Road Workers Safety Forum. Trials Team. Trial Report: On-Road Monitoring of Innovative Taper

Size: px
Start display at page:

Download "Road Workers Safety Forum. Trials Team. Trial Report: On-Road Monitoring of Innovative Taper"

Transcription

1 Road Workers Safety Forum Trials Team Trial Report: M25 Motorway,

2 TABLE OF CONTENTS 1 INTRODUCTION Description of Innovative Taper Technique History of Development and Evaluation of Innovative Taper TRIAL METHOD Data collection for taper placement and retrieval Traffic data analysis User assessments RESULTS On-road monitoring of the taper placement and retrieval Traffic data analysis Car driver perception assessment Heavy goods vehicle driver perception assessment Road worker benefits assessment CONCLUSIONS AND SUMMARY...27 Car and Truck Driver Questionnaire i

3 1 INTRODUCTION Road works are a necessary part of the maintenance of a modern road network and temporary lane closures are an essential tool that enables maintenance operations to be carried out safely. The Road Workers Safety Forum Trials Team exists to trial equipment and techniques that can improve the safety of road workers. This includes any measures that have the potential to reduce risk to personnel involved in the installation and removal of lane closures. The most hazardous activity in closing a live lane is establishing the initial angled line of cones that closes the lane, known as the cone taper. Although the introduction (championed by RoWSaF) of sequentially flashing road danger lamps on the cone taper has reduced taper collisions by a significant amount, there is still a significant element of risk to the road workers involved in setting out the taper. One potential method to improve the safety of road workers is to reduce the time spent in the carriageway installing and removing lane closures. An innovative cone taper layout that was designed to achieve this safety improvement was proposed to RoWSaF by Carillion plc. This method (referred to as the innovative taper in this report) was designed to reduce the number of cones required in a cone taper and thus reduce the time taken to install and/or remove a lane closure. This report presents the findings of a limited area roll-out of the innovative taper, which was conducted following successful off-road trials and an initial deployment of the technique on a live carriageway. It provides a description of the technique, its development and the effects of the innovative taper on road worker and road user safety. 1

4 1.1 Description of Innovative Taper Technique The established technique for setting out a lane closure taper (as specified in the Traffic Signs Manual Chapter 8: Traffic Safety Measures and Signs for Road Works and Temporary Situations Part 1: Design) requires a line of cones to be placed diagonally across the lane to be closed (referred to as the conventional taper ). The cones are spaced at 3 metre centres in the arrangement shown in Figure 1 below. The innovative method uses rows of cones placed perpendicular to the direction of traffic flow and spaced at 30m centres, with only two intermediate cones spaced equally (10 metre centres) between the perpendicular rows. This arrangement is shown in Figure 2 below: 246m 246m 150m 150m 120m 90m 60m 30m 0m 0m Figure 1: Conventional taper layout (Chapter 8 Plan DZB6 1 ) Figure 2: Innovative taper layout 1 Lane-change zone for a single lane closure on a dual carriageway road with a hard shoulder for which the national speed limit applies, Plan DZB6, Section D6.15, Traffic Signs Manual Chapter 8: Traffic Safety Measures and Signs for Road Works and Temporary Situations, Part 1: Design (2006), TSO London 2

5 The innovative taper requires only 31 cones to establish a single lane closure compared to the 51 cones required to establish a lane closure using a conventional taper. The reduced number of cones in the innovative taper is balanced by the arrangement of perpendicular rows which gives the appearance of a wall of cones and thus the illusion of solidity to the taper. A further benefit of the reduced number of cones required for the innovative taper is a reduced manual handling requirement, estimated by industry to be around 50% of that of deploying a conventional taper. 1.2 History of Development and Evaluation of Innovative Taper The innovative taper layout was originally suggested to the Road Workers Safety Forum (RoWSaF) by Carillion. The development and evaluation of the innovative taper by RoWSaF took place in three stages:- 1) An off-road trial at TRL s test track was carried out on 30 th November 2006 by the RoWSaF Trials Team. This trial took place to evaluate the concept and develop an optimum design for the innovative taper. Stakeholders from RoWSaF and the wider traffic management industry were present to provide their feedback and assist with development suggestions. The outcome of the trial was the design shown in Figure 2 above. The positive reception from RoWSaF encouraged Carillion and the Highways Agency to propose an initial deployment of the innovative taper on a section of the network in Area 8 with low traffic flow. 2) A pilot deployment on a live carriageway took place on the M45 motorway on 17 th May 2007 under the control of CarillionWSP. Members of RoWSaF and key stakeholders from the traffic management industry were again present as observers. Comparison measurements were taken of traffic behaviour when approaching an innovative and conventional taper and video and still photographs were taken of the trial. A detailed chronology was also made of deployment and removal of each taper type to establish the potential level of time savings from the new technique. The monitoring of the trial was documented in a Trials Team report presented to the RoWSaF Working Group. 2 2 Road Worker Safety Forum Trials Team Trial Report: On-Road Evaluation of Innovative Taper M45 motorway, 17th May 2007 (2007), Report version 2.01, dated June 2007,TRL Limited, Wokingham 3

6 3) The initial deployment of the innovative taper on the M45 was considered sufficiently successful to warrant a limited area roll-out in Area 5, again under the control of Carillion. Approval was sought from the Agency to undertake multiple deployments of the innovative taper in live traffic conditions over a period of several months. These trials were monitored on site and from traffic data, with user perceptions of the new taper measured in a parallel exercise. This report summarises the findings from the monitoring of the limited area roll-out and supporting work carried out by the Trials Team. 4

7 2 TRIAL METHOD Monitoring and evaluation of the limited area roll-out of the innovative taper took place over a number of months (late ). The programme of work comprised five main parts: 2.1 Data collection for taper placement and retrieval. Three sources of data were collected for the trial Video and photographic data Video data of sample night-time deployment of the innovative taper were collected from a suitable vantage point (a bridge adjacent to the taper). The main site-based monitoring was carried out between Junction 9 and 10 of the M25 in March Figures 1 and 2 - Views of innovative taper from an overbridge, M25. Members of the Trials Team observed the setting-out process of the innovative taper that was being used to establish the Lane 1 closure. The setting-out process was recorded both by video and stills photography. Once the lane closure was established, car driver s eye height video data was recorded of the innovative taper and a conventional taper set out on the opposite carriageway. Two sets of video data were collected for each taper. The first of these involved the taper in Lane 1 being approached in Lane 1 with a lane change manoeuvre from Lane 1 to Lane 2 carried out adjacent to the taper. A second set of video data was collected by approaching the taper in Lane 2 with no lane change manoeuvre taking place. 5

8 Further video data were collected for both types of taper as it was known from previous Trials Team work on road works signing that visual perception is dependent on viewing angle. With the assistance of Carillion, video data were collected for both innovative and conventional tapers from a heavy goods (traffic management) vehicle. This gave a driver s eye viewing height of approximately 2.9m, compared to approximately 1.1m for the video data collected from the car driver s eye height Traffic flow data As part of the limited area roll-out, the Area 5 team at Carillion were requested to provide the Trials Team with locations and dates of road works activity where innovative tapers were used. Similar data were also requested for conventional tapers for the purposes of comparison. This information was then used to acquire traffic flow data for road works using both types of taper. As part of the roll-out, Carillion were also requested to collect any details of taper strikes for both conventional and innovative tapers. These two sources of data were required to provide an indication of how many vehicles had passed the innovative taper, how many collisions had occurred and hence assess the safety of the innovative taper relative to a conventional cone taper arrangement Deployment and removal time data The Area 5 team were also asked to record the time taken to deploy and retrieve the innovative taper. This was required to give a clearer indication of the time savings that could be achieved through the application of the technique, as the earlier offroad and on-road trials had demonstrated some variability in timings. The earlier variability was thought to result from the lack of experience of the traffic management personnel involved in deploying and removing the innovative tapers under trial conditions. It was anticipated that wider use of the technique and thus personnel gaining experience in its use would give a more robust indication of potential time savings and the consequent reduction in risk from exposure to live traffic. 6

9 2.2 Traffic data analysis. An essential part of the limited area roll-out was assessing any potential change in risk to road users arising from the use of the innovative taper. The level of exposure to traffic for innovative and conventional tapers was calculated based on the average number of vehicles passing each type of taper during the limited area roll-out. This ensured that the conventional and innovative tapers were used on roads with similar levels of traffic flow. The only measure of collision risk that could be obtained from the limited area roll-out was to examine the number of collisions with each taper type and compensate for exposure to traffic. Industry reports suggest that the number of collisions with tapers has dropped significantly as a consequence of the use of sequentially flashing road danger lamps (SFRDLs) on the taper. This made it unlikely that a collision with the taper would occur as SFRDLs were used on each innovative taper deployed. It was therefore assumed that if the results of the comparison of collision rates showed that the rates were equivalent then the collision risk to road users from the use of the innovative taper could be considered to be no greater than for the use of a conventional taper. 2.3 User assessments User assessments were carried out to provide data on the public and workforce perceptions of the innovative taper Car driver perception assessment. Video data of the innovative and conventional tapers taken from the car driver s eye height were processed to produce a series of video excerpts. These were normalised as far as possible to ensure that each started 200m away from the taper, continued through to the end of works and was around 35 seconds in length. 7

