melways ref: 255H4
exact location for survey in 38km guidepost from Melbourne two directions { . on a Friday
2 lanes/direction
median, sealed shoulders
"Keep Left" signing: 38km, leaving Melbourne; 43.6km, approaching Melbourne
· low traffic volumes
· 110 km/h - 36 -
5. Frankston Freeway · Melways ref: 99H2 (approx) · Between Rutherford and Seaford Roads exits exact location for survey in At 40km mark two directions {. on a Monday • 2 lanes/direction · median, sealed shoulders · "Keep Left" signing in vicinity · moderate traffic volumes · 110 km/h
6. Mulgrave Freeway · Melways ref: (approx) 80 H4 · Between Wellington Road on-ramp and Jacksons Road exit, approaching from Melbourne exact location for survey in 26km mark two directions {. on a Tuesday · 2 lanes/direction · median (-10m), sealed shoulders · "Keep Left" signing: 25.5 km (from GPO), leaving Melbourne; 26km, approaching Melbourne · moderate traffic volumes 100 km/h - 37 -
7. Western Highway
· Melways ref: 255J2/255H2
· between Deer Park and Rockbank
exact location for survey in 27km guidepost from Melbourne two directions {. on a Wednesday
· 2 lanes/direction
· median, unpaved shoulder
· "Keep Left" signing: 26.lkm, leaving Melbourne; 30.8km, approaching Melbourne
• moderate traffic volumes
· 100 km/h 8. Princes Freeway (West)
· Melways ref: (approx) 53K3
· between Freeway entrance and Altona Meadows/Laverton Cook exits, leaving Melbourne
exact location for survey in l7km guidepost from Melbourne two directions {. on a Friday
3 lanes/direction
· median, sealed shoulders
· ~Keep Left" signing: approx l5km, leaving Melbourne; 19km, approaching Melbourne
· moderate traffic volumes
· 110 km/h - 38 -
Untreated Sites 9. Burwood Highway · Melways ref: 63EI0/63FI0 · between Mountain Highway Interchange and Templeton street/ Renou Road exact location 1km east Mountain Highway for survey in interchange and 0.7km west two directions Templeton street opposite on a Tuesday Knoxfield College or 25.6km post · 2 lanes/direction · median, unsealed shoulders · no "Keep Left" signs in vicinity · moderate traffic volumes · 100 km/h 10. South Gippsland Highway (beyond Cranbourne) • Melways ref: 138G5 exact location . Midway between Facey Road and for survey in Browns Road two directions { At 52km mark on a Thursday · 2 lanes/direction median, unsealed shoulders · no signing · low traffic volumes · 100 km/h 11. Western Freeway · Melways ref: approx 255El exact location for survey in { • 82km guidepost from Melbourne two directions on a Monday · 2 lanes/direction median, paved shoulders · no signing in vicinity • low traffic volumes · 110 km/h - 39 -
