Evaluating the Effectiveness of the Safety Improvement Program in Saskatchewan Using an Observational Before-After Study with the Full-Bayes Approach

2021 ◽  
Author(s):  
Emanuele Sacchi ◽  
Saeid Tayebikhorami
Keyword(s):  
Rural Areas ◽  
Safety Management ◽  
Highway Safety ◽  
Safety Performance ◽  
Property Damage ◽  
Improvement Program ◽  
Safety Improvement ◽  
Crash Modification Factors ◽  
Safety Countermeasures ◽  
Bayes Approach

A key step in highway safety management is to determine whether the frequency and/or severity of collisions have been reduced after implementing a specific improvement program. This research focused on evaluating the safety performance of 50 sites that have been improved under the Saskatchewan Ministry of Highways and Infrastructure’s (MHI) Safety Improvement Program (SIP). SIP projects were designed to reduce the frequency and severity of collisions on provincial highways in rural areas through the implementation of different safety countermeasures. The methodology adopted was an observational before-after study with the full Bayes approach. The results showed that SIP projects reduced total collisions by 14.8% and severe (fatal-plus-injury) collisions by 25.4%. The reduction of property-damage-only collisions was not found to be statistically significant. Crash modification factors (CMFs) for the two most frequent SIP treatments, i.e., right-turn lanes and delineation lighting at intersections, were estimated and compared to the results of the literature.

Tools to Identify Safety Issues for a Corridor Safety-Improvement Program

2000 ◽  
Vol 1717 (1) ◽  
pp. 19-27 ◽  
Author(s):  
Jerome P. Breyer
Keyword(s):  
Relational Databases ◽  
Safety Evaluation ◽  
Highway Safety ◽  
New Paradigm ◽  
Safety Hazards ◽  
Improvement Program ◽  
Satellite Systems ◽  
Safety Issues ◽  
Advanced Technologies ◽  
Safety Improvement

The Arizona Department of Transportation (ADOT) recognizes that a new paradigm in highway safety evaluation was brought about by the advent of advanced technologies such as photo log, geographic information systems (GIS), and global-positioning satellite systems. Whereas these technologies are known to serve distinct singular purposes in a highway agency, ADOT has endeavored to explore the possibilities of integrating these technologies for the purpose of providing an all-encompassing perspective of crash history and roadside characteristics in a multimedia display of GIS maps and related photo imagery. The research provides the account of an analytic tool-development process aimed at improving the recognition of highway safety hazards. These hazards might otherwise be apparent if not for the relative complexity of existing relational databases and spatial GIS infrastructure at ADOT. Previous methods of mining data from the ADOT crash databases were limited in functionality as well as in reliability. By promoting the “visualization” of highway safety conditions, the advanced technologies open a wealth of new opportunities in identifying problematic roadside conditions and crash histories. This is expected to lead to an improved economy of implementing safety improvements that are designed properly to mitigate the “real” conditions that can be identified. The research is a companion to the larger, FHWA-sponsored research into establishing a corridor safety-improvement program for Arizona (FHWA Report FHWA-AZ 98-458).

scholarly journals Statistical Analysis of Safety Improvements and Integration into Project Design Process

2020 ◽  
Author(s):  
Andrew P. Tarko ◽  
Mario Romero ◽  
Cristhian Lizarazo ◽  
Paul Pineda
Keyword(s):  
Safety Management ◽  
Management Practice ◽  
Design Stage ◽  
Safety Improvement ◽  
Design Alternatives ◽  
Before And After ◽  
Preliminary Design Stage ◽  
Crash Modification Factors ◽  
Beta Testing ◽  
And Control

RoadHAT is a tool developed by the Center for Road Safety and implemented for the INDOT safety management practice to help identify both safety needs and relevant road improvements. This study has modified the tool to facilitate a quick and convenient comparison of various design alternatives in the preliminary design stage for scoping small and medium safety-improvement projects. The modified RoadHAT 4D incorporates a statistical estimation of the Crash Reduction Factors based on a before-and-after analysis of multiple treated and control sites with EB correction for the regression-to-mean effect. The new version also includes the updated Safety Performance Functions, revised average costs of crashes, and the comprehensive table of Crash Modification Factors—all updated to reflect current Indiana conditions. The documentation includes updated Guidelines for Roadway Safety Improvements. The improved tool will be implemented at a sequence of workshops for the final end users and preceded with a beta-testing phase involving a small group of INDOT engineers.