10 Eight excerpts were prepared, which were divided into two sets; one for daylight (taken from the M45 pilot deployment video data) and one for night-time (from the M25 limited area roll-out video data) as shown in Table 1. Excerpt set Lighting conditions & video data source Taper type Approach lane Excerpt designation Daylight (M45) Conventional 1 DC1 1 Daylight (M45) Innovative 1 DI1 Daylight (M45) Conventional 2 DC2 Daylight (M45) Innovative 2 DI2 Night-time (M25) Conventional 1 NC1 2 Night time (M25) Innovative 1 NI1 Night time (M25) Conventional 2 NC2 Night time (M25) Innovative 2 NI2 Table 1: Arrangement of car driver perception assessment video excerpts Each set contains two pairs of excerpts. Each pair of excerpts compared conventional and innovative tapers viewed from the same lane. To offset any potential bias in the results, the presentation order was randomised. Each participant was shown one of the two sets (four excerpts in total). Instructions to the participants were carefully worded to avoid alerting the participants to look for differences in the traffic management (see Appendix for the participant questionnaire). The participant was shown the first two excerpts from the set and asked a number of questions. They were then shown the remaining excerpts and asked further questions. Participants were members of the public who held current driving licences and drove on a regular basis. Whilst efforts were made to ensure a broad demographic, there was nevertheless a weighting towards females under 30. All participants held a full driving licence for Category B vehicles (car / light van) and were regular drivers. 8

11 2.3.2 Heavy Goods Vehicle driver perception assessment. A similar methodology was used for the heavy goods vehicle (HGV) driver perception assessment as for the car driver perception assessment. The night-time video data collected from the HGV driver s eye view was processed to produce a series of video excerpts similar to those described in Section HGV driver perception was measured using the same questionnaire structure employed for the car driver perception assessment, with the key difference being that the number of sets of excerpts was halved as only night-time assessments were carried out with the HGV drivers. Members of the Trials Team surveyed 16 HGV drivers at the M25 South Mimms motorway service area. The age range of drivers was wider than for the car drivers and the sample was biased towards males Road worker benefits assessment This assessment was carried out to examine the level of acceptance of the innovative taper technique amongst operatives experienced in its use. The assessment was also intended to identify any operational issues that could arise from the use of the innovative taper. A group of 37 traffic management operatives who had been using the innovative taper technique during the limited area roll-out were invited to participate in a survey. This survey was carried out on behalf of the Trials Team by a traffic management contractor working with Carillion and the results provided to the Trials Team for analysis and reporting. 9

12 3 Results 3.1 On-road monitoring of the taper placement and retrieval Observations of the deployment of an innovative taper made during the collection of video and still photography data showed that the taper took around ten minutes to install on a live lane closure when deployed from a traffic management installation vehicle. Further deployment and removal time data were collected for the Trials Team. This data was obtained by Carillion from Associated Asphalt Traffic Management, one of Carillion s sub-contractors. It was reported that across the installation of 520 innovative tapers, the average time taken to install the taper was between six and seven minutes, with the average time taken for taper removal of six minutes. Further time data were obtained directly from Carillion Traffic Management, which stated: Carillion Traffic Management has been trailing [sic] the new taper system on Area 5... using four T[raffic] M[anagement] Gangs, Monday to Friday. In this time we have installed over 150 closures using the new taper... The feed back [from the operatives] indicates that is that it is now taking them less time than when they first started. Time is now down to 10 minutes when dropped from the Traffic Management Installation Vehicle and 5 minutes if it is just being walked on from the side of the road. 3 This time data suggests that the average time taken to deploy or remove an innovative taper is 6-10 minutes. For comparison, the time reported by the traffic management industry for an experienced traffic management crew to place or remove a conventional taper is minutes. The data suggest that a 50-70% reduction in time to deploy a single lane closure taper was achieved by using the innovative layout. This has the potential to significantly reduce road worker exposure to risk by reducing the time taken to set out and remove temporary traffic management. 3 Carillion Traffic Management Memo A109.CH.MEMO.081 from Chris Heyball to Andy Hicks, dated 2 nd October

13 3.2 Traffic data analysis An indication of exposure of the innovative taper to traffic in the trial area was calculated by obtaining traffic count data (from the HA s MIDAS network and from the NTCC) for 34 innovative taper deployments and 10 conventional taper deployments. For the deployments examined, the traffic data indicated that a total of 71,464 vehicles had passed by innovative taper works during the two sampling periods. This gave an average (mean) of 2,102 vehicles passing each innovative taper. The traffic counts at the sites where conventional tapers had been deployed totalled 29,193 vehicles, giving an average (mean) of 2,919 vehicles passing each conventional taper. The difference between the two average traffic counts is a consequence of the much larger range in the innovative tapers (between 178 4,376 vehicles) compared to the smaller sample of conventional tapers (1,749 4,183 vehicles). However, the counts were of similar magnitude and thus traffic levels past each type of taper were considered comparable. Data from the two sampling periods are presented in Table 2 (conventional taper deployments) and Table 3 (innovative taper deployments): Date Road Junctions Carriageway Count Source 05/06/2008 M25 J10-11 B 3710 MIDAS 09/06/2008 M25 J5-6 A 2609 MIDAS 10/06/2008 M25 J4 B 1749 MIDAS 10/06/2008 M25 J3-4 A 2029 MIDAS 12/06/2008 M25 J8-9 A 3474 MIDAS 16/06/2008 M25 J9 B 2881 MIDAS 17/06/2008 M25 J8-9 A 3288 MIDAS 20/06/2008 M25 J8-9 B 4183 MIDAS 24/06/2008 M25 J9-10 B 1787 MIDAS 25/06/2008 M25 J8-9 B 3483 MIDAS Total Flow Table 2 - Flow Data for Conventional Taper Deployments 11

14 Date Road Junctions Carriageway Count Source 02/01/2008 A20 Swanley to Sidcup 688 NTCC 02/01/2008 A20 Swanley to Sidcup 843 NTCC 03/01/2008 M B 1550 MIDAS 03/01/2008 A3 Esher to Painshill 817 NTCC 03/01/2008 A3 Esher to Painshill 761 NTCC 03/01/2008 M B 2222 MIDAS 10/01/2008 M A 2108 MIDAS 18/01/2008 M25 7 B 1749 MIDAS 23/01/2008 M A 1433 MIDAS 23/01/2008 M B 1504 MIDAS 23/01/2008 M3 1-2 A 916 NTCC 24/01/2008 M23 Hooley to M25 A 736 NTCC 25/01/2008 M A 2908 MIDAS 25/01/2008 M B 2881 MIDAS 25/01/2008 M B 3357 MIDAS 31/01/2008 M B 196 NTCC 07/02/2008 M A 245 NTCC 04/06/2008 M25 J4-5 N 1964 MIDAS 05/06/2008 M25 J10-11 A 3374 MIDAS 05/06/2008 M25 J10-11 B 3710 MIDAS 05/06/2008 M25 J10-11 B 3307 MIDAS 09/06/2008 M25 J11 M 178 MIDAS 11/06/2008 M25 J8-9 B 3721 MIDAS 12/06/2008 M25 J4 M 297 MIDAS 12/06/2008 M25 J8-9 B 3365 MIDAS 12/06/2008 M25 J7-8 B 3529 MIDAS 13/06/2008 M25 J3-4 A 2528 MIDAS 13/06/2008 M25 J3-4 B 2599 MIDAS 16/06/2008 M23 J8-9 A 3387 MIDAS 17/06/2008 M25 J4-5 B 1998 MIDAS 18/06/2008 M25 J3-4 A 2007 MIDAS 18/06/2008 M25 J3-4 B 2001 MIDAS 20/06/2008 M23 J8-9 A 4209 MIDAS 20/06/2008 M23 J8-9 B 4376 MIDAS Total Flow Table 3 - Flow Data for Innovative Taper Road Works During the limited area roll-out, none of the tapers (conventional or innovative) were struck by any vehicle driven by a member of the public. The lack of taper strikes during the monitoring period supported the industry view that taper strikes have reduced substantially since the introduction of sequentially flashing road danger lamps (SFRDLs) on cone tapers. Continued monitoring carried out by Carillion plc indicated that no instances of a road user colliding with an innovative taper occurred after the sampling period. 12