APPENDIX B
FREQUENCY DISTRIBUTIONS - 40 -
TABlE B.1 : 'I.Ul'AL VOUI1ES BY VFHIcrn TYPE BY IR£ AR> BY SPml
SIm1 1.UrAL 00.0 88.1 100.1 106.1 110.1 115.1 120.1 125.1 130.1 > -88 -100 -106 -110 -115 -120 -125 -130 -140 140.1
CARS
BEFOOE
IEFr lANE 2636 3226 1829 927 738 340 153 55 39 3 9946 16.4% 20.1% 11.4% 5.8% 4.6% 2.1% 1.0% .3% .2% .0% 61.9% RIGll' lANE 1077 1287 1267 835 835 468 213 77 57 13 6129 6.7% 8.0% 7.9% 5.2% 5.2% 2.9% 1.3% .5% .4% .1% 38.1%
'I.Ul'AL 3713 4513 3096 1762 1573 800 366 132 96 16 16075
AFTER
lEFT lANE 2642 3639 2090 1009 842 362 142 31 21 3 10061 16.0% 22.1% 12.7% 6.6% 5.1% 2.2% .9% .2% .1% 65.9% - .0% RIGll' I1lNE 867 1194 1109 832 840 454 203 59 48 9 5615 5.3% 7.27. 6.7% 5.0% 5.1% 2.8% 1.2% .4% .3% .U 34.1%
mrAL 3509 4833 3199 1921 1682 816 345 90 69 12 16476
'IRlII
BEFOOE
IEFr lANE 1317 1123 247 56 34 13 6 1 2 2 2801 41.9% 35.8% 7.9% 1.8% 1.1% .4% .2% .0% .1% .1% 89.2% RIGll' lANE 65 127 78 34 16 10 7 0 1 2 340 2.1% 4.0% 2.57. 1.1% .5% .3% .2% .0% .0% .1% 10.8%
'I.Ul'AL 1382 1250 325 90 SO 23 13 1 3 4 3141
AFTER
lEFT I1INE 1258 1364 296 84 47 14 1 2 2 1 3069 36.8% 39.9% 8.7% 2.5% 1.4% .4% .0% .1% .1% .0% 89.8% RIGll' lANE 79 137 69 34 17 8 2 1 0 0 347 2.3% 4.0% 2.0%' 1.0% .5% .2% .1% .0% .0% .0% 10.2%
mrAL 1337 1501 365 118 64 22 3 3 2 1 3416 - 41 -
TABlE B.2 : 'lUrAL WIJJtES BY VEBIaE 'I.'Yffi BY IRE AN> BY SEml RIl VEBIaBS 'IRAVFlLIlG Kf FREE SEmli
SE'EID 'lUrAL 00.0 88.1 100.1 106.1 110.1 115.1 120.1 125.1 130.1 > -88 -100 -100 -110 -115 -120 -125 -130 -140 140.1
CARS
SERRE . lEFT I.l!NE 1186 1162 560 261 214 76 28 13 8 0 3500 19.2% 18.9% 9.1% 4.2% 3.5% 1.2% .5% .2% .1% .0% 56.9% RImI' I.J\NE 658 644 541 316 276 138 60 11 10 2 2656 10.7% 10.4% 8.8% 5.1% 4.5% 2.2% 1.0% .2% .2% .0% 43.1%
'1UrAL 1844 1006 1101 577 490 214 88 24 18 2 6164
AFTER
LEfT I.J\NE 1245 1594 763 362 272 103 27 9 2 0 4377 18.7% 23.9% 11.4% 5.4% 4.1% 1.5% .4% .1% .0% .0% 65.6% RImI' I.J\NE 470 558 478 311 271 140 .50 10 6 1 2295 7.0% 8.4% 7.2% 4.7% 4.1% 2.1% .7% .1% .1% .0% 34.4%
'1UrAL 1715 2152 1241 673 543 243 77 19 8 1 6672
'mIJ](S
BF.RJm
LEfT I.l!NE 372 352 65 12 9 5 1 0 1 0 817 39.0% 36.9% 6.8% 1.3% .9% .5% .1% .0% .1% .0% 85.6% RIGJI' lANE 22 53 32 18 5 4 3 0 0 0 137 2.3% 5.6% 3.4% 1.9% .5% .4% .3% .0% .0% .0% 14.4%
'1UrAL 394 405 97 30 14 9 4 0 1 0 954
AFTER
