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Author: Publisher: ISBN: 9780642512512 Category : Rural roads Languages : en Pages : 209
Book Description
This study aimed to examine the effect of the increase in the heavy vehicle speed limit from 80 to 90 km/h on 1 January 1987. Articulated vehicle mean free speeds were found to have increased in four States; car speeds remained stable. The speed differential between cars and articulated vehicles was reduced from 10 to 8 km/h. Rural areas. Heavy vehicles. Trucks. Road safety. Articulated trucks. Road accidents.
Author: Publisher: ISBN: 9780642512512 Category : Rural roads Languages : en Pages : 209
Book Description
This study aimed to examine the effect of the increase in the heavy vehicle speed limit from 80 to 90 km/h on 1 January 1987. Articulated vehicle mean free speeds were found to have increased in four States; car speeds remained stable. The speed differential between cars and articulated vehicles was reduced from 10 to 8 km/h. Rural areas. Heavy vehicles. Trucks. Road safety. Articulated trucks. Road accidents.
Author: David L. Harkey Publisher: ISBN: Category : Speed limits Languages : en Pages : 78
Book Description
The objectives of this study were to determine whether differential or uniform speed limits are more beneficial to transportation safety and traffic operations on Interstate highways. The approach to achieving this objective was to examine speed and accident data from States employing both types of limits. Speed data were collected in 12 States at rural and urban locations representing all speed limits currently established on the Interstate highway system for cars/trucks, i.e., 55/55 mi/h (89/89 km/h), 65/55 mi/h (105/89 km/h), 65/60 mi/h (105/97 km/h), and 65/65 mi/h (105/105 km/h). Accident data were obtained from nine States which were geographically distributed across the country and representative of all rural Interstate speed limits currently established. For the speed data collected, a number of measures of effectiveness (MOEs) were examined including mean speed, speed variance, compliance, and speed distribution measures. For the accident data collected, types of crashes were examined (e.g., rear-end) along with vehicle type involvement (e.g., car-into-truck) and crash severity. This final report summarizes the effects of uniform and differential speed limits on transportation safety and traffic operations as determined by the examination of speed and accident data.
Author: Publisher: ISBN: Category : Roads Languages : en Pages : 89
Book Description
"To compare the safety effects of a uniform speed limit (USL) for all vehicles as opposed to a differential speed limit (DSL) for cars and heavy trucks, detailed crash data, speed monitoring data, and traffic volumes were sought for rural interstate highways in 17 States for the period 1991 to 2000. Conventional statistical tests (analysis of variance, Tukey's test, and Dunnett's test) were used to study speed and crash rate changes in the four policy groups. A modified empirical Bayes formation was used to evaluate crash frequency changes without presuming a constant relationship between crashes and traffic volume"--Technical report documentation page.
Author: Timothy J. Gates Publisher: ISBN: Category : Speed limits Languages : en Pages : 122
Book Description
As of July 2016, Montana was the only state to maintain a differential speed limit on two-lane two-way rural highways, utilizing a daytime statutory speed limit of 70 mph for cars and light trucks and 60 mph for trucks exceeding a one-ton payload capacity. Although differential speed limits are common on freeways, the use of differential limits on two-lane roadways presents unique safety and operational issues due to passing limitations and subsequent queuing, and prior research on such issues is scarce. Consequently, research was performed to evaluate the safety and operational impacts associated with the aforementioned differential speed limit on rural two-lane highways in Montana, particularly when compared to a uniform 65 mph speed limit. A series of field studies were performed on two-lane rural highways in Montana, which predominately possessed the 70 mph/60 mph differential speed limit, and in neighboring states where uniform 65 mph speed limits prevailed. The locations with 65 mph speed limits generally displayed less variability in travel speeds, shorter platoon lengths, less high-risk passing behavior, and fewer crashes. Surveys were performed to determine the speed limit policy preferences among motorists and members of the trucking industry in Montana. Although motorist support for the uniform 65 mph speed limit was mixed, the trucking industry strongly supported the uniform 65 mph limit over the current differential limit. Overall, the collective findings support transitioning to a uniform 65 mph speed limit on two-lane rural highways in Montana. Selective implementation of this new speed limit is advised initially, and candidate highways should possess relatively high traffic volumes, relatively high truck percentages, and limited passing opportunities.
Author: United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety, and Security Publisher: ISBN: Category : Business & Economics Languages : en Pages : 152
Author: Jack D. Jernigan Publisher: ISBN: Category : Interstate Highway System Languages : en Pages : 158
Book Description
In April of 1987, Congress passed the Surface Transportation and Uniform Relocation Assistance Act of 1987, which allows the states to raise, without penalty, the speed limit on interstate highways outside of urbanized areas with a population of 50,000 or more. This study estimated that an increase in the rural interstate speed limit in Virginia would have both positive and negative outcomes.-The average speed traveled on the rural interstate highway system has already increased by 3.6 mph in Virginia; this is comparable to that experienced in states that have raised the speed limit. However, if the speed limit on the rural interstate highway system is raised from 55 mph to 65 mph, it is estimated that in the short run the average speed traveled on the rural interstate will increase by an additional 3 mph, from 60 mph to 63 mph. Increased speeds would be expected to result in increased stopping distances and an annual increase of between 6 and 18 fatalities and between 171 and 405 injuries. Further, injuries would likely be more severe as a result of the higher speeds traveled. If the average speed continues to increase in the long run, or if higher speeds spill over onto the urban interstate highway system or rural collector roads, then additional injuries and fatalities would be expected on those systems as well. On the other hand, the primary quantifiable benefit of the higher limit would be a savings of 1.3 million hours in business and commercial travel time. This study has also found that almost 60% of the Virginians surveyed would prefer a 65 mph speed limit to a 55 mph limit on the rural interstate highway system. Finally, because of the current speeds, the geometric design, and the accident history of the rural interstates in general, it would be possible to raise the speed limit without violating traffic engineering tenets for setting speed limits. However, if the speed limit is raised, establishing a truck speed limit differential below the limit established for passenger cars would promote increased speed variance between cars and trucks, thereby creating a more dangerous environment than if the speed limit were raised to the same level for both cars and trucks.
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Author: Steven L. Johnson
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Author: David L. Harkey
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Author: Timothy J. Gates
Author: Maxwell H. Cameron
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Author: United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety, and Security
Author: Jack D. Jernigan