15 The absence of any collision with either type of taper made it impossible to calculate a collision rate per vehicle for either innovative or conventional taper. However, the absence of any collisions with the innovative taper suggested that the collision risk to road users from the use of the innovative taper cannot be any greater than for the use of a conventional taper. This in turn implied that the innovative taper layout carried no greater risk of a road user colliding with it than the conventional Chapter 8 taper layout. Towards the end of the limited area roll-out, there was an incident where a heavy goods vehicle struck a traffic management vehicle. The traffic management vehicle was parked stationary on the hard shoulder. The traffic management operatives were in the final stages of clearing away a relaxed layout closure of Lanes 3 and 2 and as part of this work they were removing the 200 yards lane closure advance warning sign. Whilst there had been an innovative taper downstream of the advance warning sign location, this had already been completely removed some time before the collision occurred. There is no evidence to indicate that the innovative taper was either a causative or contributory factor in this collision. 13

16 3.3 Car driver perception assessment The car driver perception assessment was carried out on 46 drivers. The age and sex distribution of the sample of drivers is shown in Figures 5 and 6 below: Number of Participants Night Day 5 0 Under Age Group Figure 5 - Participant age (car driver perception assessment) Number of Participants Night Day 5 0 Female Gender Male Figure 6 - Participant gender (car driver perception assessment) The results of the car driver perception assessment were examined by time of day, with an overall analysis of the clarity of taper types. 14

17 3.3.1 Daytime perception assessment The twenty-four participants who undertook the daytime perception assessment were asked after viewing the first two video excerpts what differences (if any) they had noticed. Twenty-one of the participants said that they noticed differences, whereas three said they did not. The participants who had indicated they had noticed differences were then asked to expand on the differences they had observed and to comment on the relative clarity of the two taper arrangements. The participants were then shown the second two video excerpts and asked the same questions. There is no evidence of a learning effect in the data from the second assessment as eighteen participants (14% fewer) said that they noticed differences compared to six who said there were none. Participants who had noticed differences were again asked to expand on the differences they had observed. For the daytime excerpts, the distribution of differences noticed by the participants is shown in Figure 7: 11% 5% 14% 8% 3% 11% 9% 17% 3% Vehicles Road Maintenance vehicles Signs Road markings Distance to closure Cones Not sure None personnel 19% Figure 7 - Differences noticed by car drivers (daytime excerpts) 8% of participants mentioned cones when commenting on differences between the excerpts viewed. None of these participants explicitly identified a difference between the layouts of the tapers. Most participants commented on the proximity of the cones to an overbridge present in the video, with others commenting that the cones downstream of the innovative taper were further away from the live lane than in the 15

18 conventional taper video excerpt. One participant stated that they had observed cones in one excerpt but not in the other, even though they were clearly visible in both excerpts. The greatest number of participants noticed differences in the road markings. This occurred as a result of the location of the innovative taper during the M45 pilot deployment, which was 500m upstream of a roundabout which featured transverse yellow bar markings on the approach. These were not present in the video excerpt for the conventional taper as this had been placed on the opposite side of the carriageway. Comments were also made regarding the signing. Although the temporary road works signing was consistent between the excerpts, there were differences between the permanent signing visible in each excerpt. Comments on vehicles were a result of the differences in other traffic between the two excerpts. Several participants remarked that the innovative taper was further away from the start of the excerpt than for the conventional taper, even though the excerpts had been carefully prepared to ensure they started at equivalent locations immediately after the 400 yard advance warning sign. Once the participants had expanded on the differences they noticed, where appropriate, they were asked which of the videos they thought presented a clearer message of what they, as a driver, had to do. The results are shown in Figure Number of participants Innovative Conventional Both the Same Neither Taper Clarity Figure 8 Car drivers rating of taper clarity (daytime excerpts) 16

19 For the daytime perception there was a statistically significant difference in the choice of taper clarity expressed, with a majority of drivers considering that the innovative taper was clearer (t= 6.05 p<1%) Night-time perception assessment For the night-time perception assessment, eighteen of the twenty-two participants noted differences between the first pair of video excerpts and four who did not. There was a small difference for the second pair of excerpts, with 20 participants noting differences compared to two who did not. For the night-time perception assessment, the distribution of differences identified by the participants was as shown in Figure 9: 10% 2% 12% 25% 5% 2% 32% 8% 2% Vehicles Road Maintenance vehicles Signs Road markings Distance to closure Cones Not sure None personnel 2% Figure 9 - Differences noticed by car drivers (night-time perception assessment) Signing was the most frequently noticed difference. This was most probably due to the presence of a permanent variable message sign (VMS) adjacent to the innovative taper and the absence of any equivalent VMS in the conventional taper video excerpt. (The VMS adjacent to the innovative taper was not displaying any information at the time the video data were collected.) 17

20 Many respondents observed that there was a greater distance to the road closure in the case of the innovative taper, even though the video excerpts had been carefully prepared to ensure the approaches to each type of taper were equivalent. The comments from participants could have been a consequence of the locations of the tapers, as the innovative taper was placed on a section of carriageway with a slight left-handed curve and the conventional taper was placed on the opposite side and thus was on a slight right-handed curve. However, as the comments regarding a perceived greater distance to the innovative taper were consistent with the daytime perception assessment, these results may indicate a real effect. The innovative taper may possibly have given an earlier warning of the lane closure to the assessment participants, thus apparently expanding the perceived distance to the taper. This effect would require further investigation but may represent an additional yet unanticipated benefit of using the innovative taper. The differences identified by those participants who viewed the night-time video excerpts were mainly unrelated to the arrangement of cones in the two tapers. Although cones were mentioned in 5% of post-viewing responses, none of the participants explicitly stated that they had noticed a difference in the cone layouts. In the night time analysis there was a shift towards finding the conventional taper clearer. This can be seen in Figure 10 below: Number of Participants Innovative Conventional Both the Same Neither Taper Clarity Figure 10 Car drivers rating of taper clarity (night-time excerpts) 18

21 The rated difference in clarity between the innovative and conventional tapers was statistically significant (t=4.53, p<1%). The reason for the major difference in clarity rating in the night-time data (Figure 10) compared to the daytime data (Figure 8) was not fully identified. Factors that may have had an influence were differences in the road layout (2-lane vs. 4-lane) or comparison of an outside lane closure in the day with a nearside lane closure at night, which were defined by operational parameters outside of the control of the Trials Team. It is likely that the greatest influences on participant perception were the variations in quality between the daytime and night-time video data. Under low light conditions video data is not particularly effective at reproducing lit or reflective materials such as lamps, cones and signs. Additionally, the colour balance of the night-time video data was also considerably affected by the low-pressure sodium vapour lights on the motorway. This type of lighting changes the apparent colour of objects due to the very specific wavelength (589nm) of the sodium vapour lamp. This effect is particularly an issue for red or red/orange objects such as the cones in the tapers and thus may have influenced participants views Overall clarity of conventional and innovative tapers The results from participants rating of the taper types in terms of the clarity were aggregated and are presented in Figure 11 below Number of Participants Innovative Conventional Both the Same Neither Taper Clarity Figure 11 Clarity of taper arrangement (all car drivers) 19

22 The majority of participants rated innovative tapers and conventional tapers of comparable clarity. There is no statistically significant difference between the number of participants finding the innovative taper clearer than the conventional taper (t=1.07, p=29.0%). There is also no statistically significant difference between the numbers of participants finding the tapers both the same and those preferring the innovative (t=0.76 p=45.3%) or conventional taper (t=1.82 p=7.4%). The lack of significance in the aggregated data indicates that there was no significant difference in clarity between innovative and conventional tapers. 3.4 Heavy goods vehicle driver perception assessment The distribution of heavy goods vehicle (HGV) drivers who participated in the perception assessment was significantly different to the participants in the car driver sample. The HGV driver sample was smaller, more heavily biased to male drivers and towards the upper end of the age range. The distributions of age and sex of participants are shown in Figures 12 and 13: 10 8 Number of Participants Age Group Figure 12 - Participant age (HGV driver perception assessment) 20

23 14 12 Number of Participants Female Gender Male Figure 13 - Participant gender (truck survey) The HGV driver perception assessment used night-time excerpts from video data collected from an HGV driver s eye height. Participants were asked to respond to the same questionnaire structure used for the car driver perception assessment and describe any observed differences between two sets of two video excerpts None of the HGV drivers who participated in the assessment specifically identified that there was a different layout of cones. An inactive variable message sign (VMS) that was present in one video excerpt but not the other was noted, together with other differences ranging from the topography of the roads to the presence of other vehicles. However there were no consistent differences reported by the participants. One driver stated that he had observed a gap in the cones in the innovative taper excerpt. This referred to the works access downstream of the taper, which was not part of the assessment as it did not relate to the taper itself. The presence of a flashing lamp at the works access may have drawn his attention to this location as there was a static (non-flashing) lamp marking the works access on the conventional taper. Overall, most participants considered the clarity of the two taper arrangements to be similar as shown in Figure 14 below: 21

24 Number of Participants Innovative Conventional Both the Same Taper Clarity Figure 14 - Clarity of taper arrangement (HGV driver perception assessment) For HGV drivers who expressed an opinion regarding the clarity of the tapers, a small proportion considered the conventional taper to be clearer. However, the majority (65%) of participants viewed the two tapers as of similar clarity. This suggested that HGV drivers did not view the innovative taper as significantly different to a conventional taper. 22

