Evaluations of Protected/Permitted Right Turns and Quieter Shoulder - PowerPoint PPT Presentation

School of Civil and COLLEGE OF ENGINEERING Construction Engineering Evaluations of Protected/Permitted Right Turns and Quieter Shoulder Rumble Strips David S. Hurwitz, Ph.D. School of Civil and Construction Engineering Oregon State University Corvallis, OR Human Centered Design Seminar – Oregon State University – 04/26/2019

Permitted Right Turn Indications FYA CG

Driver Comprehension of Right Turn Indications Source: “Right Turns on Red Arrow by State: Does your State Allow it” Sajid Hassan, Traffic Engineer NCDOT, 2016

PPRT Study Objectives (Hurwitz et al., 2018; Jashami et al., 2019) Understand and assess driver comprehension and response to the FYA • for right turns Develop an understanding of the safety and operational implications of • using the FYA for permitted right-turns

OSU Driving Simulator View from outside the car View from inside car w/ ped crossing

Independent Variables & Levels VARIABLE ACRONYM CATEGORY LEVEL LEVEL DESCRIPTION 1 CR: Circular Red SHA 2 CG: Circular Green 1 SRA: Solid Red Arrow Nominal 2 Signal Head SGA: Solid Green Arrow (categorical) SHB W: Walk interval FYA: Flashing 3 Yellow Arrow C: Clearance walk interval 1 TB1: Right-turn bay length 1: 50 ft Geometry G Discrete 2 TB2: Right-turn bay length 2: 100 ft 1 No pedestrians crossing Pedestrians P Discrete 2 Pedestrians crossing

Scenarios

Scenario Layout With 50 ft exclusive right turning bay Driver perspective presented SRA

Example Experimental Trial w/ 4 Scenarios

Experiment – Data Acquisition Participants: • 52 Participated • 5 Simulator Sickness • 1 calibration issue • 46 Usable • 1,104 total-right turn scenarios Data: • Visual attention • Observed driver behavior • Position and speed of vehicles, and pedestrians • Pre-post survey

Error Coding of Observed Behavior if participants demonstrated that Correct Partially Incorrect Incorrect they would… Stop before turning (vehicle speed < Turn right with caution Turn without checking for pedestrians even 1 mph) to check for pedestrians after yielding to though the walk indication was displayed (or) Steady Circular Green (or) pedestrians (if present) not checking before turning but stopping once A crash with a pedestrian in the crosswalk they saw a pedestrian Turn right without Check for pedestrians and turn right (or) stopping, recognizing Stop before turning (some noted Slow down and check for pedestrians and other Steady Green Arrow that the SGA indicates a remain stopped until the signal cross traffic but did not recognize the protected protected right-turn display became green) movement in either case movement Come to a complete stop Steady Circular Red (vehicle speed < 1 mph) Turn right without coming to a complete stop Stop and remain stopped until the & and complete the turn (Vehicle speed > 1 mph) green indication Steady Red Arrow when they find a safe gap Turn right with caution Stop before turning (vehicle speed < Flashing Yellow Turn right without caution (vehicle speed >15 after yielding to 1 mph) to check for pedestrians, (or) Arrow mph) (or) pedestrians (if present) Remain stopped until the green Not yielding when necessary in crosswalk indication

89% FYAC [100 - PED] 98% 50 - PED 96% 100 - NO PED 94% 50 - No Ped 98% FYAW [100 - PED] 98% 50 - PED 89% 100 - NO PED 85% 50 - NO PED 33% Red Arrow [100 - PED] 30% 50 - PED 26% 100 - NO PED 24% 50 - NO PED 63% Circular Red [100 - PED] 50% 50 - PED 52% 100 - NO PED 63% 50 - NO PED Green Arrow [100 - PED] 50 - PED 85% 85% 100 - NO PED 98% 50 - NO PED 74% Circular Green [100, PED] 67% 50 - PED 76% 100 - NO PED 74% 50 - NO PED 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Correct Partially Correct Incorrect

Eye Tracker Scene & Eye Camera Computer & Control Unit

Demonstration of Eye Tracking in the Field

Visual Attention – Areas of Interest (AOIs)

Visual Attention – Total Fixation Duration (TFD)

Visual Attention – Total Fixation Duration (TFD)

Recommendations for Practice • Add language in the applicable ODOT documents, policies and manuals to recommend the use of the FYA for protected permissive right turn operations and allow it for permissive right turn operations • Due to better yielding and driver behavior, Oregon transportation agencies could potentially improve pedestrian safety at signalized intersections with high volumes of permissive right turns from exclusive right-turn lanes by using the FYA display in lieu of a STEADY CIRCULAR GREEN display. This type of operation is currently in use at NW 3rd St and NW Van Buren Ave in Corvallis, OR with two one-way streets.