The Integration of Ergonomics in a Safety Improvement Program: Design and Implementation of an Ergonomics Initiative

1993 ◽  
Vol 37 (12) ◽  
pp. 891-895 ◽  
Author(s):  
Robert L. Getty
Keyword(s):  
Medical Management ◽  
Safety Performance ◽  
Cumulative Trauma ◽  
Good Sense ◽  
Improvement Program ◽  
Participatory Ergonomics ◽  
Worker Compensation ◽  
Professional Experiences ◽  
Design And Implementation ◽  
Safety Improvement

When safety performance is characterized by high levels of strains, sprains and cumulative trauma injuries the need for ergonomics is clearly indicated. In addition, when workmanship defects and worker compensation costs are at an unacceptable rate the need for accelerated action is evident. When there is limited ergonomics orientation in a particular company, ergonomics cannot be prescribed as a cure-all. The program must enhance overall company safety, quality and productivity objectives. This paper describes an ergonomics-oriented safety improvement program based on these conditions, a benchmarking effort and the review of Human Factors Society proceedings and other ergonomics literature. The highlights of the program are participatory ergonomics, in-house ergonomic expertise development and integration with other company goals, medical management and other safety programs. Since the company size is much larger than most company programs and the need for accelerated improvement is required, a quick-fix initiation is recommended. This is accompanied by a development of long range medical management and prevention procedures. The initial phases of the program are underway and have been met with enthusiasm and an attitude that this involvement approach makes good sense. It is anticipated that the description of the development and initiation of this ergonomic program will provide beneficial interchange of professional experiences.

Examining Fatal Crash Reductions by First Harmful Events since the Introduction of the Federal Highway Safety Improvement Program

2013 ◽  
Vol 2364 (1) ◽  
pp. 51-61 ◽  
Author(s):  
Kun-Feng Wu ◽  
Scott C. Himes ◽  
Martin T. Pietrucha
Keyword(s):  
Fixed Effects ◽  
Motor Vehicle ◽  
Spillover Effects ◽  
Highway Safety ◽  
Motor Vehicles ◽  
Improvement Program ◽  
Fatal Crash ◽  
Fatal Crashes ◽  
Safety Improvement ◽  
Federal Highway

The federal Highway Safety Improvement Program (HSIP) has been associated with the reduction in fatal crashes since 2006, but the reasons for the reduction remain largely unknown. This paper examines the reduction in fatal crashes in terms of different types of first harmful events that can provide insight into crash causes and prevention strategies. In this study, fatal crashes were categorized into four types: overturn, collision with motor vehicle in transport, collision with fixed object, and collision with nonmotorist. Fixed-effects and mixed-effects Poisson models were used to estimate the magnitudes of fatal crash reduction by first harmful events for each state. Fatal crashes due to collisions with nonmotorists and motor vehicles in transport have been reduced by 10% and 5.3%, respectively, compared with the 2001 to 2005 period. Fatal crashes due to overturn and collision with a fixed object decreased in some states but remained unchanged or increased in other states. Nevertheless, the numbers of national fixed-object and overturn fatal crashes have been reduced by 3% and 0.7%, respectively, as a whole. This study also investigated possibilities that could be associated with the magnitudes of the reductions, for example, the different traffic laws among states. It was found that although different safety improvement projects were implemented to target the various types of crashes, the improvements were also likely to be beneficial to other crash types. These are referred to as spillover effects. Nationally, fatal crashes have decreased since the introduction of the HSIP partly because of the reduction in fatal crashes due to collisions with nonmotorists and motor vehicles in transport and partly because of spillover effects.

Safety Performance of Rural Offset-T Intersections

2020 ◽  
pp. 036119812096109
Author(s):  
Anthony Ingle ◽  
Timothy J. Gates
Keyword(s):  
Rural Areas ◽  
Negative Binomial ◽  
Motor Vehicle ◽  
Separation Distance ◽  
Safety Performance ◽  
Mixed Effect ◽  
Crash Data ◽  
Offset Distance ◽  
Crash Modification Factors ◽  
Crash Types

Offset-T intersections represent a special geometric configuration where two three-leg intersections adjoin the major road from opposite directions within a short separation distance. The prevalence of offset-T intersections in rural areas coupled with the lack of research evaluating their safety performance led to the development of a series of safety performance functions for rural stop-controlled intersections that considered the effects of the offset direction and separation distance. In addition, crash modification factors (CMFs) were developed to estimate the change in crash frequency associated with converting a rural offset-T intersection into a conventional four-leg intersection. A series of mixed-effect negative binomial models for crash occurrence was generated based on 10 years of crash data from a sample of 299 offset-T intersections and 301 four-leg intersections with minor stop control along rural two-lane highways in Michigan. Compared with conventional four-leg intersections, offset-T intersections exhibited 35% more crashes regardless of the offset distance or direction. Considering crash types, single motor vehicle crashes occurred more frequently at offset-T intersections, and increased as the offset distance increased. Rear-end crashes also occurred more frequently at offset-T intersections, with left offsets having greater crash occurrence than right offsets. However, angle crashes were 40%–69% lower at offset-T intersections because of the elimination of the direct crossing maneuver. Considering the ranges of offset distance and direction utilized within this study, the total (non-animal) CMF for converting an offset-T into a four-leg intersection was 0.74.