25 3.5 Road worker benefits assessment The review of the road worker benefits assessment carried out for the Trials Team by the traffic management contractor highlighted the following issues: In response to the first question Do you feel comfortable with the new taper?, 28 operatives said that they were comfortable with the new taper and eight indicated they were not. Positive remarks obtained from those who felt comfortable centred on the ease and speed of deployment and removal of the new taper and associated benefits to the road worker. Negative comments were largely based around the dislike of change and the requirement to learn a new technique. Answers to the second question Is there any part of the setting out of the taper that you feel could be improved? were consistent with the Question 1 responses. All respondents except two stated that the current innovative taper deployment method was good. One of the positive comments suggested that the spacing of the intermediate cones should be revised to 9m instead of 10m to make them consistent with the spacing of the road markings. The two respondents who indicated improvements could be made both proposed using the conventional taper method instead of the innovative taper but did not provide any information as to why they considered it better than the innovative layout. This appeared to be an echo of the points made in response to Question 1 by those operatives who did not like the innovative taper arrangement. Answers to question 3 Is there any part of the picking up of the taper that you feel could be improved? indicated that the taper removal process was viewed as acceptable, with the majority of respondents indicating that they were happy with the current procedure. Two respondents specifically mentioned that care must be taken during the removal of the innovative taper as the traffic management vehicle is required to reverse in close proximity to road workers on the carriageway. 23

26 Road worker responses to question 4 Has the time spent installing the taper decreased or increased? varied as shown in Figure 15 Question 4 - Has the time spent installing the taper decreased or increased? Increase Decrease Same Other Figure 15 Change in time taken to install taper (road worker assessment) Twenty-four respondents said that they felt that the innovative taper was quicker to put out and retrieve than the conventional one, with four saying that it took the same time and one saying that it increased installation time. From those road workers who had experienced a reduction in time taken, a figure of five minutes per procedure was mentioned. The respondent who said that the installation time had increased did not provide any estimate of the additional time taken, why they were of this opinion or provide any additional useful information. The remaining respondents (classed as other ) did not express any opinion. The purpose of question 5 How does the taper look to you once installed? was to obtain the opinions of operatives as to whether the visual appearance of the innovative taper layout was as good as that of a conventional taper. Comments received were mainly positive, though some respondents voiced concerns that the spacing between cones was too large and might enable vehicles to pass through. 24

27 Responses to question 6 Is the taper easier or harder to install than the conventional taper? indicated that most operatives viewed the innovative taper as easier to install compared to the conventional layout, as shown in Figure 16: Question 6 - Is the taper easier or harder to install than the conventional taper? Easier Harder Same Other Figure 16 Ease of installation of innovative taper (road worker assessment) Twenty-three respondents said that they found that the innovative taper was easier to install than the conventional, compared to four who said it was harder and five who said that it was comparable to the conventional method. Two respondents specifically commented that the innovative taper technique was easier for inexperienced TM operatives to learn than the conventional taper technique. The remaining respondents (classed as other ) did not express any opinion. The safety performance of the innovative taper was addressed in Question 7 Is there a difference between nearside and offside layouts in respect to health and safety? Twenty-one participants claimed there were no operational differences between deployment of innovative tapers on the nearside and offside of the carriageway. Six responses claimed that it did make a difference, though the differences were not specified and the same number of respondents claimed there was a difference for nearside deployments as claimed there was a difference for offside deployments. The final question Would you like to continue with the trial? was included to gain an indication of industry s likely acceptance of the technique. The majority of TM 25

28 operatives polled said that they would like to continue with the on-road trial of the innovative taper. The road worker benefits assessment suggested that a majority of operatives were in favour of the innovative taper technique and considered it provided a benefit to road workers. A number of specific points were noted from the assessment that should be considered as part of any further roll-out of the taper technique: Operatives commented that when laying the innovative taper the traffic management vehicle had to start and stop frequently during installation and removal. This made it more difficult for the operative working on the back of the truck to remain standing. Two comments were that the visual effect of the taper was best suited to single lane drops of lane 1 or the outside lane. One comment was received that it was easier for inexperienced TM operatives to gain proficiency in setting out the innovative taper. Operatives indicated that they liked the closer proximity of the TM vehicle to their location on the carriageway during placement and pickup. 26

29 4 CONCLUSIONS AND SUMMARY Monitoring of the limited area roll-out of the innovative taper was intended to establish whether the innovative taper could provide a safety benefit to road workers and to ensure the risk to road users was no greater than the equivalent conventional taper. The limited area roll-out was carried out in Area 5 and the key findings from the monitoring carried out by the Trials Team were: The time taken to install or remove an innovative taper was 50-70% of the time taken to install or remove a conventional taper Time savings (and thus reduction in exposure to live traffic) during the limited area roll-out were around 20 minutes per taper installation and removal The reduction in manual handling from using the innovative taper was around 50% when compared to a conventional taper Examination of the traffic count and accident data suggests that the collision risk to road users from the use of the innovative taper is not any greater than for the use of a conventional taper. This is in agreement with the user perception assessment for both car and HGV drivers, which showed users did not notice any major difference between the two taper layouts and there was no strong preference for either type of taper. The majority of road workers who had used the innovative taper felt it was easier to learn as well as quicker to install and remove compared to a conventional taper and consequently wished to continue with the trial. Although the results of this trial are consistent and suggest the innovative taper layout is safe for both road workers and road users, it is strongly recommended that the Agency should collect a substantial body of evidence to assess the long-term safety of the technique. 27

30 The Trials Team therefore recommends that wider use of the innovative taper is supported by monitoring of the technique. This would enable the Highways Agency to ensure any collisions with innovative tapers can be investigated and an assessment made of collision frequency and risk together with the effect on both the cone layout and the impacting vehicle. 28

31 APPENDIX Car and Truck Driver Questionnaire 29

32 Survey Questionnaire The Transport Research Laboratory is undertaking work on behalf of the Highways Agency to explore the effectiveness of road works equipment. We would like to show you four short videos and ask you a few questions which should take around 15 minutes. 1) Watch first two videos (clip 1 and clip 2). Did you notice any differences between what you saw in the two videos? Yes No 2) If yes, what were the differences that you noticed? 3) Did you feel that either video presented a clearer message of what you, as a driver, were supposed to do? Clip 1 was clearer Clip 2 was clearer I thought they were about the same I didn t understand either one 30

33 4) Watch second two videos (clip 3 and clip 4) Did you notice any differences between what you saw in the two videos? Yes No 5) If yes, what were the differences that you noticed? 6) Did you feel that either video presented a clearer message of what you, as a driver, were supposed to do? Clip 3 was clearer Clip 4 was clearer I thought they were about the same I didn t understand either one Finally, what sort of vehicles do you drive on the motorway? Car Van Commercial lorry/bus Other - e.g. motorcyclist - To be completed by interviewer - Participant Gender Male Female Age : Under Over 60 Presentation B C D E 31

INTERIM ADVICE NOTE 150/12. Guidance for Alternative Temporary Traffic Management Techniques for Relaxation Schemes on Dual Carriageways.

INTERIM ADVICE NOTE 150/12. Guidance for Alternative Temporary Traffic Management Techniques for Relaxation Schemes on Dual Carriageways. INTERIM ADVICE NOTE 150/12 Guidance for Alternative Temporary Traffic Management Techniques for Relaxation Schemes on Dual Carriageways Summary Guidance for temporary traffic management (TTM), on the approach

More information

INTERIM ADVICE NOTE 150/14 Revision 02. Guidance on Alternative Temporary Traffic Management Techniques for Relaxation Works on Dual Carriageways

INTERIM ADVICE NOTE 150/14 Revision 02. Guidance on Alternative Temporary Traffic Management Techniques for Relaxation Works on Dual Carriageways INTERIM ADVICE NOTE 150/14 Revision 02 Guidance on Alternative Temporary Traffic Management Techniques for Relaxation Works on Dual Carriageways Summary Guidance for temporary traffic management (TTM),

More information

Aiming for Zero Road Worker Safety. Mark Pooley Highways Agency Road Worker Safety Programme Manager Monday 11 June 2012

Aiming for Zero Road Worker Safety. Mark Pooley Highways Agency Road Worker Safety Programme Manager Monday 11 June 2012 Aiming for Zero Road Worker Safety Mark Pooley Highways Agency Road Worker Safety Programme Manager Monday 11 June 2012 1. Road Worker Safety Strategy. RWS Strategic Target No. 1: achieve a substantial

More information

INTERIM ADVICE NOTE 150/11. Temporary Traffic Management Signing: Simplification of lane change zone signing for relaxation schemes.