LEfT I.J\NE 385 430 106 26 13 4 0 0 1 0 965 35.2% 39.3% 9.7% 2.4% 1.2% .4% .0% .0% .1% .0% 88.2% RIGIl' I.J\NE 31 44 33 12 8 1 0 0 0 0 129 2.8% 4.0% 3.0% 1.1% .7% .1% .0% .0% .0% .0% 11.8%
'1UrAL 416 474 139 38 21 5 0 0 1 0 1094 - 42 -
TABlE B.3 : 'lUJ'AL WIlI£S RIt STIE) VI'JB KIlD SIINi BY VJiHIOE TYPE BY lJl£ }li[) BY SEm>
SPEro- 'lUf.AL -", 00.0 88.1 100.1 106.1 110.1 115.1 120.1 125.1 130.1 > -88 -100 -106 -110 -115 -120 -125 -130 -140 140.1
CIIRS
BEFmE
lEFT llINE 1140 2447 1482 791 605 267 116 33 28 0 6909 10.3% 22.1% 13.4% 7.1% 5.57- 2.4% 1.0% .3% .3% .0% 62.5% RImI'LANE 88 723 1072 753 763 435 190 69 49 12 4154 .8% 6.5% 9.7% 6.8% 6.9% 3.9% 1.7% .6% .4% .1X 37.5%
'lUJ'AL 1228 3170 2554 1544 1368 702 306 102 77 12 11063
AFTER
IEFl' ~ 1048 2536 1542 777 581 231 88 22 9 2 6836 10.1% 24.5% 14.9% 7.5% 5.6% 2.2% .9% .2% .1% .0% 66.1% RIGIl'llINE 74 605 886 669 672 362 153 50 28 7 3506 .77- 5.8% 8.6% 6.5% 6.5% 3.5% 1.5%" .5% .3% .1% 33.9%
'lUJ'AL 1122 3141 2428 1446 1253 593 241 72 37 9 10342
'IlUlJ
BEFmE
lEFT llINE 881 980 217 52 30 9 4 1 1 0 2175 36.1% 40.1% 8.9% 2.1% 1.2% .4% .2% .m .m .0% 89.0% RIOO lANE 19 111 72 33 15 8 7 0 1 2 268 .8% 4.5% 2.9% 1.4% .6% .3% .3% .0% .0% .1% 11.0%
'lUJ'AL 900 1091 289 85 45 17 11 1 2 2 2443
AFI'ER
lEFl' lANE 764 971 210 55 37 9 1 2 1 0 2050 33.6% 42.7% 9.2% 2.4% 1.6% .4% .0% .1% .0% .0% 90.2% RIGIl'l1INE 26 91 59 25 13 7 0 1 0 0 222 1.1% 4.0% 2.6% 1.1% .6% .3% .0% .0% .0% .0% 9.8%
'lUJ'AL 790 1062 269 80 SO 16 1 3 1 0 2272 - 43 -
TABlE B.4 : 'lUfAL VOllI£) RR Sl'IES WIlIllI' KllD SUR) BY VEHIClE TYPE BY lJlfi Am BY SfI!K)
SImJ 'IUrAL 00.0 88.1 100.1 106.1 110.1 115.1 120.1 125.1 130.1 > -88 -100 -106 -110 -115 -120 -125 -130 -140 140.1
CARS
HERRE
lEFT LANE 14% 779 347 136 133 73 37 22 11 3 3037 29.8% 15.5% 6.9% 2.7% 2.7% 1.5% .7% .4% .2% .1% 60.6% RIQJl' LANE 989 564 195 82 72 33 23 8 8 1 1975 19.7% 11.3% 3.9% 1.6% 1.4% .7% .5% .2% .2% .0% 39.4%
rorAL 2485 1343 542 218 205 106 60 30 19 4 5012
AFTER
lEFT LANE 1594 1103 548 312 261 131 54 9 12 1 4025 26.0% 18. or. 8.9% 5.1% 4.3% 2.U .9% .1% .2% .0% 65.6% RIQJl' l/INE 793 589 223 163 168 92 50 9 20 2 2109 12.9% 9.6% 3.6% 2.7% 2.7% 1.5% .8% .1% .3% .0% 34.4%
rorAL 2387 1692 771 475 429 223 104 18 32 3 6134
'IRlXI
BF.R:EE
mIT l/INE 436 143 30 4 4 4 2 0 1 2 626 62.5% 20.5% 4.3% .6% .6% .6% .3% .0% .17. .3% 89.7% RICE'LANE 46 16 6 1 1 2 0 0 0 0 72 6.6% 2.3% .w. .1% .1% .3% .0% .m: .0% .at 10.3%
rorAL 482 159 36 5 5 6 2 0 1 2 698
AFl'FR
LEFr lANE 494 393 86 29 10 5 0 0 1 1 1019 43.2% 34.4% 7.5% 2.5% .9% .4% .0% .0% .1% .1% 89.1% RIQJl' LANE 53 46 10 9 4 1 2 0 0 0 125 4.6% 4.0% .9% .8% .3% .1% .2% .0% .or. .0% 10.9%
