Preventing Lane Departures Rumbles and Mumbles

Preventing Lane Departures Rumbles and Mumbles

What s the problem What have we been doing What s being studied What s the future

It has long been thought that the majority of Fatal Head-On crashes has been passing related. In the 2008 Traffic Safety Fundamentals Handbook, the claim is that 90% of the fatal head-on crashes on two-lane facilities are passing related. More in-depth study has revealed that this is NOT the case

Fatal Head-On Crashes on All Rural Two-Lane Two-Way Roads in Minnesota Why was the vehicle over the centerline? N = 251

Fatal Head-On Crashes on All Rural Two-Lane Two-Way Roads System Class (2009-2013) in Minnesota Number of Fatal Crashes Number of Fatalities Percent (%) of Fatal Crashes Total US Route Trunk Highway 57 70 22.7% Minnesota (MN) Trunk Highway 102 131 40.6% County State Aid Highway (CSAH) 79 104 31.5% Municipal State Aid Highway (MSAS) 3 3 1.2% County Road (CR) 4 7 1.6% Township 6 6 2.4%

Fatal Head-On Crashes on All Rural Two-Lane Two-Way Roads in Minnesota

Fatal Head-On Crashes on Rural Two-Lane Two-Way Highways in Minnesota

Fatal Run-Off-the-Road(ROR) Crashes on All Rural Two-Lane Two-Way Roads in Minnesota What manner did the vehicle depart its lane? Primary (2009-2013) Number of Crashes Percent of Crashes Drifting over edge-line 197 58.3% Loss of Control 141 41.7% Total 338 100%

Fatal ROR -Crashes on All Rural Two-Lane Two-Way Roads Secondary Contributing Factors (2009-2013) in Minnesota What else contributed to the vehicle leaving its lane? Number of Fatal Crashes Percent of Crashes Rollover 189 55.9% Curve 166 49.1% Alcohol use / Chemical Impairment 77 22.8% Speed 41 12.1% Weather Related 10 3.0% Inattention/Sleeping 8 2.7% Other 31 9.2% Total 522 89.1% Not all crashes had a secondary factor, some had multiple

Fatal ROR -Crashes on All Rural Two-Lane Two-Way Roads Description of Item Hit (2009-2013) Fatal Crashes Fatalities Percent of Fatal Crashes Driveway/ Embankment 120 131 45.5% Tree 83 89 31.4% Utility Pole 17 19 6.4% Submerged/Water 10 10 3.8% Bridge/Structure 10 12 3.8% Guardrail 5 6 1.9% Culvert 5 5 1.9% Other 14 17 5.3% Total Crashes 264 289 100%

Fatal ROR -Crashes on All Rural Two-Lane Two-Way Roads System Class (2009-2013) Number of Fatal Crashes Number of Fatalities Percent (%) of Total US Route Trunk Highway 16 20 4.7% Minnesota (MN) Trunk Highway 71 75 21.0% County State Aid Highway (CSAH) 171 184 50.6% Municipal State Aid Highway 14 15 4.1% (MSAS) County Road (CR) 33 35 9.8% Municipal/Township/Other 33 36 9.8%

Fatal ROR -Crashes on All Rural Two-Lane Two-Way Roads

Fatal ROR -Crashes on Rural Two-Lane Two-Way Highways Direction of Departure Fatal Crashes Fatalities Percent of Crashes Right 154 167 45.6% Left 136 150 40.2% Right then Left 28 28 8.3% Left then Right 20 20 5.9% Total Crashes 338 365 100%

Fatal ROR -Crashes on Rural Two-Lane Two-Way Highways These data were analyzed to find differences between run-off-the-road right and run-off-the-road left crashes. It was found that none of the crashes and categorical groupings had a statistically significant difference between the vehicle crashing to the right or to the left.

Recommendations for Reducing Fatal Crashes in Minnesota Centerline AND Edge-line Rumbles on all two-lane roads with an ADT>400 Buffer width for roads with ADT>2,000 Remove trees from clear-zone, and beyond if possible Eliminate access points or reduce entrance slopes Delineate and Rumble Horizontal Curves Continue to support counties and locals with this data and HSIP $$

Recommendations for Reducing Fatal Crashes in Minnesota Type of Crash Fatal Crashes Fatalities Head-On 251 321 ROR Right 174 187 ROR Left 164 178 Total 589 686 These types of crashes represent over 34% of all the fatalities on Minnesota roads from 2009-2013. These types of crashes represent over 32% of all the fatalities on Minnesota Trunk Highways from 2009-2013. (296 of 919 fatalities)

Fatal Head On and ROR -Crashes on Rural Two-Lane Two-Way Highways

Systematic and proactive Requires centerline rumbles on all rural, high speed roads with new surface Requires shoulder rumbles on all rural, high speed roads with new surface and 4 shoulder Concrete - not required for 2 years