INTERIM ADVICE NOTE 150/11. Temporary Traffic Management Signing: Simplification of lane change zone signing for relaxation schemes. INTERIM ADVICE NOTE 150/11 Temporary Traffic Management Signing: Simplification of lane change zone signing for relaxation schemes Summary Guidance to those planning traffic management on omission of certain

More information

Use of High Level Signs for Static Relaxation Works

Use of High Level Signs for Static Relaxation Works Transport Research Laboratory Use of High Level Signs for Static Relaxation Works by R Wood, M Palmer, C Reeves, I Rillie RPN2084 PSF E158 DRAFT PROJECT REPORT Transport Research Laboratory DRAFT PROJECT

More information

INTERIM ADVICE NOTE 188/16

INTERIM ADVICE NOTE 188/16 INTERIM ADVICE NOTE 188/16 Guidance on Omission of Warning Lights (Road Danger Lamps) for Relaxation Works on Dual Carriageways Summary Guidance for omission of warning lights (road danger lamps) in temporary

More information

Low Level Cycle Signals used as repeaters of the main traffic signals Appendices

Low Level Cycle Signals used as repeaters of the main traffic signals Appendices Low Level Cycle Signals used as repeaters of the main traffic signals Appendices Track trial report This document contains the appendices to accompany the report from the first sub-trial of a larger track

More information

DRAFT INTERIM ADVICE NOTE 150/17

DRAFT INTERIM ADVICE NOTE 150/17 DRAFT INTERIM ADVICE NOTE 150/17 Guidance on Alternative Temporary Traffic Management Techniques for Relaxation Works on Dual Carriageways Summary Guidance for temporary traffic management (TTM), on the

More information

// RoWSaF Making roads safer for road workers rowsaf.org.uk. RoWSaF Strategy 2015

// RoWSaF Making roads safer for road workers rowsaf.org.uk. RoWSaF Strategy 2015 // RoWSaF Making roads safer for road workers rowsaf.org.uk Working in partnership with clients, industry and key stakeholders to improve worker safety Often working close to live traffic, activities conducted

More information

Generic Safe Method for placing TTM on MM-ALR

Generic Safe Method for placing TTM on MM-ALR Summary 1. This paper describes a generic safe method for setting up and taking down Temporary Traffic Management (TTM) on Managed Motorway All Lane Running (MM-ALR) schemes. 2. An understanding of how

More information

Low Level Cycle Signals with an early release Appendices

Low Level Cycle Signals with an early release Appendices Low Level Cycle Signals with an early release Appendices Track trial report This document contains the appendices to accompany the report from the second subtrial of a larger track trial investigating

More information

P A Morgan, B Lawton and C Wallbank (née Reeves)

P A Morgan, B Lawton and C Wallbank (née Reeves) Transport Research Laboratory Creating the future of transport CLIENT PROJECT REPORT CPR2000 Use of MS4 Variable Signs and Signals to Display Signs for Advance Warning of Road Works Final Report - December

More information

Chapter 8 (2009) - Summary of key changes

Chapter 8 (2009) - Summary of key changes Chapter 8 (2009) - Summary of key changes (Some sections and paragraphs in the revised edition have been renumbered to take account of new sections and paragraphs; section numbers below refer to the revised

More information

Chicane Schemes. Traffic Advisory Leaflet 12/97 December Introduction

Chicane Schemes. Traffic Advisory Leaflet 12/97 December Introduction Traffic Advisory Leaflet 12/97 December 1997 Chicane Schemes Introduction Traffic Advisory Leaflet 9/94 "Horizontal Deflections" reported on the results of track trials carried out by the Transport Research

More information

Reduction of Speed Limit at Approaches to Railway Level Crossings in WA. Main Roads WA. Presenter - Brian Kidd

Reduction of Speed Limit at Approaches to Railway Level Crossings in WA. Main Roads WA. Presenter - Brian Kidd Australasian College of Road Safety Conference A Safe System: Making it Happen! Melbourne 1-2 September 2011 Reduction of Speed Limit at Approaches to Railway Level Crossings in WA Radalj T 1, Kidd B 1

More information

FYG Backing for Work Zone Signs

FYG Backing for Work Zone Signs Report Title Report Date: 2001 FYG Backing for Work Zone Signs Principle Investigator Name Kamyab, Ali Affiliation Western Transportation Institute Address c/o Caltrans, 1227 O Street, 5th Floor Sacramento,

More information

Transport Research Laboratory Creating the future of transport

Transport Research Laboratory Creating the future of transport Transport Research Laboratory Creating the future of transport PUBLISHED PROJECT REPORT PPR704 TfL Cycle Facility Trials: Alternative Separation Methods for Cycle Lanes G Beard Prepared for: Project Ref:

More information

Road to the future What road users want from Highways England s Route Strategies Summary report November 2016

Road to the future What road users want from Highways England s Route Strategies Summary report November 2016 Road to the future What road users want from Highways England s 2020-25 Route Strategies Summary report November 2016 Road to the future Summary report Foreword Guy Dangerfield Transport Focus aims to

More information

TRIM Queue, Vejle N Denmark. Evaluation report

TRIM Queue, Vejle N Denmark. Evaluation report EUROPEAN COMMISSION DIRECTORATE GENERAL ENERGY AND TRANSPORT TRIM Queue, Vejle N Denmark Evaluation report November 2009 Version 1.0 TRIM_Queue_EasyWay_Evaluation_Report_DK Updated: November 09 Document

More information

OPERATIONS CONTRACT MANAGEMENT MEMO CMM xx/16

OPERATIONS CONTRACT MANAGEMENT MEMO CMM xx/16 OPERATIONS CONTRACT MANAGEMENT MEMO CMM xx/16 SUBJECT: CARRIAGEWAY CROSSING AND LIVE LANE WORKING - CLARIFICATION Date Issued: (to be inserted by Operations Central, Directorate Services Team) Enquiry

More information

Managed Motorways All Lanes Running

Managed Motorways All Lanes Running Managed Motorways All Lanes Running All-Purpose Trunk Roads (APTR)/Dual 3- lane Motorway (D3M) Analysis and Hazard Assessment 1039092-ATA-035 Date: 8 May 2012 Version: 1.0 MMFD-ATA-035 - Issue 1 0 08-05-12.doc

More information

TYPES OF CYCLING. Figure 1: Types of Cycling by Gender (Actual) Figure 2: Types of Cycling by Gender (%) 65% Chi-squared significance test results 65%

TYPES OF CYCLING. Figure 1: Types of Cycling by Gender (Actual) Figure 2: Types of Cycling by Gender (%) 65% Chi-squared significance test results 65% TYPES OF CYCLING 1,980 responses were received to this question (multiple answers were allowed), 727 female (41%) and 1,242 (71%) from male respondents. The most common responses for both genders were

More information

Cyclist safety at road works

Cyclist safety at road works TRANSPORT RESEARCH LABORATORY Cyclist safety at road works Prepared for Driver Information and Traffic Management Divison, Department of the Environment, Transport and the Regions D G Davies, T J Ryley,

More information

Baseline Survey of New Zealanders' Attitudes and Behaviours towards Cycling in Urban Settings

Baseline Survey of New Zealanders' Attitudes and Behaviours towards Cycling in Urban Settings Baseline Survey of New Zealanders' Attitudes and Behaviours towards Cycling in Urban Settings Highlights 67% of urban New Zealanders, 18 years of age or more own or have access to a bicycle that is in

More information

Our Approach to Managing Level Crossing Safety Our Policy

Our Approach to Managing Level Crossing Safety Our Policy Our Approach to Managing Level Crossing Safety Our Policy Our policy towards managing level crossing risk is: that we are committed to reducing the risk at level crossings where reasonably practicable

More information

Lesson 7 4-Hour Version Slide: 4H-117

Lesson 7 4-Hour Version Slide: 4H-117 Lesson 7 4-Hour Version Slide: 4H-117 Lesson Objectives 4-Hour Version Slide: 4H-118 Lesson Objective: -- 4-Hour Version Slide: 4H-119 Video: L7_V1 - OH Struck-By.wmv Ask/Discuss: Debrief the video As

More information

MYTH-BUSTING IN MELBOURNE Left-turn Vehicle vs. Pedestrian Crashes At Signalised Intersections

MYTH-BUSTING IN MELBOURNE Left-turn Vehicle vs. Pedestrian Crashes At Signalised Intersections MYTH-BUSTING IN MELBOURNE Left-turn Vehicle vs. Pedestrian Crashes At Signalised Intersections Presentation by Mark O Brien AITPM Thursday 21 September 2017 Assumed Common Wisdom Our study commenced over

More information

On street parking manoeuvres and their effects on design

On street parking manoeuvres and their effects on design On street parking manoeuvres and their effects on design Purnawan, and Yousif, S Title Authors Type URL Published Date 1999 On street parking manoeuvres and their effects on design Purnawan, and Yousif,

More information

M9/A90/M90 Edinburgh to Fraserburgh Trunk Road. A90 Tealing. Moving Cursor Programme Junction Study

