Traffic Calming
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Fact Sheet New Type of Layout for 60 Km/H Rural Roads
SWOV Fact sheet Edge strips on rural access roads Summary In a sustainably safe traffic system, uniformity of traffic facilities is a point of special interest. Uniformity ensures recognizability and predictability of (critical) traffic situations. The uniformity of rural access roads can be increased by applying edge strips on both sides of the road; this creates a narrow single lane for motorised vehicles in the middle of the carriageway: a marked driving lane. Edge strips are marked with broken lines. The edge strips on either side of the marked driving lane can be used by cyclists if they are sufficiently wide. Studies indicate that this type of marking slightly increases road safety. Background and content When redesigning rural roads according to the Sustainable Safety guidelines, 80 km/h roads with a minor traffic function in rural residential areas are converted into rural access roads. This road category is intended for use by all transport modes and has a speed limit of 60 km/h. In a sustainably safe traffic system, uniformity of traffic facilities is a point of special interest. Uniformity is a way of ensuring recognizability and predictability of (critical) traffic situations (see also the SWOV Fact sheet Recognizable road design). The uniformity of rural access roads can be increased by applying edge strips; this leaves a marked driving lane for motorized vehicles in the middle of the carriageway (see Figure 1). The present Fact sheet will discuss the requirements for the different types of edge strips on rural access road and the effects on traffic behaviour and road safety. -
SMART MOBILITY #Smarttogether
SMART MOBILITY #SmartTogether Get to know the Smart Mobility opportunities in the Netherlands The Dutch Way Photo: TNO The Netherlands: a small country with great potential Smart Mobility is a theme of global proportions. Half of the world population lives in megacities and this share increases every year. In all densely populated metropolitan areas, mobility, in logical tandem with the quality of life, is one of the most important issues in today’s society. Throughout the world, Smart Mobility is the object of turbulent development. In Europe, the topic has been high on the innovation agenda for many years, and the European Commission provides incentives for research and development and application projects. The Netherlands off ers (international) entrepreneurs who develop Smart Mobility initiatives a unique business and innovation climate. The Netherlands is a densely populated transport hub with an infrastructure and an innovation climate that rank among the best of the world. The Netherlands has an extensive, high-quality road system in urban areas. In addition, the Netherlands is the home turf of a number of prestigious knowledge clusters in the automotive, technology and high-tech industry. Furthermore, the Netherlands is characterized by a culture of open networks and intensive cooperation, and has the highest percentage of mobile Internet users in the world. The Netherlands means business when it comes to Smart Mobility; not just to promote domestic development, but to take the lead in developing pioneering initiatives. 2 #SmartTogether The Netherlands as a Living Lab: develop and test in practice! The Netherlands means business when it comes to Smart Mobility. -
Traffic and Road Sign Recognition
Traffic and Road Sign Recognition Hasan Fleyeh This thesis is submitted in fulfilment of the requirements of Napier University for the degree of Doctor of Philosophy July 2008 Abstract This thesis presents a system to recognise and classify road and traffic signs for the purpose of developing an inventory of them which could assist the highway engineers’ tasks of updating and maintaining them. It uses images taken by a camera from a moving vehicle. The system is based on three major stages: colour segmentation, recognition, and classification. Four colour segmentation algorithms are developed and tested. They are a shadow and highlight invariant, a dynamic threshold, a modification of de la Escalera’s algorithm and a Fuzzy colour segmentation algorithm. All algorithms are tested using hundreds of images and the shadow-highlight invariant algorithm is eventually chosen as the best performer. This is because it is immune to shadows and highlights. It is also robust as it was tested in different lighting conditions, weather conditions, and times of the day. Approximately 97% successful segmentation rate was achieved using this algorithm. Recognition of traffic signs is carried out using a fuzzy shape recogniser. Based on four shape measures - the rectangularity, triangularity, ellipticity, and octagonality, fuzzy rules were developed to determine the shape of the sign. Among these shape measures octangonality has been introduced in this research. The final decision of the recogniser is based on the combination of both the colour and shape of the sign. The recogniser was tested in a variety of testing conditions giving an overall performance of approximately 88%. -
