Evaluation of the 13 Controlling Criteria for Geometric Design

Harwood, D W; Hutton, Jessica M; Fees, Chris A; Bauer, Karin; Glen, Alan; Ouren, Heidi

doi:10.17226/22291

Cited by 16 publications

(15 citation statements)

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“…A separate study using only young (18–25 years old) or old (65+ years old) drivers found that values for the mean and standard deviation of deceleration rates were smaller than the values currently used in AASHTO design guidance ( 3 ). These results indicated that the mean deceleration rate was 0.48 g’s with a standard deviation of 0.03 g’s.…”

Section: Literature Reviewmentioning

confidence: 79%

“…To facilitate this, design criteria have been developed and adopted by transportation agencies. Stopping sight distance (SSD) is considered a fundamental street design criterion that is necessary for safe roadway design ( 1 – 3 ). It is one of the Federal Highway Administration’s (FHWA) controlling criteria, underscoring its importance among geometric design elements ( 4 , 5 ).…”

mentioning

confidence: 99%

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Evaluating Relationships between Perception-Reaction Times, Emergency Deceleration Rates, and Crash Outcomes using Naturalistic Driving Data

Wood

Zhang

2020

Transportation Research Record: Journal of the Transportation R

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Perception-reaction time (PRT) and deceleration rate are two key components in geometric design of highways and streets. Combined with a design speed, they determine the minimum required stopping sight distance (SSD). Current American Association of Highway Transportation Officials (AASHTO) SSD guidance is based on 90th percentile PRT and 10th percentile deceleration rate values from experiments completed in the mid-1990s. These experiments lacked real-world distractions, and so forth. Thus, the values from these experiments may not be applicable in real-world scenarios. This research evaluated (1) differences in PRTs and deceleration rates between crash and near-crash events and (2) developed predictive models for PRT and deceleration rate that could be used for roadway design. This was accomplished using (1) genetic matching (with Rosenbaum’s sensitivity analysis) and (2) quantile regression. These methods were applied to the Strategic Highway Research Program 2 (SHRP2) Naturalistic Driving Study (NDS) data. The analysis results indicated that there were differences in PRT and deceleration rates for crash and near-crash events. The specific estimates were that, on average, drivers involved in crash events took 0.487 s longer to react and decelerated at 0.018 g’s (0.58 ft/s2) slower than drivers in equivalent near-crashes. Prediction models were developed for use in roadway design. These models were used to develop tables comparing existing SSD design criteria with SSD criteria based on the results of the predictive models. These predicted values indicated that minimum design SSD values would increase by 10.5–129.2 ft, dependent on the design speed and SSD model used.

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Section: Literature Reviewmentioning

confidence: 79%

mentioning

confidence: 99%

Evaluating Relationships between Perception-Reaction Times, Emergency Deceleration Rates, and Crash Outcomes using Naturalistic Driving Data

Wood

Zhang

2020

Transportation Research Record: Journal of the Transportation R

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“…This was also noted in the Mason and Mahoney state policy review [10]. NCHRP Report 783 also recommends the treatment of the design speed differently than other criteria and recommends discouraging or even prohibiting its use as a design exception [11] Another issue of bridge replacement projects is the need for wider lanes on the bridge, since current design guidance could often require a wider roadway width across the bridge. In most cases, approaches to older bridges have a narrower roadway width than the proposed width.…”

Section: Discussionmentioning

confidence: 97%

“…A recent NCHRP study [11] examined the 13 criteria in order to determine current relationships between them and safety and operational considerations. The study also reviewed each criterion in a critical manner in order to determine its significance in current design efforts and whether it should be retained for future use.…”

Section: Introductionmentioning

confidence: 99%

Impacts of Design Exceptions on Highway Safety

Stamatiadis¹,

Psarianos²

2017

IJT

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“…The dimensions of the highway lanes and the 18.3 m (60-ft) adjacent right-of-way including the foreslope, level ground, and backslope which may be covered by vegetation, BMP, or bare soil is shown in Figure 1. A 1.5% typical cross-slope of an interstate highway is used for drainage purposes according to the literature [16][17][18]. The adjacent right-of-way area at the side of the idealized highway (S1) is divided into three subcatchments: foreslope (S2), level ground (S3), and backslope (S4).…”

Section: Idealized Catchmentmentioning

confidence: 99%

Performance and Cost Perspective in Selecting BMPs for Linear Projects

Osouli

Bloorchian

Grinter

et al. 2017

Water

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Roads and developed land can alter hydrologic pathways, cause erosion, and increase pollution to nearby waters. Best management practices (BMPs) are commonly used to reduce adverse effects of post-construction runoff. This study is focused on providing performance and cost information for optimally selecting the BMPs for retaining post-construction stormwater on site. The performance of BMPs was simulated numerically using an idealized catchment in an urban setting environment. The cost of construction and maintenance of these BMPs were based on unit price. The considered BMPs were bioswale, infiltration trench, and vegetated filter strip. The effects of vegetated covers such as turf or prairie grass on stormwater runoff reduction of linear projects with and without BMPs were also evaluated. Finally, based on construction cost, maintenance costs, and performance of BMPs, recommendations are made to help decision makers in implementing the optimal BMP to control stormwater runoff for highways in urban areas.

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Evaluation of the 13 Controlling Criteria for Geometric Design

Cited by 16 publications

References 0 publications

Evaluating Relationships between Perception-Reaction Times, Emergency Deceleration Rates, and Crash Outcomes using Naturalistic Driving Data

Evaluating Relationships between Perception-Reaction Times, Emergency Deceleration Rates, and Crash Outcomes using Naturalistic Driving Data

Impacts of Design Exceptions on Highway Safety

Performance and Cost Perspective in Selecting BMPs for Linear Projects

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