M9/A90/M90 Edinburgh to Fraserburgh Trunk Road. A90 Tealing. Moving Cursor Programme Junction Study A90 Tealing Moving Cursor Programme Junction Study This is an unpublished report prepared for the Transport Scotland, Trunk Road and Bus Operations Division (TRBO) and must not be referred to in any publication

More information

Smart motorways: all lane running on the M25. Guidance for EEAST crews

Smart motorways: all lane running on the M25. Guidance for EEAST crews Smart motorways: all lane running on the M25 Guidance for EEAST crews Published April 2014 Background This month (April 2014) the Highways Agency launched its smart motorways, which make use of new technology

More information

Temporary Vehicle Restraint System Policy

Temporary Vehicle Restraint System Policy Temporary Vehicle Restraint System Policy Prepared By; J Wilkinson H&S Manager, Civils Prepared for: Installation of TVRS on all triio highways projects including JV s. Page 1 of 8 Contents 1.0 Introduction

More information

Cyclists at road narrowings

Cyclists at road narrowings Traffic Advisory Leaflet 1/97 February 1997 Cyclists at road narrowings Introduction Traffic calmed streets can offer a more attractive environment for cycling, by reducing motor vehicles speeds to a level

More information

Merging Traffic at Signalled Junctions

Merging Traffic at Signalled Junctions Chris Kennett August 2015 Merging Traffic at Signalled Junctions Introduction Back in 2012, at the JCT Symposium, I presented a paper Modelling Merges at Signalled Junctions. In that paper I showed that

More information

CLEAR COLLISION LEAD EVALUATE ACT RE-OPEN KEEPING TRAFFIC MOVING. CFOATechRescue ConfJuly2013v0.1

CLEAR COLLISION LEAD EVALUATE ACT RE-OPEN KEEPING TRAFFIC MOVING. CFOATechRescue ConfJuly2013v0.1 CLEAR C L E A R COLLISION LEAD EVALUATE ACT RE-OPEN KEEPING TRAFFIC MOVING CFOATechRescue ConfJuly2013v0.1 Background 19 May 2011: First Incident Management Summit - Chaired by Minister for Roads - Review

More information

MUTCD Part 6G: Type of Temporary Traffic Control Zone Activities

MUTCD Part 6G: Type of Temporary Traffic Control Zone Activities MUTCD Part 6G: Type of Temporary Traffic Control Zone Activities 6G.01 Typical Applications Each temporary traffic control (TTC) zone is different. Many variables, such as location of work, highway type,

More information

An evaluation of pedestrian countdown timers in the Sydney CBD

An evaluation of pedestrian countdown timers in the Sydney CBD An evaluation of pedestrian countdown timers in the Sydney CBD Cleaver, M. A., Hislop, J., de Roos, M. P., Fernandes, R., Prendergast, M. (NSW Centre for Road Safety) Brisbane, G., Levasseur, M., McTiernan,

More information

Improving the Visibility of Manual Traffic Controllers Trials 2016

Improving the Visibility of Manual Traffic Controllers Trials 2016 ` Improving the Visibility of Manual Traffic Controllers Trials 2016 ` Improving the Visibility of Manual Traffic Controllers Trials 2016 Prepared By Jeff Kaye Fulton Hogan National Safety Training Manager

More information

Draft letter to Designers and Managing Agents INTERIM ADVICE NOTE 43/02: CANTILEVER AND PORTAL GANTRY VMS

Draft letter to Designers and Managing Agents INTERIM ADVICE NOTE 43/02: CANTILEVER AND PORTAL GANTRY VMS Draft letter to Designers and Managing Agents INTERIM ADVICE NOTE 43/02: CANTILEVER AND PORTAL GANTRY VMS This Interim Advice Note announces amendments to a series of guidelines related to cantilever and

More information

Safety Assessment of Installing Traffic Signals at High-Speed Expressway Intersections

Safety Assessment of Installing Traffic Signals at High-Speed Expressway Intersections Safety Assessment of Installing Traffic Signals at High-Speed Expressway Intersections Todd Knox Center for Transportation Research and Education Iowa State University 2901 South Loop Drive, Suite 3100

More information

Road safety on motorways

Road safety on motorways Accident prediction models, accident modification factors and user manual for calculation tool Søren Underlien Jensen February 2018 Transformervej 18 2860 Søborg www.trafitec.dk Table of content Introduction...

More information

An intelligent approach that works for all Brake Fleet Safety Conference 2016 Nick O Donnell, Assistant Director Strategic Transport, Ealing Council

An intelligent approach that works for all Brake Fleet Safety Conference 2016 Nick O Donnell, Assistant Director Strategic Transport, Ealing Council An intelligent approach that works for all Brake Fleet Safety Conference 2016 Nick O Donnell, Assistant Director Strategic Transport, Ealing Council REGENERATION & HOUSING Background Every year around

More information

Smart motorways all lane running GD04 assessment report

Smart motorways all lane running GD04 assessment report 1065017-WP017-DOC005 August 2015 Working on behalf of Highways England This page is intentionally left blank. ALR GD04 assessment V3.2 final 20150819 Page 3 of 68 Table of contents Executive summary...

More information

Streets for All : 9 Use of white lines

Streets for All : 9 Use of white lines Streets for All : 9 Use of white lines On 1st April 2015 the Historic Buildings and Monuments Commission for England changed its common name from English Heritage to Historic England. We are now re-branding

More information

Birmingham City Council

Birmingham City Council Birmingham City Council A summary of the recommendations for the calculation of Saturation Flows at Traffic Signals. Index to Recommended Method of Calculating Saturation Flows 1 Introduction 2 Summary

More information

Research. Young Novice Driver Collision Types

Research. Young Novice Driver Collision Types Research Young Novice Driver Collision Types About IAM RoadSmart Founded in 1956, IAM RoadSmart has an ongoing mission to make better drivers and riders in order to improve road safety, inspire confidence

More information

Subject: Use of Pull-off Areas in Work Zones Page: 1 of 13. Brief Description: Guidance for the use and placement of pull-off area in work zones.

Subject: Use of Pull-off Areas in Work Zones Page: 1 of 13. Brief Description: Guidance for the use and placement of pull-off area in work zones. 6 - G2 Subject: Use of Pull-off Areas in Work Zones Page: 1 of 13 MdMUTCD REF. NO. None Date Issued: 09/09 Effective Date: 09/09 Brief Description: Guidance for the use and placement of pull-off area in

More information

Trial 3: Interactions Between Autonomous Vehicles and Pedestrians and Cyclists

Trial 3: Interactions Between Autonomous Vehicles and Pedestrians and Cyclists Trial 3: Interactions Between Autonomous Vehicles and Pedestrians and Cyclists What is VENTURER? VENTURER is a 5m research and development project funded by government and industry and delivered by Innovate

More information

Marcus Jones, TRL. Presented by Name Here Job Title - Date

Marcus Jones, TRL. Presented by Name Here Job Title - Date Segregation Insert the title and of priority your at presentation junctions: a here discussion Marcus Jones, TRL Presented by Name Here Job Title - Date Background: TfL cycle facility trials Infrastructure

More information

Determining bicycle infrastructure preferences A case study of Dublin

Determining bicycle infrastructure preferences A case study of Dublin *Manuscript Click here to view linked References 1 Determining bicycle infrastructure preferences A case study of Dublin Brian Caulfield 1, Elaine Brick 2, Orla Thérèse McCarthy 1 1 Department of Civil,

More information

Cycle Routes. Traffic Advisory Leaflet 3/95 March Introduction. Implementation. Project aims. Design

Cycle Routes. Traffic Advisory Leaflet 3/95 March Introduction. Implementation. Project aims. Design Traffic Advisory Leaflet 3/95 March 1995 Cycle Routes Introduction The leaflet summarises the findings of the Cycle Routes Programme. This research was undertaken for the Department of Transport by the

More information

Appendix A Type of Traffic Calming Measures Engineering Solutions

Appendix A Type of Traffic Calming Measures Engineering Solutions Appendix A Type of Traffic Calming Measures Engineering Solutions PHYSICAL MEASURES Central Hatching The major consideration of this feature is that, these markings can only be laid down the centre of

More information

Motorway-to-motorway: a potential technological solution to motorway congestion

Motorway-to-motorway: a potential technological solution to motorway congestion 108 Roger Higginson Principal Engineer Intelligent Transport Systems Atkins Jill Hayden Principal Engineer Intelligent Transport Systems Atkins Sukhvinder Ubhi Project Sponsor Highways Agency Motorway-to-motorway:

More information

officer Traffic Safety National Law Enforcement Officers Memorial Fund September 2012

officer Traffic Safety National Law Enforcement Officers Memorial Fund September 2012 officer Traffic Safety National Law Enforcement Officers Memorial Fund September 2012 Did you know? On average, a law enforcement officer is killed somewhere in the U.S. every 54 hours There are some 60,000

More information

1999 On-Board Sacramento Regional Transit District Survey

1999 On-Board Sacramento Regional Transit District Survey SACOG-00-009 1999 On-Board Sacramento Regional Transit District Survey June 2000 Sacramento Area Council of Governments 1999 On-Board Sacramento Regional Transit District Survey June 2000 Table of Contents