The Relationship Between Traffic Volume and Road Safety on the Secondary Road Network
The relationship between traffic volume and road safety on the secondary road network Kirsten Duivenvoorden D-2010-2 The relationship between traffic volume and road safety on the secondary road network A literature review D-2010-2 Kirsten Duivenvoorden Leidschendam, 2010 SWOV Institute for Road Safety Research, The Netherlands Report documentation Number: D-2010-2 Title: The relationship between traffic volume and road safety on the secondary road network Subtitle: A literature review Author(s): Kirsten Duivenvoorden Project leader: Wendy Weijermars Project number SWOV: 01.6.1.2 Keywords: Congestion (traffic), motorway, secondary road, accident, speed, junction, roundabout, traffic flow, mathematical model, Netherlands. Contents of the project: This literature study aims to give more insight into the relationship between traffic volume and road safety and is limited to road sections and intersections on secondary rural roads (mainly 80 km/h distributor roads) in the Netherlands. The two most common types of intersections - roundabouts and signalised intersections - are discussed in the present study. Number of pages: 25 Price: € 8,75 Published by: SWOV, Leidschendam, 2010 This publication contains public information. However, reproduction is only permitted with due acknowledgement. SWOV Institute for Road Safety Research P.O. Box 1090 2260 BB Leidschendam The Netherlands Telephone +31 70 317 33 33 Telefax +31 70 320 12 61 E-mail [email protected] Internet www.swov.nl Summary On motorways, congestion is a well-known traffic problem. On the secondary road network, the same problem arises when traffic volume increases and the driven speed decreases. At certain times of day, roads get congested and the number of interactions between road users increases. -
Communications
rijkswaterstaat I communications , wrong-way driving by ir. g. 8. brevoord no. 36/1984 B 3185 RIJKSWATERSTAAT COMMUNICATIONS WRONG-WAY DRIVING Driving the wrong way on one-way roads and specifically motorway carnageways Description of the magnitude and nature of the problem and of measures which may reduce the incidence of this phenomenon, with particular reference to roads by ir. G. A. Brevoord Head of the Seetion for Geometrie Design Transport and Traffie Engineering Division Publie Works Department (I •• __ 0 __ - •• ------11I The Hague 1984 i 2.:J';;'-,.,'U F,;-\'-\ I $-C·.:iavenhage L-__~~._~-_.~----- All correspondence and applications should he addressed to RIJKSWATERSTAAT DIRECTIE WATERHUISHOUDING EN WATERBEWEGING HOOFTSKADE 1 P.O. BOX 20907 2500 EX THE HAGUE - THE NETHERLANDS The views in this article are the authors •own. The Dutch version was produced in cooperation with the Royal Dutch Touring Club. Main catalogue entry: 8revoord, G. A. Wrong-way driving: driving thewrong way on one-way roads and specifically motorway carriageways: description of the magnitude and nature of the problem and of measures which may reduce the incidence of this phenomenon with particular reference to roads / by G. A~ Brevoord; Rijkswaterstaat. _ The Hague : Rijkswaterstaat, 1984. - 124 p. : ann., ill. ; 24 cm. - (Rijkswaterstaat communications; no. 36) Bibliogr.: p. 114. Contents page Preface 7 Summary 8 1 Introduction 9 2 The magnitude and nature of the problem 11 2.1 General .................. 11 2.2 Fatal accidents involving wrong-way drivers 11 2.3 A more detailed analysis of fatal accidents involving wrong-way drivers 15 2.4 Accidents involving and reports of wrong-way drivers in 1980 . -
FHWA Study Tour for Pedestrian and Bicyclist Safety in England, Germany, and the Netherlands
FHWA Study Tour for Pedestrian and Bicyclist Safety in England, Germany, and The Netherlands October 1994 Notice The contents of this report reflect the views of the authors, who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official policy of the Department of Transportation. The metric units reported are those used in common practice by the persons interviewed. They have not been converted to pure SI units since, in some cases, the level of precision implied would have been changed. The United States equivalents to the foreign currency amounts appearing in this report are based on the rates of exchange in effect during the time of the study tour. The United States Government does not endorse products or manufacturers. Trademarks or manufacturers' names appear herein only because they are considered essential to the objective of this document. This report does not constitute a standard, specification, or regulation. FHWA International Technology Scanning Program Study Tour Summary Report on FHWA Study Tour for Pedestrian and Bicyclist Safety in England, Germany, and The Netherlands Prepared by the study tour team Charles V. Zegeer University of North Carolina and Michael Cynecki, City of Phoenix, Arizona Peter Lagerwey, City of Seattle, Washington John Fegan, Federal Highway Administration Carol Tan, Federal Highway Administration Brian Gilleran, Federal Highway Administration Bob Works, Minnesota Department of Transportation and the Transportation Technology Evaluation Center (TTEC) International Technology Research Institute Loyola College in Maryland Baltimore, MD 21210 Prepared for Federal Highway Administration U.S. Department of Transportation Washington, DC 20590 October 1994 TABLE OF CONTENTS EXECUTIVE SUMMARY . -
