Effectiveness of Seasonal Deer Advisories on Changeable Message Signs as a Deer Crash Mitigation Tool

2019 ◽  
Vol 2673 (12) ◽  
pp. 548-557
Author(s):  
Bridget M. Donaldson ◽  
Young-Jun Kweon
Keyword(s):  
Vehicle Speed ◽  
Department Of Transportation ◽  
Vehicle Collisions ◽  
Project Area ◽  
Effective Form ◽  
Traffic Volumes ◽  
Changeable Message Signs ◽  
Virginia Department ◽  
Message Signs ◽  
Vehicle Sensor

The Virginia Department of Transportation began posting deer advisory messages on changeable message signs (CMSs) along a 16.7-mi segment of Interstate 64 in October 2015. The posting of these messages during the peak of deer activity, from October to November from 5 p.m. to 9 a.m., was intended to raise driver awareness and reduce the high number of deer–vehicle collisions (DVCs) in the area. The effectiveness of deer advisory messages with regard to DVC reduction is not well known. Effectiveness in this study was determined by evaluating deer carcass removal data from three October and November deer advisory posting periods. Vehicle speed evaluations were also conducted to determine whether drivers reduced speed in response to the advisories. Carcass removals were lower when the deer advisories were posted than when they were not posted, and this difference was statistically significant. During the deer advisory postings, there were statistically significant speed reductions of up to 2.8 mph at four of the five vehicle sensor stations. Speed reductions were greater when deer advisories were posted during periods of lower traffic volumes. Seasonal deer advisory messages on an interstate appear to be an effective form of DVC mitigation. Posting seasonal deer advisories every other day on the five existing CMSs in this study’s project area is expected to save approximately $700,000 to $1.4 million over the service life of the CMSs.

Preventing Animal-Vehicle Crashes using a Smart Detection Technology and Warning System

2020 ◽  
Vol 2674 (10) ◽  
pp. 680-689
Author(s):  
Cristian Druta ◽  
Andrew S. Alden
Keyword(s):  
Animal Movement ◽  
Detection System ◽  
Warning System ◽  
Mitigation Measures ◽  
Warning Sign ◽  
Vehicle Speed ◽  
Vehicle Crashes ◽  
Performance Study ◽  
Vehicle Collisions ◽  
Virginia Department

Animal-vehicle collisions (AVCs), and deer-vehicle collisions (DVCs) in particular, are a major safety problem on roads in Virginia, United States. Mitigation measures such as improved fencing and location-specific driver alerts are being implemented and evaluated in Virginia and elsewhere. One of the most promising mitigation methods uses a buried cable animal detection system (BCADS) to provide roadside or in-vehicle warnings to approaching drivers based on the active presence of an animal on or near the roadway. In this study, the Virginia Department of Transportation (VDOT) in collaboration with the Virginia Tech Transportation Institute (VTTI) implemented and monitored the performance of a BCADS on a public road to provide a real-world assessment of system capabilities and possible operation issues. Concurrently, a flashing light “Deer Crossing” warning sign was installed at the site and linked with the BCADS to alert approaching drivers when an animal crossing was detected. Continuous video surveillance data were collected for a year to monitor animal movement, vehicle traffic, and system performance. Study findings indicate that the BCADS is capable of detecting larger animals such as deer, and sometimes smaller animals such as coyotes, with almost 99% reliability. The system also performed well when covered by approximately 0.6 m (2 ft) of snow. Vehicle speed and brake light application data collected during warning sign activation showed that approximately 80% of drivers either braked or slowed in response, indicating that the sign was effective. A 75% reduction in deer-vehicle crashes was observed in the first year after system deployment.