More information

DRIVING ON THE HARD SHOULDER A SAFETY ASSESSMENT ABSTRACT

DRIVING ON THE HARD SHOULDER A SAFETY ASSESSMENT ABSTRACT DRIVING ON THE HARD SHOULDER A SAFETY ASSESSMENT P LOUW and M SINCLAIR Address of both authors: Department of Civil Engineering University of Stellenbosch, Private bag X1, Matieland, 7602 Emails: Perot

More information

Pedestrian Countdown at Traffic Signal Junctions (PCaTS) - Road Trial

Pedestrian Countdown at Traffic Signal Junctions (PCaTS) - Road Trial Transport Research Laboratory Pedestrian Countdown at Traffic Signal Junctions (PCaTS) - Road Trial by Iain York, Simon Ball, Rachel Beesley, David Webster, Phil Knight and Jean Hopkin TfL 2481 PROJECT

More information

Technical note. 1. Introduction

Technical note. 1. Introduction Project: A428 study - Phase 2 To: Adrian Shepherd Subject: Park & Ride site locations From: Atkins Date: Jun 3, 2016 cc: Ashley Heller 1. Introduction 1.1. Purpose of Technical Note The purpose of this

More information

Raised Rib Markings. Traffic Advisory Leaflet 2/95 March Introduction

Raised Rib Markings. Traffic Advisory Leaflet 2/95 March Introduction Traffic Advisory Leaflet 2/95 March 1995 Raised Rib Markings Introduction Raised rib markings consist of a continuous line marking with ribs across the line at regular intervals. They were first specially

More information

NRA New Divided Road Types: Type 2 and Type 3 Dual - Carriageways

NRA New Divided Road Types: Type 2 and Type 3 Dual - Carriageways NRA New Divided Road Types: Type 2 and Type 3 Dual - Carriageways DN-GEO-03059 December 2007 DN Design Technical TRANSPORT INFRASTRUCTURE IRELAND (TII) PUBLICATIONS About TII Transport Infrastructure Ireland

More information

London Safety Camera Partnership

London Safety Camera Partnership London Safety Camera Partnership Between 2001 and 2003 over 17,000 speed related collisions occurred in London, of which 2,000 people lost their lives or were seriously injured. Excessive and inappropriate

More information

DISTRIBUTION: Electronic Recipients List TRANSMITTAL LETTER NO. (13-01) MINNESOTA DEPARTMENT OF TRANSPORTATION. MANUAL: Road Design English Manual

DISTRIBUTION: Electronic Recipients List TRANSMITTAL LETTER NO. (13-01) MINNESOTA DEPARTMENT OF TRANSPORTATION. MANUAL: Road Design English Manual DISTRIBUTION: Electronic Recipients List MINNESOTA DEPARTMENT OF TRANSPORTATION DEVELOPED BY: Design Standards Unit ISSUED BY: Office of Project Management and Technical Support TRANSMITTAL LETTER NO.

More information

A review of 2015 fatal collision statistics as of 31 December 2015

A review of 2015 fatal collision statistics as of 31 December 2015 A review of fatal collision statistics as of 31 December This report summarises the main trends in road fatalities that have emerged in. This has been prepared by the Road Safety Authority following analysis

More information

Will the New Low Emission Zone Reduce the Amount of Motor Vehicles in London?

Will the New Low Emission Zone Reduce the Amount of Motor Vehicles in London? Will the New Low Emission Zone Reduce the Amount of Motor Vehicles in London? Philip Osborne I. INTRODUCTION An initiative of the 2016 London Mayor s election campaign was to improve engagement with Londoners

More information

ETMS ADVISORY BOOKLET 1 GUIDANCE NOTES FOR ROAD CLOSURES AND DIVERSIONS

ETMS ADVISORY BOOKLET 1 GUIDANCE NOTES FOR ROAD CLOSURES AND DIVERSIONS ETMS ADVISORY BOOKLET 1 GUIDANCE NOTES FOR ROAD CLOSURES AND DIVERSIONS Version 1.0 Road Closure with Diversion ROAD CLOSURE SIGNING In Advance of the Closure At the Point of Closure STANDARD DIVERSION

More information

M6 Junction 10 Public Consultation

M6 Junction 10 Public Consultation M6 Junction 10 Public Consultation December 2015 Introduction Walsall Council and Highways England are developing plans to provide a long term improvement to M6 junction 10. We are holding this non-statutory

More information

Glasgow City Council. Evaluation of Glasgow s School Bus Signage Pilot - Final Report

Glasgow City Council. Evaluation of Glasgow s School Bus Signage Pilot - Final Report Glasgow City Council Evaluation of Glasgow s School Bus Signage Pilot - Final Report September 2015 Contents Executive Summary... i 1. Introduction... 1 2. Driver experiences... 5 3. Bus company experiences...

More information

CITY OF WEST KELOWNA COUNCIL POLICY MANUAL

CITY OF WEST KELOWNA COUNCIL POLICY MANUAL CITY OF WEST KELOWNA COUNCIL POLICY MANUAL Page 1 of 7 DEPARTMENT: Engineering Services SUBJECT: Traffic Calming Policy (Revised June 6, 2017) Policy Statement: The provision of traffic calming measures

More information

Transport Research Laboratory Creating the future of transport

Transport Research Laboratory Creating the future of transport Transport Research Laboratory Creating the future of transport PUBLISHED PROJECT REPORT PPR662 Conspicuity M Palmer, B Lawton, J Manning and C Reeves Prepared for: Highways Agency, Project Ref: Package

More information

Design Measures taken, or being taken to eliminate or reduce the hazard

Design Measures taken, or being taken to eliminate or reduce the hazard Part B: CDM 2007 MMFD Procedures Hazard Elimination and Management Schedule Project Title: Managed Motorways All Lanes Running (MM-ALR) Job No.: 1039092 Design Discipline: IAN161/12 Prepared By: Emma Clutterbuck

More information

PUBLISHED PROJECT REPORT PPR850. Optimisation of water flow depth for SCRIM. S Brittain, P Sanders and H Viner

PUBLISHED PROJECT REPORT PPR850. Optimisation of water flow depth for SCRIM. S Brittain, P Sanders and H Viner PUBLISHED PROJECT REPORT PPR850 Optimisation of water flow depth for SCRIM S Brittain, P Sanders and H Viner Report details Report prepared for: Project/customer reference: Copyright: Highways England,

More information

NRA New Divided Road Types: Type 2 and Type 3 Dual-carriageways

NRA New Divided Road Types: Type 2 and Type 3 Dual-carriageways NRA New Divided Road Types: Type 2 and Type 3 Dual-carriageways BENEFITS of the TYPE 2 and TYPE 3 DUAL CARRIAGEWAY ROAD TYPE There are significant safety and economic benefits associated with the Type

More information

Transport Research Laboratory Creating the future of transport

Transport Research Laboratory Creating the future of transport Transport Research Laboratory Creating the future of transport PUBLISHED PROJECT REPORT PPR730 Off-street trials of a Bus Stop Bypass An assessment of user perceptions, safety, capacity and accessibility

More information

Managed Motorways Experience from the UK

Managed Motorways Experience from the UK Managed Motorways Experience from the UK Author David Kamnitzer (dkamnitzer@ibigroup.com) Director, IBI Group Project Manager of IBI Group s technical advisor commission for the Highways Agency s Managed

More information

Controlling the network

Controlling the network // RoWSaFnews Making roads safer for road workers rowsaf.org.uk Issue 6 - June 2013 Controlling the network Gareth Mainwaring, a control centre operator speaks to RoWSaFnews about the kind of things he

More information

4.1 INTRODUCTION 4.1 ROAD SAFETY

4.1 INTRODUCTION 4.1 ROAD SAFETY CHAPTER 4. ROAD SAFETY 4.1 INTRODUCTION High volumes of traffic travel at speed on national roads. Working on or close to the road surface can be very dangerous. Routine maintenance staff need to develop

More information

Crash Patterns in Western Australia. Kidd B., Main Roads Western Australia Willett P., Traffic Research Services

Crash Patterns in Western Australia. Kidd B., Main Roads Western Australia Willett P., Traffic Research Services Crash Patterns in Western Australia Kidd B., Main Roads Western Australia Willett P., Traffic Research Services Abstract Examination of crash patterns is one way of identifying key factors on which focus

More information

SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY

SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY THIS PRINT COVERS CALENDAR ITEM NO. : 12 DIVISION: Sustainable Streets BRIEF DESCRIPTION: SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY Approving the traffic modifications associated with the Dolores Street

More information

Investment in Active Transport Survey

Investment in Active Transport Survey Investment in Active Transport Survey KEY FINDINGS 3 METHODOLOGY 7 CYCLING INFRASTRUCTURE 8 Riding a bike 9 Reasons for riding a bike 9 Mainly ride on 10 Comfortable riding on 10 Rating of cycling infrastructure