scholarly journals PENENTUAN SIMPANG BERSINYAL RAWAN KECELAKAAN UNTUK IDENTIFIKASI AWAL TERHADAP POTENSI RED LIGHT RUNNING (RLR) DI BANDA ACEH

2019 ◽  
Vol 2 (1) ◽  
pp. 21
Author(s):  
Sofyan M. Saleh ◽  
Sugiarto Sugiarto ◽  
Endang Handayani
Keyword(s):  
Traffic Accidents ◽  
Red Light ◽  
Highway Safety ◽  
Improvement Program ◽  
Red Light Running ◽  
Highway Safety Manual ◽  
Safety Improvement ◽  
Depth Study ◽  
Accident Data ◽  
Equivalent Property

Red Light Running (RLR) is the leading cause of traffic accidents at signal intersections in various countries, including Indonesia. The main reason is the existence of conflicts caused by drivers' behavioral factors who are not obedient or understand about signaling operations. RLR is the most dangerous driver's behavior in a signal intersection, where the driver fails to comply with signaling rules at the intersection so that the conflict occurs. To assess the behavior of the RLR, the first step is to identify the signaled intersections that are most prone to accidents. This is needed to eliminate the location of study or handling due to limited time and costs. The methodology used to determine accident-prone locations is based on the Highway Safety Improvement Program in the Highway Safety Manual (HSM, 2010), namely the planning component consisting of data collection and identification of accident-prone areas in signal intersections. Using accident data of 2013-2015, and by combining three methods of analysis such as frequency, accident rate, and equivalent property damage only methods, then three most accident-prone signal intersections are determined and prioritized for in-depth study of RLR behavior analysis. Red Light Running (RLR) adalah penyebab utama kecelakaan lalu lintas pada simpang bersinyal di berbagai negara termasuk Indonesia. Penyebab utamanya adalah adanya konflik yang diakibatkan oleh faktor perilaku pengemudi yang tidak patuh atau paham tentang pengoperasian persinyalan. RLR merupakan perilaku pengemudi yang paling berbahaya pada simpang bersinyal, dimana pengemudi gagal mematuhi peraturan persinyalan pada simpang sehingga konflik terjadi. Untuk mengkaji perilaku pada RLR perlu dilakukan langkah awal yaitu identifikasi simpang bersinyal yang paling rawan terhadap kecelakaan. Hal ini diperlukan untuk mengeliminasi lokasi kajian atau penanganan akibat keterbatasan waktu dan biaya. Metodologi yang digunakan untuk penentuan lokasi rawan kecelakaan dilakukan mengacu pada Highway Safety Improvement Program di dalam Highway Safety Manual (HSM, 2010), yaitu planning component yang terdiri dari pengumpulan data dan identifikasi daerah rawan kecelakaan pada simpang bersinyal. Menggunakan data kecelakaan tahun 2013-2015 dengan mengombinasikan tiga metode analisis yaitu metode frekuensi, tingkat kecelakaan dan ekuivalensi kerugian harta benda (EPDO) ditentukan tiga simpang bersinyal yang paling rawan kecelakaan dan diprioritaskan untuk dilakukan kajian mendalam terhadap perilaku pelanggaran RLR.

Safety Performance Functions of Low-Volume Roadways

2019 ◽  
Vol 2673 (12) ◽  
pp. 798-810 ◽  
Author(s):  
Subasish Das ◽  
Ioannis Tsapakis ◽  
Songjukta Datta
Keyword(s):  
High Volume ◽  
Highway Safety ◽  
Safety Performance ◽  
Improvement Program ◽  
Crash Data ◽  
Safety Issues ◽  
Safety Performance Functions ◽  
Traffic Volumes ◽  
Low Volume ◽  
State And Local

The Fixing America’s Surface Transportation Act (FAST Act) mandates a Highway Safety Improvement Program (HSIP) for all states that “emphasizes a data-driven, strategic approach to improving highway safety on all public roads that focuses on performance.” To determine the predicted crashes on a specific roadway facility, the most convenient and widely used tool is the first edition of Highway Safety Manual (HSM), which provides predictive models [known as safety performance functions (SPFs)] of crash frequencies for different roadways. Low-volume roads (LVRs) are defined as roads located in rural or suburban areas with daily traffic volumes of less than or equal to 400 vehicles per day (vpd). LVRs cover a significant portion of the roadways in the U.S. While much work has been done to develop SPFs for high-volume roads, less effort has been devoted to LVR safety issues. This study used 2013–2017 traffic count, and roadway network and crash data from North Carolina to develop six SPFs for three LVRs, which can be used to predict total crashes, as well as fatal and injury crashes. This study also performed a sensitivity analysis to show the influence of traffic volumes on expected crash frequencies. The SPFs developed in this study can provide guidance to state and local agencies with the means to quantify safety impacts on LVR networks.

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