Study of KDOT Policy on Lane and Shoulder Minimum Width for Application of Centerline Rumble Strips
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Study of KDOT Policy on Lane and Shoulder Minimum Width for Application of Centerline Rumble Strips

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    Final report; July 2009¿Oct. 2011.
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  • Abstract:
    The objectives of this research were: a) to obtain updated information on DOTs’ policies and guidelines for

    installation of centerline rumble strips (CLRS) in the United States in order to identify current practices; b) to verify the

    before-and-after safety effectiveness of CLRS currently installed in Kansas; c) to determine if CLRS cause levels of exterior

    noise that can disturb nearby residents and propose a minimum distance from houses for installation of CLRS in Kansas; d)

    to estimate the effects of CLRS on vehicles’ operational speed and lateral position and to verify if it is safe to install CLRS

    on sections of highways with narrow shoulders; and e) provide recommendations of when it is beneficial to install rumble

    strips, given known values of traffic volume, shoulder width, and the presence of other types of rumble strips.

    The methodologies that were applied in this research include: a) an email survey that was sent to all state DOTs to

    verify their current guidelines for installation of CLRS; b) application of Bayesian before-and-after methods to investigate

    the safety effectiveness of CLRS in Kansas; c) field data collection according to standard procedures to verify if CLRS

    produce exterior noise levels that can disturb residents that live nearby to treated highways, d) standard field data collection

    methods to investigate how CLRS impact vehicular lateral position and operational speed; and e) modeling and

    interpretation of regression equations to predict number of crashes.

    Based on the analysis of safety performance function (SPF) models for total correctable crashes, on roadways with

    narrow shoulders, SRS only is recommended for all annual average daily traffic levels (AADTs) considered in this study. For

    AADTs lower than 5,750 vehicles per day, CLRS are recommended. For AADTs greater than 3,000 vehicles per day, the

    both configuration is also recommended. The study of SPFs was limited by the fact that only 29 sections of highway were

    used to build the models.

    Overall, both patterns currently installed in Kansas have provided crash reductions and are recommended. Shoulder

    width and traffic volume should be considered as crash predictors for enhancement of the benefits.

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