Safe Interaction Between Cyclists, Pedestrians and Automated Vehicles
Safe interaction between cyclists, pedestrians and automated vehicles R-2016-16 Safe interaction between cyclists, pedestrians and automated vehicles Luuk Vissers, MSc, Sander van der Kint, MSc, Ingrid van Schagen & Prof. Marjan Hagenzieker R-2016-16 Safe interaction between cyclists, pedestrians and automated vehicles What do we know and what do we need to know? R-2016-16 Luuk Vissers, MSc, Sander van der Kint, MSc, Ingrid van Schagen & Prof. Marjan Hagenzieker The Hague, 2016 SWOV Institute for Road Safety Research, The Netherlands Report documentation Number: R-2016-16 Title: Safe interaction between cyclists, pedestrians and automated vehicles Subtitle: What do we know and what do we need to know? Author(s): Luuk Vissers, MSc, Sander van der Kint, MSc, Ingrid van Schagen & Prof. Marjan Hagenzieker Project leader: Prof. Marjan Hagenzieker Project number SWOV: S16.05 Keywords: Cyclist, pedestrian, vehicle, automatic, electronic driving aid, driving (veh), behaviour, skill (road user), decision process, safety. Contents of the project: Automated vehicles are gradually entering our roadway system. This report look into the position of pedestrians and cyclists in a future traffic system in which fully automated vehicles, partly automated vehicles and manually-driven vehicles have to share our roads. It provides an overview of current knowledge about the interaction of pedestrians and cyclists with (partly) automated vehicles. Furthermore, it identifies what we need to know in order to ensure that a (partly) automated driving system does not compromise the safety of pedestrians and cyclists. Number of pages: 46 Published by: SWOV, The Hague, 2016 This publication contains public information. However, reproduction is permitted with due acknowledgement. -
FHWA Scanning Report on Traffic Management and Traveler
TrafficManagement and Traveler Information Systems INTERNATIONAL FHWA’s Scanning Program U.S. Department of Transportation Federal Highway Administration November 1997 Notice The contents of this report reflect the views of the authors, who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official policy of the U.S. Department of Transportation. The metric units reported are those used in common practice by the persons interviewed. In some case, they have not been converted to pure SI units since the level of precision implied would have changed. The U.S. equivalents to the foreign currency amounts appearing in this report are based on approximate rates of exchange in effect during the time of the study tour. The U.S. Government does not endorse products or manufacturers. Trademarks or manufacturers’ names appear herein only because they are considered essential to the objective of this document. This report does not constitute a standard, specification, or regulation. FHWA International Technology Report on Traffic Management and Traveler Information Systems Prepared by the study tour team Wayne Berman FHWA Steve W. Clinger Gene S. Donaldson FHWA Montgomery County John Duve David R. Gehr SANDAG Virginia DOT Gregory M. Jones Jerry L. King FHWA Metropolitan Transit Authority Steve Kuciemba Joseph F. Ligas Maryland SHA Illinois DOT Pamela P. Marston James R. Robinson FHWA Virginia DOT Dennis Symes Juan M. Morales FTA J.M. Morales & Associates and Transportation Technology Evaluation Center (TTEC) International Technology Research Institute (ITRI) Loyola College in Maryland Baltimore, MD 21210 Prepared for Federal Highway Administration U.S. -
Self-Explaining Roads,” in Which They Argued for the Devel- Opment of a New Concept for Approaching Safe Road Design
Theeuwes Cogn. Research (2021) 6:15 https://doi.org/10.1186/s41235-021-00281-6 Cognitive Research: Principles and Implications REVIEW ARTICLE Open Access Self-explaining roads: What does visual cognition tell us about designing safer roads? Jan Theeuwes1,2* Abstract In 1995, Theeuwes and Godthelp published a paper called “self-explaining roads,” in which they argued for the devel- opment of a new concept for approaching safe road design. Since this publication, self-explaining roads (SER) became one of the leading principles in road design worldwide. The underlying notion is that roads should be designed in such a way that road users immediately know how to behave and what to expect on these roads. In other words, the environment should be designed such that it elicits adequate and safe behavior. The present paper describes in detail the theoretical basis for the idea of SER and explains why this has such a large efect on human behavior. It is argued that the notion is frmly rooted in the theoretical framework of statistical learning, subjective road categorization and the associated expectations. The paper illustrates some successful implementation and describes recent develop- ments worldwide. Signifcance statement elicits automatically the behavior that is appropriate for In 1995, the idea was put forward that a trafc environ- that type of road. In other words, the road nudges the ment should elicit safe behavior simply by its design. Tis right behavior without the need for much enforcement or idea was dubbed self-explaining roads (SER), and over education. the course of 25 years, this approach became the lead- Since its publication, the notion of SER has gained a ing principle of road design worldwide. -