mrAL 547 439 % 38 14 6 2 0 1 1 1144 - 44 - TABlE B.5 : 'IUfAL VOllImS RR srms vrm ImD 5I(H; BY VEHIClB TYPE BY I»E AtIl BY SIml RR VEHIaES 'mAVF.l1.DG AT FREE SPEIDi
SPEID 'IUfAL 00.0 88.1 100.1 1()).1 110.1 115.1 120.1 125.1 130.1 > -88 -100 -1()) -110 -115 -120 -125 -130 -140 140.1
CARS
BEFmE
lEFT I.J\NE 540 960 505 233 197 65 23 9 2 0 2534 12.6% 22.4% 11.8% 5.4% 4.6% 1.5% .5% .2% .0% .0% 59.2% RIGfi' I.J\NE 63 401 496 302 270 136 59 11 10 2 1750 1.5% 9.4% 11.6% 7.0% 6.3% 3.2% 1.4% .3% .2% .0% 40. a'.:
'IUfAL 603 1361 1001 535 467 201 82 20 12 2 4284
AFTER
lEFT LANE - ··544 1212 592 269 192 78 16 6 1 0 2910 12.4% 27.7% 13.5% 6.2% 4.4% La'.: .4% .1% .0% .0% 66.6% RIrnI' I.J\NE 43 299 410 275 243 130 46 9 6 1 1462 1.0% 6.& 9.4% 6.3% 5.6% 3.0% 1.1% .2% .1% .0% 33.4%
'IUfAL 587 1511 1002 544 435 200 62 15 7 1 4372
'Il«Il
:BE:F'CEE
lEFT·I.J\NE 262 325 61 12 9 3 1 0 0 0 673 ·33.2% 41.1% 7.7% 1.5% 1.1% .4% .1% .0% .0% .0% 85.2% RIrnI' IiINE 8 49 30 18 5 4 3 0 0 0 117 1.0% 6.2% 3.8% 2.3% .6% .5% .4% .OX .0% .OX 14.8%
'lUrAL 270 374 91 30 14 7 4 0 0 0 790
AFTER
lEFT I.J\NE 237 336 72 18 11 3 0 0 0 0 677 30.7% 43.5% 9.3% 2.3% 1.4% .4% .0% .0% .0% .0% 87.7% RIrnI'lANE 9 37 32 11 5 1 0 0 0 0 95 1.2% 4.8% 4.1% 1.4% .6% .1% .0% .0% .0% .0% 12.3%
'IUfAL 246 373 104 29 16 4 0 0 0 0 772 - 45 - TABlE B.6 : 1UI'AL VOllI1FS RR SI.'l'ES vrIIIlJl' KllD Sf.(R; BY VEHIaE TIm BY LH AID BY SI.m) Pm. vmIaES 'IRAVEI.J.JN; Nt FREE SEm:6
SlmJ 'JUrAL 00.0 88.1 100.1 106.1 110.1 115.1 120.1 125.1 130.1 -88 -100 -106 -110 -115 -120 -125 -130 -140
CARS
BEFmE
I.EFI' LANE 646 202 55 28 17 11 5 4 6 974 34.4% 10.7% 2.9% 1.5% .9% .6% .3% .2% .3% 51.8% RICID'LANE 595 243 45 14 6 2 1 0 0 t;()6 31.6% 12.9% 2.4% .7% .3% .1% .1% .0% .0% 48.2%
rorAL 1241 445 100 42 23 13 6 4 6 1880
AFTER
lEFT LANE 701 382 171 93 80 25 11 3 1 1467 30.5% 16.6% 7.4% 4.0% 3.5% 1.1% .5% .1% .or. 63.8% RImI' LANE 427 259 68 36 28 10 4 1 0 833 18.6% 11.3% . 3.at 1.6% 1.2% .4% .2% .0% .0% 36.2%
rorAL 1128 641 239 129 100 35 15 4 1 2300
'IRIrKS
BEFCEE
lEFT LANE 110 27 4 0 0 2 0 0 1 144 67.1% 16.5% 2.4% .at .0% 1.2% .0% .m: .6% 87.8% RICID' LANE 14 4 2 0 0 0 0 0 0 20 8.5% 2.4% 1.2% .0% .at .0% .0% .0% .or. 12.2%
'1UfAL 124 31 6 0 0 2 0 0 1 164
AFTER
lEFT LANE 148 94 34 8 2 1 0 0 1 288 46.0% 29.2% 10.6% 2.5% .6% .3% .0% .0% .3% 89.4% RIGfi' LANE 22 7 1 1 3 0 0 0 0 34 6.8% 2.2% .3% .3% .9% .0% .0% .0% .0% 10.6%
mrAL 170 101 35 9 5 1 0 0 1 322 - 46 -
APPENDIX C