More information

Review of Considerations and Requirements for Automated Enforcement

Review of Considerations and Requirements for Automated Enforcement Review of Considerations and Requirements for Automated Enforcement Summary: The purpose of this report is to provide information related to expanding the use of automated enforcement in the City of Toronto,

More information

Life Transitions and Travel Behaviour Study. Job changes and home moves disrupt established commuting patterns

Life Transitions and Travel Behaviour Study. Job changes and home moves disrupt established commuting patterns Life Transitions and Travel Behaviour Study Evidence Summary 2 Drivers of change to commuting mode Job changes and home moves disrupt established commuting patterns This leaflet summarises new analysis

More information

Emergency Roadside Technician Dies When Struck by a Single-Unit Truck on an Interstate Shoulder. Incident Number: 05KY001

Emergency Roadside Technician Dies When Struck by a Single-Unit Truck on an Interstate Shoulder. Incident Number: 05KY001 Emergency Roadside Technician Dies When Struck by a Single-Unit Truck on an Interstate Shoulder Incident Number: 05KY001 Location on bridge where responder attempted to avoid semi. Kentucky Fatality Assessment

More information

Public Consultation Report December M6 Junction 10 Improvements

Public Consultation Report December M6 Junction 10 Improvements Public Consultation Report December 2015 M6 Junction 10 Improvements Contents Section Title Page/s 1 Introduction 3-5 1.1 Main Objectives 3 1.2 Scheme Options 4 1.3 Project Timescale 5 2 Consultation exercise

More information

Evaluation summary of Pilot trial with Hard Shoulder Running on the Hillerød Motorway

Evaluation summary of Pilot trial with Hard Shoulder Running on the Hillerød Motorway Date 30 August 2016 Contact Claus Lund Andersen Mail clla@vd.dk Phone +45 7244 3333 Document 14/15723-56 Page 1/5 Evaluation summary of Pilot trial with Hard Shoulder Running on the Hillerød Motorway Summary

More information

PEDESTRIAN AND DRIVER KNOWLEDGE OF PRIORITY RULES FOR VARIOUS TYPES OF CROSSINGS J. Hatfield 1, R.F.S. Job 2 & K. Smith 3

PEDESTRIAN AND DRIVER KNOWLEDGE OF PRIORITY RULES FOR VARIOUS TYPES OF CROSSINGS J. Hatfield 1, R.F.S. Job 2 & K. Smith 3 PEDESTRIAN AND DRIVER KNOWLEDGE OF PRIORITY RULES FOR VARIOUS TYPES OF CROSSINGS J. Hatfield 1, R.F.S. Job 2 & K. Smith 3 1 NSW Injury Risk Management Research Centre, University of NSW 2 NSW Roads & Traffic

More information

Safer Verges and the Strategic Road Network

Safer Verges and the Strategic Road Network Safer Verges and the Strategic Road Network Gavin Williams Senior Technical Advisor Vehicle Restraints Outline The Journey from Highways Agency to Highway England Overview of the Highways England Health

More information

ROUNDABOUT CAPACITY: THE UK EMPIRICAL METHODOLOGY

ROUNDABOUT CAPACITY: THE UK EMPIRICAL METHODOLOGY ROUNDABOUT CAPACITY: THE UK EMPIRICAL METHODOLOGY 1 Introduction Roundabouts have been used as an effective means of traffic control for many years. This article is intended to outline the substantial

More information

To position power poles a safe distance from the road to minimise the likelihood of being accidentally hit by vehicles.

To position power poles a safe distance from the road to minimise the likelihood of being accidentally hit by vehicles. Policy Statement Subject Placement of Rigid Distribution Poles Along Roads With Speed Limits Exceeding 70KM/H Approved by Robert Rogerson Signature & Date Distribution Standards and Policy Manager Authorised

More information

SLOUGH Stage 3 Road Safety Audit of A4 London Road, M4 J5 to Sutton Lane

SLOUGH Stage 3 Road Safety Audit of A4 London Road, M4 J5 to Sutton Lane SLOUGH Stage 3 Road Safety Audit of A4 London Road, M4 J5 to Sutton Lane Exception Report Client Officer Rudo Beremauro Date 20 January 2015 RSA /Project Sponsor s Contents Section 3 Project Sponsor's

More information

Forewarned is Forearmed Highways Agency approach to quantifying network safety risk

Forewarned is Forearmed Highways Agency approach to quantifying network safety risk Forewarned is Forearmed Highways Agency approach to quantifying network safety risk The Highways Agency Safety Risk Model 17 th May 2012 Elizabeth Mathie, Safety Risk Modelling Manager The Highways Agency

More information

Proposed: Temporary Traffic Management Design Guidance

Proposed: Temporary Traffic Management Design Guidance Current Temporary Traffic Management Guidance Structure: Chapter 8 Traffic Signs Manual First published in 1996, updated 2007 Addendum in 2010 Guidance for the Control and Management of Traffic at Road

More information

Developed by: The American Traffic Safety Services Association (ATSSA) 15 Riverside Parkway, Suite 100 Fredericksburg, VA

Developed by: The American Traffic Safety Services Association (ATSSA) 15 Riverside Parkway, Suite 100 Fredericksburg, VA Addendum Developed by: The American Traffic Safety Services Association (ATSSA) 15 Riverside Parkway, Suite 100 Fredericksburg, VA 22406-1022 800-272-8772 This material is based upon work supported by

More information

ICBC Driving Habits DRIVING HABITS AND BEHAVIOURS

ICBC Driving Habits DRIVING HABITS AND BEHAVIOURS ICBC Driving Habits Methodology: Results are based on an online study conducted from February 20 to February 28, 2017, among 1,126 drivers in British Columbia aged 21 and over. The data has been statistically

More information

BICYCLE INFRASTRUCTURE PREFERENCES A CASE STUDY OF DUBLIN

BICYCLE INFRASTRUCTURE PREFERENCES A CASE STUDY OF DUBLIN Proceedings 31st August 1st ITRN2011 University College Cork Brick, McCarty and Caulfield: Bicycle infrastructure preferences A case study of Dublin BICYCLE INFRASTRUCTURE PREFERENCES A CASE STUDY OF DUBLIN

More information

QLDC Council 29 October Report for Agenda Item: 3

QLDC Council 29 October Report for Agenda Item: 3 QLDC Council 29 October 2015 Department: Infrastructure Beach Street Pedestrianisation Purpose Report for Agenda Item: 3 1 The purpose of this report is to obtain Council approval to consult over options

More information

PLACEMENT OF SIGNS RECOMMENDED PRACTICES SUB-SECTION

PLACEMENT OF SIGNS RECOMMENDED PRACTICES SUB-SECTION Page 1 of 6 RECOMMENDED PRACTICES PART SECTION SUB-SECTION HIGHWAY SIGNS GENERAL General Proper positioning of signs is an important element in the overall control of traffic within a roadway network.

More information

Update June 2018 OUR 2017 PUBLIC ENGAGEMENT

Update June 2018 OUR 2017 PUBLIC ENGAGEMENT Update June 2018 Hi, Let s Get Wellington Moving (LGWM) is developing a Recommended Programme of Investment (RPI) that meets our programme objectives and supports the city s and region s growth. As part

More information

Derby Cycling Group, c/o 126, Station road, Mickleover, Derby, DE3 9FN. Date: 20 th November, 2018.

Derby Cycling Group, c/o 126, Station road, Mickleover, Derby, DE3 9FN. Date: 20 th November, 2018. Your Ref: Derby City Council Air Quality - Preferred Option Nov 2018 Derby Cycling Group, c/o 126, Station road, Mickleover, Derby, DE3 9FN Date: 20 th November, 2018. 1. Introduction: 1.1. Derby Cycling

More information

To: The results of these surveys have been analysed and are summarised within this Technical Note.

To: The results of these surveys have been analysed and are summarised within this Technical Note. Technical Note Project: Histon Road / Milton Road, Cambridge Parking Surveys To: Andy Harrison Subject: Survey Report v1.6 From: Jonathan Barlow Date: 18 th February 2016 cc: Richard Jones / Dave Boddy

More information

Road Safety Factsheet

Road Safety Factsheet Road Safety Factsheet Overtaking July 2017 Overtaking is one of the highest risk manoeuvres for both drivers and riders because it can put the overtaking vehicle into the path of oncoming traffic, often

More information

STATIC AND DYNAMIC EVALUATION OF THE DRIVER SPEED PERCEPTION AND SELECTION PROCESS

STATIC AND DYNAMIC EVALUATION OF THE DRIVER SPEED PERCEPTION AND SELECTION PROCESS STATIC AND DYNAMIC EVALUATION OF THE DRIVER SPEED PERCEPTION AND SELECTION PROCESS David S. Hurwitz, Michael A. Knodler, Jr. University of Massachusetts Amherst Department of Civil & Environmental Engineering

More information