Using All-Way Stop Control for Residential Traffic Management

1997 ◽  
Vol 1605 (1) ◽  
pp. 22-27 ◽  
Author(s):  
Benjamin H. Cottrell
Keyword(s):  
Traffic Control ◽  
Traffic Engineering ◽  
Traffic Management ◽  
Management Technique ◽  
Department Of Transportation ◽  
Review Of The Literature ◽  
Comprehensive Review ◽  
Traffic Volumes ◽  
Control Devices ◽  
Virginia Department

All-way or multiway stop signs are perhaps the most controversial form of residential traffic control. Because stop signs are thought of as a panacea for many traffic problems, residents are likely to request all-way stop signs more frequently than any other form of control. The Virginia Department of Transportation receives requests to install all-way stop control (AWSC) on residential streets primarily to slow traffic and to reduce cut-through traffic volumes. The effectiveness of AWSC as a residential traffic management technique is evaluated. A comprehensive review of the literature and a questionnaire survey of selected traffic engineering agencies revealed how AWSC is used in Virginia and elsewhere. Most traffic engineering agencies use AWSC warrants from FHWA’s Manual on Uniform Traffic Control Devices (MUTCD). Some agencies modify the MUTCD warrants or use a rating system because the MUTCD warrants appear to be in appropriate for residential streets with lower traffic volumes. Three case studies using a series of AWSC intersections to reduce cut-through traffic on residential streets were conducted and analyzed. In these studies, AWSC when installed at a series of residential intersections effectively reduced cut-through volumes.

Perception of Traffic Noise Barrier Effectiveness: Public Opinion Survey of Residents Living near I-71

1997 ◽  
Vol 1601 (1) ◽  
pp. 49-54 ◽  
Author(s):  
Lloyd A. Herman ◽  
Michael A. Finney ◽  
Craig M. Clum ◽  
E.W. Pinckney
Keyword(s):  
Public Opinion ◽  
Traffic Noise ◽  
Department Of Transportation ◽  
Opinion Survey ◽  
Noise Barriers ◽  
Noise Abatement ◽  
Public Controversy ◽  
Public Opinion Survey ◽  
Project Area ◽  
Noise Barrier

The completion of the largest Ohio Department of Transportation traffic noise abatement project in 1995 was met with public controversy over the effectiveness of the noise barriers. A public opinion survey was designed to obtain the perceptions of the residents in the project area. In a departure from most surveys of traffic noise barrier effectiveness, the coverage was not limited to the first or second row of houses, but was extended to 800 m on each side of the roadway. It was found that the larger survey area was needed to avoid misleading conclusions. Overall perceptions of noise barrier effectiveness were found to vary with distance from the roadway and with noise barrier configuration.

Collecting Vehicle-Speed Data by Using Time-Lapse Video Recording Equipment

2003 ◽  
Vol 1855 (1) ◽  
pp. 97-104 ◽  
Author(s):  
Christopher Strong ◽  
Scott Lowry ◽  
Peter McCarthy
Keyword(s):  
Real Time ◽  
Video Recording ◽  
Warning System ◽  
Time Lapse ◽  
Vehicle Speed ◽  
Recording Equipment ◽  
Safety Improvement ◽  
Camera Location ◽  
Message Signs ◽  
Time Lapse Video

An innovative application of time-lapse video recording is used to assist in an evaluation of a highway safety improvement. The improvement is an icy-curve warning system near Fredonyer Summit in northern California that activates real-time motorist warnings via extinguishable message signs, based on weather readings collected from road weather information systems. A measure of effectiveness is whether motorist speed is reduced as a result of real-time warnings to drivers. Why indirect speed measurement with video was preferred over radar for this case is discussed, as is how specific methodological issues related to the custom-built equipment, including camera location and orientation, distance benchmarking, and data collection and reduction. Theoretical and empirical accuracy measurements show that the video surveillance trailers yield results comparable to radar and, hence, would be applicable for studies in which speed change is measured. Because this particular technology had not been used previously, several lessons are documented that may help determine where and how similar equipment may be optimally used in future studies.

Poster 461 Department of Transportation Versus Self-reported Data on Motor Vehicle Collisions and Driving Convictions for Stroke Survivors: Do They Agree?