DATA ANALYSIS FOR INDIVIDUAL SITES - 47 -
TABLE C.I: LANE USAGE AND MEAN SPEEDS FOR ALL CARS COMBINED ON 2 LANE HIGHWAYS
Site Direction Lane Total Vehicles Percentage Mean Speeds of Travel Before After Before After Before After
KLUO Signs Present
Princes Hwy E 93.2 km E Left 308 235 82.6 89.7 102.6 105.1 Right 65 27 17.4 10.3 107.0 109.4 W Left 351 321 80.3 87.5 104.8 106.5 Right 86 46 19.7 12.5 113.8 111.5 Hume Hwy 69 km N Left 294 302 87.8 88.3 104.4 104.2 Right 41 40 12.2 11.7 113.6 113.9 S Left 270 327 81.8 86.3 102.2 103.3 Right 60 52 18.2 13.7 109.0 110.7 Hume Hwy 45 km N Left 304 236 82.6 87.1 105.0 103.3 Right 64 35 17.4 12.9 111. 7 109.6 S Left 275 269 82.6 85.9 105.7 104.8 Right 58 44 17.4 14.1 113.2 110.4 Princes Hwy W 38 kIn NE Left 497 403 70.3 65.7 103.1 100.6 Right 210 210 29.7 34.3 111.3 108.8 SW Left 377 517 63.1 73.5 104.0 102.0 Right 220 186 36.9 26.5 110:5 . 109.7 Frankston Fwy 40 km N Left 997 1071 56.4 58.9 96.0 96.4 Right 771 746 43.6 41.1 107.0 108.9 S Left 888 813 62.5 64.2 97.4 92.4 Right 533 453 37.5 . 35.8 109.8 104.7 Mulgrave Fwy 26 km E Left 692 843 46.6 55.4 91.4 95.8 Right 793 679 53.4 44.6 104.3 107.2 W Left 820 892 49.0 54.3 94.6 96.7 Right 854 751 51.0 45.7 105.9 104.9 Western Hwy 27 km E Left 394 131 65.4 60.1 100.5 100.9 Right 208 48 34.6 39.9 1l0.7 110.6 W Left 442 399 69.8 80.1 95.5 97.7 Right 191 99 30.2 19.9 103.5 102.3 No KLUO Signs
i ' Burwood Hwy 25.6 km E Left 751 897 52.5 58.4 81.8 81.6 I I Right 679 640 47.5 41.6 87.2 89.1 I , W Left 712 644 48.4 49.5 73.9 76.6 Right 758 656 51.6 50.5 80.8 82.2 Sth Gippsland Hwy 52 km E Left 345 441 73.1 76.4 97.3 90.6 Right 127 136 26.9 23.6 100.9 99.8 W Left 445 364 65.0 75.8 89.8 93.3 Right 240 116 35.0 24.2 99.5 101.6 Western Hwy 82 km E Left 451 825 87.7 75.3 107.7 102.7 Right 63 270 12.3 24.7 115.4 110.1 W Left 333 854 75.5 74.6 97.8 104.1 Right 198 291 24.5 25.4 106.3 111.7 - 48 -
TABLE C.2: LANE USAGE AND MEAN SPEEDS FOR ALL TRUCKS COMBINED ON 2 LANE HIGHWAYS
Site Direction Lane Total Vehicles Percentage Mean Speeds of Travel Before After Before After Before After
KLUO Signs Present
Princes Hwy E 93.2 Ian E Left 91 92 94.8 96.8 88.5 88.7 . Right 5 3 5.2 3.2 100.5 90.2 W Left 92 89 97.9 100 94.1 95.9 Right 2 2.1 105.6 Hurne Hwy 69 k.m N Left 115 125 98.3 95.4 91.8 93.4 Right 2 6 1.7 4.6 107.2 106.3 S Left 204 184 94.4 97.9 93.8 92.1 Right 12 4 5.6 2.1 103.1 101.7 Hurne Hwy 45 k.m N Left 227 184 96.6 93.9 95.0 94.1 Right 8 12 3.4 6.1 108.3 97.8 S Left 75 100 92.6 94.3 93.5 92.9 Right 6 6 7.4 5.7 104.8 94.9 Princes H wy W 38 Ian NE Left 164 158 89.6 88.8 91.1 90.5 Right 19 20 10.4 11.2 100.9 101.3 SW Left 145 191 90.1 89.7 93.3 93.5 Right 16 22 9.9 10.3 99.3 98.5 Frankston Fwy 40 km N Left 188 177 . 