Crashes involving large trucks and passenger cars are important topics for research and countermeasure development since they represent more than 60% of all fatal truck crashes and because the passenger car occupant is much more likely to be killed. This study ( a) examined “fault” in total car–truck crashes using North Carolina Highway Safety Information System (HSIS) data for comparison with fault analyzed in previous studies of fatal crashes, ( b) used general estimates system (GES) crash data to verify unsafe driving acts (UDAs) identified by expert panels in past studies, and ( c) used North Carolina HSIS data to identify critical combinations of roadway facility type, roadway location, and crash type based on “total harm”—a measure combining both the frequency and severity of the crash. Fault in total North Carolina car–truck crashes was found to differ significantly from past fatal crash studies, with the truck driver being at fault more often than the car driver both overall and in certain crash types. Car drivers continue to be at fault much more often in head-on and angle crashes. While it was not possible to analyze all UDAs identified in prior studies, when possible, the current analyses revealed differences between the GES crash data results and the expert-based results, pointing to the need for better UDA methods if they are to be used to target treatments. Finally, using the total-harm analysis with North Carolina car–truck crashes indicated that undivided rural arterials and collectors should be primary targets for further investigation and for treatment.
Low-volume roads, paved and unpaved, pose a safety concern for various road users. Changes in roadway ownership, diverse user groups, traffic patterns, and new developments often create conditions unanticipated in the original roadway design. This problem is particularly true for low-volume roads, many of which were not formally designed. Low-volume roads represent a large portion of the national roadway network and crash problem. It is difficult to quantify the crash problem on low-volume roads, but 40% of fatal crashes in the United States occur on local roads, many of which are rural and low volume. Rural roads also have much higher crash rates than urban roads. Although the magnitude of crashes on this network is relatively large, crashes are fairly disbursed because of the vast mileage. Thus, it is difficult to identify crash clusters and trends with traditional engineering studies. Also, crash data may not be maintained, and allocation may not be referenced for these roadways. Road safety audits (RSAs) are one way to overcome several shortcomings of traditional engineering studies that analyze low-volume roads. RSAs are an effective tool for proactively improving the safety performance of a road. This paper discusses applying RSAs to identify and address safety issues on low-volume paved roads by considering their unique characteristics. In addition, unpaved roads are discussed with respect to the potential for RSAs to address safety concerns at these locations. The paper summarizes common safety issues identified on low-volume roads through 10 years of RSA experience. Potential low-cost safety strategies are also identified.
In the next decade, a new Metrorail line connecting downtown Washington, D.C., to Dulles International Airport and Loudoun County, Virginia, will open. This extension will pass through the suburban community of Reston, Virginia, where two stops will be located. Safe and adequate pedestrian and bicycle access to the stations will increase station use, reduce congestion in and out of the stations, and make transit a more attractive alternative. People living or working within the surrounding areas should be offered a choice of different modes for travel to and from a station, whether walking, biking, driving, or taking the bus. In addition to the provision of adequate facilities for each of those modes, those facilities must also be safe. The impression that intended routes for pedestrians are unsafe is often enough to deter people from walking. The pedestrian intersection safety index, recently developed for FHWA, was used to determine the suitability and safety for pedestrians of intersections surrounding proposed stations. These measures use readily available data to produce a quantitative rating of the safety of intersections. Recommendations for physical improvements were developed for 38 intersections within 1 mi of the station entrances. These projects were then prioritized for implementation on the basis of several factors, including safety measures. This process discovered some benefits and constraints associated with the implementation of the model. Furthermore, most of the intersections with poor safety ratings were also identified as unsafe locations by members of the community.
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