This study investigates the effect of two pavement markings (transverse rumble strips (TRS) and a backward pointing herringbone pattern (HP)) on speed and lateral control in and nearby curves. Two real-world curves with strong indications of a safety problem were replicated as realistic as possible in the simulator. Results show that both speed and lateral control differ between the curves. These behavioural differences are probably due to curve-related dissimilarities with respect to geometric alignment, cross-sectional design and speed limit. TRS and HP both influenced mean speed and mean acceleration/deceleration but not lateral control. TRS generated an earlier and more stable speed reduction than HP which induced significant speed reductions along the curve. The TRS gives drivers more time to generate the right expectations about the upcoming curve. When accidents occur primarily near the curve entry, TRS is recommended. The HP has the potential to reduce accidents at the curve end. Practitioner Summary: Two pavement markings (transversal rumble strips and HP) nearby dangerous curves were investigated in the driving simulator. TRS generated an earlier and more stable speed reduction than HP which induced speed reductions along the curve. The TRS gives drivers more time to generate right expectations about the upcoming curve.

Accident statistics show that transitions from rural to urban areas are accident prone locations. Inappropriate speed and mental underload have been identified as important causal factors on such transitions. A variety of traffic calming measures (TCM) near rural-urban transitions has been tested in field experiments and driving simulator studies. Simulator experiments where drivers are exposed a single TCM in one session are well reported in the literature. However, the extents to which drivers' behavior will be consistent over time when exposed to the same treatment over time are relatively scare and unclear. This study examined drivers behavior when exposed to the same treatment (a gate construction located at a rural-urban transition). Over a period of five successive days, seventeen participants completed a 17 km test-drive on a driving simulator with two thoroughfare configurations (gates present or absent) in a within-subject design. Results indicate that gates induced a local speed reduction that sustained over this five-day period. The effect on standard deviation of acceleration/deceleration and lateral position was rather limited. Overall we conclude that gate constructions have the potential to improve traffic safety in the direct vicinity of rural-urban transitions, even if drivers are repeatedly exposed. Notwithstanding, we advise policy makers to appropriately use this measure. Best is to always carefully consider the broader situational context (such as whether the road serves a traffic-rather than a residential function) of each particular location where the implementation of a gate construction is one of the options.

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