82.1 84.7 84:8 . 87.7 Right 41 32 17.9 15.3 100.3 102.7 S Left 198 152 90.0 88.4 87.8 83.9 Right 22 20 10.0 lL6 101.7 97.7 Mulgrave Fwy 26 Ian E Left 199 213 75.4 . 83.5 86.1 89.9 Right 65 42 24.6 16.5 99.3 98.7 W Left 216 203 81.2 84.2 86.4 88.2 Right 50 38 18.8 15.8 97.5 97.8 Western Hwy 27 km E Left 131 48 94.2 78.7 89.2 90.6 Right 8 13 5.8 21.3 102.3 99.7 W Left 130 134 91.5 97.1 83.3 87.9 Right 12 4 8.5 2.9 105.2 101.7
No KLUO Signs
Burwood Hwy 25.6 Ian E Left 103 99 89.6 83.9 70.9 72.3 Right 12 19 10.4 16.1 77.0 79.1 W Left 101 109 78.3 79.6 56.5 58.1 Right 28 28 21.7 20.4 72.2 74.3 Sth Gippsland Hwy 52 km E Left 87 96 90.6 91.4 85.4 80.2 Right 9 9 9.4 8.6 78.6 83.4 W Left 98 87 91.6 82.1 79.6 86.6 Right 9 19 8.4 17.9 97.1 88.1 Western H wy 82 k.m E Left 98 274 94.2 91.9 94.8 91.7 Right 6 24 5.8 8.1 104.6 100.7 W Left 139 354 94.6 93.2 81.3 93.3 Right 8 26 5.4 6.8 96.1 99.6 - 49 -
TABLE C.3: LANE USAGE AND MEAN SPEEDS FOR CARS TRAVELLING AT FREE SPEEDS ON 2 LANE HIGHWAYS
Site Directif]ll Lane Total Vehicles Percentage Mean Speeds of Travel Before After Before After Before After
KLUO Signs Present
Princes Hwy E 93.2 km E Left 71 50 88.8 96.2 103.1 107.9 Right 9 2 11.2 3.8 97.9 116.9 W Left 48 59 90.6 93.7 103.8 106.9 Right 5 4 9.4 6.3 116.0 112.7 Hume Hwy 69 km N Left 55 61 100 96.8 104.8 103.2 Right 2 3.2 - 104.7 S Left 45 69 86.5 95.8 102.4 103.7 Right 7 3 13.5 4.2 102.7 109.6 Hume Hwy 45 km N Left 50 50 90.9 94.3 105.5 102.7 Right 5 3 9.1 5.7 109.0 108.3 S Left 52-- 49 88.1 92.5 107.2 105.4 Right 7 4 11.9 7.5 117.5 112.3 Princes Hwy W 38 km NE Left 195 185 77.7 76.8 103.3 100.2 Right 56 56 22.3 23.2 111.4 108.0 SW Left 144 209 72.0 83.3 103.5' 101.9 Right 56 42 28.0 16.7 108.9 107.6 Frankston Fwy 40 km N Left 441 504 54.9 59.3 95.4 96.4 Right 362 345 45.1 40.7 105.9 108.3 S Left 373 411 69.2 . 73.9 96.1 91.6 Right 166 145 30.8 26.1 108.8 103.0 M ulgrave Fwy 26 km E Left 388 531 45.0 59.1 89.3 94.7 Right 474 367 55.0 40.9 103.1 106.2 W Left 471 551 46.8 55.6 93.8 95.7 Right 535 440 53.2 44.4 104.7 103.6 Western Hwy 27 km E Left 94 68 77.7 67.3 100.8 100.5 Right 27 33 22.3 32.7 107.9 109.6 W Left 107 113 72.3 87.6 95.1 96.9 Right 41 16 27.7 12.4 103.5 102.0 No KLUO Signs