Traffic Operations Guidance Manual REVISION NO.: 15
COMMONWEALTH OF KENTUCKY TRANSPORTATION CABINET FRANKFORT, KY 40622 MANUAL TITLE: Traffic Operations Guidance Manual REVISION NO.: 15 DATE REQUESTED: April 2021 REPRINT: REQUESTED BY: Kim Jasper NEW: NEW & REVISED POLICIES CHAPTER/ EXPLANATION OLD NEW SECTION PAGES PAGES TO BE TO BE DELETED ADDED The purpose of this printing is to include the following new and revised policies and procedures in the Traffic Operations Guidance Manual. This revision also includes one exhibit update and a Table of Contents update. TO-400 One-Way Signing on Bifurcated Highways TO-402-01 Stop Control at Intersections TO-402-01 Passing Regulations TO-402-02 Freeway Prohibition Signs TO-402-02 NO U-TURN Signs TO-402-03 No U-turn Signs TO-402-03 Truck Lane Restrictions TO-402-04 TO-402-04 Speed Regulations TO-402-05 TO-402-05 STOP Signs at Railroad Crossings TO-402-06 TO-402-06 Median Crossover Signs TO-402-07 Anti-Littering Signs TO-402-07 Anti-Littering Signs TO-402-08 KEEP RIGHT EXCEPT TO PASS Signs TO-402-08 Stop Control at Intersections TO-402-09 Weight Limit Signs TO-402-09 KEEP RIGHT EXCEPT TO PASS Signs TO-402-10 NO TURN ON RED Signs TO-402-10 Weight Limit Signs TO-402-11 Yield Here To Pedestrians Signs TO-402-11 NO TURN ON RED Signs TO-402-12 Engine Compression System Signs TO-402-12 Seat Belt Signs TO-402-13 Introduction TO-404-01 TO-404-01 Route Signs TO-404-02 TO-404-02 FORMERLY Signs TO-404-03 TO-404-03 Destination & Distance Signs TO-404-04 TO-404-04 Street Name Signs TO-404-05 TO-404-05 Numbering of Signalized Intersections TO-404-06 TO-404-06 -
Roads 2018 Roads
Roads 2018 Roads CONTENTS 1 Overview _________________________________________________________________ 4 2 Designing for road function___________________________________________________ 5 2.1 Road classification _____________________________________________________________ 5 2.2 Safe System __________________________________________________________________ 7 2.3 Self-explaining roads ___________________________________________________________ 9 2.4 Investing in road improvement __________________________________________________ 10 3 Urban roads ______________________________________________________________ 11 3.1 Urban Safety Management _____________________________________________________ 11 3.2 20mph (30km/h) zones ________________________________________________________ 13 3.3 Shared Space and Mixed Priority _________________________________________________ 14 4 Rural roads ______________________________________________________________ 15 4.1 Rural Safety Management ______________________________________________________ 15 4.2 Rural Roads Safety Issues ______________________________________________________ 17 5 Getting initial safety design principles right _____________________________________ 17 5.1 Alignment ___________________________________________________________________ 18 5.2 Cross-sections _______________________________________________________________ 21 5.3 Roadside treatment ___________________________________________________________ 22 5.4 Junctions ___________________________________________________________________ 24 -
The Feasibility of a New Shared Space in Canberra
The Feasibility of a New Shared Space in Canberra IMPROVING THE BUNDA STREET SHAREWAY DESIGN AND ASSESSING THE FEASIBILITY OF CONVERTING LONSDALE STREET INTO A SHARED SPACE U5589902 ENGN2226 DESIGN PORTFOLIO Abstract Shared spaces are a recent urban traffic engineering concept that aim to integrate road users through the removal of traditional traffic control devices. They reduce the dominance of cars in public spaces by allowing user behaviour to be determined by social protocols instead of traffic rules, with the ultimate aim of increasing accessibility and safety for pedestrians and cyclists. This report investigates the success of the Bunda Street Shareway design and how it could be improved, identifies safety issues through evaluating existing Shared Space implementations around the world and evaluates the feasibility of implementing a Shared Space on Lonsdale Street in Braddon. Various aspects of the Bunda Street Shareway design were examined, including the road changes, signage, advertisement, safety measures for vulnerable users, construction time and costs involved. Recommendations are made on how the design could be improved and how it would need to implemented if applied to Lonsdale Street. 1 Contents Abstract ........................................................................................................................................................... 1 Introduction to Shared Spaces ........................................................................................................................ 3 Assessing