PM&R ◽  
2011 ◽  
Vol 3 ◽  
pp. S336-S336
Author(s):  
Hillel M. Finestone ◽  
Jennifer Biggs ◽  
Linda Greene-Finestone ◽  
Meiqi Guo ◽  
Lynn Hunt ◽  
...  
Keyword(s):  
Motor Vehicle ◽  
Stroke Survivors ◽  
Department Of Transportation ◽  
Motor Vehicle Collisions ◽  
Vehicle Collisions ◽  
Reported Data

Bridge Substructure Repairs with Self-Consolidating Concrete and Galvanic Anodes

2018 ◽  
Vol 2672 (27) ◽  
pp. 56-64
Author(s):  
H. Celik Ozyildirim ◽  
Stephen R. Sharp
Keyword(s):  
Chloride Content ◽  
Visual Observation ◽  
Department Of Transportation ◽  
Corrosion Activity ◽  
Self Consolidating Concrete ◽  
Reinforced Concrete Bridge ◽  
Form Pressure ◽  
Virginia Department ◽  
Narrow Area ◽  
Chloride Contaminated

Historically, the Virginia Department of Transportation (VDOT) has repaired chloride-contaminated reinforced concrete bridge substructure elements that contain vertical and overhead sections with either shotcrete or a conventional A3 (3,000 psi) or A4 (4,000 psi) concrete. This study investigated using self-consolidating concrete (SCC), which has a high flow rate, bonds well, has low permeability, and provides smooth surfaces, as another option. The study also explored the use of galvanic anodes to control corrosion activity in SCC repairs. In VDOT’s Lynchburg and Staunton Districts, SCC repairs were made with and without the use of galvanic anodes. This provided a means for determining the benefit of using the anodes. The needed repair areas were determined by visual observation and sounding. After 7 years of service, SCC repair areas with and without anodes did not exhibit corrosion activity; small vertical cracks were evident in the SCC but did not affect performance. The anodes can provide protection to the steel immediately adjacent to the repair areas. However, unrepaired concrete areas away from the patched area with anodes now require additional repairs. SCC can be successfully placed; however, attention should be paid to form pressure and slump loss. Selection of repair areas should be based on corrosion-related measurements such as half-cell or chloride content, rather than sounding. Progression of corrosion demonstrates the necessity of removing all chloride-contaminated concrete not just adjacent to, but also away from the reinforcement, as anodes in the repair area will provide protection only in a narrow area around the patch.

Performance of Virginia’s Early Foamed Warm Mix Asphalt Mixtures

2018 ◽  
Vol 2672 (28) ◽  
pp. 178-189 ◽  
Author(s):  
Stacey D. Diefenderfer
Keyword(s):  
Dynamic Modulus ◽  
Permanent Deformation ◽  
Warm Mix Asphalt ◽  
Department Of Transportation ◽  
High Dynamic ◽  
Repeated Load ◽  
And Performance ◽  
Virginia Department ◽  
Performance Grading ◽  
Air Void

The Virginia Department of Transportation began allowing the use of warm mix asphalt (WMA) in 2008. Although several WMA technologies were investigated prior to implementation, foamed WMA was not. This study evaluated the properties and performance of foamed WMA placed during the initial implementation of the technology to determine whether the technology had performed as expected. Six mixtures produced using plant foaming technologies and placed between 2008 and 2010 were identified and subjected to field coring and laboratory testing. Coring was performed in 2014, resulting in pavement ages from 4 to 6 years. Three comparable hot mix asphalt (HMA) mixtures were cored at 5 years for comparison. Cores were evaluated for air-void contents and permeability and were subjected to dynamic modulus, repeated load permanent deformation, and overlay testing. In addition, binder was extracted and recovered for performance grading. Similar properties were found for the WMA and HMA mixtures. One WMA mixture had high dynamic modulus and binder stiffness, but overlay testing did not indicate any tendency for premature cracking. All binders had aged between two and three performance grades above that specified at construction. WMA binders and one HMA binder aged two grades higher, and the remaining two HMA binders aged three grades higher, indicating a likely influence on aging of the reduced temperatures at which the early foamed mixtures were typically produced. Overall results indicated that foamed WMA and HMA mixtures should be expected to perform similarly.

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