Burwood Hwy 25.6 km E Left 363 469 49.7 60.0 80.2 80.4 Right 368 313 50.3 40.0 85.8 87.8 W Left 308 289 40.7 45.4 72.1 75.6 Right 449 348 59.3 54.6 79.2 8t.l Sth Gippsland Hwy 52 km E Left 60 110 77.9 75.9 96.8 89,8 Right 17 35 22.1 24.1 100.7 97.6 W Left 106 60 66.3 78.9 89.5 93.5 Right 54 16 33.7 21.1 99.5 98.1 Western Hwy 82 km E Left 84 273 96.6 80.8 106.2 102.6 Right 3 65 3.4 19,2 111.5 107.8 W Left 53 266 77.9 82.6 97.3 102.9 Right 15 56 22.1 17.4 102.5 107.0 - 50 -
TABLE C.4: LANE USAGE AND MEAN SPEEDS FOR TRUCKS TRAVELLING AT FREE SPEEDS ON 2 LANE HIGHWAYS
Site Direction Lane Total Vehicles Percentage Mean Speeds of travel Before Mter Before Mter Before After
KLUO Signs Present
Princes Hwy E 93.2 kIn E Left 9 8 90.0 100 96.6 91.0 Right 1 10.0 90.4 W Left 19 12 90.5 100 93.2 98.5 Right 2 9.5 105.6 Hume Hwy 69 lun N Left 22 25 95.7 96.2 91.6 92.6 Right 1 1 4.3 3.8 107.8 108.6 S Left 48 33 100 100 94.7 94.4 Right Hume Hwy 45 kIn N Left 46 34 97.9 97.1 96.3 93.4 Right 1 1 2.1 2.9 109.1 96.3 Left 15 14 93.8 82.4 92.8 97.1 Right I 3 6.2 17.6 92.6 87.4 Princes Hwy W 38 km NE Left . 53 61 91.4 91.0 91.5 90.5 Right 5 6 8.6 9.0 96.1 101.5 SW Left 45 68 91.8 91.9 94.6 94.0 Right 4 6 8.2 8.1 107.8 97.6 Frankston Fwy 40 lun N Left 85 82 77.3 87.2 84.S' 88.8 Right 25 12 22.7 12.8 102.0 104.9 S Left 69 56 89.6 81.2 87.5 84.3 Right 8 13 10.4 18.8 106.7 97.7 Mulgrave Fwy 26 kIn E Left 105 114 76.6 . 83.2 87.9 91.8 Right 32 23 23.4 16.8 98.8 100.1 W Left 95 122 76.6 81.3 88.0 89.6 Right 29 28 23.4 18.7 99.2 97.1 Western Hwy 27 km E Left 29 12 87.9 92.3 89.6 93.6 Right 4 1 12.1 7.7 97.4 99.4 W Left 33 36 89.2 97.3 87.9 88.1 Right 4 1 10.8 2.7 101.9 105.3 No KLUO Signs
Burwood Hwy 25.6 kIn E Left 38 39 88.4 86.7 71.2 71.7 Right 5 6 11.6 13.3 77.9 77.3 W Left 41 40 80.4 71.4 61.0 59.5 Right 10 16 19.6 28.6 71.4 72.8 Sth Gippsland Hwy 52 km E Left 14 26 100 96.3 81.4 83.1 Right 1 3.7 - 104.1 W Left 23 9 88.5 100 83.8 88.2 Right 3 11.5 98.3 Western Hwy 82 Ian E Left 13 88 100 96.7 93.7 92.6 Right 3 3.3 - 101.5 W Left 15 86 88.2 91.5 77.2 93.9 Right 2 8 11.8 8.5 95.6 98.3 - 51 -
APPENDIX D
2x2 X2 Test
The value of X2 is calculated as
2 (Eij - Oij)2 x '" jl1 ill Eij where,
Eij = Expected no. of vehicles
and,
Oij = Observed no. of vehicles
The expected number of vehicles are calculated using 2x2 contingency tables
E.g. For cars for all sites combined, a 2x2 contingency table for the observed no. of vehicles would be as follows:
Volume Number in Number in Total Left Lane Right Lane Period
Before 9946 6129 16075
After 10861 5615 16475
Total 20807 11744 32551
SP3:2 AC/ac