Recommendations for Practice • Add two new signal head types in the applicable ODOT documents, policies and manuals: Replace the TYPE5 signal head with a TYPE3RCF signal head for PPRT operations and add a TYPE 3RF signal head for permissive right turn operations • Recommend the use of R10-17a sign at locations using the STEADY RED ARROW (where RTOR is desired for efficiency)

What is a Shoulder Rumble Strip? (FHWA, 2011)

SRS Study Objectives (Hurwitz et al., 2019) The study evaluates the feasibility of using sinusoidal RS as a substitute • for traditional milled RS on roadway segments with lane departure crash problems A quantitative and empirical comparison of the in-vehicle noises of • sinusoidal and traditional RS will indicate if the sinusoidal pattern provides sufficient warning to drivers.

Rumble Strips Test Locations

Rumble Strips Tested 9.5” 14” Depth: 3/8” Depth: 1/2” RS Comparison

Research Design Site Selection Guidelines based on AASHTO Statistically Isolated Pass-by (SIP) Method

Research Design Based on AASHTO’s Statistical Isolated Pass-By (SIP) Method Exterior Sound Equipment Diagram

Exterior Sound Levels Roadside Setup

Vehicles Tested 2017 Ford Focus Hatchback 2015 Dodge Grand Caravan Volvo VHD Dump Truck Striking the Sinusoidal RS

Data Collected

Rumble Strips Recorded RS Comparison

Exterior Measurement: Frequency Comparison

Exterior Measurement: dB Histogram Comparison

Exterior Measurement: Average Observation Passenger Car Rounded RS 105 STK 1 100 STK 2 Sound Level (dBA) STK 3 95 Strike Average 90 1 2 85 3 80 Baseline Average 75 Time Series (~3 seconds)

Exterior Measurement: RS Comparison Passenger Car Rounded & Sinusoidal RS 115 Rounded Strike 110 105 Sound Level (dBA) Sinusoidal 100 Strike 95 Rounded 90 Baseline 85 Sinusodial 80 Baseline 75 Time Series (~3 seconds)

Exterior Measurement Comparison for Factor Groups Delta = Strike dBA – Baseline dBA

Heavy Vehicle Tire Bridging

Exterior Measurement Comparison for Factor Groups • For the passenger car or van, the exterior noise measured at 25 and 50 ft from the roadside was less when striking the sinusoidal design compared to the rounded design. Both vehicles showed similar decreases in exterior sound, indicating that the sinusoidal design did in fact reduce roadside noise. • Differences between vehicle types were expected, as the suspension, tire characteristics, and vehicle weight influence noise generation. • Exterior measurements were made immediately adjacent to the roadway. Relationships between sound levels will be similar further from the road, but at a lesser intensity RS Type Roadside Delta Sound Impact Passenger Car 5.4 dBA Clearly Noticeable ~5 dBA Rounded Van 4.6 dBA Passenger Car Noticeable 3 dBA 3.1 dBA Sinusoidal Van 0.2 dBA Imperceptible 1 dBA

Acknowledgements Portland State University Oregon State University • Chris Monsere, • Hisham Jashami, PhD student Department Chair and Professor • Dylan Horne, PhD student • Sirisha Kothuri, Associate Research Scientist • ODOT- SPR 789 • ODOT- SPR 800

CONTACT INFORMATION Dr. David S. Hurwitz Associate Professor, Transportation Engineering School of Civil and Construction Engineering Associate Director, at OSU Pacific Northwest Transportation Consortium (PacTrans) Director, Driving and Bicycling Simulator Laboratory Email: david.hurwitz@oregonstate.edu Web: www.davidhurwitz.org