Districts have been dealing with complaints Most cases public has gotten used to them But some locations of centerline rumbles have been removed

DTE may gap centerline rumbles near residential homes DTE may gap shoulder rumbles on the inside shoulder of curves if Safety Edge or wider shoulder installed Allows two 8 wide centerline rumbles on either side of centerline joint

Rumble Strip Noise Evaluation Ed Terhaar, Principal Traffic Engineer with Wenck Associates, Inc David Braslau with David Braslau Associates, Inc Report http://www.dot.state.mn.us/research/ts/2015/201507.pdf Summary http://www.dot.state.mn.us/research/ts/2015/201507ts.pdf

Different wavelengths and depths (8 wide) Caltrans 14 wavelength, 0 to ½ depth Sinnus 24 wavelength, ¼ (1/8 ) to ½ depth MnDOT standard

N Measurements-Jun5\Monitoring-Setup.ppt 32

California Design 33

Pennsylvania Design 34

Minnesota Design 35

Exterior LAeq (dba) Levels 100 95 CALIFORNIA PENNSYLVANIA MINNESOTA NO STRIP 90 Sound Level (dba) 85 80 75 70 65 60 55 50 C-Car30 C-Car45 C-Car60 C-Pick30 C-Pick45 C-Pick60 C-Semi30 C-Semi45 C-Semi60 P-Car30 P-Car45 P-Car60 P-Pick30 P-Pick45 P-Pick60 P-Semi30 P-Semi45 P-Semi60 M-Car30 M-Car45 M-Car60 M-Pick30 M-Pick45 M-Pick60 N-Car45 N-Pick45 N-Semi45 36

Interior LAeq (dba) Levels 100 95 CALIFORNIA PENNSYLVANIA MINNESOTA NO STRIP 90 Sound Level (dba) 85 80 75 70 65 60 55 50 C-Car30 C-Car45 C-Car60 C-Pick30 C-Pick45 C-Pick60 C-Semi30 C-Semi45 C-Semi60 P-Car30 P-Car45 P-Car60 P-Pick30 P-Pick45 P-Pick60 P-Semi30 P-Semi45 P-Semi60 M-Car30 M-Car45 M-Car60 M-Pick30 M-Pick45 M-Pick60 N-Car45 N-Pick45 N-Semi45 37

Both have higher sound levels than bare pavement, but much less nuisance noise Sinnus design less noticeable within vehicle

MnDOT typical details CL sinusoidal rumble Nov 2014.pdf

To be researched: Different wavelengths, depths & widths To be determined by Technical Advisory Panel Motorcycle and bicycle traversability Noise internal and external to vehicles Goal: Minimize external nuisance noise while maintaining appropriate level inside vehicle ( 10 db increase)

District Traffic Jim Miles, Bill Pirkl, Mike Schweyen, Chad Erickson Industry John Holbert and Terry Kraemer Environmental Services Mel Roseen Counties Rich Sanders and Vic Lund State Aid Mark Vizecky Materials Bernard Izevbekhai Central Office Traffic Derek Leuer, Michelle Moser, Ken Johnson

Literature search: Winter 2014 Identify possible rumble designs: Winter 2014 Install test sections at MN ROAD: Spring 2015 Evaluate non-traditional vehicles: Summer 2015 Install sinusoidal rumble designs: Summer 2015 Conduct noise study: Summer/Fall 2015 Final report: Fall/Winter 2015

14 wavelength Seemed to give higher level of noise inside vehicle Exterior sound for both wavelengths similar Determined options to be tested on volunteered construction project Two 8 wide with 14 wavelength pattern 14 wide with 14 wavelength pattern As above, but modify the depth of nadir

SP 8821-273 Designs to be installed on TH 18

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Motorcycle and bike traversability crunch numbers Noise study crunch numbers Report Modify Rumble Tech Memo Sinusoidal Rumble Design Different depths/widths possible

Sinusoidal Rumbles in MN Most are the modified Caltrans design

TH 19 Sinusoidal Rumble.JPG

TH 19 Standard Rumble Inside Car.MOV

TH 19 Sinusoidal Rumble Inside Car.MOV

TH 19 Car on bare pavement.mov

TH 19 Car on Standard Rumble.MOV

TH 19 Car on Sinusoidal Rumble.MOV

Car passing on standard rumble

Car passing on sinusoidal rumble

TH 63 Sinusoidal Rumble Install.JPG D6 Adam Wellner

TH 63 Sinusoidal Rumble in Concrete.JPG D6 Adam Wellner

TH 63 Standard Rumble in Concrete.JPG D6 Adam Wellner

Questions?